Runway drainage characteristics related to tire friction performance

NASA Technical Reports Server (NTRS)

Yager, Thomas J.

1991-01-01

The capability of a runway pavement to rapidly drain water buildup during periods of precipitation is crucial to minimize tire hydroplaning potential and maintain adequate aircraft ground operational safety. Test results from instrumented aircraft, ground friction measuring vehicles, and NASA Langley's Aircraft Landing Dynamics Facility (ALDF) track have been summarized to indicate the adverse effects of pavement wetness conditions on tire friction performance. Water drainage measurements under a range of rainfall rates have been evaluated for several different runway surface treatments including the transversely grooved and longitudinally grinded concrete surfaces at the Space Shuttle Landing Facility (SLF) runway at NASA Kennedy Space Center in Florida. The major parameters influencing drainage rates and extent of flooding/drying conditions are identified. Existing drainage test data are compared to a previously derived empirical relationship and the need for some modification is indicated. The scope of future NASA Langley research directed toward improving empirical relationships to properly define runway drainage capability and consequently, enhance aircraft ground operational safety, is given.

Evaluation of Winter Operational Runway Friction Measurement Equipment, Procedures, and Research

NASA Technical Reports Server (NTRS)

1995-01-01

This document produced by the FAA/Industry Winter Runway Friction Measurement and Reporting Working Group, is designed to provide an overview of current information on the present guidance, practices, and procedures for reporting runway pavement surface conditions during winter operations at airports. It contains recommendations on the desirability of providing the best procedural consistency and standardization and discusses the available means to implement the guidance that will result in improved aviation safety at airports during hazardous winter conditions.

High friction interactive aircraft tire-runway systems

NASA Technical Reports Server (NTRS)

Clark, S. K.

1974-01-01

The principle of utilizing geometric interaction between runway asperities and tire pattern design is discussed, and a theoretical basis is presented for substantial enhancement of frictional effects by this process. Test data confirming this is given. First order analytical expressions are given for the increased friction coefficients and for the engagement distances required. High speed friction data on a 7.00 x 8 aircraft tire is presented confirming this. Example design geometries are shown for the tire tread groove pattern, and designs and materials are discussed for the asperity grid and its attachment system.

How Surface Treatments Enhance Ground Handling

NASA Technical Reports Server (NTRS)

Yager, Thomas J.

2002-01-01

Several runway surface treatments developed in recent years are described in terms of how aircraft tire landing and takeoff friction requirements are met, particularly during adverse weather conditions. Changing the surface texture with grooving, grinding and shot peening, use of chemicals to remove or prevent accumulation of natural or man-made contaminants, and the use of new techniques and materials are discussed as means of improving surface friction performance. Test data are presented to illustrate the effects of runway conditions on aircraft ground performance. The severity of the problem of operating on runway surfaces which cannot provide sufficient aircraft tire friction capability is also illustrated from documented aircraft accident/incident reports. The paper concludes with recommendations for future pavement research activities.

Tire-to-Surface Friction Especially Under Wet Conditions

NASA Technical Reports Server (NTRS)

Sawyer, Richard H.; Batterson, Sidney A.; Harrin, Eziaslav N.

1959-01-01

The results of measurements of the maximum friction available in braking on various runway surfaces under various conditions is shown for a C-123B airplane and comparisons of measurements with a tire-friction cart on the same runways are made. The.results of studies of wet-surface friction made with a 12-inch-diameter low-pressure tire on a tire-friction treadmill, with an automobile tire on the tire-friction cart, and with a 44 x 13 extra-high-pressure type VII aircraft tire at the Langley landing-loads track are compared. Preliminary results of tests on the tire-friction treadmill under wet-surface conditions to determine the effect of the wiping action of the front wheel of a tandem-wheel arrangement on the friction available in braking for the rear wheel are given.

Electromechanical imitator of antilock braking modes of wheels with pneumatic tire and its application for the runways friction coefficient measurement

NASA Astrophysics Data System (ADS)

Putov, A. V.; Kopichev, M. M.; Ignatiev, K. V.; Putov, V. V.; Stotckaia, A. D.

2017-01-01

In this paper it is considered a discussion of the technique that realizes a brand new method of runway friction coefficient measurement based upon the proposed principle of measuring wheel braking control for the imitation of antilock braking modes that are close to the real braking modes of the aircraft chassis while landing that are realized by the aircraft anti-skid systems. Also here is the description of the model of towed measuring device that realizes a new technique of runway friction coefficient measuring, based upon the measuring wheel braking control principle. For increasing the repeatability accuracy of electromechanical braking imitation system the sideslip (brake) adaptive control system is proposed. Based upon the Burkhard model and additive random processes several mathematical models were created that describes the friction coefficient arrangement along the airstrip with different qualitative adjectives. Computer models of friction coefficient measuring were designed and first in the world the research of correlation between the friction coefficient measuring results and shape variations, intensity and cycle frequency of the measuring wheel antilock braking modes. The sketch engineering documentation was designed and prototype of the latest generation measuring device is ready to use. The measuring device was tested on the autonomous electromechanical examination laboratory treadmill bench. The experiments approved effectiveness of method of imitation the antilock braking modes for solving the problem of correlation of the runway friction coefficient measuring.

An Overview of the Annual NASA Tire/Runway Friction Workshop and Lessons Learned

NASA Technical Reports Server (NTRS)

Yager, Thomas J.

2005-01-01

This paper summarizes the organization efforts, objectives, scope, agenda, test procedures and results from eleven years of conducting the NASA Tire/Runway Friction Workshop. The paper will also summarize the lessons learned between 1994 and 2004. A description of the various friction, texture and roughness equipment used during these workshops at NASA Wallops Flight Facility on the eastern shore of Virginia will be provided together with the range of test surfaces available for evaluation. The need for friction measuring equipment calibration centers is discussed and plans for future workshops are identified.

Studies of Contaminated Runways,

DTIC Science & Technology

1980-01-01

slide friction we refer to the friction which is produced due to the relative motion between a rubber tyre and a hard runway. tThis type of friction is... rubber planing" and a tyre exposed to such a process shows damages in form of a local sticky surface or a locally worn-off layer. The steam, which...macrostructure causes when dry together with a rubber tyre brake numbers Prom 0.7 to 1.1 depending on the rubber mixture and inflation pressure. On this type of

Preliminary test results of the joint FAA-USAF-NASA runway research program. Part 1: Traction measurements of several runways under wet and dry conditions with a Boeing 727, a diagonal-braked vehicle, and a mu-meter

NASA Technical Reports Server (NTRS)

Horne, W. B.; Yager, T. J.; Sleeper, R. K.; Merritt, L. R.

1977-01-01

The stopping distance, brake application velocity, and time of brake application were measured for two modern jet transports, along with the NASA diagonal-braked vehicle and the British Mu-Meter on several runways, which when wetted, cover the range of slipperiness likely to be encountered in the United States. Tests were designed to determine if correlation between the aircraft and friction measuring vehicles exists. The test procedure, data reduction techniques, and preliminary test results obtained with the Boeing 727, the Douglas DC-9, and the ground vehicles are given. Time histories of the aircraft test run parameters are included.

Recent Progress Towards Predicting Aircraft Ground Handling Performance

NASA Technical Reports Server (NTRS)

Yager, T. J.; White, E. J.

1981-01-01

The significant progress which has been achieved in development of aircraft ground handling simulation capability is reviewed and additional improvements in software modeling identified. The problem associated with providing necessary simulator input data for adequate modeling of aircraft tire/runway friction behavior is discussed and efforts to improve this complex model, and hence simulator fidelity, are described. Aircraft braking performance data obtained on several wet runway surfaces is compared to ground vehicle friction measurements and, by use of empirically derived methods, good agreement between actual and estimated aircraft braking friction from ground vehilce data is shown. The performance of a relatively new friction measuring device, the friction tester, showed great promise in providing data applicable to aircraft friction performance. Additional research efforts to improve methods of predicting tire friction performance are discussed including use of an instrumented tire test vehicle to expand the tire friction data bank and a study of surface texture measurement techniques.

Traction Characteristics of a 30 by 11.5-14.5, Type 8, Aircraft Tire on Dry, Wet and Flooded Surfaces

NASA Technical Reports Server (NTRS)

Yager, T. J.; Dreher, R. C.

1976-01-01

A limited test program was conducted to extend and supplement the braking and cornering data on a 30 x 11.5-14.5, type VIII, aircraft tire to refine the tire/runway friction model for use in the development of an aircraft ground performance simulation. Tire traction data were obtained on dry, wet and flooded runway surfaces at ground speeds ranging from 5 to 100 knots and at yaw angles extending up to 12 deg. These friction coefficients are presented as a function of slip characteristics, namely, the maximum and skidding drag coefficients and the maximum cornering coefficients are presented as a function of both ground speed and yaw angle to extend existing data on that tire size. Tire braking and cornering capabilities were shown to be affected by vehicle ground speed, wheel yaw attitude and the extent of surface wetness.

Aircraft performance in slippery runway conditions : a simulation study of the accuracy and limitations of real-time runway friction estimation based on airplane onboard data.

DOT National Transportation Integrated Search

2015-04-01

Runway overrun accidents occurring during landings in slippery conditions continue to occur frequently worldwide. After a : number of specific landing overrun accidents in the U.S., the National Transportation Safety Board (NTSB) issued a safety : re...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

Guidance and Control Design for High-Speed Rollout and Turnoff (ROTO)

NASA Technical Reports Server (NTRS)

Goldthorpe, S. H.; Dangaran, R. D.; Dwyer, J. P.; McBee, L. S.; Norman, R. M.; Shannon, J. H.; Summers, L. G.

1996-01-01

A ROTO architecture, braking and steering control law and display designs for a research high speed Rollout and Turnoff (ROTO) system applicable to transport class aircraft are described herein. Minimum surface friction and FMS database requirements are also documented. The control law designs were developed with the aid of a non-real time simulation program incorporating airframe and gear dynamics as well as steering and braking guidance algorithms. An attainable objective of this ROTO system, as seen from the results of this study, is to assure that the studied aircraft can land with runway occupancy times less then 53 seconds. Runway occupancy time is measured from the time the aircraft crosses the runway threshold until its wing tip clears the near side of the runway. Turnoff ground speeds of 70 knots onto 30 degree exits are allowed with dry and wet surface conditions. Simulation time history and statistical data are documented herein. Parameters which were treated as variables in the simulation study include aircraft touchdown weight/speed/location, aircraft CG, runway friction, sensor noise and winds. After further design and development of the ROTO control system beyond the system developed earlier, aft CG MD-11 aircraft no longer require auto-asymmetric braking (steering) and fly-by-wire nose gear steering. However, the auto ROTO nose gear hysteresis must be less than 2 degrees. The 2 sigma dispersion certified for MD-11 CATIIIB is acceptable. Using this longitudinal dispersion, three ROTO exits are recommended at 3300, 4950 and 6750 feet past the runway threshold. The 3300 foot exit is required for MD-81 class aircraft. Designs documented in this report are valid for the assumptions/models used in this simulation. It is believed that the results will apply to the general class of transport aircraft; however further effort is required to validate this assumption for the general case.

Uncertainty Analysis for the Evaluation of a Passive Runway Arresting System

NASA Technical Reports Server (NTRS)

Deloach, Richard; Marlowe, Jill M.; Yager, Thomas J.

2009-01-01

This paper considers the stopping distance of an aircraft involved in a runway overrun incident when the runway has been provided with an extension comprised of a material engineered to induce high levels of rolling friction and drag. A formula for stopping distance is derived that is shown to be the product of a known formula for the case of friction without drag, and a dimensionless constant between 0 and 1 that quantifies the further reduction in stopping distance when drag is introduced. This additional quantity, identified as the Drag Reduction Factor, D, is shown to depend on the ratio of drag force to friction force experienced by the aircraft as it enters the overrun area. The specific functional form of D is shown to depend on how drag varies with speed. A detailed uncertainty analysis is presented which reveals how the uncertainty in estimates of stopping distance are influenced by experimental error in the force measurements that are acquired in a typical evaluation experiment conducted to assess candidate overrun materials.

Performance of an aircraft tire under cyclic braking and of a currently operational antiskid braking system

NASA Technical Reports Server (NTRS)

Tanner, J. A.

1972-01-01

An experimental investigation was conducted to study the performance of an aircraft tire under cyclic braking conditions and to study the performance of a currently operational aircraft antiskid braking system. Dry, damp, and flooded runway surface conditions were used in the investigation. The results indicated that under cyclic braking conditions the braking and cornering-force friction coefficients may be influenced by fluctuations in the vertical load, flexibility in the wheel support, and the spring coupling between the wheel and the tire-pavement interface. The cornering capability was shown to be negligible at wheel slip ratios well below a locked-wheel skid under all test surface conditions. The maximum available brake-force friction coefficient was shown to be dependent upon the runway surface condition, upon velocity, and, for wet runways, upon tire differences. Moderate reductions in vertical load and brake system pressure did not significantly affect the overall wet-runway performance of the tire.

Shuttle landing runway modification to improve tire spin-up wear performance

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.; Yager, Thomas J.; Stubbs, Sandy M.

1988-01-01

This paper presents the results of a series of tire spin-up wear tests on a simulated Kennedy Space Center (KSC) runway that were carried out to investigate the tire wear problem for Space Shuttle landings on the KSC runway and to test several modifications of the runway surface designed to alleviate the problem. It was found that the runway surface produced by a concrete smoothing machine using cutters spaced one and three-quarters blades per centimeter provided adequate wet cornering while limiting spin-up wear. Based on the test results, the KSC runway was smoothed for about 1066 m at each end, leaving the original high friction surface, for better wet steering and braking, in the 2438-m central section.

Abrasion behavior of aluminum and composite skin coupons, stiffened skins and stiffened panels representative of transport airplane structures

NASA Technical Reports Server (NTRS)

Jackson, K. E.

1985-01-01

A three-phase investigation was conducted to compare the friction and wear response of aluminum and graphite-epoxy composite materials when subjected to loading conditions similar to those experienced by the skin panels on the underside of a transport airplane during an emergency belly landing on a runway surface. The first phase involved a laboratory test which used a standard belt sander to provide the sliding abrasive surface. Small skin-coupon test specimens were abraded over a range of pressures and velocities to determine the effects of these variables on the coefficient of friction and wear rate. The second phase involved abrading I-beam stiffened skins on actual runway surface over the same range of pressures and velocities used in the first phase. In the third phase, large stiffened panels which most closely resembled transport fuelage skin construction were abraded on a runway surface. This report presents results from each phase of the investigation and shows comparisons between the friction and wear behavior of the aluminum and graphite-epoxy composite materials.

Wear and related characteristics of an aircraft tire during braking

NASA Technical Reports Server (NTRS)

Mccarty, J. L.

1972-01-01

Wear and related characteristics of friction and temperature developed during braking of size 22 x 5.5, type aircraft tires are studied. The testing technique involved gearing the tire to a driving wheel of a ground vehicle to provide operations at constant slip ratios on asphalt, concrete, and slurry-seal surfaces. Data were obtained over the range of slip ratios generally attributed to an aircraft braking system during dry runway operations. The results show that the cumulative tire wear varies linearly with distance traveled and the wear rate increases with increasing slip ratio and is influenced by the runway-surface character. Differences in the wear rates associated with the various surfaces suggest that runways can be rated on the basis of tire wear. The results also show that the friction coefficients developed during fixed-slip-ratio operations are in good agreement with those obtained by other investigators during cyclic braking, in that the dry friction is insensitive to the tire tread temperature is shown to increase with increasing slip ratio and, at the higher ratios, to be greater during braking on asphalt and slurry seal than on concrete.

Development and Evaluation of New Calibration Site, Tyndall AFB, for Continuous Friction Measurement Equipment

DTIC Science & Technology

2016-02-01

color images. The Air Force Civil Engineering Center (AFCEC) has been measuring military runway pavement friction and texture conditions around the...world for many years. In recent years, the friction measurements have been collected using seven GripTester (GT) trailers, and pavement texture...with several conclusions and recommendations are given as well as a list of appropriate references. pavement friction, calibration, pavement surface U U

Friction and wear behavior of aluminum and composite I-beam stiffened airplane skins

NASA Technical Reports Server (NTRS)

Jackson, K. E.

1985-01-01

Friction and wear behavior was determined for I-beam stiffened skins constructed of aluminum, graphite-epoxy composite, and glass hybrid composite under abrasive loading conditions typical of those occurring on the underside of a transport airplane during an emergency belly landing. A test apparatus was developed to abrade the test specimens on actual runway surface under a range of pressures (2-5 psi) and velocities (16-50 mph). These parameters were chosen to fall within the range of conditions typical of an airframe sliding on a runway surface. The effects of the test variables on the wear rate and the coefficient of friction are discussed and comparisons are made between the composite materials and aluminum. In addition, the test apparatus was equipped to monitor the temperature variations on the backside of the skins during abrasion and these results are presented.

Tire-to-Surface Friction-Coefficient Measurements with a C-123B Airplane on Various Runway Surfaces

NASA Technical Reports Server (NTRS)

Sawyer, Richard H.; Kolnick, Joseph J.

1959-01-01

An investigation was conducted to obtain information on the tire-to-surface friction coefficients available in aircraft braking during the landing run. The tests were made with a C-123B airplane on both wet and dry concrete and bituminous pavements and on snow-covered and ice surfaces at speeds from 12 to 115 knots. Measurements were made of the maximum (incipient skidding) friction coefficient, the full-skidding (locked wheel) friction coefficient, and the wheel slip ratio during braking.

Tests of highly loaded skids on a concrete runway

NASA Technical Reports Server (NTRS)

Stubbs, Sandy M.; Daugherty, Robert H.

1994-01-01

Skids have been used at various times for aircraft landing gear ever since the Wright Flyer appeared in the early 1900's. Typically, skids have been employed as aircraft landing gear either at low speeds or at low bearing pressures. Tests were conducted to examine the friction and wear characteristics of various metals sliding on a rough, grooved concrete runway. The metals represented potential materials for an overload protection skid for the Space Shuttle orbiter. Data from tests of six skid specimens conducted at higher speeds and bearing pressures than those of previous tests in the open literature are presented. Skids constructed of tungsten with embedded carbide chips exhibited the lowest wear, whereas a skid constructed of Inconel 718 exhibited high wear rates. Friction coefficients for all the skid specimens were moderate and would provide adequate stopping performance on a long runway. Because of its low wear rate, a skid constructed of tungsten with embedded carbide chips is considered to be a likely candidate for an aircraft skid or overload protection skid.

Some effects of grooved runway configurations on aircraft tire braking traction under flooded runway conditions

NASA Technical Reports Server (NTRS)

Byrdsong, T. A.

1973-01-01

An experimental investigation was conducted to study the effect of grooved runway configurations on aircraft tire braking traction on flooded runway surfaces. The investigation was performed, utilizing size 49 x 17, type VII, aircraft tires with an inflation pressure of 170 lb per square inch at ground speeds up to approximately 120 knots. The results of this investigation indicate that when the runway is flooded, grooved surfaces provide better braking traction than an ungrooved surface and, in general, the level of braking traction was found to improve as the tire bearing pressure was increased because of an increase in the groove area of either the surface or the tire tread. Rounding the groove edges tended to degrade the tire braking capability from that developed on the same groove configuration with sharp edges. Results also indicate that braking friction coefficients for the test tires and runway surfaces decreased as ground speed was increased because of the hydroplaning effects.

Guidance and control requirements for high-speed Rollout and Turnoff (ROTO)

NASA Technical Reports Server (NTRS)

Goldthorpe, Steve H.; Kernik, Alan C.; Mcbee, Larry S.; Preston, Orv W.

1995-01-01

This report defines the initial requirements for designing a research high-speed rollout and turnoff (ROTO) guidance and control system applicable to transport class aircraft whose purpose is to reduce the average runway occupancy time (ROT) for aircraft operations. The requirements will be used to develop a ROTO system for both automatic and manual piloted operation under normal and reduced visibility conditions. Requirements were determined for nose wheel/rudder steering, braking/reverse thrust, and the navigation system with the aid of a non-real time, three degree-of-freedom MD-11 simulation program incorporating airframe and gear dynamics. The requirements were developed for speeds up to 70 knots using 30 ft exit geometries under dry and wet surface conditions. The requirements were generated under the assumptions that the aircraft landing system meets the current Category III touchdown dispersion requirements and that aircraft interarrival spacing is 2 nautical miles. This effort determined that auto-asymmetric braking is needed to assist steering for aft center-of-gravity aircraft. This report shows various time-history plots of the aircraft performance for the ROTO operation. This effort also investigated the state-of-the-art in the measurement of the runway coefficient of friction for various runway conditions.

Friction characteristics of three 30 by 11.5-14.5, type 8, aircraft tires with various tread groove patterns and rubber compounds

NASA Technical Reports Server (NTRS)

Yager, T. J.; Mccarty, J. L.

1977-01-01

A test program was conducted to evaluate friction performance and wear characteristics on wet runways of three 30 x 11.5-14.5, type, aircraft tires having two different tread patterns and natural rubber contents. All test tires had the standard three circumferential groove tread, but two had molded transverse grooves which extended from shoulder to shoulder. The tread rubber content of the two tires with transverse grooves differed in that one had a 100 percent natural rubber tread and the other had a rubber tread composition that was 30 percent synthetic and 70 percent natural. The third test tire had the conventional 100 percent natural rubber tread. Results indicate that the differences in tire tread design and rubber composition do not significantly affect braking and cornering friction capability on wet or dry surfaces. Braking performance of the tires decreases with increased speed, with increased yaw angle and, at higher speeds, with increased wetness of the surface.

Behavior of aircraft antiskid breaking systems on dry and wet runway surfaces: A slip-ratio-controlled system with ground speed reference from unbraked nose wheel

NASA Technical Reports Server (NTRS)

Tanner, J. A.; Stubbs, S. M.

1977-01-01

An experimental investigation was conducted at the Langley aircraft landing loads and traction facility to study the braking and cornering response of a slip ratio controlled aircraft antiskid braking system with ground speed reference derived from an unbraked nose wheel. The investigation, conducted on dry and wet runway surfaces, utilized one main gear wheel, brake, and tire assembly of a DC-9 series 10 airplane. During maximum braking, the average ratio of the drag force friction coefficient developed by the antiskid system to the maximum drag force friction coefficient available was higher on the dry surface than on damp and flooded surfaces, and was reduced with lighter vertical loads, higher yaw angles, and when new tire treads were replaced by worn treads. Similarly, the average ratio of side force friction coefficient developed by the tire under antiskid control to the maximum side force friction coefficient available to a freely rolling yawed tire decreased with increasing yaw angle, generally increased with ground speed, and decreased when tires with new treads were replaced by those with worn treads.

Measurement of Vehicle Tire-to-Road Coefficient of Friction with a Portable Microcomputerized Transducer.

DTIC Science & Technology

1982-08-01

Sliding Rubber and the Load Dependance of Road Tyre Friction," The Physics of Tire Tractio,’. Theory, and Experiment (Hays, D. F., and Brown, A. L...Saturation of Sliding Rubber and the Load Dependance of Road Tyre Friction," The Physics of Tire Traction, Theory, and Expe-iment (Hays, D. F., and...surfaces could be identified and evaluated before accidents happen or runway surfaces could be evaluated to determine if rubber or other contaminant

Index of National Aviation Facilities Experimental Center Technical Reports 1972-1977.

DTIC Science & Technology

1981-05-01

EVALUATION OF DIGITAL ALTIMETER SETTING INDICATORS Robert Frack , Ernest E. Sch’atter and Jack Bernstein Final, August 1975 55 P. (RD-75-81) (AD A013 994...runway would change the surface friction of that runway. The method consisted of jetting water at high velocity to hydraulically remove the rubber from...77-49 Erikson, Robert H. 74-17 Feher, Ray E. 76-53; 77-22 Fisher, Donald A. 74-24; 75-48; 76-15 Fisher, John J. 73-41 Frack , Robert 74-46 Gallagher

Experimental rig to estimate the coefficient of friction between tire and surface in airplane touchdown simulations.

PubMed

Li, Chengwei; Zhan, Liwei

2015-08-01

To estimate the coefficient of friction between tire and runway surface during airplane touchdowns, we designed an experimental rig to simulate such events and to record the impact and friction forces being executed. Because of noise in the measured signals, we developed a filtering method that is based on the ensemble empirical mode decomposition and the bandwidth of probability density function of each intrinsic mode function to extract friction and impact force signals. We can quantify the coefficient of friction by calculating the maximum values of the filtered force signals. Signal measurements are recorded for different drop heights and tire rotational speeds, and the corresponding coefficient of friction is calculated. The result shows that the values of the coefficient of friction change only slightly. The random noise and experimental artifact are the major reason of the change.

Wear, friction, and temperature characteristics of an aircraft tire undergoing braking and cornering

NASA Technical Reports Server (NTRS)

Mccarty, J. L.; Yager, T. J.; Riccitiello, S. R.

1979-01-01

An investigation to evaluate the wear, friction, and temperature characteristics of aircraft tire treads fabricated from different elastomers is presented. The braking and cornering tests performed on aircraft tires retreaded with currently employed and experimental elastomers are described. The tread wear rate is discussed in relation to the slip ratio during braking and yaw angle during cornering. The extent of wear in either operational mode is examined in relation to the runway surface.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H. (Inventor)

1989-01-01

The invention is a real-time takeoff and landing performance monitoring system which provides the pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V sub R) within the safe zone of the runway or stopping the aircraft on the runway after landing or take off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. An important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in headwind occurring as the takeoff roll progresses. The system displays the position of the airplane on the runway, indicating runway used and runway available, summarizes the critical information into a situation advisory flag, flags engine failures and off-nominal acceleration performance, and indicates where on the runway particular events such as decision speed (V sub 1), rotation speed (V sub R) and expected stop points will occur based on actual or predicted performance. The display also indicates airspeed, wind vector, engine pressure ratios, second segment climb speed, and balanced field length (BFL). The system detects performance deficiencies by comparing the airplane's present performance with a predicted nominal performance based upon the given conditions.

78 FR 27472 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-10

... Approved For Collection And Use: Airfield lighting and vault. Runway 21 extension--preliminary design...--80 facility modification design and build-out. Access control enhancements. Security fence replacement. Airfield pavement survey. Jet bridge refurbishment. Security checkpoint modification. Friction...

Federal Aviation Administration's Runway Incursion Program

DOT National Transportation Integrated Search

1997-12-08

To reverse the upward trend in runway incursions, FAA must have a strong : Runway Incursion Program to solve systemwide problems and expedite : solutions. The Office of Inspector General report recommends that FAA (1) assign specific responsibility f...

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)

1991-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.

14 CFR 151.80 - Runway paving: Additional runway; other conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Runway paving: Additional runway; other conditions. 151.80 Section 151.80 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151.80 Runway paving...

14 CFR 151.80 - Runway paving: Additional runway; other conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Runway paving: Additional runway; other conditions. 151.80 Section 151.80 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151.80 Runway paving...

14 CFR 151.80 - Runway paving: Additional runway; other conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Runway paving: Additional runway; other conditions. 151.80 Section 151.80 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151.80 Runway paving...

14 CFR 151.79 - Runway paving: Second runway; wind conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Runway paving: Second runway; wind conditions. 151.79 Section 151.79 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151.79 Runway paving...

14 CFR 151.80 - Runway paving: Additional runway; other conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Runway paving: Additional runway; other conditions. 151.80 Section 151.80 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151.80 Runway paving...

14 CFR 151.80 - Runway paving: Additional runway; other conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Runway paving: Additional runway; other conditions. 151.80 Section 151.80 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151.80 Runway paving...

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H., Jr. (Inventor)

1994-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)

1996-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Runway Safety Monitor Algorithm for Runway Incursion Detection and Alerting

NASA Technical Reports Server (NTRS)

Green, David F., Jr.; Jones, Denise R. (Technical Monitor)

2002-01-01

The Runway Safety Monitor (RSM) is an algorithm for runway incursion detection and alerting that was developed in support of NASA's Runway Incursion Prevention System (RIPS) research conducted under the NASA Aviation Safety Program's Synthetic Vision System element. The RSM algorithm provides pilots with enhanced situational awareness and warnings of runway incursions in sufficient time to take evasive action and avoid accidents during landings, takeoffs, or taxiing on the runway. The RSM currently runs as a component of the NASA Integrated Display System, an experimental avionics software system for terminal area and surface operations. However, the RSM algorithm can be implemented as a separate program to run on any aircraft with traffic data link capability. The report documents the RSM software and describes in detail how RSM performs runway incursion detection and alerting functions for NASA RIPS. The report also describes the RIPS flight tests conducted at the Dallas-Ft Worth International Airport (DFW) during September and October of 2000, and the RSM performance results and lessons learned from those flight tests.

Experimental investigation of the cornering characteristics of 18 by 5.5, type 7, aircraft tires with different tread patterns

NASA Technical Reports Server (NTRS)

Dreher, R. C.; Tanner, J. A.

1974-01-01

The characteristics, which include the cornering-force and drag-force friction coefficients and self-alining torque, were obtained on dry, damp, and flooded runway surfaces over a range of yaw angles from 0 deg to 12 deg and at ground speeds from approximately 5 to 90 knots. The results indicate that a tread pattern with pinholes in the ribs reduces the tire cornering capability at high yaw angles on a damp surface but improves cornering on a dry surface. A tread pattern which has transverse grooves across the entire width of the tread improves the tire cornering performance slightly at high speeds on the flooded runway surface. The cornering capability of all the tires is degraded at high ground speeds by thin film lubrication and/or tire hydroplaning effects. Alterations to the conventional tread pattern provide only marginal improvements in the tire cornering capability which suggests that runway surface treatments may be a more effective way of improving aircraft ground performance during wet operations.

14 CFR 151.13 - Federal-aid Airport Program: Policy affecting landing aid requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... (ALS). (2) In-runway lighting. (3) High intensity runway lighting. (4) Runway distance markers. For the purposes of this section “approach lighting system (ALS)” is a standard configuration of aeronautical... ALS and ILS, has been programmed by the FAA with funds then available therefor; (b) An extension of 3...

14 CFR 151.13 - Federal-aid Airport Program: Policy affecting landing aid requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... (ALS). (2) In-runway lighting. (3) High intensity runway lighting. (4) Runway distance markers. For the purposes of this section “approach lighting system (ALS)” is a standard configuration of aeronautical... ALS and ILS, has been programmed by the FAA with funds then available therefor; (b) An extension of 3...

14 CFR 151.13 - Federal-aid Airport Program: Policy affecting landing aid requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... (ALS). (2) In-runway lighting. (3) High intensity runway lighting. (4) Runway distance markers. For the purposes of this section “approach lighting system (ALS)” is a standard configuration of aeronautical... ALS and ILS, has been programmed by the FAA with funds then available therefor; (b) An extension of 3...

14 CFR 151.13 - Federal-aid Airport Program: Policy affecting landing aid requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... (ALS). (2) In-runway lighting. (3) High intensity runway lighting. (4) Runway distance markers. For the purposes of this section “approach lighting system (ALS)” is a standard configuration of aeronautical... ALS and ILS, has been programmed by the FAA with funds then available therefor; (b) An extension of 3...

14 CFR 151.13 - Federal-aid Airport Program: Policy affecting landing aid requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... (ALS). (2) In-runway lighting. (3) High intensity runway lighting. (4) Runway distance markers. For the purposes of this section “approach lighting system (ALS)” is a standard configuration of aeronautical... ALS and ILS, has been programmed by the FAA with funds then available therefor; (b) An extension of 3...

Runway Scheduling Using Generalized Dynamic Programming

NASA Technical Reports Server (NTRS)

Montoya, Justin; Wood, Zachary; Rathinam, Sivakumar

2011-01-01

A generalized dynamic programming method for finding a set of pareto optimal solutions for a runway scheduling problem is introduced. The algorithm generates a set of runway fight sequences that are optimal for both runway throughput and delay. Realistic time-based operational constraints are considered, including miles-in-trail separation, runway crossings, and wake vortex separation. The authors also model divergent runway takeoff operations to allow for reduced wake vortex separation. A modeled Dallas/Fort Worth International airport and three baseline heuristics are used to illustrate preliminary benefits of using the generalized dynamic programming method. Simulated traffic levels ranged from 10 aircraft to 30 aircraft with each test case spanning 15 minutes. The optimal solution shows a 40-70 percent decrease in the expected delay per aircraft over the baseline schedulers. Computational results suggest that the algorithm is promising for real-time application with an average computation time of 4.5 seconds. For even faster computation times, two heuristics are developed. As compared to the optimal, the heuristics are within 5% of the expected delay per aircraft and 1% of the expected number of runway operations per hour ad can be 100x faster.

Texture Modification of the Shuttle Landing Facility Runway at Kennedy Space Center

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.; Yager, Thomas J.

1997-01-01

This paper describes the test procedures and the criteria used in selecting an effective runway-surface-texture modification at the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF) to reduce Orbiter tire wear. The new runway surface may ultimately result in an increase of allowable crosswinds for launch and landing operations. The modification allows launch and landing operations in 20-knot crosswinds, if desired. This 5-knot increase over the previous 15-knot limit drastically increases landing safety and the ability to make on-time launches to support missions in which Space Station rendezvous are planned. The paper presents the results of an initial (1988) texture modification to reduce tire spin-up wear and then describes a series of tests that use an instrumented ground-test vehicle to compare tire friction and wear characteristics, at small scale, of proposed texture modifications placed into the SLF runway surface itself. Based on these tests, three candidate surfaces were chosen to be tested at full-scale by using a highly modified and instrumented transport aircraft capable of duplicating full Orbiter landing profiles. The full-scale Orbiter tire testing revealed that tire wear could be reduced approximately by half with either of two candidates. The texture-modification technique using a Humble Equipment Company Skidabrader(trademark) shotpeening machine proved to be highly effective, and the entire SLF runway surface was modified in September 1994. The extensive testing and evaluation effort that preceded the selection of this particular surface-texture-modification technique is described herein.

Current Practices in Runway Configuration Management (RCM) and Arrival/Departure Runway Balancing (ADRB)

NASA Technical Reports Server (NTRS)

Lohr, Gary W.; Williams, Daniel M.

2008-01-01

Significant air traffic increases are anticipated for the future of the National Airspace System (NAS). To cope with future traffic increases, fundamental changes are required in many aspects of the air traffic management process including the planning and use of NAS resources. Two critical elements of this process are the selection of airport runway configurations, and the effective management of active runways. Two specific research areas in NASA's Airspace Systems Program (ASP) have been identified to address efficient runway management: Runway Configuration Management (RCM) and Arrival/Departure Runway Balancing (ADRB). This report documents efforts in assessing past as well as current work in these two areas.

Estimation of real-time runway surface contamination using flight data recorder parameters

NASA Astrophysics Data System (ADS)

Curry, Donovan

Within this research effort, the development of an analytic process for friction coefficient estimation is presented. Under static equilibrium, the sum of forces and moments acting on the aircraft, in the aircraft body coordinate system, while on the ground at any instant is equal to zero. Under this premise the longitudinal, lateral and normal forces due to landing are calculated along with the individual deceleration components existent when an aircraft comes to a rest during ground roll. In order to validate this hypothesis a six degree of freedom aircraft model had to be created and landing tests had to be simulated on different surfaces. The simulated aircraft model includes a high fidelity aerodynamic model, thrust model, landing gear model, friction model and antiskid model. Three main surfaces were defined in the friction model; dry, wet and snow/ice. Only the parameters recorded by an FDR are used directly from the aircraft model all others are estimated or known a priori. The estimation of unknown parameters is also presented in the research effort. With all needed parameters a comparison and validation with simulated and estimated data, under different runway conditions, is performed. Finally, this report presents results of a sensitivity analysis in order to provide a measure of reliability of the analytic estimation process. Linear and non-linear sensitivity analysis has been performed in order to quantify the level of uncertainty implicit in modeling estimated parameters and how they can affect the calculation of the instantaneous coefficient of friction. Using the approach of force and moment equilibrium about the CG at landing to reconstruct the instantaneous coefficient of friction appears to be a reasonably accurate estimate when compared to the simulated friction coefficient. This is also true when the FDR and estimated parameters are introduced to white noise and when crosswind is introduced to the simulation. After the linear analysis the results show the minimum frequency at which the algorithm still provides moderately accurate data is at 2Hz. In addition, the linear analysis shows that with estimated parameters increased and decreased up to 25% at random, high priority parameters have to be accurate to within at least +/-5% to have an effect of less than 1% change in the average coefficient of friction. Non-linear analysis results show that the algorithm can be considered reasonably accurate for all simulated cases when inaccuracies in the estimated parameters vary randomly and simultaneously up to +/-27%. At worst-case the maximum percentage change in average coefficient of friction is less than 10% for all surfaces.

78 FR 57208 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-17

... LEVEL: End of runway deicing program--phase 1, runway 34R. Taxiway S pavement reconstruction. Replace carousel 9 and oversized bag belt TU3. Terminal redevelopment program--design and associated technical... APPROVED FOR COLLECTION AND USE: PFC program administration. Design taxiways A, L and B. BRIEF DESCRIPTION...

14 CFR 151.15 - Federal-aid Airport Program: Policy affecting runway or taxiway remarking.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Federal-aid Airport Program: Policy... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS General Requirements § 151.15 Federal-aid Airport Program: Policy affecting runway or taxiway remarking. No project for...

14 CFR 151.15 - Federal-aid Airport Program: Policy affecting runway or taxiway remarking.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Federal-aid Airport Program: Policy... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS General Requirements § 151.15 Federal-aid Airport Program: Policy affecting runway or taxiway remarking. No project for...

14 CFR 151.15 - Federal-aid Airport Program: Policy affecting runway or taxiway remarking.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Federal-aid Airport Program: Policy... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS General Requirements § 151.15 Federal-aid Airport Program: Policy affecting runway or taxiway remarking. No project for...

Runway Safety Monitor Algorithm for Single and Crossing Runway Incursion Detection and Alerting

NASA Technical Reports Server (NTRS)

Green, David F., Jr.

2006-01-01

The Runway Safety Monitor (RSM) is an aircraft based algorithm for runway incursion detection and alerting that was developed in support of NASA's Runway Incursion Prevention System (RIPS) research conducted under the NASA Aviation Safety and Security Program's Synthetic Vision System project. The RSM algorithm provides warnings of runway incursions in sufficient time for pilots to take evasive action and avoid accidents during landings, takeoffs or when taxiing on the runway. The report documents the RSM software and describes in detail how RSM performs runway incursion detection and alerting functions for NASA RIPS. The report also describes the RIPS flight tests conducted at the Reno/Tahoe International Airport (RNO) and the Wallops Flight Facility (WAL) during July and August of 2004, and the RSM performance results and lessons learned from those flight tests.

Runway Exit Designs for Capacity Improvement Demonstrations. Phase 1: Algorithm Development

NASA Technical Reports Server (NTRS)

Trani, A. A.; Hobeika, A. G.; Sherali, H.; Kim, B. J.; Sadam, C. K.

1990-01-01

A description and results are presented of a study to locate and design rapid runway exits under realistic airport conditions. The study developed a PC-based computer simulation-optimization program called REDIM (runway exit design interactive model) to help future airport designers and planners to locate optimal exits under various airport conditions. The model addresses three sets of problems typically arising during runway exit design evaluations. These are the evaluations of existing runway configurations, addition of new rapid runway turnoffs, and the design of new runway facilities. The model is highly interactive and allows a quick estimation of the expected value of runway occupancy time. Aircraft populations and airport environmental conditions are among the multiple inputs to the model to execute a viable runway location and geometric design solution. The results presented suggest that possible reductions on runway occupancy time (ROT) can be achieved with the use of optimally tailored rapid runway designs for a given aircraft population. Reductions of up to 9 to 6 seconds are possible with the implementation of 30 m/sec variable geometry exits.

Runway Operations Planning: A Two-Stage Heuristic Algorithm

NASA Technical Reports Server (NTRS)

Anagnostakis, Ioannis; Clarke, John-Paul

2003-01-01

The airport runway is a scarce resource that must be shared by different runway operations (arrivals, departures and runway crossings). Given the possible sequences of runway events, careful Runway Operations Planning (ROP) is required if runway utilization is to be maximized. From the perspective of departures, ROP solutions are aircraft departure schedules developed by optimally allocating runway time for departures given the time required for arrivals and crossings. In addition to the obvious objective of maximizing throughput, other objectives, such as guaranteeing fairness and minimizing environmental impact, can also be incorporated into the ROP solution subject to constraints introduced by Air Traffic Control (ATC) procedures. This paper introduces a two stage heuristic algorithm for solving the Runway Operations Planning (ROP) problem. In the first stage, sequences of departure class slots and runway crossings slots are generated and ranked based on departure runway throughput under stochastic conditions. In the second stage, the departure class slots are populated with specific flights from the pool of available aircraft, by solving an integer program with a Branch & Bound algorithm implementation. Preliminary results from this implementation of the two-stage algorithm on real-world traffic data are presented.

Cornering and wear characteristics of the Space Shuttle Orbiter nose-gear tire

NASA Technical Reports Server (NTRS)

Davis, Pamela A.; Stubbs, Sandy M.; Vogler, William A.

1989-01-01

Tests of the Space Shuttle Orbiter nose-gear tire have been completed at NASA Langley's Aircraft Landing Dynamics Facility. The purpose of these tests was to determine the cornering and wear characteristics of the Space Shuttle Orbiter nose-gear tire under realistic operating conditions. The tire was tested on a simulated Kennedy Space Center runway surface at speeds from 100 to 180 kts. The results of these tests defined the cornering characteristics which included side forces and associated side force friction coefficient over a range of yaw angles from 0 deg to 12 deg. Wear characteristics were defined by tire tread and cord wear over a yaw angle range of 0 deg to 4 deg under dry and wet runway conditions. Wear characteristics were also defined for a 15 kt crosswind landing with two blown right main-gear tires and nose-gear steering engaged.

Development of a takeoff performance monitoring system. Ph.D. Thesis. Contractor Report, Jan. 1984 - Jun. 1985

NASA Technical Reports Server (NTRS)

Srivatsan, Raghavachari; Downing, David R.

1987-01-01

Discussed are the development and testing of a real-time takeoff performance monitoring algorithm. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time imputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six-degree-of-freedom airplane model in a computer simulation. Results from a series of sensitivity analyses are also included.

Experimental investigation of the braking and cornering characteristics of 30 x 11.5-14.5, type 8, aircraft tires with different tread patterns

NASA Technical Reports Server (NTRS)

Dreher, R. C.; Tanner, J. A.

1974-01-01

An investigation was conducted at the aircraft landing loads and traction facility to study the braking and cornering characteristics, including the drag-force and cornering-force friction coefficients, of 30 by 11.5-14.5, type VIII aircraft tires with five different tread patterns. Test data were obtained on dry, damp, and flooded runway surfaces over a range of yaw angles from 0 deg to 12 deg at ground speeds from 5 knots to 100 knots. The results of this investigation indicate that a tread pattern consisting of transverse cuts across the entire width of the tread slightly improved the tire traction performance on wet surfaces. The braking and cornering capability of the tires was degraded by thin-film lubrication and tire hydroplaning effects on the wet runway surfaces. The braking capability of the tires decreased when the yaw angle was increased.

Development of a computer program data base of a navigation aid environment for simulated IFR flight and landing studies

NASA Technical Reports Server (NTRS)

Bergeron, H. P.; Haynie, A. T.; Mcdede, J. B.

1980-01-01

A general aviation single pilot instrument flight rule simulation capability was developed. Problems experienced by single pilots flying in IFR conditions were investigated. The simulation required a three dimensional spatial navaid environment of a flight navigational area. A computer simulation of all the navigational aids plus 12 selected airports located in the Washington/Norfolk area was developed. All programmed locations in the list were referenced to a Cartesian coordinate system with the origin located at a specified airport's reference point. All navigational aids with their associated frequencies, call letters, locations, and orientations plus runways and true headings are included in the data base. The simulation included a TV displayed out-the-window visual scene of country and suburban terrain and a scaled model runway complex. Any of the programmed runways, with all its associated navaids, can be referenced to a runway on the airport in this visual scene. This allows a simulation of a full mission scenario including breakout and landing.

Friction and wear characteristics of wire-brush skids

NASA Technical Reports Server (NTRS)

Dreher, R. C.

1979-01-01

The testing technique consisted of towing the skids with a ground test vehicle over asphalt and concrete surfaces at ground speeds up to 80 km/hr (50 mph) and bearing pressures up to 689 kPa (100 psi) over sliding distances up to 1585 m (5200 ft). Results indicate that the friction coefficient developed by wire brush skids is essentially independent of ground speed, is slightly increased with increasing bearing pressure, is noticeably affected by surface texture, and is not degraded by surface wetness. Skid wear is shown to increase with increasing bearing pressure and with increasing ground speed and is dependent on the nature of the surface. Runway surface damage caused by the skids was in the form of an abrasive scrubbing action rather than physical damage.

Experimental investigation of the cornering of a C40 x 14-21 cantilever aircraft tire

NASA Technical Reports Server (NTRS)

Dreher, R. C.; Tanner, J. A.

1973-01-01

An experimental investigation was conducted at the Langley aircraft landing loads and traction facility to define the cornering characteristics of a size C40 x14-21 aircraft tire of cantilever design. These characteristics, which include the cornering-force and drag-force friction coefficients and self-alining torque, were obtained for the tire operating on dry, damp, and flooded runway surfaces over a range of yaw angles from 0 deg to 20 deg and at ground speeds of 5 to 100 knots, both with and without braking. The results of this investigation show that the cornering-force and drag-force friction coefficients and self-alining torque were influenced by the yaw angle, ground speed, brake torque, surface wetness, and the locked-wheel condition.

Estimating the Effects of the Terminal Area Productivity Program

NASA Technical Reports Server (NTRS)

Lee, David A.; Kostiuk, Peter F.; Hemm, Robert V., Jr.; Wingrove, Earl R., III; Shapiro, Gerald

1997-01-01

The report describes methods and results of an analysis of the technical and economic benefits of the systems to be developed in the NASA Terminal Area Productivity (TAP) program. A runway capacity model using parameters that reflect the potential impact of the TAP technologies is described. The runway capacity model feeds airport specific models which are also described. The capacity estimates are used with a queuing model to calculate aircraft delays, and TAP benefits are determined by calculating the savings due to reduced delays. The report includes benefit estimates for Boston Logan and Detroit Wayne County airports. An appendix includes a description and listing of the runway capacity model.

Progress Toward Future Runway Management

NASA Technical Reports Server (NTRS)

Lohr, Gary W.; Brown, Sherilyn A.; Atkins, Stephen; Eisenhawer, Stephen W.; Bott, Terrance F.; Long, Dou; Hasan, Shahab

2011-01-01

The runway is universally acknowledged as a constraining factor to capacity in the National Airspace System (NAS). It follows that investigation of the effective use of runways, both in terms of selection and assignment, is paramount to the efficiency of future NAS operations. The need to address runway management is not a new idea; however, as the complexities of factors affecting runway selection and usage increase, the need for effective research in this area correspondingly increases. Under the National Aeronautics and Space Administration s Airspace Systems Program, runway management is a key research area. To address a future NAS which promises to be a complex landscape of factors and competing interests among users and operators, effective runway management strategies and capabilities are required. This effort has evolved from an assessment of current practices, an understanding of research activities addressing surface and airspace operations, traffic flow management enhancements, among others. This work has yielded significant progress. Systems analysis work indicates that the value of System Oriented Runway Management tools is significantly increased in the metroplex environment over that of the single airport case. Algorithms have been developed to provide runway configuration recommendations for a single airport with multiple runways. A benefits analysis has been conducted that indicates the SORM benefits include supporting traffic growth, cost reduction as a result of system efficiency, NAS optimization from metroplex operations, fairness in aircraft operations, and rational decision making.

Runway Operations Planning: A Two-Stage Solution Methodology

NASA Technical Reports Server (NTRS)

Anagnostakis, Ioannis; Clarke, John-Paul

2003-01-01

The airport runway is a scarce resource that must be shared by different runway operations (arrivals, departures and runway crossings). Given the possible sequences of runway events, careful Runway Operations Planning (ROP) is required if runway utilization is to be maximized. Thus, Runway Operations Planning (ROP) is a critical component of airport operations planning in general and surface operations planning in particular. From the perspective of departures, ROP solutions are aircraft departure schedules developed by optimally allocating runway time for departures given the time required for arrivals and crossings. In addition to the obvious objective of maximizing throughput, other objectives, such as guaranteeing fairness and minimizing environmental impact, may be incorporated into the ROP solution subject to constraints introduced by Air Traffic Control (ATC) procedures. Generating optimal runway operations plans was approached in with a 'one-stage' optimization routine that considered all the desired objectives and constraints, and the characteristics of each aircraft (weight class, destination, Air Traffic Control (ATC) constraints) at the same time. Since, however, at any given point in time, there is less uncertainty in the predicted demand for departure resources in terms of weight class than in terms of specific aircraft, the ROP problem can be parsed into two stages. In the context of the Departure Planner (OP) research project, this paper introduces Runway Operations Planning (ROP) as part of the wider Surface Operations Optimization (SOO) and describes a proposed 'two stage' heuristic algorithm for solving the Runway Operations Planning (ROP) problem. Focus is specifically given on including runway crossings in the planning process of runway operations. In the first stage, sequences of departure class slots and runwy crossings slots are generated and ranked based on departure runway throughput under stochastic conditions. In the second stage, the departure class slots are populated with specific flights from the pool of available aircraft, by solving an integer program. Preliminary results from the algorithm implementation on real-world traffic data are included.

NASA Runway Incursion Prevention System (RIPS) Dallas-Fort Worth Demonstration Performance Analysis

NASA Technical Reports Server (NTRS)

Cassell, Rick; Evers, Carl; Esche, Jeff; Sleep, Benjamin; Jones, Denise R. (Technical Monitor)

2002-01-01

NASA's Aviation Safety Program Synthetic Vision System project conducted a Runway Incursion Prevention System (RIPS) flight test at the Dallas-Fort Worth International Airport in October 2000. The RIPS research system includes advanced displays, airport surveillance system, data links, positioning system, and alerting algorithms to provide pilots with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warnings of runway incursions. This report describes the aircraft and ground based runway incursion alerting systems and traffic positioning systems (Automatic Dependent Surveillance - Broadcast (ADS-B) and Traffic Information Service - Broadcast (TIS-B)). A performance analysis of these systems is also presented.

Thermal conductance of and heat generation in tire-pavement interface and effect on aircraft braking

NASA Technical Reports Server (NTRS)

Miller, C. D.

1976-01-01

A finite-difference analysis was performed on temperature records obtained from a free rolling automotive tire and from pavement surface. A high thermal contact conductance between tire and asphalt was found on a statistical basis. Average slip due to squirming between tire and asphalt was about 1.5 mm. Consequent friction heat was estimated as 64 percent of total power absorbed by bias-ply, belted tire. Extrapolation of results to aircraft tire indicates potential braking improvement by even moderate increase of heat absorbing capacity of runway surface.

Environmental Assessment for Management of South End of Runway Wetlands, Moody AFB, Georgia

DTIC Science & Technology

2010-11-01

implement a management program for the wetlands at the south end of runway (EOR) at Moody AFB to reduce the bird/wildlife aircraft strike hazard (BASH) risk...because birds and other wildlife pose an increased bird/wildlife aircraft strike hazard (BASH) risk to aircraft utilizing the Moody AFB airfield. ln...support ofthe military mission, Moody AFB has implemented a BASH management program designed to minimize aircraft exposure to potentially hazardous

78 FR 48540 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-08-08

... collection. Background: Information to be collected will focus on pilot, controller, or vehicle driver practices and/or feedback on specific runway safety initiatives, such as training programs, Runway Safety... incursions. Respondents: An estimated 8,900 pilots, aircraft support vehicle drivers, airport/airfield...

Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 1

NASA Technical Reports Server (NTRS)

Goldthorpe, S. H.

1997-01-01

The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 2; Complete Set of Plotted Data

NASA Technical Reports Server (NTRS)

Goldthorpe, S. H.

1997-01-01

The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

Initial Concept for Terminal Area Conflict Detection, Alerting, and Resolution Capability on or Near the Airport Surface

NASA Technical Reports Server (NTRS)

Green, David F.; Otero, Sharon D.; Barker, Glover D.; Jones, Denise R.

2009-01-01

The Next Generation Air Transportation System (NextGen) concept for 2025 envisions the movement of large numbers of people and goods in a safe, efficient, and reliable manner. The NextGen will remove many of the constraints in the current air transportation system, support a wider range of operations, and deliver an overall system capacity up to 3 times that of current operating levels. In order to achieve the NextGen vision, research is necessary in the areas of surface traffic optimization, maximum runway capacity, reduced runway occupancy time, simultaneous single runway operations, and terminal area conflict prevention, among others. The National Aeronautics and Space Administration (NASA) is conducting Collision Avoidance for Airport Traffic (CAAT) research to develop technologies, data, and guidelines to enable Conflict Detection and Resolution (CD&R) in the Airport Terminal Maneuvering Area (ATMA) under current and emerging NextGen operating concepts. In this report, an initial concept for an aircraft-based method for CD&R in the ATMA is presented. This method is based upon previous NASA work in CD&R for runway incursion prevention, the Runway Incursion Prevention System (RIPS). CAAT research is conducted jointly under NASA's Airspace Systems Program, Airportal Project and the Aviation Safety Program, Integrated Intelligent Flight Deck Project.

Upgraded FAA Airfield Capacity Model. Volume 2. Technical Description of Revisions

DTIC Science & Technology

1981-02-01

the threshold t k a the time at which departure k is released FIGURE 3-1 TIME AXIS DIAGRAM OF SINGLE RUNWAY OPERATIONS 3-2 J"- SIGMAR the standard...standard deviation of the interarrival time. SIGMAR - the standard deviation of the arrival runway occupancy time. A-5 SINGLE - program subroutine for

Runway exit designs for capacity improvement demonstrations. Phase 2: Computer model development

NASA Technical Reports Server (NTRS)

Trani, A. A.; Hobeika, A. G.; Kim, B. J.; Nunna, V.; Zhong, C.

1992-01-01

The development is described of a computer simulation/optimization model to: (1) estimate the optimal locations of existing and proposed runway turnoffs; and (2) estimate the geometric design requirements associated with newly developed high speed turnoffs. The model described, named REDIM 2.0, represents a stand alone application to be used by airport planners, designers, and researchers alike to estimate optimal turnoff locations. The main procedures are described in detail which are implemented in the software package and possible applications are illustrated when using 6 major runway scenarios. The main output of the computer program is the estimation of the weighted average runway occupancy time for a user defined aircraft population. Also, the location and geometric characteristics of each turnoff are provided to the user.

Optimization of Airport Surface Traffic: A Case-Study of Incheon International Airport

NASA Technical Reports Server (NTRS)

Eun, Yeonju; Jeon, Daekeun; Lee, Hanbong; Jung, Yoon C.; Zhu, Zhifan; Jeong, Myeongsook; Kim, Hyounkong; Oh, Eunmi; Hong, Sungkwon

2017-01-01

This study aims to develop a controllers decision support tool for departure and surface management of ICN. Airport surface traffic optimization for Incheon International Airport (ICN) in South Korea was studied based on the operational characteristics of ICN and airspace of Korea. For surface traffic optimization, a multiple runway scheduling problem and a taxi scheduling problem were formulated into two Mixed Integer Linear Programming (MILP) optimization models. The Miles-In-Trail (MIT) separation constraint at the departure fix shared by the departure flights from multiple runways and the runway crossing constraints due to the taxi route configuration specific to ICN were incorporated into the runway scheduling and taxiway scheduling problems, respectively. Since the MILP-based optimization model for the multiple runway scheduling problem may be computationally intensive, computation times and delay costs of different solving methods were compared for a practical implementation. This research was a collaboration between Korea Aerospace Research Institute (KARI) and National Aeronautics and Space Administration (NASA).

Optimization of Airport Surface Traffic: A Case-Study of Incheon International Airport

NASA Technical Reports Server (NTRS)

Eun, Yeonju; Jeon, Daekeun; Lee, Hanbong; Jung, Yoon Chul; Zhu, Zhifan; Jeong, Myeong-Sook; Kim, Hyoun Kyoung; Oh, Eunmi; Hong, Sungkwon

2017-01-01

This study aims to develop a controllers' decision support tool for departure and surface management of ICN. Airport surface traffic optimization for Incheon International Airport (ICN) in South Korea was studied based on the operational characteristics of ICN and airspace of Korea. For surface traffic optimization, a multiple runway scheduling problem and a taxi scheduling problem were formulated into two Mixed Integer Linear Programming (MILP) optimization models. The Miles-In-Trail (MIT) separation constraint at the departure fix shared by the departure flights from multiple runways and the runway crossing constraints due to the taxi route configuration specific to ICN were incorporated into the runway scheduling and taxiway scheduling problems, respectively. Since the MILP-based optimization model for the multiple runway scheduling problem may be computationally intensive, computation times and delay costs of different solving methods were compared for a practical implementation. This research was a collaboration between Korea Aerospace Research Institute (KARI) and National Aeronautics and Space Administration (NASA).

AGFATL- ACTIVE GEAR FLEXIBLE AIRCRAFT TAKEOFF AND LANDING ANALYSIS

NASA Technical Reports Server (NTRS)

Mcgehee, J. R.

1994-01-01

The Active Gear, Flexible Aircraft Takeoff and Landing Analysis program, AGFATL, was developed to provide a complete simulation of the aircraft takeoff and landing dynamics problem. AGFATL can represent an airplane either as a rigid body with six degrees of freedom or as a flexible body with multiple degrees of freedom. The airframe flexibility is represented by the superposition of up to twenty free vibration modes on the rigid-body motions. The analysis includes maneuver logic and autopilots programmed to control the aircraft during glide slope, flare, landing, and takeoff. The program is modular so that performance of the aircraft in flight and during landing and ground maneuvers can be studied separately or in combination. A program restart capability is included in AGFATL. Effects simulated in the AGFATL program include: (1) flexible aircraft control and performance during glide slope, flare, landing roll, and takeoff roll under conditions of changing winds, engine failures, brake failures, control system failures, strut failures, restrictions due to runway length, and control variable limits and time lags; (2) landing gear loads and dynamics for up to five gears; (3) single and multiple engines (maximum of four) including selective engine reversing and failure; (4) drag chute and spoiler effects; (5) wheel braking (including skid-control) and selective brake failure; (6) aerodynamic ground effects; (7) aircraft carrier operations; (8) inclined runways and runway perturbations; (9) flexible or rigid airframes; 10) rudder and nose gear steering; and 11) actively controlled landing gear shock struts. Input to the AGFATL program includes data which describe runway roughness; vehicle geometry, flexibility and aerodynamic characteristics; landing gear(s); propulsion; and initial conditions such as attitude, attitude change rates, and velocities. AGFATL performs a time integration of the equations of motion and outputs comprehensive information on the airframe, state-of-maneuver logic, autopilots, control response, and aircraft loads from impact, runway roll-out, and ground operations. Flexible-body and total (elastic plus rigid-body) displacements, velocities, and accelerations are also output in the flexible-body option for up to twenty points on the aircraft. The AGFATL program is written in FORTRAN IV for batch execution and has been implemented on a CDC CYBER 170 series computer with an overlayed central memory requirement of approximately 141 (octal) of 60 bit words. The AGFATL program was last updated in 1984.

Perseus B Heads for Landing on Edwards AFB Runway

NASA Image and Video Library

1998-04-30

The Perseus B remotely piloted aircraft approaches the runway at Edwards Air Force Base, Calif. at the conclusion of a development flight at NASA's Dryden flight Research Center in April 1998. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

SARDA Surface Schedulers

NASA Technical Reports Server (NTRS)

Malik, Waqar

2016-01-01

Provide an overview of algorithms used in SARDA (Spot and Runway Departure Advisor) HITL (Human-in-the-Loop) simulation for Dallas Fort-Worth International Airport and Charlotte Douglas International airport. Outline a multi-objective dynamic programming (DP) based algorithm that finds the exact solution to the single runway scheduling (SRS) problem, and discuss heuristics to restrict the search space for the DP based algorithm and provide improvements.

Cornering characteristics of the nose-gear tire of the space shuttle orbiter

NASA Technical Reports Server (NTRS)

Vogler, W. A.; Tanner, J. A.

1981-01-01

An experimental investigation was conducted to evaluate cornering characteristics of the 32 x 8.8 nose gear tire of the space shuttle orbiter. Data were obtained on a dry concrete runway at nominal ground speeds ranging from 50 to 100 knots and over a range of tire vertical loads and yaw angles which span the expected envelope of loads and yaw angles to be encountered during space shuttle landing operations. The cornering characteristics investigated included side and drag forces and friction coefficients, aligning and overturning torques, friction force moment arm, and the lateral center of pressure shift. Results of this investigation indicate that the cornering characteristics of the space shuttle nose gear tire are insensitive to variations in ground speed over the range tested. The effects on cornering characteristics of variations in the tire vertical load and yaw angle are as expected. Trends observed are consistent with trends observed during previous cornering tests involving other tire sizes.

Runways at small airports are deteriorating because of deferred maintenance: Action needed by FAA and the Congress

NASA Astrophysics Data System (ADS)

1982-09-01

Runways at many small airports are deteriorating faster than necessary because airport owners--usually local governments--have deferred critical maintenance. The result is damage to the runways' basic structure and a shortened useful life if they are not repaired. Based on GAO's review of 46 airports, studies by others, and the views of FAA officials, deferred maintenance is apparently a longstanding nationwide problem. Lack of funds is cited by airport owners as the primary reason for not performing needed maintenance; however, the Federal Aviation Administration's apathy to bring about satisfactory maintenance is a contributing cause. GAO is recommending actions that FAA can take to help ensure that runways at small airports are properly maintained. The Congress should recognize the airport owners' lack of resources to properly maintain airports when considering future revisions to the Airport Improvement Program.

Analysis of WakeVAS Benefits Using ACES Build 3.2.1

NASA Technical Reports Server (NTRS)

Smith, Jeremy C.

2005-01-01

The FAA and NASA are currently engaged in a Wake Turbulence Research Program to revise wake turbulence separation standards, procedures, and criteria to increase airport capacity while maintaining or increasing safety. The research program is divided into three phases: Phase I near term procedural enhancements; Phase II wind dependent Wake Vortex Advisory System (WakeVAS) Concepts of Operations (ConOps); and Phase III farther term ConOps based on wake prediction and sensing. This report contains an analysis that evaluates the benefits of a closely spaced parallel runway (CSPR) Phase I ConOps, a single runway and CSPR Phase II ConOps and a single runway Phase III ConOps. A series of simulation runs were performed using the Airspace Concepts Evaluation System (ACES) Build 3.21 air traffic simulator to provide an initial assessment of the reduction in delay and cost savings obtained by the use of a WakeVAS at selected U.S. airports. The ACES simulator is being developed by NASA Ames Research Center as part of the Virtual Airspace Modelling and Simulation (VAMS) program.

Terminal Area Procedures for Paired Runways

NASA Technical Reports Server (NTRS)

Lozito, Sandra; Verma, Savita Arora

2011-01-01

Parallel runway operations have been found to increase capacity within the National Airspace but poor visibility conditions reduce the use of these operations. The NextGen and SESAR Programs have identified the capacity benefits from increased use of closely-space parallel runway. Previous research examined the concepts and procedures related to parallel runways however, there has been no investigation of the procedures associated with the strategic and tactical pairing of aircraft for these operations. This simulation study developed and examined the pilot and controller procedures and information requirements for creating aircraft pairs for parallel runway operations. The goal was to achieve aircraft pairing with a temporal separation of 15s (+/- 10s error) at a coupling point that was about 12 nmi from the runway threshold. Two variables were explored for the pilot participants: two levels of flight deck automation (current-day flight deck automation and auto speed control future automation) as well as two flight deck displays that assisted in pilot conformance monitoring. The controllers were also provided with automation to help create and maintain aircraft pairs. Results show the operations in this study were acceptable and safe. Subjective workload, when using the pairing procedures and tools, was generally low for both controllers and pilots, and situation awareness was typically moderate to high. Pilot workload was influenced by display type and automation condition. Further research on pairing and off-nominal conditions is required however, this investigation identified promising findings about the feasibility of closely-spaced parallel runway operations.

KSC-2013-1788

NASA Image and Video Library

2013-03-08

CAPE CANAVERAL, Fla. – At Kennedy Space Center's Shuttle Landing Facility, a granite plaque marks the spot where space shuttle Atlantis' nose gear came to a stop at the conclusion of STS-135, the final flight of the Space Shuttle Program. Permanent reminders indicate where on the runway the orbiters Discovery, Endeavour and Atlantis stopped rolling as each finished its last mission in 2011. In addition to the granite markers, which are installed alongside the runway, there are etchings in the grooved concrete along the runway's centerline to mark each wheelstop. The etchings and markers were created and installed by local artist Chad Stout of C Spray Glass Blasting in Cocoa, Fla. Photo credit: NASA/Tim Jacobs

KSC-2013-1790

NASA Image and Video Library

2013-03-08

CAPE CANAVERAL, Fla. – At Kennedy Space Center's Shuttle Landing Facility, a granite plaque marks the spot where space shuttle Discovery's nose gear came to a stop at the conclusion of STS-133, the final flight of the Space Shuttle Program. Permanent reminders indicate where on the runway the orbiters Discovery, Endeavour and Atlantis stopped rolling as each finished its last mission in 2011. In addition to the granite markers, which are installed alongside the runway, there are etchings in the grooved concrete along the runway's centerline to mark each wheelstop. The etchings and markers were created and installed by local artist Chad Stout of C Spray Glass Blasting in Cocoa, Fla. Photo credit: NASA/Tim Jacobs

KSC-2013-1789

NASA Image and Video Library

2013-03-08

CAPE CANAVERAL, Fla. – At Kennedy Space Center's Shuttle Landing Facility, a granite plaque marks the spot where space shuttle Endeavour's nose gear came to a stop at the conclusion of STS-134, the final flight of the Space Shuttle Program. Permanent reminders indicate where on the runway the orbiters Discovery, Endeavour and Atlantis stopped rolling as each finished its last mission in 2011. In addition to the granite markers, which are installed alongside the runway, there are etchings in the grooved concrete along the runway's centerline to mark each wheelstop. The etchings and markers were created and installed by local artist Chad Stout of C Spray Glass Blasting in Cocoa, Fla. Photo credit: NASA/Tim Jacobs

NASA Research For Instrument Approaches To Closely Spaced Parallel Runways

NASA Technical Reports Server (NTRS)

Elliott, Dawn M.; Perry, R. Brad

2000-01-01

Within the NASA Aviation Systems Capacity Program, the Terminal Area Productivity (TAP) Project is addressing airport capacity enhancements during instrument meteorological condition (IMC). The Airborne Information for Lateral Spacing (AILS) research within TAP has focused on an airborne centered approach for independent instrument approaches to closely spaced parallel runways using Differential Global Positioning System (DGPS) and Automatic Dependent Surveillance-Broadcast (ADS-B) technologies. NASA Langley Research Center (LaRC), working in partnership with Honeywell, Inc., completed in AILS simulation study, flight test, and demonstration in 1999 examining normal approaches and potential collision scenarios to runways with separation distances of 3,400 and 2,500 feet. The results of the flight test and demonstration validate the simulation study.

Benefits Assessment for Single-Airport Tactical Runway Configuration Management Tool (TRCM)

NASA Technical Reports Server (NTRS)

Oseguera-Lohr, Rosa; Phojanamonogkolkij, Nipa; Lohr, Gary W.

2015-01-01

The System-Oriented Runway Management (SORM) concept was developed as part of the Airspace Systems Program (ASP) Concepts and Technology Development (CTD) Project, and is composed of two basic capabilities: Runway Configuration Management (RCM), and Combined Arrival/Departure Runway Scheduling (CADRS). RCM is the process of designating active runways, monitoring the active runway configuration for suitability given existing factors, and predicting future configuration changes; CADRS is the process of distributing arrivals and departures across active runways based on local airport and National Airspace System (NAS) goals. The central component in the SORM concept is a tool for taking into account all the various factors and producing a recommendation for what would be the optimal runway configuration, runway use strategy, and aircraft sequence, considering as many of the relevant factors required in making this type of decision, and user preferences, if feasible. Three separate tools were initially envisioned for this research area, corresponding to the time scale in which they would operate: Strategic RCM (SRCM), with a planning horizon on the order of several hours, Tactical RCM (TRCM), with a planning horizon on the order of 90 minutes, and CADRS, with a planning horizon on the order of 15-30 minutes[1]. Algorithm development was initiated in all three of these areas, but the most fully developed to date is the TRCM algorithm. Earlier studies took a high-level approach to benefits, estimating aggregate benefits across most of the major airports in the National Airspace Systems (NAS), for both RCM and CADRS [2]. Other studies estimated the benefit of RCM and CADRS using various methods of re-sequencing arrivals to reduce delays3,4, or better balancing of arrival fixes5,6. Additional studies looked at different methods for performing the optimization involved in selecting the best Runway Configuration Plan (RCP) to use7-10. Most of these previous studies were high-level or generic in nature (not focusing on specific airports), and benefits were aggregated for the entire NAS, with relatively low fidelity simulation of SORM functions and aircraft trajectories. For SORM research, a more detailed benefits assessment of RCM and CADRS for specific airports or metroplexes is needed.

Development of a Bayesian Belief Network Runway Incursion and Excursion Model

NASA Technical Reports Server (NTRS)

Green, Lawrence L.

2014-01-01

In a previous work, a statistical analysis of runway incursion (RI) event data was conducted to ascertain the relevance of this data to the top ten Technical Challenges (TC) of the National Aeronautics and Space Administration (NASA) Aviation Safety Program (AvSP). The study revealed connections to several of the AvSP top ten TC and identified numerous primary causes and contributing factors of RI events. The statistical analysis served as the basis for developing a system-level Bayesian Belief Network (BBN) model for RI events, also previously reported. Through literature searches and data analysis, this RI event network has now been extended to also model runway excursion (RE) events. These RI and RE event networks have been further modified and vetted by a Subject Matter Expert (SME) panel. The combined system-level BBN model will allow NASA to generically model the causes of RI and RE events and to assess the effectiveness of technology products being developed under NASA funding. These products are intended to reduce the frequency of runway safety incidents/accidents, and to improve runway safety in general. The development and structure of the BBN for both RI and RE events are documented in this paper.

Parallel runway requirement analysis study. Volume 1: The analysis

NASA Technical Reports Server (NTRS)

Ebrahimi, Yaghoob S.

1993-01-01

The correlation of increased flight delays with the level of aviation activity is well recognized. A main contributor to these flight delays has been the capacity of airports. Though new airport and runway construction would significantly increase airport capacity, few programs of this type are currently underway, let alone planned, because of the high cost associated with such endeavors. Therefore, it is necessary to achieve the most efficient and cost effective use of existing fixed airport resources through better planning and control of traffic flows. In fact, during the past few years the FAA has initiated such an airport capacity program designed to provide additional capacity at existing airports. Some of the improvements that that program has generated thus far have been based on new Air Traffic Control procedures, terminal automation, additional Instrument Landing Systems, improved controller display aids, and improved utilization of multiple runways/Instrument Meteorological Conditions (IMC) approach procedures. A useful element to understanding potential operational capacity enhancements at high demand airports has been the development and use of an analysis tool called The PLAND_BLUNDER (PLB) Simulation Model. The objective for building this simulation was to develop a parametric model that could be used for analysis in determining the minimum safety level of parallel runway operations for various parameters representing the airplane, navigation, surveillance, and ATC system performance. This simulation is useful as: a quick and economical evaluation of existing environments that are experiencing IMC delays, an efficient way to study and validate proposed procedure modifications, an aid in evaluating requirements for new airports or new runways in old airports, a simple, parametric investigation of a wide range of issues and approaches, an ability to tradeoff air and ground technology and procedures contributions, and a way of considering probable blunder mechanisms and range of blunder scenarios. This study describes the steps of building the simulation and considers the input parameters, assumptions and limitations, and available outputs. Validation results and sensitivity analysis are addressed as well as outlining some IMC and Visual Meteorological Conditions (VMC) approaches to parallel runways. Also, present and future applicable technologies (e.g., Digital Autoland Systems, Traffic Collision and Avoidance System II, Enhanced Situational Awareness System, Global Positioning Systems for Landing, etc.) are assessed and recommendations made.

A fresh look at runway incursions: onboard surface movement awareness and alerting system based on SVS

NASA Astrophysics Data System (ADS)

Vernaleken, Christoph; Mihalic, Lamir; Güttler, Mathias; Klingauf, Uwe

2006-05-01

Increasing traffic density on the aerodrome surface due to the continuous worldwide growth in the number of flight operations does not only cause capacity and efficiency problems, but also increases the risk of serious incidents and accidents on the airport movement area. Of these, Runway Incursions are the by far most safety-critical. In fact, the worst-ever accident in civil aviation, the collision of two Boeing B747s on Tenerife in 1977 with 583 fatalities, was caused by a Runway Incursion. Therefore, various Runway Safety programs have recently been initiated around the globe, often focusing on ground-based measures such as improved surveillance. However, as a lack of flight crew situational awareness is a key causal factor in many Runway Incursion incidents and accidents, there is a strong need for an onboard solution, which should be capable of interacting cooperatively with ground-based ATM systems, such as A-SMGCS where available. This paper defines the concept of preventive and reactive Runway Incursion avoidance and describes a Surface Movement Awareness & Alerting System (SMAAS) designed to alert the flight crew if they are at risk of infringing a runway. Both the SVS flight deck displays and the corresponding alerting algorithms utilize an ED 99A/RTCA DO-272A compliant aerodrome database, as well as airport operational, traffic and clearance data received via ADS-B or other data links, respectively. The displays provide the crew with enhanced positional, operational, clearance and traffic awareness, and they are used to visualize alerts. A future enhancement of the system will provide intelligent alerting for conflicts caused by surrounding traffic.

Experiments on a Tail-wheel Shimmy

NASA Technical Reports Server (NTRS)

Harling, R; Dietz, O

1954-01-01

Model tests on the "running belt" and tests with a full-scale tail wheel were made on a rotating drum as well as on a runway in order to investigate the causes of the undesirable shimmy phenomena frequently occurring on airplane tail wheels, and the means of avoiding them. The small model (scale 1:10) permitted simulation of the mass, moments of inertia, and fuselage stiffness of the airplane and determination of their influence on the shimmy, whereas by means of the larger model with pneumatic tires (scale 1:2) more accurate investigations were made on the tail wheel itself. The results of drum and road tests show good agreement with one another and with model values. Detailed investigations were made regarding the dependence of the shimmy tendency on trail, rolling speed, load, size of tires, ground friction,and inclination of the swivel axis; furthermore, regarding the influence of devices with restoring effect on the tail wheel, and the friction damping required for prevention of shimmy. Finally observations from slow-motion pictures are reported and conclusions drawn concerning the influence of tire deformation.

A method for landing gear modeling and simulation with experimental validation

NASA Technical Reports Server (NTRS)

Daniels, James N.

1996-01-01

This document presents an approach for modeling and simulating landing gear systems. Specifically, a nonlinear model of an A-6 Intruder Main Gear is developed, simulated, and validated against static and dynamic test data. This model includes nonlinear effects such as a polytropic gas model, velocity squared damping, a geometry governed model for the discharge coefficients, stick-slip friction effects and a nonlinear tire spring and damping model. An Adams-Moulton predictor corrector was used to integrate the equations of motion until a discontinuity caused by a stick-slip friction model was reached, at which point, a Runga-Kutta routine integrated past the discontinuity and returned the problem solution back to the predictor corrector. Run times of this software are around 2 mins. per 1 sec. of simulation under dynamic circumstances. To validate the model, engineers at the Aircraft Landing Dynamics facilities at NASA Langley Research Center installed one A-6 main gear on a drop carriage and used a hydraulic shaker table to provide simulated runway inputs to the gear. Model parameters were tuned to produce excellent agreement for many cases.

Aircraft Rollout Iterative Energy Simulation

NASA Technical Reports Server (NTRS)

Kinoshita, L.

1986-01-01

Aircraft Rollout Iterative Energy Simulation (ARIES) program analyzes aircraft-brake performance during rollout. Simulates threedegree-of-freedom rollout after nose-gear touchdown. Amount of brake energy dissipated during aircraft landing determines life expectancy of brake pads. ARIES incorporates brake pressure, actual flight data, crosswinds, and runway characteristics to calculate following: brake energy during rollout for up to four independent brake systems; time profiles of rollout distance, velocity, deceleration, and lateral runway position; and all aerodynamic moments on aircraft. ARIES written in FORTRAN 77 for batch execution.

Cockpit Displays for Enhancing Terminal-Area Situational Awareness and Runway Safety

NASA Technical Reports Server (NTRS)

Hyer, Paul V.; Otero, Sharon; Jones, Denise R. (Technical Monitor)

2007-01-01

HUD and PFD displays have been developed to enhance situational awareness and improve runway safety. These displays were designed to seamlessly transition through all phases of flight providing guidance and information to the pilot. This report describes the background of the Langley Research Center (LaRC) HUD and PFD work, the steps required to integrate the displays with those of other LaRC programs, the display characteristics of the several operational modes and the transitional logic governing the transition between displays.

14 CFR 151.79 - Runway paving: Second runway; wind conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Runway paving: Second runway; wind...: Second runway; wind conditions. (a) All airports. Paving a second runway on the basis of wind conditions... second runway is oriented with the existing paved runway to achieve the maximum wind coverage, with due...

14 CFR 151.79 - Runway paving: Second runway; wind conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Runway paving: Second runway; wind...: Second runway; wind conditions. (a) All airports. Paving a second runway on the basis of wind conditions... second runway is oriented with the existing paved runway to achieve the maximum wind coverage, with due...

14 CFR 151.79 - Runway paving: Second runway; wind conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Runway paving: Second runway; wind...: Second runway; wind conditions. (a) All airports. Paving a second runway on the basis of wind conditions... second runway is oriented with the existing paved runway to achieve the maximum wind coverage, with due...

14 CFR 151.79 - Runway paving: Second runway; wind conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Runway paving: Second runway; wind...: Second runway; wind conditions. (a) All airports. Paving a second runway on the basis of wind conditions... second runway is oriented with the existing paved runway to achieve the maximum wind coverage, with due...

Aviation System Capacity Program Terminal Area Productivity Project: Ground and Airborne Technologies

NASA Technical Reports Server (NTRS)

Giulianetti, Demo J.

2001-01-01

Ground and airborne technologies were developed in the Terminal Area Productivity (TAP) project for increasing throughput at major airports by safely maintaining good-weather operating capacity during bad weather. Methods were demonstrated for accurately predicting vortices to prevent wake-turbulence encounters and to reduce in-trail separation requirements for aircraft approaching the same runway for landing. Technology was demonstrated that safely enabled independent simultaneous approaches in poor weather conditions to parallel runways spaced less than 3,400 ft apart. Guidance, control, and situation-awareness systems were developed to reduce congestion in airport surface operations resulting from the increased throughput, particularly during night and instrument meteorological conditions (IMC). These systems decreased runway occupancy time by safely and smoothly decelerating the aircraft, increasing taxi speed, and safely steering the aircraft off the runway. Simulations were performed in which optimal trajectories were determined by air traffic control (ATC) and communicated to flight crews by means of Center TRACON Automation System/Flight Management System (CTASFMS) automation to reduce flight delays, increase throughput, and ensure flight safety.

Integrated Display System for Low Visibility Landing and Surface Operations

NASA Technical Reports Server (NTRS)

Beskenis, Sharon Otero; Green, David F., Jr.; Hyer, Paul V.; Johnson, Edward J., Jr.

1998-01-01

This report summarizes the software products and system architectures developed by Lockheed Martin in support of the Low Visibility Landing and Surface Operations (LVLASO) program at NASA Langley Research Center. It presents an overview of the technical aspects, capabilities, and system integration issues associated with an integrated display system (IDS) that collects, processes and presents information to an aircraft flight crew during all phases of landing, roll-out, turn-off, inbound taxi, outbound taxi and takeoff. Communications hardware, drivers, and software provide continuous real-time data at varying rates and from many different sources to the display programs for presentation on a head-down display (HDD) and/or a head-up display (HUD). An electronic moving map of the airport surface is implemented on the HDD which includes the taxi route assigned by air traffic control, a text messaging system, and surface traffic and runway status information. Typical HUD symbology for navigation and control of the aircraft is augmented to provide aircraft deceleration guidance after touchdown to a pilot selected exit and taxi guidance along the route assigned by ATC. HUD displays include scene-linked symbolic runways, runway exits and taxiways that are conformal with the actual locations on the airport surface. Display formats, system architectures, and the various IDS programs are discussed.

Development of a Bayesian Belief Network Runway Incursion Model

NASA Technical Reports Server (NTRS)

Green, Lawrence L.

2014-01-01

In a previous paper, a statistical analysis of runway incursion (RI) events was conducted to ascertain their relevance to the top ten Technical Challenges (TC) of the National Aeronautics and Space Administration (NASA) Aviation Safety Program (AvSP). The study revealed connections to perhaps several of the AvSP top ten TC. That data also identified several primary causes and contributing factors for RI events that served as the basis for developing a system-level Bayesian Belief Network (BBN) model for RI events. The system-level BBN model will allow NASA to generically model the causes of RI events and to assess the effectiveness of technology products being developed under NASA funding. These products are intended to reduce the frequency of RI events in particular, and to improve runway safety in general. The development, structure and assessment of that BBN for RI events by a Subject Matter Expert panel are documented in this paper.

A Mixed Integer Linear Program for Airport Departure Scheduling

NASA Technical Reports Server (NTRS)

Gupta, Gautam; Jung, Yoon Chul

2009-01-01

Aircraft departing from an airport are subject to numerous constraints while scheduling departure times. These constraints include wake-separation constraints for successive departures, miles-in-trail separation for aircraft bound for the same departure fixes, and time-window or prioritization constraints for individual flights. Besides these, emissions as well as increased fuel consumption due to inefficient scheduling need to be included. Addressing all the above constraints in a single framework while allowing for resequencing of the aircraft using runway queues is critical to the implementation of the Next Generation Air Transport System (NextGen) concepts. Prior work on airport departure scheduling has addressed some of the above. However, existing methods use pre-determined runway queues, and schedule aircraft from these departure queues. The source of such pre-determined queues is not explicit, and could potentially be a subjective controller input. Determining runway queues and scheduling within the same framework would potentially result in better scheduling. This paper presents a mixed integer linear program (MILP) for the departure-scheduling problem. The program takes as input the incoming sequence of aircraft for departure from a runway, along with their earliest departure times and an optional prioritization scheme based on time-window of departure for each aircraft. The program then assigns these aircraft to the available departure queues and schedules departure times, explicitly considering wake separation and departure fix restrictions to minimize total delay for all aircraft. The approach is generalized and can be used in a variety of situations, and allows for aircraft prioritization based on operational as well as environmental considerations. We present the MILP in the paper, along with benefits over the first-come-first-serve (FCFS) scheme for numerous randomized problems based on real-world settings. The MILP results in substantially reduced delays as compared to FCFS, and the magnitude of the savings depends on the queue and departure fix structure. The MILP assumes deterministic aircraft arrival times at the runway queues. However, due to taxi time uncertainty, aircraft might arrive either earlier or later than these deterministic times. Thus, to incorporate this uncertainty, we present a method for using the MILP with "overlap discounted rolling planning horizon". The approach is based on valuing near-term decision results more than future ones. We develop a model of taxitime uncertainty based on real-world data, and then compare the baseline FCFS delays with delays using the above MILP in a simple rolling-horizon method and in the overlap discounted scheme.

Analysis of Runway Incursion Data

NASA Technical Reports Server (NTRS)

Green, Lawrence L.

2013-01-01

A statistical analysis of runway incursion (RI) events was conducted to ascertain relevance to the top ten challenges of the National Aeronautics and Space Administration Aviation Safety Program (AvSP). The information contained in the RI database was found to contain data that may be relevant to several of the AvSP top ten challenges. When combined with other data from the FAA documenting air traffic volume from calendar year 2000 through 2011, the structure of a predictive model emerges that can be used to forecast the frequency of RI events at various airports for various classes of aircraft and under various environmental conditions.

A mathematical model of an active control landing gear for load control during impact and roll-out

NASA Technical Reports Server (NTRS)

Mcgehee, J. R.; Carden, H. D.

1976-01-01

A mathematical model of an active control landing gear (ACOLAG) was developed and programmed for operation on a digital computer. The mathematical model includes theoretical subsonic aerodynamics; first-mode wing bending and torsional characteristics; oleo-pneumatic shock strut with fit and binding friction; closed-loop, series-hydraulic control; empirical tire force-deflection characteristics; antiskid braking; and sinusoidal or random runway roughness. The mathematical model was used to compute the loads and motions for a simulated vertical drop test and a simulated landing impact of a conventional (passive) main landing gear designed for a 2268-kg (5000-lbm) class airplane. Computations were also made for a simply modified version of the passive gear including a series-hydraulic active control system. Comparison of computed results for the passive gear with experimental data shows that the active control landing gear analysis is valid for predicting the loads and motions of an airplane during a symmetrical landing. Computed results for the series-hydraulic active control in conjunction with the simply modified passive gear show that 20- to 30-percent reductions in wing force, relative to those occurring with the modified passive gear, can be obtained during the impact phase of the landing. These reductions in wing force could result in substantial increases in fatigue life of the structure.

Factors influencing aircraft ground handling performance

NASA Technical Reports Server (NTRS)

Yager, T. J.

1983-01-01

Problems associated with aircraft ground handling operations on wet runways are discussed and major factors which influence tire/runway braking and cornering traction capability are identified including runway characteristics, tire hydroplaning, brake system anomalies, and pilot inputs. Research results from tests with instrumented ground vehicles and aircraft, and aircraft wet runway accident investigation are summarized to indicate the effects of different aircraft, tire, and runway parameters. Several promising means are described for improving tire/runway water drainage capability, brake system efficiency, and pilot training to help optimize aircraft traction performance on wet runways.

75 FR 13337 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-19

....00 PFC Level: North terminal complex conceptual design. Cargo service road. Decision Date: December 1... and II). Aircraft rescue and firefighting building (design). Runway 24 runway safety area improvements (design). Runway 24 runway safety area improvements (grading/drainage). Runway 6 localizer (design...

Simulation of automatic precision departures and missed approaches using the microwave landing system

NASA Technical Reports Server (NTRS)

Feather, J. B.

1987-01-01

Results of simulated precision departures and missed approaches using MLS guidance concepts are presented. The study was conducted under the Terminal Configured Vehicle (TCV) Program, and is an extension of previous work by DAC under the Advanced Transport Operating System (ATOPS) Technology Studies Program. The study model included simulation of an MD-80 aircraft, an autopilot, and a MLS guidance computer that provided lateral and vertical steering commands. Precision departures were evaluated using a noise abatement procedure. Several curved path departures were simulated with MLS noise and under various environmental conditions. Missed approaches were considered for the same runway, where lateral MLS guidance maintained the aircraft along the extended runway centerline. In both the departures and the missed approach cases, pitch autopilot takeoff and go-around modes of operation were used in conjunction with MLS lateral guidance.

Review of factors affecting aircraft wet runway performance

NASA Technical Reports Server (NTRS)

Yager, T. J.

1983-01-01

Problems associated with aircraft operations on wet runways are discussed and major factors which influence tire/runway braking and cornering traction capability are identified including runway characteristics, tire hydroplaning, brake system anomalies, and pilot inputs. Research results from investigations conducted at the Langley Aircraft Landing Loads and Traction Facility and from tests with instrumented ground vehicles and aircraft are summarized to indicate the effects of different aircraft, tire, and runway parameters. Several promising means are described for improving tire/runway water drainage capability, brake system efficiency, and pilot training to help optimize aircraft traction performance on wet runways.

Automatic braking system modification for the Advanced Transport Operating Systems (ATOPS) Transportation Systems Research Vehicle (TSRV)

NASA Technical Reports Server (NTRS)

Coogan, J. J.

1986-01-01

Modifications were designed for the B-737-100 Research Aircraft autobrake system hardware of the Advanced Transport Operating Systems (ATOPS) Program at Langley Research Center. These modifications will allow the on-board flight control computer to control the aircraft deceleration after landing to a continuously variable level for the purpose of executing automatic high speed turn-offs from the runway. A bread board version of the proposed modifications was built and tested in simulated stopping conditions. Test results, for various aircraft weights, turnoff speed, winds, and runway conditions show that the turnoff speeds are achieved generally with errors less than 1 ft/sec.

Investigating the feasibility of integrating pavement friction and texture depth data in modeling for INDOT PMS.

DOT National Transportation Integrated Search

2012-11-01

Under INDOTs current friction testing program, the friction is measured annually on interstates but only once every three years on noninterstate : roadways. The states Pavement Management System, however, would require current data if friction ...

Aerial view of Runway 33 at SLF

NASA Technical Reports Server (NTRS)

2000-01-01

This aerial view shows the approach on Runway 33 at the KSC Shuttle Landing Facility. The runway is 15,000 feet long, with 1,000-foot paved overruns at each end; 300 feet wide (about length of football field), with 50-foot asphalt shoulders each side; 16 inches thick in the center, and 15 inches thick on sides. It has a slope of 24 inches from the center line to the edge for drainage. The single landing strip is considered two runways, depending on approach -- Runway 15 from northwest, Runway 33 from southeast.

Evaluation of the effects of one year's operation of the dynamic preferential runway system. [human reactions to overflight air traffic pattern

NASA Technical Reports Server (NTRS)

Borsky, P. N.

1974-01-01

The FAA introduced an experimental aircraft operations program at JFK Airport called the Dynamic Preferential Runway System (DPRS) in the summer of 1971. The program is designed to distribute air traffic as equally as possible over the surrounding communities, to limit periods of continuous overflight and to vary the same hours of overflight from day to day. After a full year's operation, an evaluation was made of the system's effectiveness. All of the operation's goals were moderately achieved with the greatest relief in reduced overflight afforded the most heavily impacted areas. Few residents, however, were aware of DPRS or felt that it had greatly reduced annoyance or represented a major effort by the aircraft authorities. Statistical analyses of reported annoyance obtained from two independent surveys in 1969 and 1972 reveal limited reductions in annoyance in 1972, with shifts from reported high annoyance to moderate annoyance.

Runway incursion severity risk analysis.

DOT National Transportation Integrated Search

2012-09-14

Runway incursions are defined as the unauthorized presence of a vehicle, pedestrian, or aircraft on a runway. Identifying situations or conditions in which runway incursions are more likely to be severe can suggest policy implications and areas for f...

An analysis of runway incursion "Hot Spots" incidents : with deidentified reports excerpts : volume 2

DOT National Transportation Integrated Search

2002-10-24

The analysis set was limited to runway incursion incidents that occurred : between January 1, 2000 and June 30,2002. : The runway incursion incidents included incidents involving eitherhold : line transgressions or actual runway penetrations. : ...

An analysis of runway incursion "Hot Spots" incidents : with deidentified reports excerpts : volume 1

DOT National Transportation Integrated Search

2002-10-24

The analysis set was limited to runway incursion incidents that occurred : between January 1, 2000 and June 30,2002. : The runway incursion incidents included incidents involving eitherhold : line transgressions or actual runway penetrations. : ...

Evaluation of high pressure water blast with rotating spray bar for removing paint and rubber deposits from airport runways, and review of runway slipperiness problems created by rubber contamination

NASA Technical Reports Server (NTRS)

Horne, W. B.; Griswold, G. D.

1975-01-01

A high pressure water blast with rotating spray bar treatment for removing paint and rubber deposits from airport runways is studied. The results of the evaluation suggest that the treatment is very effective in removing above surface paint and rubber deposits to the point that pavement skid resistance is restored to trafficked but uncontaminated runway surface skid resistance levels. Aircraft operating problems created by runway slipperiness are reviewed along with an assessment of the contributions that pavement surface treatments, surface weathering, traffic polishing, and rubber deposits make in creating or alleviating runway slipperiness. The results suggest that conventional surface treatments for both portland cement and asphaltic concrete runways are extremely vulnerable to rubber deposit accretions which can produce runway slipperiness conditions for aircraft operations as or more slippery than many snow and ice-covered runway conditions. Pavement grooving surface treatments are shown to be the least vulnerable to rubber deposits accretion and traffic polishing of the surface treatments examined.

Parafoveal Target Detectability Reversal Predicted by Local Luminance and Contrast Gain Control

NASA Technical Reports Server (NTRS)

Ahumada, Albert J., Jr.; Beard, Bettina L.; Null, Cynthia H. (Technical Monitor)

1996-01-01

This project is part of a program to develop image discrimination models for the prediction of the detectability of objects in a range of backgrounds. We wanted to see if the models could predict parafoveal object detection as well as they predict detection in foveal vision. We also wanted to make our simplified models more general by local computation of luminance and contrast gain control. A signal image (0.78 x 0.17 deg) was made by subtracting a simulated airport runway scene background image (2.7 deg square) from the same scene containing an obstructing aircraft. Signal visibility contrast thresholds were measured in a fully crossed factorial design with three factors: eccentricity (0 deg or 4 deg), background (uniform or runway scene background), and fixed-pattern white noise contrast (0%, 5%, or 10%). Three experienced observers responded to three repetitions of 60 2IFC trials in each condition and thresholds were estimated by maximum likelihood probit analysis. In the fovea the average detection contrast threshold was 4 dB lower for the runway background than for the uniform background, but in the parafovea, the average threshold was 6 dB higher for the runway background than for the uniform background. This interaction was similar across the different noise levels and for all three observers. A likely reason for the runway background giving a lower threshold in the fovea is the low luminance near the signal in that scene. In our model, the local luminance computation is controlled by a spatial spread parameter. When this parameter and a corresponding parameter for the spatial spread of contrast gain were increased for the parafoveal predictions, the model predicts the interaction of background with eccentricity.

A model-based approach for detection of runways and other objects in image sequences acquired using an on-board camera

NASA Technical Reports Server (NTRS)

Kasturi, Rangachar; Devadiga, Sadashiva; Tang, Yuan-Liang

1994-01-01

This research was initiated as a part of the Advanced Sensor and Imaging System Technology (ASSIST) program at NASA Langley Research Center. The primary goal of this research is the development of image analysis algorithms for the detection of runways and other objects using an on-board camera. Initial effort was concentrated on images acquired using a passive millimeter wave (PMMW) sensor. The images obtained using PMMW sensors under poor visibility conditions due to atmospheric fog are characterized by very low spatial resolution but good image contrast compared to those images obtained using sensors operating in the visible spectrum. Algorithms developed for analyzing these images using a model of the runway and other objects are described in Part 1 of this report. Experimental verification of these algorithms was limited to a sequence of images simulated from a single frame of PMMW image. Subsequent development and evaluation of algorithms was done using video image sequences. These images have better spatial and temporal resolution compared to PMMW images. Algorithms for reliable recognition of runways and accurate estimation of spatial position of stationary objects on the ground have been developed and evaluated using several image sequences. These algorithms are described in Part 2 of this report. A list of all publications resulting from this work is also included.

Benefit Assessment for Metroplex Tactical Runway Configuration Management (mTRCM) in a Simulated Environment

NASA Technical Reports Server (NTRS)

Phojanamongkolkij, Nipa; Oseguera-Lohr, Rosa M.; Lohr, Gary W.; Robbins, Steven W.; Fenbert, James W.; Hartman, Christopher L.

2015-01-01

The System-Oriented Runway Management (SORM) concept is a collection of capabilities focused on a more efficient use of runways while considering all of the factors that affect runway use. Tactical Runway Configuration Management (TRCM), one of the SORM capabilities, provides runway configuration and runway usage recommendations, and monitoring the active runway configuration for suitability given existing factors. This report focuses on the metroplex environment, with two or more proximate airports having arrival and departure operations that are highly interdependent. The myriad of factors that affect metroplex opeations require consideration in arriving at runway configurations that collectively best serve the system as a whole. To assess the metroplex TRCM (mTRCM) benefit, the performance metrics must be compared with the actual historical operations. The historical configuration schedules can be viewed as the schedules produced by subject matter experts (SMEs), and therefore are referred to as the SMEs' schedules. These schedules were obtained from the FAA's Aviation System Performance Metrics (ASPM) database; this is the most representative information regarding runway configuration selection by SMEs. This report focused on a benefit assessment of total delay, transit time, and throughput efficiency (TE) benefits using the mTRCM algorithm at representative volumes for today's traffic at the New York metroplex (N90).

LSRA STS Tire Test - on rim

NASA Technical Reports Server (NTRS)

1995-01-01

From 1993 to 1995, in conjunction with other NASA centers, NASA Dryden Flight Research Center, Edwards, California, used a Convair CV-990 airplane as a Landing Systems Research Aircraft (LSRA) to perform Space Shuttle tire tests. The results provided the Space Shuttle Program with data to support its flight rules and enabled it to resurface a grooved runway at Kennedy Space Center that had added unnecessary wear to the Space Shuttle tires. Tests were done using a unique fixture mounted in the center of the CV-990 fuselage, between the main landing gear. Landing gear systems from other aircraft could be attached to the test fixture, which lowered them to the runway surface during actual landings. The LSRA had the ability to reproduce the loads and speeds of the other aircraft, as well as simulate crosswind landing conditions in a safe, controlled environment. The video clip shows a landing on the concrete runway at Edwards, California on August 11, 1995, which concluded the Space Shuttle gear research program. As the Space Shuttle tire was lowered onto the surface, it was destroyed almost instantly. The rim scraped on the concrete, and stopped rolling as it became flat. It heated up and left a flaming trail of hot rubber and aluminum alloy particles. Notice how the fire quickly went out as the test gear was raised, indicating a safer condition than prevailed in a lakebed landing.

Cockpit Technology for Prevention of General Aviation Runway Incursions

NASA Technical Reports Server (NTRS)

Prinzel, Lawrence J., III; Jones, Denise R.

2007-01-01

General aviation accounted for 74 percent of runway incursions but only 57 percent of the operations during the four-year period from fiscal year (FY) 2001 through FY2004. Elements of the NASA Runway Incursion Prevention System were adapted and tested for general aviation aircraft. Sixteen General Aviation pilots, of varying levels of certification and amount of experience, participated in a piloted simulation study to evaluate the system for prevention of general aviation runway incursions compared to existing moving map displays. Pilots flew numerous complex, high workload approaches under varying weather and visibility conditions. A rare-event runway incursion scenario was presented, unbeknownst to the pilots, which represented a typical runway incursion situation. The results validated the efficacy and safety need for a runway incursion prevention system for general aviation aircraft.

STS-74 crew talk with recovery convoy crew after landing

NASA Technical Reports Server (NTRS)

1995-01-01

On Runway 33 of KSC's Shuttle Landing Facility, STS-74 Commander Kenneth D. Cameron (left) and Mission Specialists Jerry L. Ross and Chris A. Hadfield chat with KSC recovery convoy crew member Shawn Greenwell, a runway measurement engineer. Cameron guided the orbiter Atlantis to the 27th end-of-mission landing at KSC in Shuttle program history, with main gear touchdown occuring at 12:01:27 p.m. EST. STS-74 marked the second docking of the U.S. Space Shuttle to the Russian Space Station Mir; Atlantis also was flown for the first docking earlier this year and its next mission, STS-76 in 1996, will be the third docking flight.

Determination of optimal trajectories for an aircraft returning to the runway following a complete loss of thrust after takeoff

NASA Astrophysics Data System (ADS)

Gordon, Craig A.

This thesis examines the ability of a small, single-engine airplane to return to the runway following an engine failure shortly after takeoff. Two sets of trajectories are examined. One set of trajectories has the airplane fly a straight climb on the runway heading until engine failure. The other set of trajectories has the airplane perform a 90° turn at an altitude of 500 feet and continue until engine failure. Various combinations of wind speed, wind direction, and engine failure times are examined. The runway length required to complete the entire flight from the beginning of the takeoff roll to wheels stop following the return to the runway after engine failure is calculated for each case. The optimal trajectories following engine failure consist of three distinct segments: a turn back toward the runway using a large bank angle and angle of attack; a straight glide; and a reversal turn to align the airplane with the runway. The 90° turn results in much shorter required runway lengths at lower headwind speeds. At higher headwind speeds, both sets of trajectories are limited by the length of runway required for the landing rollout, but the straight climb cases generally require a lower angle of attack to complete the flight. The glide back to the runway is performed at an airspeed below the best glide speed of the airplane due to the need to conserve potential energy after the completion of the turn back toward the runway. The results are highly dependent on the rate of climb of the airplane during powered flight. The results of this study can aid the pilot in determining whether or not a return to the runway could be performed in the event of an engine failure given the specific wind conditions and runway length at the time of takeoff. The results can also guide the pilot in determining the takeoff profile that would offer the greatest advantage in returning to the runway.

Low-Engine-Friction Technology for Advanced Natural-Gas Reciprocating Engines

DOE Office of Scientific and Technical Information (OSTI.GOV)

Victor Wong; Tian Tian; G. Smedley

This program aims at improving the efficiency of advanced natural-gas reciprocating engines (ANGRE) by reducing piston and piston ring assembly friction without major adverse effects on engine performance, such as increased oil consumption and wear. An iterative process of simulation, experimentation and analysis has been followed towards achieving the goal of demonstrating a complete optimized low-friction engine system. In this program, a detailed set of piston and piston-ring dynamic and friction models have been adapted and applied that illustrate the fundamental relationships among mechanical, surface/material and lubricant design parameters and friction losses. Demonstration of low-friction ring-pack designs in the Waukeshamore » VGF 18GL engine confirmed ring-pack friction reduction of 30-40%, which translates to total engine FEMP (friction mean effective pressure) reduction of 7-10% from the baseline configuration without significantly increasing oil consumption or blow-by flow. The study on surface textures, including roughness characteristics, cross hatch patterns, dimples and grooves have shown that even relatively small-scale changes can have a large effect on ring/liner friction, in some cases reducing FMEP by as much as 30% from a smooth surface case. The measured FMEP reductions were in good agreement with the model predictions. The combined analysis of lubricant and surface design indicates that low-viscosity lubricants can be very effective in reducing friction, subject to component wear for extremely thin oils, which can be mitigated with further lubricant formulation and/or engineered surfaces. Hence a combined approach of lubricant design and appropriate wear reduction offers improved potential for minimum engine friction loss. Testing of low-friction lubricants showed that total engine FMEP reduced by up to {approx}16.5% from the commercial reference oil without significantly increasing oil consumption or blow-by flow. Piston friction studies indicate that a flatter piston with a more flexible skirt, together with optimizing the waviness and film thickness on the piston skirt offer significant friction reduction. Combined with low-friction ring-pack, material and lubricant parameters, a total power cylinder friction reduction of 30-50% is expected, translating to an engine efficiency increase of two percentage points from its current baseline towards the goal of 50% ARES engine efficiency. The design strategies developed in this study have promising potential for application in all modern reciprocating engines as they represent simple, low-cost methods to extract significant fuel savings. The current program has possible spinoffs and applications in other industries as well, including transportation, CHP, and diesel power generation. The progress made in this program has wide engine efficiency implications, and potential deployment of low-friction engine components or lubricants in the near term is quite possible.« less

75 FR 13336 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-19

... Approved for Collection at Key West International Airport (EYW) and Use at EYW: Runway safety area design. Runway safety area construction. Approach clearing--design. Runway obstruction clearing--design. Runway obstruction clearing, phase II--construction. Noise implementation plan, phase 6--design. Noise implementation...

76 FR 77887 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2011-12-14

... Runway 4/22 extension, environmental assessment Runway 4/22 design--phase 3 Extend runway 4/22...: Snow removal equipment acquisition Airport pavement rehabilitation Master plan update Brief Description of Projects Approved For Collection: Design and permitting for runway 13/31 Easement acquisition...

76 FR 67018 - Notice to Manufacturers of Airport In-Pavement Stationary Runway Weather Information Systems

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-28

...-Pavement Stationary Runway Weather Information Systems AGENCY: Federal Aviation Administration (FAA), U.S. DOT. ACTION: Notice to Manufacturers of In-Pavement Stationary Runway Weather Information Systems... waivers to foreign manufacturers of Active or Passive In- Pavement Stationary Runway Weather Information...

Considerations on the relationship between white and red centerline runway lights and RVR (Runway Visual Range).

DOT National Transportation Integrated Search

1972-01-01

The runway visual range (RVR) for a Type L-850 bidirectional centerline runway light has been calculated for the red and white output ports at three different current settings for both day and night illuminance thresholds. The calculations are based ...

Benefit Estimates of Terminal Area Productivity Program Technologies

NASA Technical Reports Server (NTRS)

Hemm, Robert; Shapiro, Gerald; Lee, David; Gribko, Joana; Glaser, Bonnie

1999-01-01

This report documents benefit analyses for the NASA Terminal Area Technology (TAP) technology programs. Benefits are based on reductions in arrival delays at ten major airports over the 10 years from 2006 through 2015. Detailed analytic airport capacity and delay models were constructed to produce the estimates. The goal of TAP is enable good weather operations tempos in all weather conditions. The TAP program includes technologies to measure and predict runway occupancy times, reduce runway occupancy times in bad weather, accurately predict wake vortex hazards, and couple controller automation with aircraft flight management systems. The report presents and discusses the estimate results and describes the models. Three appendixes document the model algorithms and discuss the input parameters selected for the TAP technologies. The fourth appendix is the user's guide for the models. The results indicate that the combined benefits for all TAP technologies at all 10 airports range from $550 to $650 million per year (in constant 1997 dollars). Additional benefits will accrue from reductions in departure delays. Departure delay benefits are calculated by the current models.

Analysis of the flow field generated near an aircraft engine operating in reverse thrust. M.S. Thesis

NASA Technical Reports Server (NTRS)

Ledwith, W. A., Jr.

1972-01-01

A computer solution is developed to the exhaust gas reingestion problem for aircraft operating in the reverse thrust mode on a crosswind-free runway. The computer program determines the location of the inlet flow pattern, whether the exhaust efflux lies within the inlet flow pattern or not, and if so, the approximate time before the reversed flow reaches the engine inlet. The program is written so that the user is free to select discrete runway speeds or to study the entire aircraft deceleration process for both the far field and cross-ingestion problems. While developed with STOL applications in mind, the solution is equally applicable to conventional designs. The inlet and reversed jet flow fields involved in the problem are assumed to be noninteracting. The nacelle model used in determining the inlet flow field is generated using an iterative solution to the Neuman problem from potential flow theory while the reversed jet flow field is adapted using an empirical correlation from the literature. Sample results obtained using the program are included.

Cornering characteristics of a 40 by 14-16 type 7 aircraft tire and a comparison with characteristics of a C40 by 14-21 cantilever aircraft tire

NASA Technical Reports Server (NTRS)

Tanner, J. A.; Dreher, R. C.

1973-01-01

An investigation was conducted at the Langley aircraft landing loads and traction facility to determine the cornering characteristics of a 40 x 14-16 type VII aircraft tire. These characteristics, which include the cornering-force and drag-force friction coefficients and self-alining torque, were obtained for the tire operating on dry, damp and flooded runway surfaces over a range of yaw angles from 0 deg to 20 deg and at ground speeds from 5 to 100 knots, both with and without braking. The results of this investigation indicated that the cornering capability of the 40 x 14-16 type VII aircraft tire is degraded by high ground speeds, thin-film lubrication and tire hydroplaning effects on the wet surfaces, and brake torque. The cornering capability is greatly diminished when locked-wheel skids are encountered.

Exploration of the Theoretical Physical Capacity of the John F. Kennedy International Airport Runway System

NASA Technical Reports Server (NTRS)

Neitzke, Kurt W.; Guerreiro, Nelson M.

2014-01-01

A design study was completed to explore the theoretical physical capacity (TPC) of the John F. Kennedy International Airport (KJFK) runway system for a northflow configuration assuming impedance-free (to throughput) air traffic control functionality. Individual runways were modeled using an agent-based, airspace simulation tool, the Airspace Concept Evaluation System (ACES), with all runways conducting both departures and arrivals on a first-come first-served (FCFS) scheduling basis. A realistic future flight schedule was expanded to 3.5 times the traffic level of a selected baseline day, September 26, 2006, to provide a steady overdemand state for KJFK runways. Rules constraining departure and arrival operations were defined to reflect physical limits beyond which safe operations could no longer be assumed. Safety buffers to account for all sources of operational variability were not included in the TPC estimate. Visual approaches were assumed for all arrivals to minimize inter-arrival spacing. Parallel runway operations were assumed to be independent based on lateral spacing distances. Resulting time intervals between successive airport operations were primarily constrained by same-runway and then by intersecting-runway spacing requirements. The resulting physical runway capacity approximates a theoretical limit that cannot be exceeded without modifying runway interaction assumptions. Comparison with current KJFK operational limits for a north-flow runway configuration indicates a substantial throughput gap of approximately 48%. This gap may be further analyzed to determine which part may be feasibly bridged through the deployment of advanced systems and procedures, and which part cannot, because it is either impossible or not cost-effective to control. Advanced systems for bridging the throughput gap may be conceptualized and simulated using this same experimental setup to estimate the level of gap closure achieved.

Airfoil Vibration Dampers program

NASA Technical Reports Server (NTRS)

Cook, Robert M.

1991-01-01

The Airfoil Vibration Damper program has consisted of an analysis phase and a testing phase. During the analysis phase, a state-of-the-art computer code was developed, which can be used to guide designers in the placement and sizing of friction dampers. The use of this computer code was demonstrated by performing representative analyses on turbine blades from the High Pressure Oxidizer Turbopump (HPOTP) and High Pressure Fuel Turbopump (HPFTP) of the Space Shuttle Main Engine (SSME). The testing phase of the program consisted of performing friction damping tests on two different cantilever beams. Data from these tests provided an empirical check on the accuracy of the computer code developed in the analysis phase. Results of the analysis and testing showed that the computer code can accurately predict the performance of friction dampers. In addition, a valuable set of friction damping data was generated, which can be used to aid in the design of friction dampers, as well as provide benchmark test cases for future code developers.

Measures to increase airfield capacity by changing aircraft runway occupancy characteristics

NASA Technical Reports Server (NTRS)

Gosling, G. D.; Kanafani, A.; Rockaday, S. L. M.

1981-01-01

Airfield capacity and aircraft runway occupancy characteristics were studied. Factors that caused runway congestion and airfield crowding were identified. Several innovations designed to alleviate the congestion are discussed. Integrated landing management, the concept that the operation of the final approach and runway should be considered in concert, was identified as underlying all of the innovations.

KSC-00pp1436

NASA Image and Video Library

2000-09-12

KENNEDY SPACE CENTER, FLA. -- This aerial view shows the approach on Runway 33 at the KSC Shuttle Landing Facility. The runway is 15,000 feet long, with 1,000-foot paved overruns at each end; 300 feet wide (about length of football field), with 50-foot asphalt shoulders each side; 16 inches thick in the center, and 15 inches thick on sides. It has a slope of 24 inches from the center line to the edge for drainage. The single landing strip is considered two runways, depending on approach Runway 15 from northwest, Runway 33 from southeast

KSC00pp1436

NASA Image and Video Library

2000-09-12

KENNEDY SPACE CENTER, FLA. -- This aerial view shows the approach on Runway 33 at the KSC Shuttle Landing Facility. The runway is 15,000 feet long, with 1,000-foot paved overruns at each end; 300 feet wide (about length of football field), with 50-foot asphalt shoulders each side; 16 inches thick in the center, and 15 inches thick on sides. It has a slope of 24 inches from the center line to the edge for drainage. The single landing strip is considered two runways, depending on approach Runway 15 from northwest, Runway 33 from southeast

KSC-2011-5639

NASA Image and Video Library

2011-07-21

CAPE CANAVERAL, Fla. -- Space shuttle Atlantis returns to Earth for the last time on Runway 15 at NASA's Kennedy Space Center in Florida just before sunrise. Atlantis touched down on Runway 15 at 5:57 a.m., bringing an end to the STS-135 mission and NASA's Space Shuttle Program. CAPE CANAVERAL, Fla. -- Xenons cast a halo of light on space shuttle Atlantis as the spacecraft approaches Runway 15 at NASA's Kennedy Space Center in Florida for the last time. Securing the space shuttle fleet's place in history, Atlantis marked the 26th nighttime landing of NASA's Space Shuttle Program and the 78th landing at Kennedy. Main gear touchdown was at 5:57:00 a.m. EDT, followed by nose gear touchdown at 5:57:20 a.m., and wheelstop at 5:57:54 a.m. On board are STS-135 Commander Chris Ferguson, Pilot Doug Hurley, and Mission Specialists Sandra Magnus and Rex Walheim. On the 37th shuttle mission to the International Space Station, STS-135 delivered more than 9,400 pounds of spare parts, equipment and supplies in the Raffaello multi-purpose logistics module that will sustain station operations for the next year. STS-135 was the 33rd and final flight for Atlantis, which has spent 307 days in space, orbited Earth 4,848 times and traveled 125,935,769 miles. For more information visit, www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts135/index.html. Photo credit: NASA/Carl Winebarger

Airport Characterization for the Adaptation of Surface Congestion Management Approaches

DTIC Science & Technology

2013-02-01

Surface Congestion Management Program at New York JFK airport [6,7], the human-in-the-loop simulations of the Spot and Runway Departure Advisor...a surface congestion management technique at New York JFK airport ,” AIAA Aviation Technology, Integration and Operations (ATIO) Conference...Virginia Beach, VA, September 2011. [7] S. Stroiney, H. Khadilkar and H. Balakrishnan, “Ground Management Program at JFK Airport : Implementation and

Joint US/UK Vortex Tracking Program at Heathrow International Airport Volume II: Data Analysis

DOT National Transportation Integrated Search

1977-11-01

From May 1974 through June 1975, the approach region to runway 28R at Heathrow International Airport was equipped with aircraft wake vortex tracking equipment. The vortices from approximately 13,000 aircraft were monitored along with the attendant me...

Inclement Weather Crater Repair Tool Kit

DTIC Science & Technology

2017-11-30

Force’s Rapid Airfield Damage Repair (RADR) Program developed technologies to return bomb -damaged runways and taxiways to full operational sortie...ERDC/GSL TR-17-26 3 2 Inclement Weather Crater Repair Research This chapter gives an overview of the bomb -crater repair process and presents

Summary results from long-term wake turbulence measurements at San Francisco International Airport

DOT National Transportation Integrated Search

2004-07-01

This report summarizes the results of an extensive wake turbulence data collection program at the San Francisco International : Airport (SFO). Most of the landings at SFO are conducted on closely spaced parallel runways that are spaced 750 feet : bet...

Joint US/UK Vortex Tracking Program at Heathrow International Airport Volume: I Executive Summary

DOT National Transportation Integrated Search

1976-03-01

From May 1974 through June 1975 the approach region to Runway 28R at Heathrow International Airport was equipped with aircraft wake vortex tracking equipment. The vortices from approximately 13,000 aircraft were monitored along with the attendant met...

Shuttle Challenger landing on Runway 17 at Edwards at end of 51-B mission

NASA Technical Reports Server (NTRS)

1985-01-01

Shuttle Challenger lands on Runway 17 at Edwards at end of 51-B mission. The photo is a rear view of the shuttle landing gear touching the runway, with clouds of dirt trailing behind it. The nose gear is still in the air (071); Side view of the Challenger landing gear touching the runway (072).

An assessment of predominant causal factors of pilot deviations that contribute to runway incursions

NASA Astrophysics Data System (ADS)

Campbell, Denado M.

The aim of this study was to identify predominant causal factors of pilot deviations in runway incursions over a two-year period. Runway incursion reports were obtained from NASA's Aviation Safety Reporting System (ASRS), and a qualitative method was used by classifying and coding each report to a specific causal factor(s). The causal factors that were used were substantiated by research from the Aircraft Owner's and Pilot's Association that found that these causal factors were the most common in runway incursion incidents and accidents. An additional causal factor was also utilized to determine the significance of pilot training in relation to runway incursions. From the reports examined, it was found that miscommunication and situational awareness have the greatest impact on pilots and are most often the major causes of runway incursions. This data can be used to assist airports, airlines, and the FAA to understand trends in pilot deviations, and to find solutions for specific problem areas in runway incursion incidents.

A new algorithm for modeling friction in dynamic mechanical systems

NASA Technical Reports Server (NTRS)

Hill, R. E.

1988-01-01

A method of modeling friction forces that impede the motion of parts of dynamic mechanical systems is described. Conventional methods in which the friction effect is assumed a constant force, or torque, in a direction opposite to the relative motion, are applicable only to those cases where applied forces are large in comparison to the friction, and where there is little interest in system behavior close to the times of transitions through zero velocity. An algorithm is described that provides accurate determination of friction forces over a wide range of applied force and velocity conditions. The method avoids the simulation errors resulting from a finite integration interval used in connection with a conventional friction model, as is the case in many digital computer-based simulations. The algorithm incorporates a predictive calculation based on initial conditions of motion, externally applied forces, inertia, and integration step size. The predictive calculation in connection with an external integration process provides an accurate determination of both static and Coulomb friction forces and resulting motions in dynamic simulations. Accuracy of the results is improved over that obtained with conventional methods and a relatively large integration step size is permitted. A function block for incorporation in a specific simulation program is described. The general form of the algorithm facilitates implementation with various programming languages such as FORTRAN or C, as well as with other simulation programs.

14 CFR 25.1533 - Additional operating limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... and wet), and runway gradients) for smooth, hard-surfaced runways. Additionally, at the option of the... for variable factors (such as altitude, temperature, wind, and runway gradients) are those at which...

76 FR 12404 - Noise Exposure Map Notice; Jackson-Evers International Airport, Jackson, MS

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-07

...-2, Runways 16L/16R Radar and Modeled Flight Tracks for Departures and Arrivals; Figure 5-3, Runways 34L/34R Radar and Modeled Flight Tracks for Departures and Arrivals; Figure 5-4, Runways 16L/16R Radar and Modeled Flight Tracks for Flight Patterns; Figure 5-5, Runways 34L/34R Radar and Modeled Flight...

77 FR 64580 - Noise Exposure Map Notice for Van Nuys Airport, Van Nuys, California

Federal Register 2010, 2011, 2012, 2013, 2014

2012-10-22

... for VNY; Figure 10, Modeled Flight Tracks for Runway 16R and 34L Jet Arrivals; Figure 11, Modeled Flight Tracks for Runway 16R and 34L Jet Departures; Figure 12, Modeled Flight Tracks for Runway 16R and 34L Propeller Arrivals; Figure 13, Modeled Flight Tracks for Runway 16L and 34R Propeller Arrivals...

Development and Execution of the RUNSAFE Runway Safety Bayesian Belief Network Model

NASA Technical Reports Server (NTRS)

Green, Lawrence L.

2015-01-01

One focus area of the National Aeronautics and Space Administration (NASA) is to improve aviation safety. Runway safety is one such thrust of investigation and research. The two primary components of this runway safety research are in runway incursion (RI) and runway excursion (RE) events. These are adverse ground-based aviation incidents that endanger crew, passengers, aircraft and perhaps other nearby people or property. A runway incursion is the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft; one class of RI events simultaneously involves two aircraft, such as one aircraft incorrectly landing on a runway while another aircraft is taking off from the same runway. A runway excursion is an incident involving only a single aircraft defined as a veer-off or overrun off the runway surface. Within the scope of this effort at NASA Langley Research Center (LaRC), generic RI, RE and combined (RI plus RE, or RUNSAFE) event models have each been developed and implemented as a Bayesian Belief Network (BBN). Descriptions of runway safety issues from the literature searches have been used to develop the BBN models. Numerous considerations surrounding the process of developing the event models have been documented in this report. The event models were then thoroughly reviewed by a Subject Matter Expert (SME) panel through multiple knowledge elicitation sessions. Numerous improvements to the model structure (definitions, node names, node states and the connecting link topology) were made by the SME panel. Sample executions of the final RUNSAFE model have been presented herein for baseline and worst-case scenarios. Finally, a parameter sensitivity analysis for a given scenario was performed to show the risk drivers. The NASA and LaRC research in runway safety event modeling through the use of BBN technology is important for several reasons. These include: 1) providing a means to clearly understand the cause and effect patterns leading to safety issues, incidents and accidents, 2) enabling the prioritization of specialty areas needing more attention to improve aviation safety, and 3) enabling the identification of gaps within NASA's Aviation Safety funding portfolio

Report of Accomplishments Under the Airport Improvement Program.

DTIC Science & Technology

1986-01-01

CONTINUED) STERLING ROCKFALLS 04 $540,800 OVERLAY RUNWAY, TAXIWAY AND APRON; WHITESIDE CO ARPT-JOS H BITTORF FLD REHABILITATE TAXIWAY LIGHTING; INSTALL...PLACED UNDER GRANT AGREEMENT - FISCAL YEAR 1986 LOCATION AND PROJECT FLDERAL NAME OF AIRPORT NUMBER FUNDS DESCRIPTION OF WORK WEST v !R GI NIA

System Oriented Runway Management: A Research Update

NASA Technical Reports Server (NTRS)

Lohr, Gary W.; Brown, Sherilyn A.; Stough, Harry P., III; Eisenhawer, Steve; Atkins, Stephen; Long, Dou

2011-01-01

The runway configuration used by an airport has significant implications with respect to its capacity and ability to effectively manage surface and airborne traffic. Aircraft operators rely on runway configuration information because it can significantly affect an airline's operations and planning of their resources. Current practices in runway management are limited by a relatively short time horizon for reliable weather information and little assistance from automation. Wind velocity is the primary consideration when selecting a runway configuration; however when winds are below a defined threshold, discretion may be used to determine the configuration. Other considerations relevant to runway configuration selection include airport operator constraints, weather conditions (other than winds) traffic demand, user preferences, surface congestion, and navigational system outages. The future offers an increasingly complex landscape for the runway management process. Concepts and technologies that hold the potential for capacity and efficiency increases for both operations on the airport surface and in terminal and enroute airspace are currently under investigation. Complementary advances in runway management are required if capacity and efficiency increases in those areas are to be realized. The System Oriented Runway Management (SORM) concept has been developed to address this critical part of the traffic flow process. The SORM concept was developed to address all aspects of runway management for airports of varying sizes and to accommodate a myriad of traffic mixes. SORM, to date, addresses the single airport environment; however, the longer term vision is to incorporate capabilities for multiple airport (Metroplex) operations as well as to accommodate advances in capabilities resulting from ongoing research. This paper provides an update of research supporting the SORM concept including the following: a concept of overview, results of a TRCM simulation, single airport and Metroplex modeling effort and a benefits assessment.

LOW-ENGINE-FRICTION TECHNOLOGY FOR ADVANCED NATURAL-GAS RECIPROCATING ENGINES

DOE Office of Scientific and Technical Information (OSTI.GOV)

Victor Wong; Tian Tian; Luke Moughon

This program aims at improving the efficiency of advanced natural-gas reciprocating engines (ANGRE) by reducing piston and piston ring assembly friction without major adverse effects on engine performance, such as increased oil consumption and wear. An iterative process of simulation, experimentation and analysis is being followed towards achieving the goal of demonstrating a complete optimized low-friction engine system. To date, a detailed set of piston and piston-ring dynamic and friction models have been developed and applied that illustrate the fundamental relationships among mechanical, surface/material and lubricant design parameters and friction losses. Demonstration of low-friction ring-pack designs in the Waukesha VGFmore » 18GL engine confirmed total engine FEMP (friction mean effective pressure) reduction of 7-10% from the baseline configuration without significantly increasing oil consumption or blow-by flow. This represents a substantial (30-40%) reduction of the ringpack friction alone. The measured FMEP reductions were in good agreement with the model predictions. Further improvements via piston, lubricant, and surface designs offer additional opportunities. Tests of low-friction lubricants are in progress and preliminary results are very promising. The combined analysis of lubricant and surface design indicates that low-viscosity lubricants can be very effective in reducing friction, subject to component wear for extremely thin oils, which can be mitigated with further lubricant formulation and/or engineered surfaces. Hence a combined approach of lubricant design and appropriate wear reduction offers improved potential for minimum engine friction loss. Piston friction studies indicate that a flatter piston with a more flexible skirt, together with optimizing the waviness and film thickness on the piston skirt offer significant friction reduction. Combined with low-friction ring-pack, material and lubricant parameters, a total power cylinder friction reduction of 30-50% is expected, translating to an engine efficiency increase of two percentage points from its current baseline towards the goal of 50% ARES engine efficiency. The design strategies developed in this study have promising potential for application in all modern reciprocating engines as they represent simple, low-cost methods to extract significant fuel savings. The current program has possible spinoffs and applications in other industries as well, including transportation, CHP, and diesel power generation. The progress made in this program has wide engine efficiency implications, and potential deployment of low-friction engine components or lubricants in the near term is possible as current investigations continue.« less

Enhanced Airport Surface Detection Equipment Applications,

DTIC Science & Technology

1985-04-17

of runway capacity for the single mixed runway case . The ASDE display, however, provides independent position and timing information on runway...restored to within approximately 5 percent of the good visibility capacity for the single mixed runway case . The lack of identity informa- tion on the ASDE...D.C. 20591 ENGINEERING AND ECONOMICS RESEARCH, INC. Technical Support Staff Henry R. Schramm Mignonette E. Stephen A-2 I m i . . . -i , ’ ,.i

Rollout and Turnoff (ROTO) Guidance and Information Displays: Effect on Runway Occupancy Time in Simulated Low-Visibility Landings

NASA Technical Reports Server (NTRS)

Hueschen, Richard M.; Hankins, Walter W., III; Barker, L. Keith

2001-01-01

This report examines a rollout and turnoff (ROTO) system for reducing the runway occupancy time for transport aircraft in low-visibility weather. Simulator runs were made to evaluate the system that includes a head-up display (HUD) to show the pilot a graphical overlay of the runway along with guidance and steering information to a chosen exit. Fourteen pilots (airline, corporate jet, and research pilots) collectively flew a total of 560 rollout and turnoff runs using all eight runways at Hartsfield Atlanta International Airport. The runs consisted of 280 runs for each of two runway visual ranges (RVRs) (300 and 1200 ft). For each visual range, half the runs were conducted with the HUD information and half without. For the runs conducted with the HUD information, the runway occupancy times were lower and more consistent. The effect was more pronounced as visibility decreased. For the 1200-ft visibility, the runway occupancy times were 13% lower with HUD information (46.1 versus 52.8 sec). Similarly, for the 300-ft visibility, the times were 28% lower (45.4 versus 63.0 sec). Also, for the runs with HUD information, 78% (RVR 1200) and 75% (RVR 300) had runway occupancy times less than 50 sec, versus 41 and 20%, respectively, without HUD information.

Aviation infrastructure : challenges associated with building and maintaining runways

DOT National Transportation Integrated Search

2000-10-05

This testimony focuses on challenges associated with building new runways and with ensuring that existing runways are properly maintained. Recent flight delays and cancellations as well as significant media attention to them have heightened public co...

Comparison of Procedures for Dual and Triple Closely Spaced Parallel Runways

NASA Technical Reports Server (NTRS)

Verma, Savita; Ballinger, Deborah; Subramanian Shobana; Kozon, Thomas

2012-01-01

A human-in-the-loop high fidelity flight simulation experiment was conducted, which investigated and compared breakout procedures for Very Closely Spaced Parallel Approaches (VCSPA) with two and three runways. To understand the feasibility, usability and human factors of two and three runway VCSPA, data were collected and analyzed on the dependent variables of breakout cross track error and pilot workload. Independent variables included number of runways, cause of breakout and location of breakout. Results indicated larger cross track error and higher workload using three runways as compared to 2-runway operations. Significant interaction effects involving breakout cause and breakout location were also observed. Across all conditions, cross track error values showed high levels of breakout trajectory accuracy and pilot workload remained manageable. Results suggest possible avenues of future adaptation for adopting these procedures (e.g., pilot training), while also showing potential promise of the concept.

European Action Plan for the Prevention of Runway Incursions

DOT National Transportation Integrated Search

2017-11-20

This version of European Action Plan for the Prevention of Runway Incursions (EAPPRI) recognises the emergence of EU provisions intended to improve runway safety in Europe. However, like its predecessors, this third version of EAPPRI continues to rec...

Runway Scheduling for Charlotte Douglas International Airport

NASA Technical Reports Server (NTRS)

Malik, Waqar A.; Lee, Hanbong; Jung, Yoon C.

2016-01-01

This paper describes the runway scheduler that was used in the 2014 SARDA human-in-the-loop simulations for CLT. The algorithm considers multiple runways and computes optimal runway times for departures and arrivals. In this paper, we plan to run additional simulation on the standalone MRS algorithm and compare the performance of the algorithm against a FCFS heuristic where aircraft avail of runway slots based on a priority given by their positions in the FCFS sequence. Several traffic scenarios corresponding to current day traffic level and demand profile will be generated. We also plan to examine the effect of increase in traffic level (1.2x and 1.5x) and observe trends in algorithm performance.

KSC-04PD-0937

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. This aerial photo of the runway at the KSC Shuttle Landing Facility looks northeast. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000- foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. At center right is the parking apron with the orbiter mate/demate tower. The tow-way stretches from the runway to the right, passing the hangar and storage facilities. A grassy area next to the mid- point of the runway is where the new control tower is located.

KSC-04PD-0938

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. This aerial photo of the runway at the KSC Shuttle Landing Facility looks northeast. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000- foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. At center right is the parking apron with the orbiter mate/demate tower. The tow-way stretches from the runway to the right, passing the hangar and storage facilities. A grassy area next to the mid- point of the runway is where the new control tower is located.

KSC-04pd0938

NASA Image and Video Library

2004-03-31

KENNEDY SPACE CENTER, FLA. - This aerial photo of the runway at the KSC Shuttle Landing Facility looks northeast. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts’ T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. At center right is the parking apron with the orbiter mate/demate tower. The tow-way stretches from the runway to the right, passing the hangar and storage facilities. A grassy area next to the mid-point of the runway is where the new control tower is located.

KSC-04pd0937

NASA Image and Video Library

2004-03-31

KENNEDY SPACE CENTER, FLA. - This aerial photo of the runway at the KSC Shuttle Landing Facility looks northeast. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts’ T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. At center right is the parking apron with the orbiter mate/demate tower. The tow-way stretches from the runway to the right, passing the hangar and storage facilities. A grassy area next to the mid-point of the runway is where the new control tower is located.

NASA diagonal-braked test vehicle evaluation of traction characteristics of grooved and ungrooved runway surfaces at Miami International Airport, Miami, Florida, 8-9 May 1973

NASA Technical Reports Server (NTRS)

Horne, W. B.

1977-01-01

Two runways were evaluated under artificially wetted conditions with the NASA diagonal-braked vehicle (DBV). Results of the evaluation which included a pavement drainage analysis, a pavement skid resistance analysis, and a DBV wet/dry stopping distance ratio analysis indicated that the ungrooved runway surfaces had poor water drainage characteristics and poor skid resistance under wet conditions at high speeds especially in rubbercoated areas of the runways. Grooving runways to a transverse 1-1/4 x 1/4 x 1/4 inch pattern greatly improved both the water drainage and pavement skid resistance capability of these asphaltic concrete surfaces.

Electronic System for Preventing Airport Runway Incursions

NASA Technical Reports Server (NTRS)

Dabney, Richard; Elrod, Susan

2009-01-01

A proposed system of portable illuminated signs, electronic monitoring equipment, and radio-communication equipment for preventing (or taking corrective action in response to) improper entry of aircraft, pedestrians, or ground vehicles onto active airport runways is described. The main overall functions of the proposed system would be to automatically monitor aircraft ground traffic on or approaching runways and to generate visible and/or audible warnings to affected pilots, ground-vehicle drivers, and control-tower personnel when runway incursions take place.

Throughput Benefit Assessment for Tactical Runway Configuration Management (TRCM)

NASA Technical Reports Server (NTRS)

Phojanamongkolkij, Nipa; Oseguera-Lohr, Rosa M.; Lohr, Gary W.; Fenbert, James W.

2014-01-01

The System-Oriented Runway Management (SORM) concept is a collection of needed capabilities focused on a more efficient use of runways while considering all of the factors that affect runway use. Tactical Runway Configuration Management (TRCM), one of the SORM capabilities, provides runway configuration and runway usage recommendations, monitoring the active runway configuration for suitability given existing factors, based on a 90 minute planning horizon. This study evaluates the throughput benefits using a representative sample of today's traffic volumes at three airports: Memphis International Airport (MEM), Dallas-Fort Worth International Airport (DFW), and John F. Kennedy International Airport (JFK). Based on this initial assessment, there are statistical throughput benefits for both arrivals and departures at MEM with an average of 4% for arrivals, and 6% for departures. For DFW, there is a statistical benefit for arrivals with an average of 3%. Although there is an average of 1% benefit observed for departures, it is not statistically significant. For JFK, there is a 12% benefit for arrivals, but a 2% penalty for departures. The results obtained are for current traffic volumes and should show greater benefit for increased future demand. This paper also proposes some potential TRCM algorithm improvements for future research. A continued research plan is being worked to implement these improvements and to re-assess the throughput benefit for today and future projected traffic volumes.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING CONCRETE ON RUNWAY

NASA Technical Reports Server (NTRS)

1975-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING CONCRETE ON RUNWAY KSC-375C-10036.32 108-KSC-375C-10036.32, P-21425, ARCHIVE-04501 Aerial oblique of Shuttle Landing Facility. Pouring concrete on runway. Direction North - Altitude 100'.

Detection of Obstacles in Monocular Image Sequences

NASA Technical Reports Server (NTRS)

Kasturi, Rangachar; Camps, Octavia

1997-01-01

The ability to detect and locate runways/taxiways and obstacles in images captured using on-board sensors is an essential first step in the automation of low-altitude flight, landing, takeoff, and taxiing phase of aircraft navigation. Automation of these functions under different weather and lighting situations, can be facilitated by using sensors of different modalities. An aircraft-based Synthetic Vision System (SVS), with sensors of different modalities mounted on-board, complements the current ground-based systems in functions such as detection and prevention of potential runway collisions, airport surface navigation, and landing and takeoff in all weather conditions. In this report, we address the problem of detection of objects in monocular image sequences obtained from two types of sensors, a Passive Millimeter Wave (PMMW) sensor and a video camera mounted on-board a landing aircraft. Since the sensors differ in their spatial resolution, and the quality of the images obtained using these sensors is not the same, different approaches are used for detecting obstacles depending on the sensor type. These approaches are described separately in two parts of this report. The goal of the first part of the report is to develop a method for detecting runways/taxiways and objects on the runway in a sequence of images obtained from a moving PMMW sensor. Since the sensor resolution is low and the image quality is very poor, we propose a model-based approach for detecting runways/taxiways. We use the approximate runway model and the position information of the camera provided by the Global Positioning System (GPS) to define regions of interest in the image plane to search for the image features corresponding to the runway markers. Once the runway region is identified, we use histogram-based thresholding to detect obstacles on the runway and regions outside the runway. This algorithm is tested using image sequences simulated from a single real PMMW image.

ABL and BAM Friction Analysis Comparison

DOE PAGES

Warner, Kirstin F.; Sandstrom, Mary M.; Brown, Geoffrey W.; ...

2014-12-29

Here, the Integrated Data Collection Analysis (IDCA) program has conducted a proficiency study for Small-Scale Safety and Thermal (SSST) testing of homemade explosives (HMEs). Described here is a comparison of the Alleghany Ballistic Laboratory (ABL) friction data and Bundesanstalt fur Materialforschung und -prufung (BAM) friction data for 19 HEM and military standard explosives.

Non-linear programming in shakedown analysis with plasticity and friction

NASA Astrophysics Data System (ADS)

Spagnoli, A.; Terzano, M.; Barber, J. R.; Klarbring, A.

2017-07-01

Complete frictional contacts, when subjected to cyclic loading, may sometimes develop a favourable situation where slip ceases after a few cycles, an occurrence commonly known as frictional shakedown. Its resemblance to shakedown in plasticity has prompted scholars to apply direct methods, derived from the classical theorems of limit analysis, in order to assess a safe limit to the external loads applied on the system. In circumstances where zones of plastic deformation develop in the material (e.g., because of the large stress concentrations near the sharp edges of a complete contact), it is reasonable to expect an effect of mutual interaction of frictional slip and plastic strains on the load limit below which the global behaviour is non dissipative, i.e., both slip and plastic strains go to zero after some dissipative load cycles. In this paper, shakedown of general two-dimensional discrete systems, involving both friction and plasticity, is discussed and the shakedown limit load is calculated using a non-linear programming algorithm based on the static theorem of limit analysis. An illustrative example related to an elastic-plastic solid containing a frictional crack is provided.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY CONSTRUCTION

NASA Technical Reports Server (NTRS)

1974-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY CONSTRUCTION KSC-374C-10236.33 108-KSC-374C-10236.33, P-15911, ARCHIVE-04477 Shuttle runway facility construction progress - oblique vertical, altitude 3,000 ft. time 1030 - direction south - south half from center.

14 CFR 77.2 - Definition of terms.

Code of Federal Regulations, 2010 CFR

2010-01-01

... planning document or military service military airport planning document. Precision instrument runway means... military airport layout plan; any other FAA planning document, or military service military airport planning document. Utility runway means a runway that is constructed for and intended to be used by...

Pilot Evaluations of Runway Status Light System

NASA Technical Reports Server (NTRS)

Young, Steven D.; Wills, Robert W.; Smith, R. Marshall

1996-01-01

This study focuses on use of the Transport Systems Research Vehicle (TSRV) Simulator at the Langley Research Center to obtain pilot opinion and input on the Federal Aviation Administration's Runway Status Light System (RWSL) prior to installation in an operational airport environment. The RWSL has been designed to reduce the likelihood of runway incursions by visually alerting pilots when a runway is occupied. Demonstrations of the RWSL in the TSRV Simulator allowed pilots to evaluate the system in a realistic cockpit environment.

Use of Very Weak Radiation Sources to Determine Aircraft Runway Position

NASA Technical Reports Server (NTRS)

Drinkwater, Fred J., III; Kibort, Bernard R.

1965-01-01

Various methods of providing runway information in the cockpit during the take-off and landing roll have been proposed. The most reliable method has been to use runway distance markers when visible. Flight tests were used to evaluate the feasibility of using weak radio-active sources to trigger a runway distance counter in the cockpit. The results of these tests indicate that a weak radioactive source would provide a reliable signal by which this indicator could be operated.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY AND PARKING APRON

NASA Technical Reports Server (NTRS)

1974-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY AND PARKING APRON KSC-374C-10236.23 108-KSC-374C-10236.23, P-15909, ARCHIVE-04476 Shuttle runway facility construction progress - oblique vertical, altitude 1,000 ft. Time 1100 - direction E - Shuttle Park area.

76 FR 12405 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-07

.... Mandatory pavement markings. Airport signage. Runway guard lights. Wildlife study. PFC application.... Runway 18/36 pavement maintenance. Runway 13/31 pavement maintenance. PFC administration fees. Brief... Use: Tractor with snow blower and snow plow. Airport security and access control upgrades--design...

Human risk factors associated with pilots in runway excursions.

PubMed

Chang, Yu-Hern; Yang, Hui-Hua; Hsiao, Yu-Jung

2016-09-01

A breakdown analysis of civil aviation accidents worldwide indicates that the occurrence of runway excursions represents the largest portion among all aviation occurrence categories. This study examines the human risk factors associated with pilots in runway excursions, by applying a SHELLO model to categorize the human risk factors and to evaluate the importance based on the opinions of 145 airline pilots. This study integrates aviation management level expert opinions on relative weighting and improvement-achievability in order to develop four kinds of priority risk management strategies for airline pilots to reduce runway excursions. The empirical study based on experts' evaluation suggests that the most important dimension is the liveware/pilot's core ability. From the perspective of front-line pilots, the most important risk factors are the environment, wet/containment runways, and weather issues like rain/thunderstorms. Finally, this study develops practical strategies for helping management authorities to improve major operational and managerial weaknesses so as to reduce the human risks related to runway excursions. Copyright © 2016 Elsevier Ltd. All rights reserved.

32 CFR 644.23 - Real Estate Planning Documents.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Department of the Air Force land acquisition programs for runways and approach zones and are not applicable... the Chief of Engineers except in those cases in which the major command submits a copy to Headquarters.... Considerable time, effort and funds can be saved if REPRs are foregone in those cases involving acquisition of...

32 CFR 644.23 - Real Estate Planning Documents.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Department of the Air Force land acquisition programs for runways and approach zones and are not applicable... the Chief of Engineers except in those cases in which the major command submits a copy to Headquarters.... Considerable time, effort and funds can be saved if REPRs are foregone in those cases involving acquisition of...

32 CFR 644.23 - Real Estate Planning Documents.

Code of Federal Regulations, 2014 CFR

2014-07-01

... Department of the Air Force land acquisition programs for runways and approach zones and are not applicable... the Chief of Engineers except in those cases in which the major command submits a copy to Headquarters.... Considerable time, effort and funds can be saved if REPRs are foregone in those cases involving acquisition of...

Computer program for quasi-one-dimensional compressible flow with area change and friction - Application to gas film seals

NASA Technical Reports Server (NTRS)

Zuk, J.; Smith, P. J.

1974-01-01

A computer program is presented for compressible fluid flow with friction and area change. The program carries out a quasi-one-dimensional flow analysis which is valid for laminar and turbulent flows under both subsonic and choked flow conditions. The program was written to be applied to gas film seals. The area-change analysis should prove useful for choked flow conditions with small mean thickness, as well as for face seals where radial area change is significant. The program is written in FORTRAN 4.

14 CFR 151.77 - Runway paving: General rules.

Code of Federal Regulations, 2010 CFR

2010-01-01

... project include pavement construction and reconstruction, and include runway grooving to improve skid... course to correct major irregularities in the pavement. Runway resealing or refilling joints as an... Specification P-609) on a pavement the current surface of which consists of that kind of a bituminous surface...

14 CFR 151.77 - Runway paving: General rules.

Code of Federal Regulations, 2011 CFR

2011-01-01

... project include pavement construction and reconstruction, and include runway grooving to improve skid... course to correct major irregularities in the pavement. Runway resealing or refilling joints as an... Specification P-609) on a pavement the current surface of which consists of that kind of a bituminous surface...

14 CFR 151.77 - Runway paving: General rules.

Code of Federal Regulations, 2012 CFR

2012-01-01

... project include pavement construction and reconstruction, and include runway grooving to improve skid... course to correct major irregularities in the pavement. Runway resealing or refilling joints as an... Specification P-609) on a pavement the current surface of which consists of that kind of a bituminous surface...

14 CFR 151.77 - Runway paving: General rules.

Code of Federal Regulations, 2014 CFR

2014-01-01

... project include pavement construction and reconstruction, and include runway grooving to improve skid... course to correct major irregularities in the pavement. Runway resealing or refilling joints as an... Specification P-609) on a pavement the current surface of which consists of that kind of a bituminous surface...

14 CFR 151.77 - Runway paving: General rules.

Code of Federal Regulations, 2013 CFR

2013-01-01

... project include pavement construction and reconstruction, and include runway grooving to improve skid... course to correct major irregularities in the pavement. Runway resealing or refilling joints as an... Specification P-609) on a pavement the current surface of which consists of that kind of a bituminous surface...

Elements affecting runway traction

NASA Technical Reports Server (NTRS)

Horne, W. B.

1974-01-01

The five basic elements affecting runway traction for jet transport aircraft operation are identified and described in terms of pilot, aircraft system, atmospheric, tire, and pavement performance factors or parameters. Where possible, research results are summarized, and means for restoring or improving runway traction for these different conditions are discussed.

A Risk Assessment Model for Reduced Aircraft Separation: A Quantitative Method to Evaluate the Safety of Free Flight

NASA Technical Reports Server (NTRS)

Cassell, Rick; Smith, Alex; Connors, Mary; Wojciech, Jack; Rosekind, Mark R. (Technical Monitor)

1996-01-01

As new technologies and procedures are introduced into the National Airspace System, whether they are intended to improve efficiency, capacity, or safety level, the quantification of potential changes in safety levels is of vital concern. Applications of technology can improve safety levels and allow the reduction of separation standards. An excellent example is the Precision Runway Monitor (PRM). By taking advantage of the surveillance and display advances of PRM, airports can run instrument parallel approaches to runways separated by 3400 feet with the same level of safety as parallel approaches to runways separated by 4300 feet using the standard technology. Despite a wealth of information from flight operations and testing programs, there is no readily quantifiable relationship between numerical safety levels and the separation standards that apply to aircraft on final approach. This paper presents a modeling approach to quantify the risk associated with reducing separation on final approach. Reducing aircraft separation, both laterally and longitudinally, has been the goal of several aviation R&D programs over the past several years. Many of these programs have focused on technological solutions to improve navigation accuracy, surveillance accuracy, aircraft situational awareness, controller situational awareness, and other technical and operational factors that are vital to maintaining flight safety. The risk assessment model relates different types of potential aircraft accidents and incidents and their contribution to overall accident risk. The framework links accident risks to a hierarchy of failsafe mechanisms characterized by procedures and interventions. The model will be used to assess the overall level of safety associated with reducing separation standards and the introduction of new technology and procedures, as envisaged under the Free Flight concept. The model framework can be applied to various aircraft scenarios, including parallel and in-trail approaches. This research was performed under contract to NASA and in cooperation with the FAA's Safety Division (ASY).

Aircraft radial-belted tire evaluation

NASA Technical Reports Server (NTRS)

Yager, Thomas J.; Stubbs, Sandy M.; Davis, Pamela A.

1990-01-01

An overview is given of the ongoing joint NASA/FAA/Industry Surface Traction And Radial Tire (START) Program being conducted at NASA Langley's Aircraft Landing Dynamics Facility (ALDF). The START Program involves tests using three different tire sizes to evaluate tire rolling resistance, braking, and cornering performance throughout the aircraft ground operational speed range for both dry and wet runway surfaces. Preliminary results from recent 40 x 14 size bias-ply, radial-belted, and H-type aircraft tire tests are discussed. The paper concludes with a summary of the current program status and planned ALDF test schedule.

14 CFR 151.9 - Runway clear zones: General.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Runway clear zones: General. 151.9 Section 151.9 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... above the elevation of the runway or 50 feet above the terrain at the outer extremity of the clear zone...

14 CFR 151.9 - Runway clear zones: General.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Runway clear zones: General. 151.9 Section 151.9 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... above the elevation of the runway or 50 feet above the terrain at the outer extremity of the clear zone...

14 CFR 151.9 - Runway clear zones: General.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Runway clear zones: General. 151.9 Section 151.9 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... above the elevation of the runway or 50 feet above the terrain at the outer extremity of the clear zone...

14 CFR 151.9 - Runway clear zones: General.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Runway clear zones: General. 151.9 Section 151.9 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... above the elevation of the runway or 50 feet above the terrain at the outer extremity of the clear zone...

14 CFR 151.9 - Runway clear zones: General.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Runway clear zones: General. 151.9 Section 151.9 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... above the elevation of the runway or 50 feet above the terrain at the outer extremity of the clear zone...

14 CFR 121.171 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... point at which the obstruction clearance plane associated with the approach end of the runway intersects... clearance plane means a plane sloping upward from the runway at a slope of 1:20 to the horizontal, and... centerline of the runway, beginning at the point where the obstruction clearance plane intersects the...

Runway image shape as a cue for judgment of approach angle.

DOT National Transportation Integrated Search

1979-11-01

One cue for visual judgment of glidepath angle has been referred to as form ratio. Form ratio is defined as the ratio of vertical height of the runway to width of the far end in the runway retinal image. The ability of pilots to judge form ratios was...

Distribution of Monochrome Screen Luminance in the CTOL Visual Technology Research Simulator.

DTIC Science & Technology

1980-11-01

runway lines 3.8 4.2 8. Carrier runway 2.5 3.5 9. FLOLS* Meatball ** 2.0 2.4 10. FLOLS Background 0.68 1.3 *Fresnal Lens Optical Landing System...Standard U.S. Navy carrier optical landing device). ** Meatball is the light source of the FLOLS which the pilot uses for glideslope information in a carrier...LANDING DISPLAY FOV (Foot Lamberts) 1. Carrier Deck Runway Lighting 1.5 2. Carrier Runway Area 0.048 3. FLOLS Meatball 0.6 Figure 5 also shows the

Effect of Uncertainty on Deterministic Runway Scheduling

NASA Technical Reports Server (NTRS)

Gupta, Gautam; Malik, Waqar; Jung, Yoon C.

2012-01-01

Active runway scheduling involves scheduling departures for takeoffs and arrivals for runway crossing subject to numerous constraints. This paper evaluates the effect of uncertainty on a deterministic runway scheduler. The evaluation is done against a first-come- first-serve scheme. In particular, the sequence from a deterministic scheduler is frozen and the times adjusted to satisfy all separation criteria; this approach is tested against FCFS. The comparison is done for both system performance (throughput and system delay) and predictability, and varying levels of congestion are considered. The modeling of uncertainty is done in two ways: as equal uncertainty in availability at the runway as for all aircraft, and as increasing uncertainty for later aircraft. Results indicate that the deterministic approach consistently performs better than first-come-first-serve in both system performance and predictability.

Spot and Runway Departure Advisor (SARDA)

NASA Technical Reports Server (NTRS)

Jung, Yoon

2016-01-01

Spot and Runway Departure Advisor (SARDA) is a decision support tool to assist airline ramp controllers and ATC tower controllers to manage traffic on the airport surface to significantly improve efficiency and predictability in surface operations. The core function of the tool is the runway scheduler which generates an optimal solution for runway sequence and schedule of departure aircraft, which would minimize system delay and maximize runway throughput. The presentation also discusses the latest status of NASA's current surface research through a collaboration with an airline partner, where a tool is developed for airline ramp operators to assist departure pushback operations. The presentation describes the concept of the SARDA tool and results from human-in-the-loop simulations conducted in 2012 for Dallas-Ft. Worth International Airport and 2014 for Charlotte airport ramp tower.

The runway model of drug self-administration

PubMed Central

Ettenberg, Aaron

2009-01-01

Behavioral scientists have employed operant runways as a means of investigating the motivational impact of incentive stimuli for the better part of the past 100 years. In this task, the speed with which a trained animal traverses a long straight alley for positive incentive stimuli, like food or water, provides a reliable index of the subject’s motivation to seek those stimuli. The runway is therefore a particularly appropriate tool for investigating the drug-seeking behavior of animals working for drugs of abuse. The current review describes our laboratory’s work over the past twenty years developing and implementing an operant runway model of drug self-administration. Procedures are described that methodologically dissociate the antecedent motivational processes that induce an animal to seek a drug, from the positive reinforcing consequences of actually earning the drug. Additional work is reviewed on the use of the runway method as a means of modeling the factors that often result in a “relapse” of drug self-administration after a period of abstinence (i.e., a response reinstatement test), as are runway studies that revealed the presence of opposing positive and negative consequences of self-administered cocaine. This body of work suggests that the runway method has served as a powerful behavioral tool for the study of the behavioral and neurobiological basis of drug self-administration. PMID:19032964

Ultraviolet sensor as integrity monitor for enhanced flight vision system (EFVS) approaches to Cat II RVR conditions

NASA Astrophysics Data System (ADS)

McKinley, John B.; Pierson, Roger; Ertem, M. C.; Krone, Norris J., Jr.; Cramer, James A.

2008-04-01

Flight tests were conducted at Greenbrier Valley Airport (KLWB) and Easton Municipal Airport / Newnam Field (KESN) in a Cessna 402B aircraft using a head-up display (HUD) and a Norris Electro Optical Systems Corporation (NEOC) developmental ultraviolet (UV) sensor. These flights were sponsored by NEOC under a Federal Aviation Administration program, and the ultraviolet concepts, technology, system mechanization, and hardware for landing during low visibility landing conditions have been patented by NEOC. Imagery from the UV sensor, HUD guidance cues, and out-the-window videos were separately recorded at the engineering workstation for each approach. Inertial flight path data were also recorded. Various configurations of portable UV emitters were positioned along the runway edge and threshold. The UV imagery of the runway outline was displayed on the HUD along with guidance generated from the mission computer. Enhanced Flight Vision System (EFVS) approaches with the UV sensor were conducted from the initial approach fix to the ILS decision height in both VMC and IMC. Although the availability of low visibility conditions during the flight test period was limited, results from previous fog range testing concluded that UV EFVS has the performance capability to penetrate CAT II runway visual range obscuration. Furthermore, independent analysis has shown that existing runway light emit sufficient UV radiation without the need for augmentation other than lens replacement with UV transmissive quartz lenses. Consequently, UV sensors should qualify as conforming to FAA requirements for EFVS approaches. Combined with Synthetic Vision System (SVS), UV EFVS would function as both a precision landing aid, as well as an integrity monitor for the GPS and SVS database.

Behavior of aircraft antiskid braking systems on dry and wet runway surfaces: Hydromechanically controlled system

NASA Technical Reports Server (NTRS)

Tanner, J. A.; Stubbs, S. M.; Smith, E. G.

1981-01-01

The investigation utilized one main gear wheel, brake, and tire assembly of a McDonnell Douglas DC-9 series 10 airplane. The landing-gear strut was replaced by a dynamometer. During maximum braking, average braking behavior indexes based upon brake pressure, brake torque, and drag-force friction coefficient developed by the antiskid system were generally higher on dry surfaces than on wet surfaces. The three braking behavior indexes gave similar results but should not be used interchangeably as a measure of the braking of this antiskid sytem. During the transition from a dry to a flooded surface under heavy braking, the wheel entered into a deep skid but the antiskid system reacted quickly by reducing brake pressure and performed normally during the remainder of the run on the flooded surface. The brake-pressure recovery following transition from a flooded to a dry surface was shown to be a function of the antiskid modulating orifice.

United States Air Force Graduate Student Research Program for 1990. Program Technical Report. Volume 1

DTIC Science & Technology

1991-06-05

functions on the excavator. 28-6 m0 E Figure 1: Conceptual User Interface for the Rapid Runway Repair (RRR) Remote Control System IV. COMMUNICATION SYSTEM...Vehicle Systems Conference, Dayton, OH. Mariani, D., 1988, "Robotic Vehicle Communications Interoperability," RD& E Center Technical Report, US Army Tank...D.g e : BS Va;,derbilt University Specialty: Computer Engineering Electrical Eng. Dept. Absigned: Arnold Er-gineering Nashville, TN 37240 Developmer

Pathfinder

NASA Image and Video Library

2004-04-15

Pictured is the X-34 Demonstrator parked on the runway. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that are essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

A Gearless Safe and Arming Device for Artillery Firing (Program Summary and Mathematical Analysis)

DTIC Science & Technology

1975-09-01

not return it to the originator. The findings in this report are not to be constued as an official De - partment of the Army position unless so...MECHANICS OF THE GEARLESS S&A MECHANISM 72 Friction Not Considered 17 Friction Considerations 7 3 Mesh Friction 73 Bearing Friction Other System ...Size) 18 5 DVA Gearless Booster (M572E2 Size) 20 6 Gearless S&A: Design 2; Configuration 3 29 7 Returnable Setback System 31 8 Lower Lever

Evaluation of Airborne Precision Spacing in a Human-in-the-Loop Experiment

NASA Technical Reports Server (NTRS)

Barmore, Bryan E.; Abbott, Terence S.; Capron, William R.

2005-01-01

A significant bottleneck in the current air traffic system occurs at the runway. Expanding airports and adding new runways will help solve this problem; however, this comes with significant costs: financially, politically and environmentally. A complementary solution is to safely increase the capacity of current runways. This can be achieved by precisely spacing aircraft at the runway threshold, with a resulting reduction in the spacing bu er required under today s operations. At NASA's Langley Research Center, the Airspace Systems program has been investigating airborne technologies and procedures that will assist the flight crew in achieving precise spacing behind another aircraft. A new spacing clearance allows the pilot to follow speed cues from a new on-board guidance system called Airborne Merging and Spacing for Terminal Arrivals (AMSTAR). AMSTAR receives Automatic Dependent Surveillance-Broadcast (ADS-B) reports from an assigned, leading aircraft and calculates the appropriate speed for the ownship to fly to achieve the desired spacing interval, time- or distance-based, at the runway threshold. Since the goal is overall system capacity, the speed guidance algorithm is designed to provide system-wide benefits and stability to a string of arriving aircraft. An experiment was recently performed at the NASA Langley Air Traffic Operations Laboratory (ATOL) to test the flexibility of Airborne Precision Spacing operations under a variety of operational conditions. These included several types of merge and approach geometries along with the complementary merging and in-trail operations. Twelve airline pilots and four controllers participated in this simulation. Performance and questionnaire data were collected from a total of eighty-four individual arrivals. The pilots were able to achieve precise spacing with a mean error of 0.5 seconds and a standard deviation of 4.7 seconds. No statistically significant di erences in spacing performance were found between in-trail and merging operations or among the three modeled airspaces. Questionnaire data showed general acceptance for both pilots and controllers. These results reinforce previous findings from full-mission simulation and flight evaluation of the in-trail operations. This paper reviews the results of this simulation in detail.

14 CFR 151.87 - Lighting and electrical work: Standards.

Code of Federal Regulations, 2014 CFR

2014-01-01

... participate in the costs of runway lighting is eligible for the installing of an airport beacon, lighted wind... percent U.S. participation in the costs of high intensity runway edge lighting (or the allowable.... share of the cost of runway edge lighting is 50 percent of the cost of the lighting installed but not...

14 CFR 151.87 - Lighting and electrical work: Standards.

Code of Federal Regulations, 2012 CFR

2012-01-01

... participate in the costs of runway lighting is eligible for the installing of an airport beacon, lighted wind... percent U.S. participation in the costs of high intensity runway edge lighting (or the allowable.... share of the cost of runway edge lighting is 50 percent of the cost of the lighting installed but not...

14 CFR 151.87 - Lighting and electrical work: Standards.

Code of Federal Regulations, 2013 CFR

2013-01-01

... participate in the costs of runway lighting is eligible for the installing of an airport beacon, lighted wind... percent U.S. participation in the costs of high intensity runway edge lighting (or the allowable.... share of the cost of runway edge lighting is 50 percent of the cost of the lighting installed but not...

STS-33 Discovery, OV-103, MLG touches down on concrete runway 04 at EAFB

NASA Technical Reports Server (NTRS)

1989-01-01

STS-33 Discovery, Orbiter Vehicle (OV) 103, main landing gear (MLG) touches down on concrete runway 04 at Edwards Air Force Base (EAFB), California, at 16:31:02 pm Pacific Standard Time (PST). This view captures OV-103's profile (port side) as it glides down the runway.

77 FR 22378 - Noise Exposure Map Notice; Lafayette Regional Airport, Lafayette, LA

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-13

..., Existing and Future Condition Flight Tracks, Arrival and Departure--Runway 04L/R; Exhibit 4.3, Existing and Future Condition Flight Tracks, Arrival and Departure--Runway 11; Exhibit 4.4, Existing and Future Condition Flight Tracks, Arrival and Departure--Runway 22L/R; Exhibit 4.5, Existing and Future Condition...

14 CFR 151.87 - Lighting and electrical work: Standards.

Code of Federal Regulations, 2011 CFR

2011-01-01

... participate in the costs of runway lighting is eligible for the installing of an airport beacon, lighted wind... percent U.S. participation in the costs of high intensity runway edge lighting (or the allowable.... share of the cost of runway edge lighting is 50 percent of the cost of the lighting installed but not...

14 CFR 151.87 - Lighting and electrical work: Standards.

Code of Federal Regulations, 2010 CFR

2010-01-01

... participate in the costs of runway lighting is eligible for the installing of an airport beacon, lighted wind... percent U.S. participation in the costs of high intensity runway edge lighting (or the allowable.... share of the cost of runway edge lighting is 50 percent of the cost of the lighting installed but not...

A Simulation Study of Instrument Meteorological Condition Approaches to Dual Parallel Runways Spaced 3400 and 2500 Feet Apart Using Flight-Deck-Centered Technology

NASA Technical Reports Server (NTRS)

Waller, Marvin C.; Scanlon, Charles H.

1999-01-01

A number of our nations airports depend on closely spaced parallel runway operations to handle their normal traffic throughput when weather conditions are favorable. For safety these operations are curtailed in Instrument Meteorological Conditions (IMC) when the ceiling or visibility deteriorates and operations in many cases are limited to the equivalent of a single runway. Where parallel runway spacing is less than 2500 feet, capacity loss in IMC is on the order of 50 percent for these runways. Clearly, these capacity losses result in landing delays, inconveniences to the public, increased operational cost to the airlines, and general interruption of commerce. This document presents a description and the results of a fixed-base simulation study to evaluate an initial concept that includes a set of procedures for conducting safe flight in closely spaced parallel runway operations in IMC. Consideration of flight-deck information technology and displays to support the procedures is also included in the discussions. The procedures and supporting technology rely heavily on airborne capabilities operating in conjunction with the air traffic control system.

Speed Profiles for Deceleration Guidance During Rollout and Turnoff (ROTO)

NASA Technical Reports Server (NTRS)

Barker, L. Keith; Hankins, Walter W., III; Hueschen, Richard M.

1999-01-01

Two NASA goals are to enhance airport safety and to improve capacity in all weather conditions. This paper contributes to these goals by examining speed guidance profiles to aid a pilot in decelerating along the runway to an exit. A speed profile essentially tells the pilot what the airplane's speed should be as a function of where the airplane is on the runway. While it is important to get off the runway as soon as possible (when striving to minimize runway occupancy time), the deceleration along a speed profile should be constrained by passenger comfort. Several speed profiles are examined with respect to their maximum decelerations and times to reach exit speed. One profile varies speed linearly with distance; another has constant deceleration; and two related nonlinear profiles delay maximum deceleration (braking) to reduce time spent on the runway.

Runway Incursion Prevention System Testing at the Wallops Flight Facility

NASA Technical Reports Server (NTRS)

Jones, Denise R.

2005-01-01

A Runway Incursion Prevention System (RIPS) integrated with a Synthetic Vision System concept (SVS) was tested at the Reno/Tahoe International Airport (RNO) and Wallops Flight Facility (WAL) in the summer of 2004. RIPS provides enhanced surface situational awareness and alerts of runway conflicts in order to prevent runway incidents while also improving operational capability. A series of test runs was conducted using a Gulfstream-V (G-V) aircraft as the test platform and a NASA test aircraft and a NASA test van as incurring traffic. The purpose of the study, from the RIPS perspective, was to evaluate the RIPS airborne incursion detection algorithms and associated alerting and airport surface display concepts, focusing on crossing runway incursion scenarios. This paper gives an overview of the RIPS, WAL flight test activities, and WAL test results.

Accomplishments under the Airport Improvement Program: Fiscal Year 1989

DTIC Science & Technology

1989-01-01

REMOVAL (PRIMARY) EQUIPMENT PRESQUE ISLE 08 $373,342 INSTALL SECURITY FENCING; REHABILITATE NORTHERN MAINE REGIONAL APRON; ACQUIRE SNOW REMOVAL EQUIPMENT...SOUTHWESTERN PENNSYLVANIA REGION (CONTINUOUS) (SYSTEM PLAN) ALLENTOWN 01 $750,000 REHABILITATE RUNWAY ALLENTOWN QUEEN CITY MUNICIPAL (GENERAL AVIATION...EBENSBURG CONSTRUCT SNOW REMOVAL EQUIPMENT(GENERAL AVIATION) BUILDING ERIE 12 $826,977 ACQUIRE AIRCRAFT RESCUE AND FIREERIE INTERNATIONAL FIGHTING

Perseus B Heads for Landing on Edwards AFB Runway

NASA Image and Video Library

1997-04-30

The Perseus B remotely piloted aircraft nears touchdown at Edwards Air Force Base, Calif. at the conclusion of a development flight at NASA's Dryden Flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

STS_135_Landing

NASA Image and Video Library

2011-07-21

JSC2011-E-068007 (21 July 2011) --- Green paint marks the location where Atlantis' nose landing gear came to a stop on the runway after the space shuttle landed at the Kennedy Space Center in Florida on July 21, 2011. The landing completed STS-135, the final mission of the NASA Space Shuttle Program. Photo credit: NASA Photo/Houston Chronicle, Smiley N. Pool

Pathfinder

NASA Image and Video Library

2004-04-15

This artist's concept depicts the X-34 Demonstrator sitting on a runway. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

Installation Restoration Program. Phase I. Records Search. Seymour Johnson Air Force Base, North Carolina.

DTIC Science & Technology

1982-07-01

and waste treatment pilot plants . Developed odor control program which suc- cessfully reduced odor emissions and represented Union Carbide at a public...the runway where oil and grease has been detected as well as the discharge from the City of Goldsboro waste- water treatment plant which occurs within...There are no known threatened or en- dangered plant species on base. The only endangered animal species which may potentially inhabit the base is the Red

White Sands Space Harbor Area 1, Microwave Scanning Beam Landing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

White Sands Space Harbor Area 1, Microwave Scanning Beam Landing Ground Stations, 1,500' to the south of the north end of Runway 17/35; 1,500' to the west of the east end of Runway 23/05; and 1,500' southwest of the northeast end of Runway 20/02., White Sands, Dona Ana County, NM

Wet runways. [aircraft landing and directional control

NASA Technical Reports Server (NTRS)

Horne, W. B.

1975-01-01

Aircraft stopping and directional control performance on wet runways is discussed. The major elements affecting tire/ground traction developed by jet transport aircraft are identified and described in terms of atmospheric, pavement, tire, aircraft system and pilot performance factors or parameters. Research results are summarized, and means for improving or restoring tire traction/aircraft performance on wet runways are discussed.

Incorporating Active Runway Crossings in Airport Departure Scheduling

NASA Technical Reports Server (NTRS)

Gupta, Gautam; Malik, Waqar; Jung, Yoon C.

2010-01-01

A mixed integer linear program is presented for deterministically scheduling departure and ar rival aircraft at airport runways. This method addresses different schemes of managing the departure queuing area by treating it as first-in-first-out queues or as a simple par king area where any available aircraft can take-off ir respective of its relative sequence with others. In addition, this method explicitly considers separation criteria between successive aircraft and also incorporates an optional prioritization scheme using time windows. Multiple objectives pertaining to throughput and system delay are used independently. Results indicate improvement over a basic first-come-first-serve rule in both system delay and throughput. Minimizing system delay results in small deviations from optimal throughput, whereas minimizing throughput results in large deviations in system delay. Enhancements for computational efficiency are also presented in the form of reformulating certain constraints and defining additional inequalities for better bounds.

Changes in the mean hearing threshold levels in military aircraft maintenance conscripts.

PubMed

Park, Won-Ju; Moon, Jai-Dong

2016-11-01

Aircraft maintenance crews are constantly exposed to severe aircraft noise. The purpose of this study was to verify whether noise from aircraft adversely affects the hearing threshold levels (HTLs) of aircraft maintenance conscripts during their 2 years of mandatory military service. This study included 3,000 male aircraft maintenance conscripts who work in the military runway area. We measured and analyzed HTLs at 2-4 kHz. The duration of exposure to noise increased with an increase in rank; however, HTLs showed a tendency to decrease. We attributed such contradicting results to the learning effect and adaptation to military service. However, we suspected that sudden deafness in 6 conscripts (0.2%) was due to loud noise in the runway area during military service. The effectiveness of the hearing conservation program for short-term military service personnel could be increased by focusing on preventing sudden deafness and preenlistment baseline audiogram tests.

KSC-08pd1719

NASA Image and Video Library

2008-06-14

CAPE CANAVERAL, Fla. – After their successful STS-124 mission and landing on Runway 15 at NASA's Kennedy Space Center, Mission Specialists Karen Nyberg and Akihiko Hoshide, Pilot Ken Ham and Mission Specialist Ron Garan are greeted by the Japan Aerospace Exploration Agency's Director of Program Management and Integration Yuichi Yamaura and Vice President Kaoru Mamiya, Center Director Bill Parsons and Associate Administrator for Space Operations Bill Gerstenmaier. Following Garan is Chief of the Astronaut Corps Stephen Lindsay and astronaut Janet Kavandi. Space shuttle Discovery's main landing gear touched down at 11:15:19 a.m. EDT on Runway 15. The nose landing gear touched down at 11:15:30 a.m. and wheel stop was at 11:16:19 a.m. The mission completed 5.7 million miles. The STS-124 mission delivered the Japan Aerospace Exploration Agency's large Japanese Pressurized Module and its remote manipulator system to the space station. Photo credit: NASA/Kim Shiflett

The ASLOTS concept: An interactive, adaptive decision support concept for Final Approach Spacing of Aircraft (FASA). FAA-NASA Joint University Program

NASA Technical Reports Server (NTRS)

Simpson, Robert W.

1993-01-01

This presentation outlines a concept for an adaptive, interactive decision support system to assist controllers at a busy airport in achieving efficient use of multiple runways. The concept is being implemented as a computer code called FASA (Final Approach Spacing for Aircraft), and will be tested and demonstrated in ATCSIM, a high fidelity simulation of terminal area airspace and airport surface operations. Objectives are: (1) to provide automated cues to assist controllers in the sequencing and spacing of landing and takeoff aircraft; (2) to provide the controller with a limited ability to modify the sequence and spacings between aircraft, and to insert takeoffs and missed approach aircraft in the landing flows; (3) to increase spacing accuracy using more complex and precise separation criteria while reducing controller workload; and (4) achieve higher operational takeoff and landing rates on multiple runways in poor visibility.

Modeling of the WSTF frictional heating apparatus in high pressure systems

NASA Technical Reports Server (NTRS)

Skowlund, Christopher T.

1992-01-01

In order to develop a computer program able to model the frictional heating of metals in high pressure oxygen or nitrogen a number of additions have been made to the frictional heating model originally developed for tests in low pressure helium. These additions include: (1) a physical property package for the gases to account for departures from the ideal gas state; (2) two methods for spatial discretization (finite differences with quadratic interpolation or orthogonal collocation on finite elements) which substantially reduce the computer time required to solve the transient heat balance; (3) more efficient programs for the integration of the ordinary differential equations resulting from the discretization of the partial differential equations; and (4) two methods for determining the best-fit parameters via minimization of the mean square error (either a direct search multivariable simplex method or a modified Levenburg-Marquardt algorithm). The resulting computer program has been shown to be accurate, efficient and robust for determining the heat flux or friction coefficient vs. time at the interface of the stationary and rotating samples.

TRIZ Tool for Optimization of Airport Runway

NASA Astrophysics Data System (ADS)

Rao, K. Venkata; Selladurai, V.; Saravanan, R.

TRIZ tool is used for conceptual design and layout of the novel ascending and descending runway model for the effective utilization of short length airports. Handling bigger aircrafts at smaller airports become the necessity for economic consideration and for the benefit of vast airliners and the aspiring air travelers of the region. The authors’ proposal of ascending and descending runway would enable the operational need of wide body aircrafts such as Boeing 747 and Airbus A380-800. Negotiating take-off and landing of bigger aircrafts at less than 10000 feet runway is an optimization solution. This conceptual model and the theoretical design with its layout is dealt in this paper as Part - I. The computer-aided design and analysis using MATLAB with Simulink tool box to confirm the adequacy of the runway length for the bigger aircrafts at smaller airports is however dealt in subsequent papers.

78 FR 57674 - Order Limiting Operations at Newark Liberty International Airport

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-19

... season. This waiver applies only to EWR slots for the following days and local times: (1) March 30... runway 4L/22R. Runway 4L/22R will be open during that period with reduced runway length. Night and... five or more consecutive days. However, the FAA does not routinely grant general waivers to the usage...

STS-33 Discovery, OV-103, MLG touches down on EAFB concrete runway 04

NASA Technical Reports Server (NTRS)

1989-01-01

STS-33 Discovery, Orbiter Vehicle (OV) 103, main landing gear (MLG) touchdown is documented at Edwards Air Force Base (EAFB), California, on concrete runway 04. Views look forward from the space shuttle main engines (SSMEs) to the crew compartment as OV-103 glides down the runway. The landing occurred at 16:31:02 pm Pacific Standard Time (PST).

14 CFR Appendix A to Part 151 - Appendix A to Part 151

Code of Federal Regulations, 2011 CFR

2011-01-01

... zones at ends of eligible runways. (d) Approach lights (land for ALS eligible for 75 percent participation will be limited to an area 3200′ × 400′ for a Standard ALS and to an area 1700′ × 400′ for a short ALS located symmetrically about the runway centerline extended, beginning at the end of the runway...

14 CFR Appendix A to Part 151 - Appendix A to Part 151

Code of Federal Regulations, 2010 CFR

2010-01-01

... zones at ends of eligible runways. (d) Approach lights (land for ALS eligible for 75 percent participation will be limited to an area 3200′ × 400′ for a Standard ALS and to an area 1700′ × 400′ for a short ALS located symmetrically about the runway centerline extended, beginning at the end of the runway...

14 CFR Appendix A to Part 151 - Appendix A to Part 151

Code of Federal Regulations, 2014 CFR

2014-01-01

... zones at ends of eligible runways. (d) Approach lights (land for ALS eligible for 75 percent participation will be limited to an area 3200′ × 400′ for a Standard ALS and to an area 1700′ × 400′ for a short ALS located symmetrically about the runway centerline extended, beginning at the end of the runway...

14 CFR Appendix A to Part 151 - Appendix A to Part 151

Code of Federal Regulations, 2013 CFR

2013-01-01

... zones at ends of eligible runways. (d) Approach lights (land for ALS eligible for 75 percent participation will be limited to an area 3200′ × 400′ for a Standard ALS and to an area 1700′ × 400′ for a short ALS located symmetrically about the runway centerline extended, beginning at the end of the runway...

14 CFR Appendix A to Part 151 - Appendix A to Part 151

Code of Federal Regulations, 2012 CFR

2012-01-01

... zones at ends of eligible runways. (d) Approach lights (land for ALS eligible for 75 percent participation will be limited to an area 3200′ × 400′ for a Standard ALS and to an area 1700′ × 400′ for a short ALS located symmetrically about the runway centerline extended, beginning at the end of the runway...

KSC-04PD-0934

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. This aerial photo of the runway at the KSC Shuttle Landing Facility looks north. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. On the lower right is the parking apron with the orbiter mate/demate tower and the tow-way stretching from the runway to the lower right. Farther north is a grassy area where the new control tower is located.

Runway Incursion Prevention for General Aviation Operations

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Prinzel, Lawrence J., III

2006-01-01

A Runway Incursion Prevention System (RIPS) and additional incursion detection algorithm were adapted for general aviation operations and evaluated in a simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) in the fall of 2005. RIPS has been designed to enhance surface situation awareness and provide cockpit alerts of potential runway conflicts in order to prevent runway incidents while also improving operational capability. The purpose of the study was to evaluate the airborne incursion detection algorithms and associated alerting and airport surface display concepts for general aviation operations. This paper gives an overview of the system, simulation study, and test results.

Runway Incursion Prevention System for General Aviation Operations

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Prinzel III, Lawrence J.

2006-01-01

A Runway Incursion Prevention System (RIPS) and additional incursion detection algorithm were adapted for general aviation operations and evaluated in a simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) in the fall of 2005. RIPS has been designed to enhance surface situation awareness and provide cockpit alerts of potential runway conflicts in order to prevent runway incidents while also improving operational capability. The purpose of the study was to evaluate the airborne incursion detection algorithms and associated alerting and airport surface display concepts for general aviation operations. This paper gives an overview of the system, simulation study, and test results.

KSC-04pd0934

NASA Image and Video Library

2004-03-31

KENNEDY SPACE CENTER, FLA. - This aerial photo of the runway at the KSC Shuttle Landing Facility looks north. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts’ T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. On the lower right is the parking apron with the orbiter mate/demate tower and the tow-way stretching from the runway to the lower right. Farther north is a grassy area where the new control tower is located.

Wake Encounter Analysis for a Closely Spaced Parallel Runway Paired Approach Simulation

NASA Technical Reports Server (NTRS)

Mckissick,Burnell T.; Rico-Cusi, Fernando J.; Murdoch, Jennifer; Oseguera-Lohr, Rosa M.; Stough, Harry P, III; O'Connor, Cornelius J.; Syed, Hazari I.

2009-01-01

A Monte Carlo simulation of simultaneous approaches performed by two transport category aircraft from the final approach fix to a pair of closely spaced parallel runways was conducted to explore the aft boundary of the safe zone in which separation assurance and wake avoidance are provided. The simulation included variations in runway centerline separation, initial longitudinal spacing of the aircraft, crosswind speed, and aircraft speed during the approach. The data from the simulation showed that the majority of the wake encounters occurred near or over the runway and the aft boundaries of the safe zones were identified for all simulation conditions.

Runway Incursion Prevention: A Technology Solution

NASA Technical Reports Server (NTRS)

Young, Steven D.; Jones, Denise R.

2001-01-01

A runway incursion occurs any time an airplane, vehicle, person or object on the ground creates a collision hazard with an airplane that is taking off or landing at an airport under the supervision of Air Traffic Control (ATC). Despite the best efforts of the Federal Aviation Administration (FAA), runway incursions continue to occur more frequently. The number of incursions reported in the U.S. rose from 186 in 1993 to 431 in 2000, an increase of 132 percent. Recently, the National Transportation Safety Board (NTSB) has made specific recommendations for reducing runway incursions including a recommendation that the FAA require, at all airports with scheduled passenger service, a ground movement safety system that will prevent runway incursions; the system should provide a direct warning capability to flight crews. To this end, NASA and its industry partners have developed an advanced surface movement guidance and control system (A-SMGCS) architecture and operational concept that are designed to prevent runway incursions while also improving operational capability. This operational concept and system design have been tested in both full-mission simulation and operational flight test experiments at major airport facilities. Anecdotal, qualitative, and specific quantitative results will be presented along with an assessment of technology readiness with respect to equipage.

14 CFR Appendix F to Part 60 - Definitions and Abbreviations for Flight Simulation Training Devices

Code of Federal Regulations, 2014 CFR

2014-01-01

... of the various types of data used to design, program, manufacture, modify, and test the FSTD... approaches to Runway 22L and 22R”), those features that may be incomplete or inaccurate may not be able to be... visual model of an airport that is a collection of “non-real world” terrain, instrument approach...

14 CFR Appendix F to Part 60 - Definitions and Abbreviations for Flight Simulation Training Devices

Code of Federal Regulations, 2012 CFR

2012-01-01

... of the various types of data used to design, program, manufacture, modify, and test the FSTD... approaches to Runway 22L and 22R”), those features that may be incomplete or inaccurate may not be able to be... visual model of an airport that is a collection of “non-real world” terrain, instrument approach...

14 CFR Appendix F to Part 60 - Definitions and Abbreviations for Flight Simulation Training Devices

Code of Federal Regulations, 2010 CFR

2010-01-01

... of the various types of data used to design, program, manufacture, modify, and test the FSTD... approaches to Runway 22L and 22R”), those features that may be incomplete or inaccurate may not be able to be... visual model of an airport that is a collection of “non-real world” terrain, instrument approach...

14 CFR Appendix F to Part 60 - Definitions and Abbreviations for Flight Simulation Training Devices

Code of Federal Regulations, 2011 CFR

2011-01-01

... of the various types of data used to design, program, manufacture, modify, and test the FSTD... approaches to Runway 22L and 22R”), those features that may be incomplete or inaccurate may not be able to be... visual model of an airport that is a collection of “non-real world” terrain, instrument approach...

14 CFR Appendix F to Part 60 - Definitions and Abbreviations for Flight Simulation Training Devices

Code of Federal Regulations, 2013 CFR

2013-01-01

... of the various types of data used to design, program, manufacture, modify, and test the FSTD... approaches to Runway 22L and 22R”), those features that may be incomplete or inaccurate may not be able to be... visual model of an airport that is a collection of “non-real world” terrain, instrument approach...

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Image and Video Library

1998-04-27

The Perseus B remotely piloted aircraft taxis on the runway at Edwards Air Force Base, California, before a series of development flights at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Image and Video Library

1998-04-27

The Perseus B remotely piloted aircraft on the runway at Edwards Air Force Base, California at the conclusion of a development flight at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

Web-based Weather Expert System (WES) for Space Shuttle Launch

NASA Technical Reports Server (NTRS)

Bardina, Jorge E.; Rajkumar, T.

2003-01-01

The Web-based Weather Expert System (WES) is a critical module of the Virtual Test Bed development to support 'go/no go' decisions for Space Shuttle operations in the Intelligent Launch and Range Operations program of NASA. The weather rules characterize certain aspects of the environment related to the launching or landing site, the time of the day or night, the pad or runway conditions, the mission durations, the runway equipment and landing type. Expert system rules are derived from weather contingency rules, which were developed over years by NASA. Backward chaining, a goal-directed inference method is adopted, because a particular consequence or goal clause is evaluated first, and then chained backward through the rules. Once a rule is satisfied or true, then that particular rule is fired and the decision is expressed. The expert system is continuously verifying the rules against the past one-hour weather conditions and the decisions are made. The normal procedure of operations requires a formal pre-launch weather briefing held on Launch minus 1 day, which is a specific weather briefing for all areas of Space Shuttle launch operations. In this paper, the Web-based Weather Expert System of the Intelligent Launch and range Operations program is presented.

Space Shuttle Columbia touches down on Runway 33

NASA Technical Reports Server (NTRS)

1997-01-01

KENNEDY SPACE CENTER, FLA. -- The Space Shuttle Columbia touches down on Runway 33 at KSC''';s Shuttle Landing Facility at 2:33:11 p.m. EDT, April 8, to conclude the Microgravity Science Laboratory-1 (MSL-1) mission. At main gear touchdown, the STS-83 mission duration was 3 days, 23 hours, 12 minutes. The planned 16-day mission was cut short by a faulty fuel cell. This is only the third time in Shuttle program history that an orbiter was brought home early due to mechanical problems. This was also the 36th KSC landing since the program began in 1981. Mission Commander James D. Halsell, Jr. flew Columbia to a perfect landing with help from Pilot Susan L. Still. Other crew members are Payload Commander Janice E. Voss; Mission Specialists Michael L. Gernhardt and Donald A. Thomas; and Payload Specialists Roger K. Crouch and Gregory T. Linteris. In spite of the abbreviated flight, the crew was able to perform MSL-1 experiments. The Spacelab-module-based experiments were used to test some of the hardware, facilities and procedures that are planned for use on the International Space Station and to conduct combustion, protein crystal growth and materials processing investigations.

Space Shuttle Columbia prepares to touch down on Runway 33

NASA Technical Reports Server (NTRS)

1997-01-01

KENNEDY SPACE CENTER, FLA. -- The Space Shuttle Columbia prepares to touch down on Runway 33 at KSC''';s Shuttle Landing Facility at approximately 2:33 p.m. EDT, April 8, to conclude the Microgravity Science Laboratory-1 (MSL-1) mission. At main gear touchdown, the STS-83 mission duration will be just under four days. The planned 16-day mission was cut short by a faulty fuel cell. This is only the third time in Shuttle program history that an orbiter was brought home early due to mechanical problems. This was also the 36th KSC landing since the program began in 1981. Mission Commander James D. Halsell, Jr. flew Columbia to a perfect landing with help from Pilot Susan L. Still. Other crew members are Payload Commander Janice E. Voss; Mission Specialists Michael L.Gernhardt and Donald A. Thomas; and Payload Specialists Roger K. Crouch and Gregory T. Linteris. In spite of the abbreviated flight, the crew was able to perform MSL-1 experiments. The Spacelab-module-based experiments were used to test some of the hardware, facilities and procedures that are planned for use on the International Space Station and to conduct combustion, protein crystal growth and materials processing investigations.

Some effects of adverse weather conditions on performance of airplane antiskid braking systems

NASA Technical Reports Server (NTRS)

Horne, W. B.; Mccarty, J. L.; Tanner, J. A.

1976-01-01

The performance of current antiskid braking systems operating under adverse weather conditions was analyzed in an effort to both identify the causes of locked-wheel skids which sometimes occur when the runway is slippery and to find possible solutions to this operational problem. This analysis was made possible by the quantitative test data provided by recently completed landing research programs using fully instrumented flight test airplanes and was further supported by tests performed at the Langley aircraft landing loads and traction facility. The antiskid system logic for brake control and for both touchdown and locked-wheel protection is described and its response behavior in adverse weather is discussed in detail with the aid of available data. The analysis indicates that the operational performance of the antiskid logic circuits is highly dependent upon wheel spin-up acceleration and can be adversely affected by certain pilot braking inputs when accelerations are low. Normal antiskid performance is assured if the tire-to-runway traction is sufficient to provide high wheel spin-up accelerations or if the system is provided a continuous, accurate ground speed reference. The design of antiskid systems is complicated by the necessity for tradeoffs between tire braking and cornering capabilities, both of which are necessary to provide safe operations in the presence of cross winds, particularly under slippery runway conditions.

Graphical User Interface Development and Design to Support Airport Runway Configuration Management

NASA Technical Reports Server (NTRS)

Jones, Debra G.; Lenox, Michelle; Onal, Emrah; Latorella, Kara A.; Lohr, Gary W.; Le Vie, Lisa

2015-01-01

The objective of this effort was to develop a graphical user interface (GUI) for the National Aeronautics and Space Administration's (NASA) System Oriented Runway Management (SORM) decision support tool to support runway management. This tool is expected to be used by traffic flow managers and supervisors in the Airport Traffic Control Tower (ATCT) and Terminal Radar Approach Control (TRACON) facilities.

STS-40 Columbia, OV-102, lands on concrete runway 22 at EAFB, California

NASA Technical Reports Server (NTRS)

1991-01-01

STS-40 Columbia's, Orbiter Vehicle (OV) 102's, main landing gear (MLG) touches down on concrete runway 22 at Edwards Air Force Base (EAFB), California at 8:29:11 am (Pacific Daylight Time (PDT)). OV-102's port side is captured in this profile view as its nose landing gear (NLG) glides above the runway before touch down and wheel stop.

STS-40 Columbia, OV-102, lands on concrete runway 22 at EAFB, California

NASA Technical Reports Server (NTRS)

1991-01-01

STS-40 Columbia's, Orbiter Vehicle (OV) 102's, main landing gear (MLG) touches down on concrete runway 22 at Edwards Air Force Base (EAFB), California at 8:29:11 am (Pacific Daylight Time (PDT)). OV-102's starboard side is captured in this profile view as its nose landing gear (NLG) glides above the runway before touch down and wheel stop.

STS-29 Discovery, OV-103, lands on Edwards AFB concrete runway 22

NASA Technical Reports Server (NTRS)

1989-01-01

STS-29 Discovery, Orbiter Vehicle (OV) 103, main landing gear (MLG) touches down at a speed of approximately 205 knots (235 miles per hour) on concrete runway 22 at Edwards Air Force Base (AFB), California. Nose landing gear (NLG) is deployed and rides above runway surface prior touchdown. Mojave desert scrub brush appears in the foreground with mountain range appearing in the background.

KSC-04PD-0935

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. This aerial photo shows the runway at the KSC Shuttle Landing Facility at left. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. In the foreground is the parking apron with the orbiter mate/demate tower, the hangar and other storage facilities, and the tow-way stretching from the runway to the lower right. Farther north is a grassy area where the new control tower is located.

KSC-04PD-0936

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. This aerial photo shows the runway at the KSC Shuttle Landing Facility extending left to upper right. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. In the foreground is the parking apron with the orbiter mate/demate tower, the hangar and other storage facilities, and the tow-way stretching from the runway to the lower center. In the upper right is a grassy area where the new control tower is located.

Simulator Evaluation of Runway Incursion Prevention Technology for General Aviation Operations

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Prinzel, Lawrence J., III

2011-01-01

A Runway Incursion Prevention System (RIPS) has been designed under previous research to enhance airport surface operations situation awareness and provide cockpit alerts of potential runway conflict, during transport aircraft category operations, in order to prevent runway incidents while also improving operations capability. This study investigated an adaptation of RIPS for low-end general aviation operations using a fixed-based simulator at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC). The purpose of the study was to evaluate modified RIPS aircraft-based incursion detection algorithms and associated alerting and airport surface display concepts for low-end general aviation operations. This paper gives an overview of the system, simulation study, and test results.

KSC-04pd0935

NASA Image and Video Library

2004-03-31

KENNEDY SPACE CENTER, FLA. - This aerial photo shows the runway at the KSC Shuttle Landing Facility at left. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts’ T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. In the foreground is the parking apron with the orbiter mate/demate tower, the hangar and other storage facilities, and the tow-way stretching from the runway to the lower right. Farther north is a grassy area where the new control tower is located.

KSC-04pd0936

NASA Image and Video Library

2004-03-31

KENNEDY SPACE CENTER, FLA. - This aerial photo shows the runway at the KSC Shuttle Landing Facility extending left to upper right. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts’ T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle. In the foreground is the parking apron with the orbiter mate/demate tower, the hangar and other storage facilities, and the tow-way stretching from the runway to the lower center. In the upper right is a grassy area where the new control tower is located.

Runway Incursion Prevention System Simulation Evaluation

NASA Technical Reports Server (NTRS)

Jones, Denise R.

2002-01-01

A Runway Incursion Prevention System (RIPS) was evaluated in a full mission simulation study at the NASA Langley Research center in March 2002. RIPS integrates airborne and ground-based technologies to provide (1) enhanced surface situational awareness to avoid blunders and (2) alerts of runway conflicts in order to prevent runway incidents while also improving operational capability. A series of test runs was conducted in a high fidelity simulator. The purpose of the study was to evaluate the RIPS airborne incursion detection algorithms and associated alerting and airport surface display concepts. Eight commercial airline crews participated as test subjects completing 467 test runs. This paper gives an overview of the RIPS, simulation study, and test results.

Wind Advisory System

NASA Technical Reports Server (NTRS)

Curto, Paul A. (Inventor); Brown, Gerald E. (Inventor); Zysko, Jan A. (Inventor)

2001-01-01

The present invention is a two-part wind advisory system comprising a ground station at an airfield and an airborne unit placed inside an aircraft. The ground station monitors wind conditions (wind speed, wind direction, and wind gust) at the airfield and transmits the wind conditions and an airfield ID to the airborne unit. The airborne unit identifies the airfield by comparing the received airfield ID with airfield IDs stored in a database. The airborne unit also calculates the headwind and crosswind for each runway in both directions at the airfield using the received wind conditions and runway information stored in the database. The airborne unit then determines a recommended runway for takeoff and landing operations of the aircraft based on th runway having the greatest headwind value and displays the airfield ID, wind conditions, and recommended runway to the pilot. Another embodiment of the present invention includes a wireless internet based airborne unit in which the airborne unit can receive the wind conditions from the ground station over the internet.

Evaluation of Scheduling Methods for Multiple Runways

NASA Technical Reports Server (NTRS)

Bolender, Michael A.; Slater, G. L.

1996-01-01

Several scheduling strategies are analyzed in order to determine the most efficient means of scheduling aircraft when multiple runways are operational and the airport is operating at different utilization rates. The study compares simulation data for two and three runway scenarios to results from queuing theory for an M/D/n queue. The direction taken, however, is not to do a steady-state, or equilibrium, analysis since this is not the case during a rush period at a typical airport. Instead, a transient analysis of the delay per aircraft is performed. It is shown that the scheduling strategy that reduces the delay depends upon the density of the arrival traffic. For light traffic, scheduling aircraft to their preferred runways is sufficient; however, as the arrival rate increases, it becomes more important to separate traffic by weight class. Significant delay reduction is realized when aircraft that belong to the heavy and small weight classes are sent to separate runways with large aircraft put into the 'best' landing slot.

The Fight Deck Perspective of the NASA Langley AILS Concept

NASA Technical Reports Server (NTRS)

Rine, Laura L.; Abbott, Terence S.; Lohr, Gary W.; Elliott, Dawn M.; Waller, Marvin C.; Perry, R. Brad

2000-01-01

Many US airports depend on parallel runway operations to meet the growing demand for day to day operations. In the current airspace system, Instrument Meteorological Conditions (IMC) reduce the capacity of close parallel runway operations; that is, runways spaced closer than 4300 ft. These capacity losses can result in landing delays causing inconveniences to the traveling public, interruptions in commerce, and increased operating costs to the airlines. This document presents the flight deck perspective component of the Airborne Information for Lateral Spacing (AILS) approaches to close parallel runways in IMC. It represents the ideas the NASA Langley Research Center (LaRC) AILS Development Team envisions to integrate a number of components and procedures into a workable system for conducting close parallel runway approaches. An initial documentation of the aspects of this concept was sponsored by LaRC and completed in 1996. Since that time a number of the aspects have evolved to a more mature state. This paper is an update of the earlier documentation.

Effects of various runway lighting parameters upon the relation between runway visual range and visual range of centerline and edge lights in fog

NASA Technical Reports Server (NTRS)

Haines, R. F.

1973-01-01

Thirty six students and 54 commercial airline pilots were tested in the fog chamber to determine the effect of runway edge and centerline light intensity and spacing, fog density, ambient luminance level, and lateral and vertical offset distance of the subject from the runway's centerline upon horizontal visual range. These data were obtained to evaluate the adequacy of a balanced lighting system to provide maximum visual range in fog viewing both centerline and runway edge lights. The daytime system was compared against two other candidate lighting systems; the nighttime system was compared against other candidate lighting systems. The second objective was to determine if visual range is affected by lights between the subject and the farthestmost light visible through the fog. The third objective was to determine if college student subjects differ from commercial airline pilots in their horizontal visual range through fog. Two studies were conducted.

Economic utilization of general aviation airport runways

NASA Technical Reports Server (NTRS)

Piper, R. R.

1971-01-01

The urban general aviation airport economics is studied in detail. The demand for airport services is discussed, and the different types of users are identified. The direct cost characteristics of the airport are summarized; costs to the airport owner are largely fixed, and, except at certain large airports, weight is not a significant factor in airport costs. The efficient use of an existing airport facility is explored, with the focus on the social cost of runway congestion as traffic density at the airport build up and queues form. The tradeoff between aircraft operating costs and airport costs is analyzed in terms of runway length. The transition from theory to practice is treated, and the policy of charging prices only on aircraft storage and fuel is felt likely to continue. Implications of the study from the standpoint of public policy include pricing that spreads traffic peaks to improve runway utilization, and pricing that discriminates against aircraft requiring long runways and causes owners to adopt V/STOL equipment.

Humanitarian Relief Capabilities in the Horn of Africa.

DTIC Science & Technology

2014-06-13

surface runways (Central Intelligence Agency 2014a). Camp Lemonnier, the only U.S. military base in Africa, is located in Djibouti. The camp is in close... Intelligence Agency 2014d). Somalia has sixty-one airports, of which six have permanent surface runways (Central 10 Intelligence Agency 2014e). Ethiopia...has fifty-seven airports, of which seventeen have permanent surface runways (Central Intelligence Agency 2014c). The country with the same number

KSC-04PD-0933

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. This aerial photo of the runway at the KSC Shuttle Landing Facility looks north. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle.

KSC-04pd0933

NASA Image and Video Library

2004-03-31

KENNEDY SPACE CENTER, FLA. - This aerial photo of the runway at the KSC Shuttle Landing Facility looks north. Longer and wider than most commercial runways, it is 15,000 feet long, with 1,000-foot paved overruns on each end, and 300 feet wide, with 50-foot asphalt shoulders. The runway is used by military and civilian cargo carriers, astronauts’ T-38 trainers, Shuttle Training Aircraft and helicopters, as well as the Space Shuttle.

STS-26 Discovery, OV-103, touches down on dry lakebed runway 17 at EAFB

NASA Technical Reports Server (NTRS)

1988-01-01

STS-26 Discovery, Orbiter Vehicle (OV) 103, main landing gear (MLG) touches down on dry lakebed runway 17 at Edwards Air Force Base (EAFB), California. A small cloud of dust forms behind MLG as OV-103 begins to slow down as it passes a series of runway lights. EAFB and Dryden Flight Research Facility (DFRF) buildings and hangars appear in the background.

Evaluation of materials and design modifications for aircraft brakes

NASA Technical Reports Server (NTRS)

Ho, T. L.; Kennedy, F. E.; Peterson, M. B.

1975-01-01

A test program is described which was carried out to evaluate several proposed design modifications and several high-temperature friction materials for use in aircraft disk brakes. The evaluation program was carried out on a specially built test apparatus utilizing a disk brake and wheel half from a small het aircraft. The apparatus enabled control of brake pressure, velocity, and braking time. Tests were run under both constant and variable velocity conditions and covered a kinetic energy range similar to that encountered in aircraft brake service. The results of the design evaluation program showed that some improvement in brake performance can be realized by making design changes in the components of the brake containing friction material. The materials evaluation showed that two friction materials show potential for use in aircraft disk brakes. One of the materials is a nickel-based sintered composite, while the other is a molybdenum-based material. Both materials show much lower wear rates than conventional copper-based materials and are better able to withstand the high temperatures encountered during braking. Additional materials improvement is necessary since both materials show a significant negative slope of the friction-velocity curve at low velocities.

Review of NASA antiskid braking research

NASA Technical Reports Server (NTRS)

Tanner, J. A.

1982-01-01

NASA antiskid braking system research programs are reviewed. These programs include experimental studies of four antiskid systems on the Langley Landing Loads Track, flights tests with a DC-9 airplane, and computer simulation studies. Results from these research efforts include identification of factors contributing to degraded antiskid performance under adverse weather conditions, tire tread temperature measurements during antiskid braking on dry runway surfaces, and an assessment of the accuracy of various brake pressure-torque computer models. This information should lead to the development of better antiskid systems in the future.

Modifying and Testing ATC Controller Interface (CI) for Data Link Clearances

NASA Technical Reports Server (NTRS)

2001-01-01

The Controller-Pilot Data Link Communications (CPDLC) and Air Traffic Control workstation research was conducted as part of the 1997 NASA Low Visibility Landing and Surface Operations (LVLASO) demonstration program at Atlanta Hartsfield airport. Research activity under this grant increased the sophistication of the Controllers' Communication and Situational Awareness Terminal (C-CAST) and developed a VHF Data Link -Mode 2 communications platform. The research culminated with participation in the 2000 NASA Aviation Safety Program's Synthetic Vision System (SVS) / Runway Incursion Prevention System (RIPS) flight demonstration at Dallas-Fort Worth Airport.

Vertical Temperature Simulation of Pegasus Runway, McMurdo Station, Antarctica

DTIC Science & Technology

2015-01-01

Report Approved for public release; distribution is unlimited. Prepared for National Science Foundation , Division of Polar Programs, Antarctic...45 ERDC/CRREL TR-15-2 vii Preface This study was conducted for the National Science Foundation (NSF), Di- vision of Polar...Development Center GPR Ground-Penetrating Radar MIS McMurdo Ice Self NSF National Science Foundation PIR Precision Infrared Radiometer PLR Division of

Demonstration of an Environmentally Benign and Reduced Corrosion Runway Deicing Fluid

DTIC Science & Technology

2011-01-01

ADDRESS(ES) Enviromental Security Technology Certification Program: 901 North Stuart Street, Suite 303, Arlington, Virginia 22203 10. SPONSOR...IMPLEMENTATION ISSUES Users may express concern because the Battelle-RDF is new and they may have reservations because of its potential damage to...several drivers for implementing a new , more environmentally friendly RDF. 1.3.1 Water Pollution Reduction The Clean Water Act (CWA) and its

Accomplishments under the Airport Improvement Program: Fiscal Year 1988

DTIC Science & Technology

1988-01-01

PATTERSON 03 $230,000 REHABILITATE RUNWAY LIGHTING; RELOCATE HARRY P WILLIAMS MEMORIAL ELECTRIC VAULT AND VISUAL APPROACH AIDS; (GENERAL AVIATION...650,000 CONSTRUCT TAXIWAY AND APRON (SITE ERNEST A LOVE FIELD PREPARATION) (COMMERCIAL SERVICE) SEDONA 04 $210,804 CONSTRUCT AND LIGHT APRON SEDONA...INSTALL INSTRUMENT LANDING AND APPROACH LIGHTING SYSTEMS; ACQUIRE LAND FOR DEVELOPMENT AND APPROACHES TEXARKANA 06 $802,484 RECONSTRUCT, OVERLAY AND LIGHT

Sliding seal materials for adiabatic engines

NASA Technical Reports Server (NTRS)

Lankford, J.

1985-01-01

The sliding friction coefficients and wear rates of promising carbide, oxide, and nitride materials were measured under temperature, environmental, velocity, loading conditions that are representative of the adiabatic engine environment. In order to provide guidance needed to improve materials for this application, the program stressed fundamental understanding of the mechanisms involved in friction and wear. Microhardness tests were performed on the candidate materials at elevated temperatures, and in atmospheres relevant to the piston seal application, and optical and electron microscopy were used to elucidate the micromechanisms of wear following wear testing. X-ray spectroscopy was used to evaluate interface/environment interactions which seemed to be important in the friction and wear process. Electrical effects in the friction and wear processes were explored in order to evaluate the potential usefulness of such effects in modifying the friction and wear rates in service. However, this factor was found to be of negligible significance in controlling friction and wear.

LOW-ENGINE-FRICTION TECHNOLOGY FOR ADVANCED NATURAL-GAS RECIPROCATING ENGINES

DOE Office of Scientific and Technical Information (OSTI.GOV)

Victor W. Wong; Tian Tian; Grant Smedley

2003-08-28

This program aims at improving the efficiency of advanced natural-gas reciprocating engines (ANGRE) by reducing piston/ring assembly friction without major adverse effects on engine performance, such as increased oil consumption and emissions. A detailed set of piston/ring dynamic and friction models have been developed and applied that illustrated the fundamental relationships between design parameters and friction losses. Various low-friction strategies and concepts have been explored, and engine experiments will validate these concepts. An iterative process of experimentation, simulation and analysis, will be followed with the goal of demonstrating a complete optimized low-friction engine system. As planned, MIT has developed guidelinesmore » for an initial set of low-friction piston-ring-pack designs. Current recommendations focus on subtle top-piston-ring and oil-control-ring characteristics. A full-scale Waukesha F18 engine has been installed at Colorado State University and testing of the baseline configuration is in progress. Components for the first design iteration are being procured. Subsequent work includes examining the friction and engine performance data and extending the analyses to other areas to evaluate opportunities for further friction improvement and the impact on oil consumption/emission and wear, towards demonstrating an optimized reduced-friction engine system.« less

STS-34 Atlantis, OV-104, touches down on runway 23 at EAFB, California

NASA Technical Reports Server (NTRS)

1989-01-01

STS-34 Atlantis, Orbiter Vehicle (OV) 104, main landing gear (MLG) touches down on Runway 23 dry lake bed at Edwards Air Force Base (EAFB), California. The nose landing gear rides above runway before touchdown as the MLG wheels produce a cloud of dust. OV-104's port side profile is captured as it glides by at a speed of approximately 195 knots (224 miles per hour).

STS-26 Discovery, OV-103, touches down on dry lakebed runway 17 at EAFB

NASA Technical Reports Server (NTRS)

1988-01-01

STS-26 Discovery, Orbiter Vehicle (OV) 103, main landing gear (MLG) touches down on dry lakebed runway 17 at Edwards Air Force Base (EAFB), California. A cloud of dust forms behind MLG as OV-103 begins to slow down as it passes portable runway lights. Taken from the rear of the orbiter, view shows the space shuttle main engines (SSMEs) and the speedbrake/rudder deployed on tail section.

Surface Management System Departure Event Data Analysis

NASA Technical Reports Server (NTRS)

Monroe, Gilena A.

2010-01-01

This paper presents a data analysis of the Surface Management System (SMS) performance of departure events, including push-back and runway departure events.The paper focuses on the detection performance, or the ability to detect departure events, as well as the prediction performance of SMS. The results detail a modest overall detection performance of push-back events and a significantly high overall detection performance of runway departure events. The overall detection performance of SMS for push-back events is approximately 55%.The overall detection performance of SMS for runway departure events nears 100%. This paper also presents the overall SMS prediction performance for runway departure events as well as the timeliness of the Aircraft Situation Display for Industry data source for SMS predictions.

Runway Incursion Prevention System: Demonstration and Testing at the Dallas/Fort Worth International Airport

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Quach, Cuong C.; Young, Steven D.

2007-01-01

A Runway Incursion Prevention System (RIPS) was tested at the Dallas-Ft. Worth International Airport (DFW) in October 2000. The system integrated airborne and ground components to provide both pilots and controllers with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warning of runway incursions in order to prevent runway incidents while also improving operational capability. A series of test runs was conducted using NASA s Boeing 757 research aircraft and a test van equipped to emulate an incurring aircraft. The system was also demonstrated to over 100 visitors from the aviation community. This paper gives an overview of the RIPS, DFW flight test activities, and quantitative and qualitative results of the testing.

Modeling of Compressible Flow with Friction and Heat Transfer Using the Generalized Fluid System Simulation Program (GFSSP)

NASA Technical Reports Server (NTRS)

Bandyopadhyay, Alak; Majumdar, Alok

2007-01-01

The present paper describes the verification and validation of a quasi one-dimensional pressure based finite volume algorithm, implemented in Generalized Fluid System Simulation Program (GFSSP), for predicting compressible flow with friction, heat transfer and area change. The numerical predictions were compared with two classical solutions of compressible flow, i.e. Fanno and Rayleigh flow. Fanno flow provides an analytical solution of compressible flow in a long slender pipe where incoming subsonic flow can be choked due to friction. On the other hand, Raleigh flow provides analytical solution of frictionless compressible flow with heat transfer where incoming subsonic flow can be choked at the outlet boundary with heat addition to the control volume. Nonuniform grid distribution improves the accuracy of numerical prediction. A benchmark numerical solution of compressible flow in a converging-diverging nozzle with friction and heat transfer has been developed to verify GFSSP's numerical predictions. The numerical predictions compare favorably in all cases.

System-Oriented Runway Management Concept of Operations

NASA Technical Reports Server (NTRS)

Lohr, Gary W.; Atkins, Stephen

2015-01-01

This document describes a concept for runway management that maximizes the overall efficiency of arrival and departure operations at an airport or group of airports. Specifically, by planning airport runway configurations/usage, it focuses on the efficiency with which arrival flights reach their parking gates from their arrival fixes and departure flights exit the terminal airspace from their parking gates. In the future, the concept could be expanded to include the management of other limited airport resources. While most easily described in the context of a single airport, the concept applies equally well to a group of airports that comprise a metroplex (i.e., airports in close proximity that share resources such that operations at the airports are at least partially dependent) by including the coordination of runway usage decisions between the airports. In fact, the potential benefit of the concept is expected to be larger in future metroplex environments due to the increasing need to coordinate the operations at proximate airports to more efficiently share limited airspace resources. This concept, called System-Oriented Runway Management (SORM), is further broken down into a set of airport traffic management functions that share the principle that operational performance must be measured over the complete surface and airborne trajectories of the airport's arrivals and departures. The "system-oriented" term derives from the belief that the traffic management objective must consider the efficiency of operations over a wide range of aircraft movements and National Airspace System (NAS) dynamics. The SORM concept is comprised of three primary elements: strategic airport capacity planning, airport configuration management, and combined arrival/departure runway planning. Some aspects of the SORM concept, such as using airport configuration management1 as a mechanism for improving aircraft efficiency, are novel. Other elements (e.g., runway scheduling, which is a part of combined arrival/departure runway scheduling) have been well studied, but are included in the concept for completeness and to allow the concept to define the necessary relationship among the elements. The goal of this document is to describe the overall SORM concept and how it would apply both within the NAS and potential future Next Generation Air Traffic System (NextGen) environments, including research conducted to date. Note that the concept is based on the belief that runways are the primary constraint and the decision point for controlling efficiency, but the efficiency of runway management must be measured over a wide range of space and time. Implementation of the SORM concept is envisioned through a collection of complementary, necessary capabilities collectively focused on ensuring efficient arrival and departure traffic management, where that efficiency is measured not only in terms of runway efficiency but in terms of the overall trajectories between parking gates and transition fixes. For the more original elements of the concept-airport configuration management-this document proposes specific air traffic management (ATM) decision-support automation for realizing the concept.

EC95-42960-5

NASA Image and Video Library

1995-02-15

NASA's single-seat F-16XL makes a drag chute landing on the runway at Edwards Air Force Base in California's Mojave Desert. The aircraft was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity.

Interval Management with Spacing to Parallel Dependent Runways (IMSPIDR) Experiment and Results

NASA Technical Reports Server (NTRS)

Baxley, Brian T.; Swieringa, Kurt A.; Capron, William R.

2012-01-01

An area in aviation operations that may offer an increase in efficiency is the use of continuous descent arrivals (CDA), especially during dependent parallel runway operations. However, variations in aircraft descent angle and speed can cause inaccuracies in estimated time of arrival calculations, requiring an increase in the size of the buffer between aircraft. This in turn reduces airport throughput and limits the use of CDAs during high-density operations, particularly to dependent parallel runways. The Interval Management with Spacing to Parallel Dependent Runways (IMSPiDR) concept uses a trajectory-based spacing tool onboard the aircraft to achieve by the runway an air traffic control assigned spacing interval behind the previous aircraft. This paper describes the first ever experiment and results of this concept at NASA Langley. Pilots flew CDAs to the Dallas Fort-Worth airport using airspeed calculations from the spacing tool to achieve either a Required Time of Arrival (RTA) or Interval Management (IM) spacing interval at the runway threshold. Results indicate flight crews were able to land aircraft on the runway with a mean of 2 seconds and less than 4 seconds standard deviation of the air traffic control assigned time, even in the presence of forecast wind error and large time delay. Statistically significant differences in delivery precision and number of speed changes as a function of stream position were observed, however, there was no trend to the difference and the error did not increase during the operation. Two areas the flight crew indicated as not acceptable included the additional number of speed changes required during the wind shear event, and issuing an IM clearance via data link while at low altitude. A number of refinements and future spacing algorithm capabilities were also identified.

An Aerodynamic Assessment of Micro-Drag Generators (MDGs)

NASA Technical Reports Server (NTRS)

Bauer, Steven X. S.

1998-01-01

Commercial transports as well as fighter aircraft of the future are being designed with very low drag (friction and pressure). Concurrently, commuter airports are being built or envisioned to be built in the centers of metropolitan areas where shorter runways and/or reduced noise footprints on takeoff and landing are required. These requirements and the fact that drag is lower on new vehicles than on older aircraft have resulted in vehicles that require a large amount of braking force (from landing-gear brakes, spoilers, high-lift flaps, thrust reversers, etc.). Micro-drag generators (MDGs) were envisioned to create a uniformly distributed drag force along a vehicle by forcing the flow to separate on the aft-facing surface of a series of deployable devices, thus, generating drag. The devices are intended to work at any speed and for any type of vehicle (aircraft, ground vehicles, sea-faring vehicles). MDGs were applied to a general aviation wing and a representative fuselage shape and tested in two subsonic wind tunnels. The results showed increases in drag of 2 to 6 times that of a "clean" configuration.

STS-38 Atlantis, Orbiter Vehicle (OV) 104, lands on runway 33 at KSC SLF

NASA Image and Video Library

1990-11-20

STS038-S-041 (20 Nov 1990) --- STS-38 Atlantis, Orbiter Vehicle (OV) 104, lands on runway 33 at Kennedy Space Center (KSC) Shuttle Landing Facility (SLF). The main landing gear (MLG) has just touched down on the runway surface as the nose landing gear (NLG) glides above it. The Department of Defense (DOD)-devoted mission came to an end (with complete wheel stop) at 4:43:37 pm (Eastern Standard Time (EST)).

Attentional limitations with Head-Up Displays

NASA Technical Reports Server (NTRS)

Mccann, Robert S.; Foyle, David C.; Johnston, James C.

1993-01-01

Recent models of visual information processing suggest that visual attention can be focussed on either Head-Up Displays (HUD) or on the world beyond them, but not on both simultaneously. This hypothesis was tested in a part-task simulation in which subjects viewed a simulated approach to a runway with a HUD superimposed. An alphanumeric cue ('IFR' or 'VFR') appeared on either the HUD or the runway and was followed by two sets of three geometric forms; one set on the HUD and one set on the runway. Each set contained one potential target, either a stop sign or a diamond. If the cue spelled 'IFR', subjects made a speeded response based on the identity of the HUD target; if the cue spelled 'VFR', subjects made a speeded response based on the identity of the runway target. Regardless of cue location (HUD or Runway), responses were faster when the cue and the relevant target were part of the same perceptual group (i.e., both on the HUD or both on the runway) than when they were part of different perceptual groups. These results, as well as others, suggest that attentional constraints place severe limits on the ability of pilots to process HUD-referenced information and world-referenced information simultaneously. In addition, they provide direct evidence that transitioning from processing HUD information to processing world information requires an attention shift. Implications for HUD design are considered.

Terminal Area Procedures for Paired Runways

NASA Technical Reports Server (NTRS)

Lozito, Sandy

2011-01-01

Parallel Runway operations have been found to increase capacity within the National Airspace (NAS) however, poor visibility conditions reduce this capacity [1]. Much research has been conducted to examine the concepts and procedures related to parallel runways however, there has been no investigation of the procedures associated with the strategic and tactical pairing of aircraft for these operations. This study developed and examined the pilot and controller procedures and information requirements for creating aircraft pairs for parallel runway operations. The goal was to achieve aircraft pairing with a temporal separation of 15s(+/- 10s error) at a coupling point that is about 12 nmi from the runway threshold. Two variables were explored for the pilot participants: Two levels of flight deck automation (current-day flight deck automation, and a prototype future automation) as well as two flight deck displays that assisted in pilot conformance monitoring. The controllers were also provided with automation to help create and maintain aircraft pairs. Data showed that the operations in this study were found to be acceptable and safe. Workload when using the pairing procedures and tools was generally low for both controllers and pilots, and situation awareness (SA) was typically moderate to high. There were some differences based upon the display and automation conditions for the pilots. Future research should consider the refinement of the concepts and tools for pilot and controller displays and automation for parallel runway concepts.

National blueprint for runway safety

DOT National Transportation Integrated Search

2000-10-01

The Blueprint describes the processes : employed to measurably reduce the risks : associated with runway incursions and surface : incidents. It sets expectations, establishes : accountability, communicates information, : and defines new and improved ...

Evaluation of g seat augmentation of fixed-base/moving base simulation for transport landings under two visually imposed runway width conditions

NASA Technical Reports Server (NTRS)

Parrish, R. V.; Steinmetz, G. G.

1983-01-01

Vertical-motion cues supplied by a g-seat to augment platform motion cues in the other five degrees of freedom were evaluated in terms of their effect on objective performance measures obtained during simulated transport landings under visual conditions. In addition to evaluating the effects of the vertical cueing, runway width and magnification effects were investigated. The g-seat was evaluated during fixed base and moving-base operations. Although performance with the g-seat only improved slightly over that with fixed-base operation, combined g-seat platform operation showed no improvement over improvement over platform-only operation. When one runway width at one magnification factor was compared with another width at a different factor, the visual results indicated that the runway width probably had no effect on pilot-vehicle performance. The new performance differences that were detected may be more readily attributed to the extant (existing throughout) increase in vertical velocity induced by the magnification factor used to change the runway width, rather than to the width itself.

A Concept and Implementation of Optimized Operations of Airport Surface Traffic

NASA Technical Reports Server (NTRS)

Jung, Yoon C.; Hoang, Ty; Montoya, Justin; Gupta, Gautam; Malik, Waqar; Tobias, Leonard

2010-01-01

This paper presents a new concept of optimized surface operations at busy airports to improve the efficiency of taxi operations, as well as reduce environmental impacts. The suggested system architecture consists of the integration of two decoupled optimization algorithms. The Spot Release Planner provides sequence and timing advisories to tower controllers for releasing departure aircraft into the movement area to reduce taxi delay while achieving maximum throughput. The Runway Scheduler provides take-off sequence and arrival runway crossing sequence to the controllers to maximize the runway usage. The description of a prototype implementation of this integrated decision support tool for the airport control tower controllers is also provided. The prototype decision support tool was evaluated through a human-in-the-loop experiment, where both the Spot Release Planner and Runway Scheduler provided advisories to the Ground and Local Controllers. Initial results indicate the average number of stops made by each departure aircraft in the departure runway queue was reduced by more than half when the controllers were using the advisories, which resulted in reduced taxi times in the departure queue.

Preliminary Human-in-the-Loop Assessment of Procedures for Very-Closely-Spaced Parallel Runways

NASA Technical Reports Server (NTRS)

Verma, Savita; Lozito, Sandra C.; Ballinger, Deborah S.; Trot, Greg; Hardy, Gordon H.; Panda, Ramesh C.; Lehmer, Ronald D.; Kozon, Thomas E.

2010-01-01

Demand in the future air transportation system concept is expected to double or triple by 2025 [1]. Increasing airport arrival rates will help meet the growing demand that could be met with additional runways but the expansion airports is met with environmental challenges for the surrounding communities when using current standards and procedures. Therefore, changes to airport operations can improve airport capacity without adding runways. Building additional runways between current ones, or moving them closer, is a potential solution to meeting the increasing demand, as addressed by the Terminal Area Capacity Enhancing Concept (TACEC). TACEC requires robust technologies and procedures that need to be tested such that operations are not compromised under instrument meteorological conditions. The reduction of runway spacing for independent simultaneous operations dramatically exacerbates the criticality of wake vortex incursion and the calculation of a safe and proper breakout maneuver. The study presented here developed guidelines for such operations by performing a real-time, human-in-the-loop simulation using precision navigation, autopilot-flown approaches, with the pilot monitoring aircraft spacing and the wake vortex safe zone during the approach.

Application of Artificial Neural Network to Predict the use of Runway at Juanda International Airport

NASA Astrophysics Data System (ADS)

Putra, J. C. P.; Safrilah

2017-06-01

Artificial neural network approaches are useful to solve many complicated problems. It solves a number of problems in various areas such as engineering, medicine, business, manufacturing, etc. This paper presents an application of artificial neural network to predict a runway capacity at Juanda International Airport. An artificial neural network model of backpropagation and multi-layer perceptron is adopted to this research to learning process of runway capacity at Juanda International Airport. The results indicate that the training data is successfully recognizing the certain pattern of runway use at Juanda International Airport. Whereas, testing data indicate vice versa. Finally, it can be concluded that the approach of uniformity data and network architecture is the critical part to determine the accuracy of prediction results.

Investigation of air transportation technology at Massachusetts Institute of Technology, 1984

NASA Technical Reports Server (NTRS)

Simpson, Robert W.

1987-01-01

Three projects sponsored by the Joint University Program at MIT are summarized. Two projects were focussed on the potential application of Loran-C in flying nonprecision approaches to general aviation runways, and the third project involved research on aircraft icing. In one Loran-C project, Aircraft Approach Guidance Using Relative Loran-C Navigation, the concept was flight tested. It used the difference in TD's from those of the touchdown point to simplify and speed navigation computer processing and took advantage of the short term accuracy of less than 100 feet for Loran-C. The goal of the project, Probabilistic Modelling of Loran-C Error for Nonprecision Approaches, was to develop a mathematical model which would predict the probability that an approach flown to a runway with a particular Loran-C receiver would fall within a given standard. The Aircraft Icing project focussed on measurement of droplet trajectories and droplet impingement/runback characteristics and measurement of real time ice accretion using ultrasonic pulse echo techniques.

STS-90 Columbia landing at KSC's runway 33

NASA Technical Reports Server (NTRS)

1998-01-01

The orbiter Columbia touches down on Runway 33 of KSC's Shuttle Landing Facility to complete the nearly 16-day STS-90 mission. Main gear touchdown was at 12:08:59 p.m. EDT on May 3, 1998, landing on orbit 256 of the mission. The wheels stopped at 12:09:58 EDT, completing a total mission time of 15 days, 21 hours, 50 minutes and 58 seconds. The 90th Shuttle mission was Columbia's 13th landing at the space center and the 43rd KSC landing in the history of the Space Shuttle program. During the mission, the crew conducted research to contribute to a better understanding of the human nervous system. The crew of the STS-90 Neurolab mission include Commander Richard Searfoss; Pilot Scott Altman; Mission Specialists Richard Linnehan, D.V.M., Dafydd (Dave) Williams, M.D., with the Canadian Space Agency, and Kathryn (Kay) Hire; and Payload Specialists Jay Buckey, M.D., and James Pawelczyk, Ph.D.

Restoration of frictional characteristics on older Portland cement concrete pavement.

DOT National Transportation Integrated Search

1986-06-01

Safety is a very important aspect o f the highway program. The Iowa DOT : initiated an inventory of the friction values of all paved primary : roadways i n 1969. This inventory, with an ASTM E-274 test unit, has : continued to the present time. The t...

High Performance Split-Stirling Cooler Program

DTIC Science & Technology

1982-09-01

or crankcase subassembly includes the two drive cranks 1800 apart, the two motor bearings, the flywheel and target wheel . This assembly is dynamically...DISPLACER SEAL FRICTION REGENERATOR FLOW @ lOPSI E"I’ •’ REGENERATOR RUNOUT COMP. BRG. LUBRICATION "COMP. PISTON SEAL COMP. PISTON SEAL FRICTION INTER

Runway safety

DOT National Transportation Integrated Search

2010-02-12

Information provided through analysis of runway incursions is useful in many ways. Analysis of the errors made by pilots, controllers, and vehicle drivers is the first step toward developing error mitigation strategies. Furthermore, successful design...

14 CFR 93.153 - Communications.

Code of Federal Regulations, 2011 CFR

2011-01-01

... operate an aircraft within the airspace specified in § 93.151, or taxi onto the runway at Ketchikan..., or taxi onto the runway at Ketchikan International Airport, unless that person continuously monitors...

Accomplishments Under the Airport Improvement Program. Fiscal year 1987.

DTIC Science & Technology

1987-01-01

APRON PORTLAND INTERNATIONAL JETPORT (PRIMARY) 17 $312,300 INSTALL RUNWAY LIGHTING SYSTEM 1B $1,481,738 EXTENDAPRON PRESQUE ISLE 06 $99,000 RECONSTRUCT...LOCATION AND PROJECT FEDERAL NAME OF AIRPORT NUMBER FUNDS DESCRIPTION OF WORK o PENNSYLVANIA S4 $198,000 CONDUCT STATE SYSTEM PLAN UPDATE COMMONWEALTH...OF PENNSYLVANIA (CONTINUOUS) (SYSTEM PLAN) R5 $200,000 CONDUCT REGIONAL SYSTEM PLAN UPDATE DELAWARE VALLEY REGION (CONTINUOUS) (SYSTEM PLAN) RS

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Image and Video Library

2001-07-10

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Technical Reports Server (NTRS)

2001-01-01

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

Air Vehicle Technology Integration Program (AVTIP). Delivery Order 0054: Opportune Landing Site (OLS) Critical Experiment

DTIC Science & Technology

2008-04-01

suitability would result in safer landings and reduced maintenance costs associated with an intended area of operations 2.1.2. Concept of... cost , integration, logistics, ownership, performance, schedule, and user perception. Criteria were developed for three timeframes—reflecting the end...analysis.. Changed runway finder back to six cardinal headings or user specified headings. Added NASA ACCA cloud recognition filter. Added switches for

Ultraviolet Curable Resin System for Rapid Runway Repair.

DTIC Science & Technology

1983-04-01

Diaryllodonium Ilt Decomposition upon It Expost - 2 Tiarylsulfonium salts react in the same manner as diaryliodonium salts upon UV exposure. A...diphenyl iodonium he:cafiuoroarsenate, the principal diaryliodonium salt used in this study , is approximately $2,329 per pound based solelyupon the cost of...experiments of this program. This choice was predominantly based on the fact that a study has been made on the effect of sensitizers in enhancing the UV

STS-31 Discovery, Orbiter Vehicle (OV) 103, lands on EAFB concrete runway 22

NASA Technical Reports Server (NTRS)

1990-01-01

The main landing gear (MLG) of Discovery, Orbiter Vehicle (OV) 103, rides along concrete runway 22 at Edwards Air Force Base (EAFB), California, bringing mission STS-31 to an end. The nose landing gear (NLG) is suspended above the runway prior to touchdown and wheel stop which occurred at 6:51:00 am (Pacific Daylight Time (PDT)). View shows OV-103's starboard side and deployed rudder/speedbrake. EAFB facilities are seen in the distance.

Field Evaluation of Ultra-High Pressure Water Systems for Runway Rubber Removal

DTIC Science & Technology

2014-04-01

ER D C/ G SL T R- 14 -1 1 Field Evaluation of Ultra-High Pressure Water Systems for Runway Rubber Removal G eo te ch ni ca l a nd S tr...Field Evaluation of Ultra-High Pressure Water Systems for Runway Rubber Removal Aaron B. Pullen Applied Research Associates, Inc. 421 Oak Avenue...collaboration with Applied Research Associates, Inc. (ARA). Several types of commercial UHPW water blasting systems were tested on an ungrooved portland cement

STS-34 Atlantis, OV-104, touches down on runway 23 at EAFB, California

NASA Technical Reports Server (NTRS)

1989-01-01

STS-34 Atlantis, Orbiter Vehicle (OV) 104, main landing gear (MLG) touches down on Runway 23 dry lake bed at Edwards Air Force Base (EAFB), California. The nose landing gear rides above runway before touchdown as the MLG wheels produce a cloud of dust. OV-104's port side profile is captured as it glides by at a speed of approximately 195 knots (224 miles per hour). The tail section with deployed speedbrake/rudder and space shuttle main engines (SSMEs) are visible.

Design and Implementation of a Consolidated Airfield at McMurdo, Antarctica

DTIC Science & Technology

2014-09-01

DESTROY THIS REPORT WHEN NO LONGER NEEDED. DO NOT RETURN IT TO THE ORIGINATOR . ERDC/CRREL TR-14-22 iii Contents Abstract...the current loca- tion of the white ice runway (the wheeled runway at Pegasus) is about 1/3 mile WSW of where it was when it was originally ...ft below the surface. This is not surprising; when the original runway was established in 1991–92, there were regions where the ice needed to be

32 CFR 256.6 - Runway classification by aircraft type.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 2 2010-07-01 2010-07-01 false Runway classification by aircraft type. 256.6... type. Class A runways S-2, VC-6, C-1, C-2, TC-4C, U-10, U-11, LU-16, TU-16, HU-16, C-7, C-8, C-12, C-47...-130, A-7, A-38, AV-8, P-2, P-3, T-29, T-33, T-37, T-39, T-1, HC-130B, C-131, C-140, C-5A, KC-97, F-9...

32 CFR 256.6 - Runway classification by aircraft type.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 2 2011-07-01 2011-07-01 false Runway classification by aircraft type. 256.6... type. Class A runways S-2, VC-6, C-1, C-2, TC-4C, U-10, U-11, LU-16, TU-16, HU-16, C-7, C-8, C-12, C-47...-130, A-7, A-38, AV-8, P-2, P-3, T-29, T-33, T-37, T-39, T-1, HC-130B, C-131, C-140, C-5A, KC-97, F-9...

Dynamic measurements of gear tooth friction and load

NASA Technical Reports Server (NTRS)

Rebbechi, Brian; Oswald, Fred B.; Townsend, Dennis P.

1991-01-01

As part of a program to study fundamental mechanisms of gear noise, static and dynamic gear tooth strain measurements were made on the NASA gear-noise rig. Tooth-fillet strains from low-contact ratio-spur gears were recorded for 28 operating conditions. A method is introduced whereby strain gage measurements taken from both the tension and compression sides of a gear tooth can be transformed into the normal and frictional loads on the tooth. This technique was applied to both the static and dynamic strain data. The static case results showed close agreement with expected results. For the dynamic case, the normal-force computation produced very good results, but the friction results, although promising, were not as accurate. Tooth sliding friction strongly affected the signal from the strain gage on the tensionside of the tooth. The compression gage was affected by friction to a much lesser degree. The potential of the method to measure friction force was demonstrated, but further refinement will be required before this technique can be used to measure friction forces dynamically with an acceptable degree of accuracy.

Runway Status Lights Evaluation Report

DOT National Transportation Integrated Search

1998-09-01

The Federal Aviation Administration (FAA) conducted a proof-of-concept demonstration of the Runway Status Lights (RWSL) at Boston's Logan International Airport. The RWSL, employing a network of lights on the airport movement surface, conveys informat...

Tribology in secondary wood machining

DOE Office of Scientific and Technical Information (OSTI.GOV)

Ko, P.L.; Hawthorne, H.M.; Andiappan, J.

Secondary wood manufacturing covers a wide range of products from furniture, cabinets, doors and windows, to musical instruments. Many of these are now mass produced in sophisticated, high speed numerical controlled machines. The performance and the reliability of the tools are key to an efficient and economical manufacturing process as well as to the quality of the finished products. A program concerned with three aspects of tribology of wood machining, namely, tool wear, tool-wood friction characteristics and wood surface quality characterization, was set up in the Integrated Manufacturing Technologies Institute (IMTI) of the National Research Council of Canada. The studiesmore » include friction and wear mechanism identification and modeling, wear performance of surface-engineered tool materials, friction-induced vibration and cutting efficiency, and the influence of wear and friction on finished products. This research program underlines the importance of tribology in secondary wood manufacturing and at the same time adds new challenges to tribology research since wood is a complex, heterogeneous, material and its behavior during machining is highly sensitive to the surrounding environments and to the moisture content in the work piece.« less

Environmental assessment of airport pavement design and construction alternatives : final report.

DOT National Transportation Integrated Search

2016-02-01

The objective of this study is to quantify energy and environmental sustainability of asphalt and concrete : runway pavements using Life-Cycle Assessment (LCA). The design alternatives include runway rehabilitation/reconstruction : designs considered...

A Preliminary Evaluation of the Potential Utility of the Surface Condition Analyzer (SCAN) System for Monitoring Runway Water Depth as Relating to Runway Traction.

DTIC Science & Technology

1980-01-01

one year with the savings realized in reduced wear on arresting gear. 2.2 Evaluation of the Potential Utility of the SCAN System for Monitoring Runway...without loss of accuracy due to build-up of rubber and other contaminants on the sensor surface? 2. Can water depth be measured representatively on a...Hargett, E.R., 1974: Skid- Resistance Evaluation of Seven Antihydroplaning Surfaces, Air Force Weapons Laboratory, Kirtland AP. NM4 87117, 39 pp

High Speed Prototype Car Test

NASA Image and Video Library

2014-01-10

CAPE CANAVERAL, Fla. - A Hennessey Venom GT stands on the 3.5-mile long runway between test runs at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The flat concrete runway is one of the few places in the world where high performance automobiles can be tested for aerodynamic and safety designs. Hennessey Performance of Sealy, Texas, worked with Performance Power Racing in West Palm Beach to arrange use of the NASA facility. Performance Power Racing has conducted numerous engineering tests on the runway with a variety of vehicles. Photo credit: NASA/Kim Shiflett

Probabilistic computer model of optimal runway turnoffs

NASA Technical Reports Server (NTRS)

Schoen, M. L.; Preston, O. W.; Summers, L. G.; Nelson, B. A.; Vanderlinden, L.; Mcreynolds, M. C.

1985-01-01

Landing delays are currently a problem at major air carrier airports and many forecasters agree that airport congestion will get worse by the end of the century. It is anticipated that some types of delays can be reduced by an efficient optimal runway exist system allowing increased approach volumes necessary at congested airports. A computerized Probabilistic Runway Turnoff Model which locates exits and defines path geometry for a selected maximum occupancy time appropriate for each TERPS aircraft category is defined. The model includes an algorithm for lateral ride comfort limits.

Pegasus Airfield Repair and Protection: Laboratory Trials of White Ice Paint to Improve the Energy Reflectance Properties of the Glacial-Ice Runway Surface

DTIC Science & Technology

2015-01-01

1 Introduction The Pegasus White Ice Runway at McMurdo Station, Antarctica , has expe- rienced significant melting during the past two austral...Laboratory Trials of White Ice Paint to Improve the Energy Reflectance Properties of the Glacial- Ice Runway Surface Co ld R eg io ns R es ea rc h...ERDC/CRREL TN-15-1 January 2015 Pegasus Airfield Repair and Protection Laboratory Trials of White Ice Paint to Improve the Energy Reflectance

STS-29 Discovery, OV-103, lands on Edwards AFB concrete runway 22

NASA Technical Reports Server (NTRS)

1989-01-01

STS-29 Discovery, Orbiter Vehicle (OV) 103, main landing gear (MLG) touches down at a speed of approximately 205 knots (235 miles per hour) on concrete runway 22 at Edwards Air Force Base (AFB), California. Nose landing gear (NLG) is deployed and rides above runway surface prior touchdown. Rear view captures OV-103 as it glides past photographer to wheel stop showing the tail section (speedbrake/rudder) and three space shuttle main engines (SSMEs). Mojave desert scrub brush appears in the foreground with aircraft hangar appearing in the background.

Air Traffic and Operational Data on Selected US Airports with Parallel Runways

NASA Technical Reports Server (NTRS)

Doyle, Thomas M.; McGee, Frank G.

1998-01-01

This report presents information on a number of airports in the country with parallel runways and focuses on those that have at least one pair of parallel runways closer than 4300 ft. Information contained in the report describes the airport's current operational activity as obtained through contact with the facility and from FAA air traffic tower activity data for FY 1997. The primary reason for this document is to provide a single source of information for research to determine airports where Airborne Information for Lateral Spacing (AILS) technology may be applicable.

Reliability Modeling Methodology for Independent Approaches on Parallel Runways Safety Analysis

NASA Technical Reports Server (NTRS)

Babcock, P.; Schor, A.; Rosch, G.

1998-01-01

This document is an adjunct to the final report An Integrated Safety Analysis Methodology for Emerging Air Transport Technologies. That report presents the results of our analysis of the problem of simultaneous but independent, approaches of two aircraft on parallel runways (independent approaches on parallel runways, or IAPR). This introductory chapter presents a brief overview and perspective of approaches and methodologies for performing safety analyses for complex systems. Ensuing chapter provide the technical details that underlie the approach that we have taken in performing the safety analysis for the IAPR concept.

Air Force Journal of Logistics. Volume XXIII, Number 4, Winter 1999

DTIC Science & Technology

1999-01-01

needs of the Air Force. 2. Uses existing software developed by base-level Air Force Reserve Command units as a benchmark. MSgt Maura A. Barton, DSN... Maura A. Barton, DSN 596-4581 Follow-on Technical Support for the Weapons Load Crew Management Program LM199812000—Consulting Study 1. Ensures the... Kelly AFB, an aging munitions infrastructure, and current runway restrictions for airlift aircraft make the future of that STAMP location uncertain

Time Degradation Factors for Turbine Engine Exhaust Emissions. Volume 1. Program Description and Results

DTIC Science & Technology

1979-04-01

two generators. A 7-5-kW vacu-flow air- cooled generator was installed in the trailer to power the instrumentation. The heating , air...off power. 2. A test facility which would allow the emission tests to be conducted at designated airport run-up locations. Since emission...near the airport runways. The remote location led to instrumentation. -*—*-*——- ■- ---’-• ■ - - - together with bottled gases

Surface Effect Takeoff and Landing System (SETOLS)

DTIC Science & Technology

1974-04-01

State-of-the-Art 33 4. Program Tranisfer ~34 5. Future Research 34 6. Current Organizational Contacts and Identification 36 I REFE~RENCES 37 DEFENSE...ability to taxi over water, mud, low tree stumps, and empty and water-filled ditches. The flight tests indicated no significant changes in the...flight Lested from hard--surface runways, turf, water, snow, and fine sand. The aircraft also demonstrated the ability to taxi across mud, low tree

Thermo-Mechanical Calculations of Hybrid Rotary Friction Welding at Equal Diameter Copper Bars and Effects of Essential Parameters on Dependent Special Variables

NASA Astrophysics Data System (ADS)

Parsa, M. H.; Davari, H.; Hadian, A. M.; Ahmadabadi, M. Nili

2007-05-01

Hybrid Rotary Friction Welding is a modified type of common rotary friction welding processes. In this welding method parameters such as pressure, angular velocity and time of welding control temperature, stress, strain and their variations. These dependent factors play an important rule in defining optimum process parameters combinations in order to improve the design and manufacturing of welding machines and quality of welded parts. Thermo-mechanical simulation of friction welding has been carried out and it has been shown that, simulation is an important tool for prediction of generated heat and strain at the weld interface and can be used for prediction of microstructure and evaluation of quality of welds. For simulation of Hybrid Rotary Friction Welding, a commercial finite element program has been used and the effects of pressure and rotary velocity of rotary part on temperature and strain variations have been investigated.

Three-track runway and taxiway profiles measured at international airports I and J

NASA Technical Reports Server (NTRS)

Hall, A. W.

1972-01-01

Three-track runway and taxiway profiles are presented for use in studies of airplane response to ground roughness. Tabulated and plotted data for two international airports, (designated I and J), are included.

14 CFR 151.85 - Special treatment areas.

Code of Federal Regulations, 2013 CFR

2013-01-01

... adjacent to runway ends, holding aprons, and taxiways to prevent erosion from the blast effects of the... end of the runway. (b) Holding aprons—a stabilized area up to 50 feet from the edge of the pavement...

14 CFR 151.85 - Special treatment areas.

Code of Federal Regulations, 2014 CFR

2014-01-01

... adjacent to runway ends, holding aprons, and taxiways to prevent erosion from the blast effects of the... end of the runway. (b) Holding aprons—a stabilized area up to 50 feet from the edge of the pavement...

14 CFR 151.85 - Special treatment areas.

Code of Federal Regulations, 2012 CFR

2012-01-01

... adjacent to runway ends, holding aprons, and taxiways to prevent erosion from the blast effects of the... end of the runway. (b) Holding aprons—a stabilized area up to 50 feet from the edge of the pavement...

Analysis of MLS Based Surveillance System (MLSS) Concepts

DOT National Transportation Integrated Search

1989-04-01

This report examines a number of surveillance system concepts to support safe independent runway approaches and converging runways under weather conditons. All surveillance conepts are based on the use of MLS signals. The resultin surveillance is ava...

Action-specific effects in aviation: what determines judged runway size?

PubMed

Gray, Rob; Navia, José Antonio; Allsop, Jonathan

2014-01-01

Several recent studies have shown that the performance of a skill that involves acting on a goal object can influence one's judgment of the size of that object. The present study investigated this effect in an aviation context. Novice pilots were asked to perform a series of visual approach and landing manoeuvres in a flight simulator. After each landing, participants next performed a task in which runway size was judged for different simulated altitudes. Gaze behaviour and control stick kinematics were also analyzed. There were significant relationships between judged runway size and multiple action-related variables including touchdown velocity, time fixating the runway, and the magnitude and frequency of control inputs. These findings suggest that relationship between the perception of a target object and action is not solely determined by performance success or failure but rather involves a relationship between multiple variables that reflect the actor's ability.

Non-airborne conflicts: The causes and effects of runway transgressions

NASA Technical Reports Server (NTRS)

Tarrel, Richard J.

1985-01-01

The 1210 ASRS runway transgression reports are studied and expanded to yield descriptive statistics. Additionally, a one of three subset was studied in detail for purposes of evaluating the causes, risks, and consequences behind trangression events. Occurrences are subdivided by enabling factor and flight phase designations. It is concluded that a larger risk of collision is associated with controller enabled departure transgressions over all other categories. The influence of this type is especially evident during the period following the air traffic controllers' strike of 1981. Causal analysis indicates that, coincidentally, controller enabled departure transgressions also, show the strongest correlations between causal factors. It shows that departure errors occur more often when visibility is reduced, and when multiple takeoff runways or intersection takeoffs are employed. In general, runway transgressions attributable to both pilot and controller errors arise from three problem areas: information transfer, awareness, and spatial judgement. Enhanced awareness by controllers will probably reduce controller enabled incidents.

A Runway Surface Monitor using Internet of Things

NASA Astrophysics Data System (ADS)

Troiano, Amedeo; Pasero, Eros

2014-05-01

The monitoring of runway surfaces, for the detection of ice formation or presence of water, is an important issue for reducing maintenance costs and improving traffic safety. An innovative sensor was developed to detect the presence of ice or water on its surface, and its repeatability, stability and reliability were assessed in different simulations and experiments, performed both in laboratory and in the field. Three sensors were embedded in the runway of the Turin-Caselle airport, in the north-west of Italy, to check the state of its surface. Each sensor was connected to a GPRS modem to send the collected data to a common database. The entire system was installed about three years ago, and up to now it shows correct work and automatic reactivation after malfunctions without any external help. The state of the runway surface is virtual represented in an internet website, using the Internet of Things features and opening new scenarios.

A Concept for Airborne Precision Spacing for Dependent Parallel Approaches

NASA Technical Reports Server (NTRS)

Barmore, Bryan E.; Baxley, Brian T.; Abbott, Terence S.; Capron, William R.; Smith, Colin L.; Shay, Richard F.; Hubbs, Clay

2012-01-01

The Airborne Precision Spacing concept of operations has been previously developed to support the precise delivery of aircraft landing successively on the same runway. The high-precision and consistent delivery of inter-aircraft spacing allows for increased runway throughput and the use of energy-efficient arrivals routes such as Continuous Descent Arrivals and Optimized Profile Descents. This paper describes an extension to the Airborne Precision Spacing concept to enable dependent parallel approach operations where the spacing aircraft must manage their in-trail spacing from a leading aircraft on approach to the same runway and spacing from an aircraft on approach to a parallel runway. Functionality for supporting automation is discussed as well as procedures for pilots and controllers. An analysis is performed to identify the required information and a new ADS-B report is proposed to support these information needs. Finally, several scenarios are described in detail.

Method and device for landing aircraft dependent on runway occupancy time

NASA Technical Reports Server (NTRS)

Ghalebsaz Jeddi, Babak (Inventor)

2012-01-01

A technique for landing aircraft using an aircraft landing accident avoidance device is disclosed. The technique includes determining at least two probability distribution functions; determining a safe lower limit on a separation between a lead aircraft and a trail aircraft on a glide slope to the runway; determining a maximum sustainable safe attempt-to-land rate on the runway based on the safe lower limit and the probability distribution functions; directing the trail aircraft to enter the glide slope with a target separation from the lead aircraft corresponding to the maximum sustainable safe attempt-to-land rate; while the trail aircraft is in the glide slope, determining an actual separation between the lead aircraft and the trail aircraft; and directing the trail aircraft to execute a go-around maneuver if the actual separation approaches the safe lower limit. Probability distribution functions include runway occupancy time, and landing time interval and/or inter-arrival distance.

SURF IA Conflict Detection and Resolution Algorithm Evaluation

NASA Technical Reports Server (NTRS)

Jones, Denise R.; Chartrand, Ryan C.; Wilson, Sara R.; Commo, Sean A.; Barker, Glover D.

2012-01-01

The Enhanced Traffic Situational Awareness on the Airport Surface with Indications and Alerts (SURF IA) algorithm was evaluated in a fast-time batch simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center. SURF IA is designed to increase flight crew situation awareness of the runway environment and facilitate an appropriate and timely response to potential conflict situations. The purpose of the study was to evaluate the performance of the SURF IA algorithm under various runway scenarios, multiple levels of conflict detection and resolution (CD&R) system equipage, and various levels of horizontal position accuracy. This paper gives an overview of the SURF IA concept, simulation study, and results. Runway incursions are a serious aviation safety hazard. As such, the FAA is committed to reducing the severity, number, and rate of runway incursions by implementing a combination of guidance, education, outreach, training, technology, infrastructure, and risk identification and mitigation initiatives [1]. Progress has been made in reducing the number of serious incursions - from a high of 67 in Fiscal Year (FY) 2000 to 6 in FY2010. However, the rate of all incursions has risen steadily over recent years - from a rate of 12.3 incursions per million operations in FY2005 to a rate of 18.9 incursions per million operations in FY2010 [1, 2]. The National Transportation Safety Board (NTSB) also considers runway incursions to be a serious aviation safety hazard, listing runway incursion prevention as one of their most wanted transportation safety improvements [3]. The NTSB recommends that immediate warning of probable collisions/incursions be given directly to flight crews in the cockpit [4].

Friction on a granular-continuum interface: Effects of granular media

NASA Astrophysics Data System (ADS)

Ecke, Robert; Geller, Drew

We consider the frictional interactions of two soft plates with interposed granular material subject to normal and shear forces. The plates are soft photo-elastic material, have length 50 cm, and are separated by a gap of variable width from 0 to 20 granular particle diameters. The granular materials are two-dimensional rods that are bi-dispersed in size to prevent crystallization. Different rod materials with frictional coefficients between 0 . 04 < μ < 0 . 5 are used to explore the effects of inter-granular friction on the effective friction of a granular medium. The gap is varied to test the dependence of the friction coefficient on the thickness of the granular layer. Because the soft plates absorb most of the displacement associated with the compressional normal force, the granular packing fractions are close to a jamming threshold, probably a shear jamming criterion. The overall shear and normal forces are measured using force sensors and the local strain tensor over a central portion of the gap is obtained using relative displacements of fiducial markers on the soft elastic material. These measurements provide a good characterization of the global and local forces giving rise to an effective friction coefficient. Funded by US DOE LDRD Program.

Wake vortex effects on parallel runway operations

DOT National Transportation Integrated Search

2003-01-06

Aircraft wake vortex behavior in ground effect between two parallel runways at Frankfurt/Main International Airport was studied. The distance and time of vortex demise were examined as a function of crosswind, aircraft type, and a measure of atmosphe...

Evaluation of a driving simulator for ground-vehicle operator training

DOT National Transportation Integrated Search

2006-01-31

Improving runway safety is part of the Federal Aviation Administration (FAA) Flight Plan (FAA, 2005) with annual goals established for the reduction of runway incursions, including vehicle pedestrian deviations (VPDs). Reducing VPDs is a difficult ta...

Airport pavement marking evaluation for reducing runway incursion

DOT National Transportation Integrated Search

2001-02-01

This study was undertaken to evaluate the widening of airport pavement marking in order to enhance their recognition. Results of this evaluation are aimed at reducing the potential of runway incursions and incidents by making airports pavement markin...

White Sands Space Harbor Area 1, Crash/Rescue Standby Support GPS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

White Sands Space Harbor Area 1, Crash/Rescue Standby Support GPS Buildings, East side of Runway 17/35, approximately 2,650 feet north of intersection with Runway 23/05, White Sands, Dona Ana County, NM

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING OF CONCRETE

NASA Technical Reports Server (NTRS)

1975-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING OF CONCRETE KSC-375C-10036.31 108-KSC-375C-10036.31, P-21426, ARCHIVE-04502 Aerial oblique of Shuttle runway facilities. Pouring concrete on runway. Direction north - altitude 100'.

STS-41 Discovery, OV-103, glides over concrete runway 22 at EAFB, California

NASA Technical Reports Server (NTRS)

1990-01-01

STS-41 Discovery, Orbiter Vehicle (OV) 103, with nose landing gear (NLG) and main landing gear (MLG) deployed, glides over concrete runway 22 at Edwards Air Force Base (EAFB), California, prior to touchdown.

14 CFR Appendix I to Part 151 - Appendix I to Part 151

Code of Federal Regulations, 2013 CFR

2013-01-01

.... AC 150/5325-4 Runway Length Requirements for Airport Design. AC 150/5330-2 Runway/Taxiway Widths and... Lighting Circuits To Be Installed in Airport Pavements. AC 150/5345-31 Specification for L-833 Individual...

14 CFR Appendix I to Part 151 - Appendix I to Part 151

Code of Federal Regulations, 2010 CFR

2010-01-01

.... AC 150/5325-4 Runway Length Requirements for Airport Design. AC 150/5330-2 Runway/Taxiway Widths and... Lighting Circuits To Be Installed in Airport Pavements. AC 150/5345-31 Specification for L-833 Individual...

14 CFR Appendix I to Part 151 - Appendix I to Part 151

Code of Federal Regulations, 2011 CFR

2011-01-01

.... AC 150/5325-4 Runway Length Requirements for Airport Design. AC 150/5330-2 Runway/Taxiway Widths and... Lighting Circuits To Be Installed in Airport Pavements. AC 150/5345-31 Specification for L-833 Individual...

14 CFR Appendix I to Part 151 - Appendix I to Part 151

Code of Federal Regulations, 2014 CFR

2014-01-01

.... AC 150/5325-4 Runway Length Requirements for Airport Design. AC 150/5330-2 Runway/Taxiway Widths and... Lighting Circuits To Be Installed in Airport Pavements. AC 150/5345-31 Specification for L-833 Individual...

14 CFR Appendix I to Part 151 - Appendix I to Part 151

Code of Federal Regulations, 2012 CFR

2012-01-01

.... AC 150/5325-4 Runway Length Requirements for Airport Design. AC 150/5330-2 Runway/Taxiway Widths and... Lighting Circuits To Be Installed in Airport Pavements. AC 150/5345-31 Specification for L-833 Individual...

Runway safety : it's everybody's business

DOT National Transportation Integrated Search

2001-07-01

This booklet tells pilots and controllers what they can do to help prevent runway incursions by helping them to avoid situations that reduce errors and alerting them to situations as extra vigilance is required. It also provides information on how co...

Ground-vehicle operator training using a low-cost simulator

DOT National Transportation Integrated Search

2006-05-01

Pilots, controllers, and ground-vehicle operators all have an important role in runway safety. Their actions, either individually or collectively can cause or avert a runway incursion. The roles and responsibilities of pilots and controllers in this ...

Wake turbulence limits on paired approaches to parallel runways

DOT National Transportation Integrated Search

2002-07-01

Wake turbulence considerations currently restrict the use of parallel runways less than 2500 ft (762 m) apart. : However, wake turbulence is not a factor if there are appropriate limits on allowed longitudinal pair spacings : and/or allowed crosswind...

Impact of Friction Reduction Technologies on Fuel Economy for Ground Vehicles

DTIC Science & Technology

2009-08-13

UNCLAS: Dist A. Approved for public release IMPACT OF FRICTION REDUCTION TECHNOLOGIES ON FUEL ECONOMY FOR GROUND VEHICLES G. R. Fenske , R. A. Erck...PROGRAM ELEMENT NUMBER 6. AUTHOR(S) G.R. Fenske ; R.A. Erck; O.O. Ajayi; A. Masoner’ A.S. Confort 5d. PROJECT NUMBER 5e. TASK NUMBER 5f. WORK UNIT

Functional Analysis for an Integrated Capability of Arrival/Departure/Surface Management with Tactical Runway Management

NASA Technical Reports Server (NTRS)

Phojanamongkolkij, Nipa; Okuniek, Nikolai; Lohr, Gary W.; Schaper, Meilin; Christoffels, Lothar; Latorella, Kara A.

2014-01-01

The runway is a critical resource of any air transport system. It is used for arrivals, departures, and for taxiing aircraft and is universally acknowledged as a constraining factor to capacity for both surface and airspace operations. It follows that investigation of the effective use of runways, both in terms of selection and assignment as well as the timing and sequencing of the traffic is paramount to the efficient traffic flows. Both the German Aerospace Center (DLR) and NASA have developed concepts and tools to improve atomic aspects of coordinated arrival/departure/surface management operations and runway configuration management. In December 2012, NASA entered into a Collaborative Agreement with DLR. Four collaborative work areas were identified, one of which is called "Runway Management." As part of collaborative research in the "Runway Management" area, which is conducted with the DLR Institute of Flight Guidance, located in Braunschweig, the goal is to develop an integrated system comprised of the three DLR tools - arrival, departure, and surface management (collectively referred to as A/D/S-MAN) - and NASA's tactical runway configuration management (TRCM) tool. To achieve this goal, it is critical to prepare a concept of operations (ConOps) detailing how the NASA runway management and DLR arrival, departure, and surface management tools will function together to the benefit of each. To assist with the preparation of the ConOps, the integrated NASA and DLR tools are assessed through a functional analysis method described in this report. The report first provides the highlevel operational environments for air traffic management (ATM) in Germany and in the U.S., and the descriptions of the DLR's A/D/S-MAN and NASA's TRCM tools at the level of details necessary to compliment the purpose of the study. Functional analyses of each tool and a completed functional analysis of an integrated system design are presented next in the report. Future efforts to fully develop the ConOps will include: developing scenarios to fully test environmental, procedural, and data availability assumptions; executing the analysis by a walk-through of the integrated system using these scenarios; defining the appropriate role of operators in terms of their monitoring requirements and decision authority; executing the analysis by a walk-through of the integrated system with operator involvement; characterizing the environmental, system data requirements, and operator role assumptions for the ConOps.

Performance of Airborne Precision Spacing Under Realistic Wind Conditions and Limited Surveillance Range

NASA Technical Reports Server (NTRS)

Wieland, Frederick; Santos, Michel; Krueger, William; Houston, Vincent E.

2011-01-01

With the expected worldwide increase of air traffic during the coming decade, both the Federal Aviation Administration's (FAA's) Next Generation Air Transportation System (NextGen), as well as Eurocontrol's Single European Sky ATM Research (SESAR) program have, as part of their plans, air traffic management (ATM) solutions that can increase performance without requiring time-consuming and expensive infrastructure changes. One such solution involves the ability of both controllers and flight crews to deliver aircraft to the runway with greater accuracy than they can today. Previous research has shown that time-based spacing techniques, wherein the controller assigns a time spacing to each pair of arriving aircraft, can achieve this goal by providing greater runway delivery accuracy and producing a concomitant increase in system-wide performance. The research described herein focuses on one specific application of time-based spacing, called Airborne Precision Spacing (APS), which has evolved over the past ten years. This research furthers APS understanding by studying its performance with realistic wind conditions obtained from atmospheric sounding data and with realistic wind forecasts obtained from the Rapid Update Cycle (RUC) short-range weather forecast. In addition, this study investigates APS performance with limited surveillance range, as provided by the Automatic Dependent Surveillance-Broadcast (ADS-B) system, and with an algorithm designed to improve APS performance when ADS-B surveillance data is unavailable. The results presented herein quantify the runway threshold delivery accuracy of APS under these conditions, and also quantify resulting workload metrics such as the number of speed changes required to maintain spacing.

Performance of Airborne Precision Spacing Under Realistic Wind Conditions

NASA Technical Reports Server (NTRS)

Wieland, Frederick; Santos, Michel; Krueger, William; Houston, Vincent E.

2011-01-01

With the expected worldwide increase of air traffic during the coming decade, both the Federal Aviation Administration s (FAA s) Next Generation Air Transportation System (NextGen), as well as Eurocontrol s Single European Sky ATM Research (SESAR) program have, as part of their plans, air traffic management solutions that can increase performance without requiring time-consuming and expensive infrastructure changes. One such solution involves the ability of both controllers and flight crews to deliver aircraft to the runway with greater accuracy than is possible today. Previous research has shown that time-based spacing techniques, wherein the controller assigns a time spacing to each pair of arriving aircraft, is one way to achieve this goal by providing greater runway delivery accuracy that produces a concomitant increase in system-wide performance. The research described herein focuses on a specific application of time-based spacing, called Airborne Precision Spacing (APS), which has evolved over the past ten years. This research furthers APS understanding by studying its performance with realistic wind conditions obtained from atmospheric sounding data and with realistic wind forecasts obtained from the Rapid Update Cycle (RUC) short-range weather forecast. In addition, this study investigates APS performance with limited surveillance range, as provided by the Automatic Dependent Surveillance-Broadcast (ADS-B) system, and with an algorithm designed to improve APS performance when an ADS-B signal is unavailable. The results presented herein quantify the runway threshold delivery accuracy of APS un-der these conditions, and also quantify resulting workload metrics such as the number of speed changes required to maintain spacing.

White Sands Space Harbor Area 1, Runway 17/35, Extending 35,000 ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

White Sands Space Harbor Area 1, Runway 17/35, Extending 35,000 feet north from Range Road 10, beginning approximately 4.2 miles northeast of intersection with Range Road 7, White Sands, Dona Ana County, NM

Three-track runway and taxiway profiles measured at International Airports E and F

NASA Technical Reports Server (NTRS)

Hall, A. W.

1971-01-01

Three-track runway and taxiway profiles are presented for use in studies of airplane response to ground roughness. This report presents the tabulated and plotted data for two international airports (designed airports E and F).

An analysis of runway-taxiway transgressions at controlled airports

DOT National Transportation Integrated Search

1981-04-01

The purpose of this study was to determine the cause of aircraft making inadvertent or unauthorized takeoffs and transgressions onto active runways during takeoff and landing operations. The study was conducted in four phases: (1) Prior studies by FA...

77 FR 49852 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-17

... of Projects Approved for Collection and Use: Runway 11/29 pavement rehabilitation. Taxiway B pavement rehabilitation. Runway 15/33 pavement rehabilitation. Aircraft rescue and firefighting equipment acquisition. Security enhancements. Rehabilitate concrete commercial apron. General aviation apron pavement...

Three-track runway and taxiway profiles measured at international airports G and H

NASA Technical Reports Server (NTRS)

Hall, A. W.

1972-01-01

Three-track runway and taxiway profiles are presented for use in studies of airplane response to ground roughness. This report presents the tabulated and plotted data for two international airports (designated airports G and H).

Ground winds for Kennedy Space Center, Florida, 1979 revision

NASA Technical Reports Server (NTRS)

Johnson, D. L.; Brown, S. C.

1979-01-01

Revised ground-level runway wind statistics for the Kennedy Space Center, Florida area are presented. Crosswind, headwind, tailwind, and headwind reversal percentage frequencies are given with respect to month and hour for the Kennedy Space Center Space Shuttle runway.

Calibration validation for the new generation runway visual range system

DOT National Transportation Integrated Search

2000-07-01

A forward scattermeter, consisting of transmitter and receiver heads mounted on a fork, is used in the New Genreration Runway Visual Range (NGRVR) System to assess the clarity of the atmosphere. The scattermeter is calibrated by comparison with refer...

High Speed Prototype Car Test

NASA Image and Video Library

2014-01-10

CAPE CANAVERAL, Fla. - An engineer readies a Hennessey Venom GT for test runs on the 3.5-mile long runway at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The flat concrete runway is one of the few places in the world where high performance automobiles can be tested for aerodynamic and safety designs. Hennessey Performance of Sealy, Texas, worked with Performance Power Racing in West Palm Beach to arrange use of the NASA facility. Performance Power Racing has conducted numerous engineering tests on the runway with a variety of vehicles. Photo credit: NASA/Kim Shiflett

High Speed Prototype Car Test

NASA Image and Video Library

2014-01-10

CAPE CANAVERAL, Fla. - Mechanics, engineers and Driver Brian Smith, in jumpsuit, ready a Hennessey Venom GT for test runs on the 3.5-mile long runway at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The flat concrete runway is one of the few places in the world where high performance automobiles can be tested for aerodynamic and safety designs. Hennessey Performance of Sealy, Texas, worked with Performance Power Racing in West Palm Beach to arrange use of the NASA facility. Performance Power Racing has conducted numerous engineering tests on the runway with a variety of vehicles. Photo credit: NASA/Kim Shiflett

High Speed Prototype Car Test

NASA Image and Video Library

2014-01-10

CAPE CANAVERAL, Fla. - Mechanics and engineers ready a Hennessey Venom GT for test runs on the 3.5-mile long runway at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The flat concrete runway is one of the few places in the world where high performance automobiles can be tested for aerodynamic and safety designs. Hennessey Performance of Sealy, Texas, worked with Performance Power Racing in West Palm Beach to arrange use of the NASA facility. Performance Power Racing has conducted numerous engineering tests on the runway with a variety of vehicles. Photo credit: NASA/Kim Shiflett

Texture Modification of the Shuttle Landing Facility Runway at the NASA Kennedy Space Center

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.; Yager, Thomas J.

1996-01-01

This paper describes the test procedures and the selection criteria used in selecting the best runway surface texture modification at the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF) to reduce Orbiter tire wear. The new runway surface may ultimately result in an increase of allowable crosswinds for launch and landing operations. The modification allows launch and landing operations in 20-kt crosswinds if desired. This 5-kt increase over the previous 15-kt limit drastically increases landing safety and the ability to make on-time launches to support missions where space station rendezvous is planned.

Model experiments to evaluate vortex dissipation devices proposed for installation on or near aircraft runways

NASA Technical Reports Server (NTRS)

Kohl, R. E.

1973-01-01

The effectiveness of various vortex dissipation devices proposed for installation on or near aircraft runways is evaluated on basis of results of experiments conducted with a 0.03-scale model of a Boeing 747 transport aircraft in conjunction with a simulated runway. The test variables included type of vortex dissipation device, mode of operation of the powered devices, and altitude, lift coefficient and speed of the generating aircraft. A total of fifteen devices was investigated. The evaluation is based on time sequence photographs taken in the vertical and horizontal planes during each run.

A new FOD recognition algorithm based on multi-source information fusion and experiment analysis

NASA Astrophysics Data System (ADS)

Li, Yu; Xiao, Gang

2011-08-01

Foreign Object Debris (FOD) is a kind of substance, debris or article alien to an aircraft or system, which would potentially cause huge damage when it appears on the airport runway. Due to the airport's complex circumstance, quick and precise detection of FOD target on the runway is one of the important protections for airplane's safety. A multi-sensor system including millimeter-wave radar and Infrared image sensors is introduced and a developed new FOD detection and recognition algorithm based on inherent feature of FOD is proposed in this paper. Firstly, the FOD's location and coordinate can be accurately obtained by millimeter-wave radar, and then according to the coordinate IR camera will take target images and background images. Secondly, in IR image the runway's edges which are straight lines can be extracted by using Hough transformation method. The potential target region, that is, runway region, can be segmented from the whole image. Thirdly, background subtraction is utilized to localize the FOD target in runway region. Finally, in the detailed small images of FOD target, a new characteristic is discussed and used in target classification. The experiment results show that this algorithm can effectively reduce the computational complexity, satisfy the real-time requirement and possess of high detection and recognition probability.

Experiment Description and Results for Arrival Operations Using Interval Management with Spacing to Parallel Dependent Runways (IMSPiDR)

NASA Technical Reports Server (NTRS)

Baxley, Brian T.; Murdoch, Jennifer L.; Swieringa, Kurt A.; Barmore, Bryan E.; Capron, William R.; Hubbs, Clay E.; Shay, Richard F.; Abbott, Terence S.

2013-01-01

The predicted increase in the number of commercial aircraft operations creates a need for improved operational efficiency. Two areas believed to offer increases in aircraft efficiency are optimized profile descents and dependent parallel runway operations. Using Flight deck Interval Management (FIM) software and procedures during these operations, flight crews can achieve by the runway threshold an interval assigned by air traffic control (ATC) behind the preceding aircraft that maximizes runway throughput while minimizing additional fuel consumption and pilot workload. This document describes an experiment where 24 pilots flew arrivals into the Dallas Fort-Worth terminal environment using one of three simulators at NASA?s Langley Research Center. Results indicate that pilots delivered their aircraft to the runway threshold within +/- 3.5 seconds of their assigned time interval, and reported low workload levels. In general, pilots found the FIM concept, procedures, speeds, and interface acceptable. Analysis of the time error and FIM speed changes as a function of arrival stream position suggest the spacing algorithm generates stable behavior while in the presence of continuous (wind) or impulse (offset) error. Concerns reported included multiple speed changes within a short time period, and an airspeed increase followed shortly by an airspeed decrease.

Measurment of threshold friction velocities at potential dust sources in semi-arid regions

NASA Astrophysics Data System (ADS)

King, Matthew A.

The threshold friction velocities of potential dust sources in the US Southwest were measured in the field using a Portable Wind Tunnel, which is based on the Desert Research Institute's Portable In-Situ Wind Erosion Laboratory (PI-SWERL). A mix of both disturbed and undisturbed surfaces were included in this study. It was found that disturbed surfaces, such as those at the Iron King Mine tailings site, which is part of the EPA's Superfund program and contains surface concentrations of arsenic and lead reaching as high as 0.5% (w/w), had lower threshold friction velocities (0.32 m s -1 to 0.40 m s-1) in comparison to those of undisturbed surfaces (0.48 to 0.61 m s-1). Surface characteristics, such as particle size distribution, had effects on the threshold friction velocity (smaller grain sized distributions resulted in lower threshold friction velocities). Overall, the threshold friction velocities of disturbed surfaces were within the range of natural wind conditions, indicating that surfaces disturbed by human activity are more prone to causing windblown dust.

MRI of lower extremity impingement and friction syndromes in children

PubMed Central

Aydıngöz, Üstün; Özdemir, Zeynep Maraş; Güneş, Altan; Ergen, Fatma Bilge

2016-01-01

Although generally more common in adults, lower extremity impingement and friction syndromes are also observed in the pediatric age group. Encompassing femoroacetabular impingement, iliopsoas impingement, subspine impingement, and ischiofemoral impingement around the hip; patellar tendon–lateral femoral condyle friction syndrome; iliotibial band friction syndrome; and medial synovial plica syndrome in the knee as well as talocalcaneal impingement on the hindfoot, these syndromes frequently cause pain and may mimic other, and occasionally more ominous, conditions in children. Magnetic resonance imaging (MRI) plays a key role in the diagnosis of musculoskeletal impingement and friction syndromes. Iliopsoas, subspine, and ischiofemoral impingements have been recently described, while some features of femoroacetabular and talocalcaneal impingements have recently gained increased relevance in the pediatric population. Fellowship-trained pediatric radiologists and radiologists with imaging workloads of exclusively or overwhelmingly pediatric patients (particularly those without a structured musculoskeletal imaging program as part of their imaging training) specifically need to be aware of these rare syndromes that mostly have quite characteristic imaging findings. This review highlights MRI features of lower extremity impingement and friction syndromes in children and provides updated pertinent pathophysiologic and clinical data. PMID:27538047

LOW-ENGINE-FRICTION TECHNOLOGY FOR ADVANCED NATURAL-GAS RECIPROCATING ENGINES

DOE Office of Scientific and Technical Information (OSTI.GOV)

Victor Wong; Tian Tian; Luke Moughon

2005-09-30

This program aims at improving the efficiency of advanced natural-gas reciprocating engines (ANGRE) by reducing piston and piston ring assembly friction without major adverse effects on engine performance, such as increased oil consumption and wear. An iterative process of simulation, experimentation and analysis is being followed towards achieving the goal of demonstrating a complete optimized low-friction engine system. To date, a detailed set of piston and piston-ring dynamic and friction models have been developed and applied that illustrate the fundamental relationships between design parameters and friction losses. Low friction ring designs have already been recommended in a previous phase, withmore » full-scale engine validation partially completed. Current accomplishments include the addition of several additional power cylinder design areas to the overall system analysis. These include analyses of lubricant and cylinder surface finish and a parametric study of piston design. The Waukesha engine was found to be already well optimized in the areas of lubricant, surface skewness and honing cross-hatch angle, where friction reductions of 12% for lubricant, and 5% for surface characteristics, are projected. For the piston, a friction reduction of up to 50% may be possible by controlling waviness alone, while additional friction reductions are expected when other parameters are optimized. A total power cylinder friction reduction of 30-50% is expected, translating to an engine efficiency increase of two percentage points from its current baseline towards the goal of 50% efficiency. Key elements of the continuing work include further analysis and optimization of the engine piston design, in-engine testing of recommended lubricant and surface designs, design iteration and optimization of previously recommended technologies, and full-engine testing of a complete, optimized, low-friction power cylinder system.« less

Accomplishments under the Airport Improvement Program: Fiscal Year 1990 (Ninth Annual Report)

DTIC Science & Technology

1990-01-01

ST PAUL 06 $259,200 INSTALL TAXIWAY SIGNS; EXTEND SERVICE ST PAUL DOWNTOWN HOLMAN FIELD ROAD (RELIEVER) THIEF RIVER FALLS 01 $69,075 INSTALL RUNWAY AND...TAXIWAY SIGNS THIEF RIVER FALLS REGIONAL (COMMERCIAL SERVICE) MISSISSIPPI S2 $101,000 CONDUCT STATE SYSTEM PLAN STUDY STATE OF MISSISSIPPI (SYSTEM...SOL5tRG-HUNTERDON (GENERAL AVIATION) TETERBORO 09 $174,103 ACQUIRE SNOW REMOVAL EQUIPMENT TETERBORO (RELIEVER) TOMS RIVER Oa $189,764 IMPROVE DRAINAGE

Friction, wear, and noise of slip ring and brush contacts for synchronous satellite use.

NASA Technical Reports Server (NTRS)

Lewis, N. E.; Cole, S. R.; Glossbrenner, E. W.; Vest, C. E.

1973-01-01

A program is being conducted for testing of slip rings for synchronous orbit application. Instrumentation systems necessary for monitoring electrical noise, friction, and brush wear at atmospheric pressure and at less than 50 nanotorr have been developed. A multiplex scheme necessary for the simultaneous recording of brush displacement, friction, and electrical noise has also been developed. Composite brushes consisting of silver-molybdenum disulfide-graphite and silver-niobium diselenide-graphite have been employed on rings of coin silver and rhodium plate. Brush property measurements made included measurement of density, electrical resistivity, shear strength, and microstructure.

Performance Predictions for Proposed ILS Facilities at St. Louis Municipal Airport

DOT National Transportation Integrated Search

1978-01-01

The results of computer simulations of performance of proposed ILS facilities on Runway 12L/30R at St. Louis Municipal Airport (Lambert Field) are reported. These simulations indicate that an existing industrial complex located near the runway is com...

X-48C Flies Over Intersecting Runways

NASA Image and Video Library

2013-02-28

The X-48C Hybrid Wing Body research aircraft flew over the intersection of several runways adjacent to the compass rose on Rogers Dry Lake at Edwards Air Force Base during one of the sub-scale aircraft's final test flights on Feb. 28, 2013.

CAM/LIFTER forces and friction

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gabbey, D.J.; Lee, J.; Patterson, D.J.

1992-02-01

This report details the procedures used to measure the cam/lifter forces and friction. The present effort employed a Cummins LTA-10, and focuses on measurements and dynamic modeling of the injector train. The program was sponsored by the US Department of Energy in support of advanced diesel engine technology. The injector train was instrumented to record the instantaneous roller speed, roller pin friction torque, pushrod force, injector link force and cam speed. These measurements, together with lift profiles for pushrod and injector link displacement, enabled the friction work loss in the injector train to be determined. Other significant design criteria suchmore » as camshaft roller follower slippage and maximum loads on components were also determined. Future efforts will concentrate on the dynamic model, with tests run as required for correlation.« less

Scheduling Aircraft Landings under Constrained Position Shifting

NASA Technical Reports Server (NTRS)

Balakrishnan, Hamsa; Chandran, Bala

2006-01-01

Optimal scheduling of airport runway operations can play an important role in improving the safety and efficiency of the National Airspace System (NAS). Methods that compute the optimal landing sequence and landing times of aircraft must accommodate practical issues that affect the implementation of the schedule. One such practical consideration, known as Constrained Position Shifting (CPS), is the restriction that each aircraft must land within a pre-specified number of positions of its place in the First-Come-First-Served (FCFS) sequence. We consider the problem of scheduling landings of aircraft in a CPS environment in order to maximize runway throughput (minimize the completion time of the landing sequence), subject to operational constraints such as FAA-specified minimum inter-arrival spacing restrictions, precedence relationships among aircraft that arise either from airline preferences or air traffic control procedures that prevent overtaking, and time windows (representing possible control actions) during which each aircraft landing can occur. We present a Dynamic Programming-based approach that scales linearly in the number of aircraft, and describe our computational experience with a prototype implementation on realistic data for Denver International Airport.

STS-101 Commander Halsell checks landing spot on runway

NASA Technical Reports Server (NTRS)

2000-01-01

STS-101 Commander James D. Halsell Jr. gives a thumbs up after looking at the perfect wheel stop that straddles the center line on Runway 15 of KSC's Shuttle Landing Facility. The other crew members standing at left are Mission Specialists Jeffrey N. Williams, Susan J. Helms, Mary Ellen Weber; Pilot Scott 'Doc' Horowitz; and Mission Specialists James S. Voss and Yury Usachev. The STS-101 crew returned from the third flight to the International Space Station, providing maintenance and carrying supplies for future missions. Main gear touchdown was at 2:20:17 a.m. EDT May 29 , landing on orbit 155 of the mission. Nose gear touchdown was at 2:20:30 a.m. EDT, and wheel stop at 2:21:19 a.m. EDT. This was the 98th flight in the Space Shuttle program and the 21st for Atlantis, also marking the 51st landing at KSC, the 22nd consecutive landing at KSC, the 14th nighttime landing in Shuttle history and the 29th in the last 30 Shuttle flights.

Exact and Heuristic Algorithms for Runway Scheduling

NASA Technical Reports Server (NTRS)

Malik, Waqar A.; Jung, Yoon C.

2016-01-01

This paper explores the Single Runway Scheduling (SRS) problem with arrivals, departures, and crossing aircraft on the airport surface. Constraints for wake vortex separations, departure area navigation separations and departure time window restrictions are explicitly considered. The main objective of this research is to develop exact and heuristic based algorithms that can be used in real-time decision support tools for Air Traffic Control Tower (ATCT) controllers. The paper provides a multi-objective dynamic programming (DP) based algorithm that finds the exact solution to the SRS problem, but may prove unusable for application in real-time environment due to large computation times for moderate sized problems. We next propose a second algorithm that uses heuristics to restrict the search space for the DP based algorithm. A third algorithm based on a combination of insertion and local search (ILS) heuristics is then presented. Simulation conducted for the east side of Dallas/Fort Worth International Airport allows comparison of the three proposed algorithms and indicates that the ILS algorithm performs favorably in its ability to find efficient solutions and its computation times.

Application of Kingview and PLC in friction durability test system

NASA Astrophysics Data System (ADS)

Gao, Yinhan; Cui, Jing; Yang, Kaiyu; Ke, Hui; Song, Bing

2013-01-01

Using PLC and Kingview software, a friction durability test system is designed. The overall program, hardware configuration, software structure and monitoring interface are described in detail. PLC ensures the stability of data acquisition, and the KingView software makes the HMI easy to manipulate. The practical application shows that the proposed system is cheap, economical and highly reliable.

Skin friction measurement in complex flows using thin oil film techniques

NASA Technical Reports Server (NTRS)

1994-01-01

The NASA Grant NAG2-261 was initiated to support a program of research to study complex flows that occur in flight and laboratory experiments by building, testing and optimizing an on-board technique for direct measurement of surface shear stress using thin oil film techniques. The program of research has proceeded under the supervision of the NASA Ames Research Center and with further cooperation from the NASA Ames-Dryden and NASA Langley Research Centers. In accordance with the original statement of work, the following research milestones were accomplished: (1) design and testing of an internally mounted one-directional skin friction meter to demonstrate the feasibility of the concept; (2) design and construction of a compact instrument capable of measuring skin friction in two directions; (3) study of transitional and fully turbulent boundary layers over a flat plate with and without longitudinal pressure gradients utilizing the compact two-directional skin friction meter; (4) study of the interaction between a turbulent boundary layer and a shock wave generated by a compression corner using the two-directional meter; and (5) flight qualification of the compact meter and accompanying electronic and pneumatic systems, preliminary installation into flight test fixture.

Aerial photo shows RLV complex at KSC

NASA Technical Reports Server (NTRS)

2000-01-01

In the foreground of this aerial photo is the Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At right is a multi-purpose hangar and to its left is a building for related ground support equipment and administrative/ technical support. The complex is situated at the Shuttle Landing Facility (center). At the upper left is the runway. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC.

Development of the reentry flight dynamics simulator for evaluation of space shuttle orbiter entry systems

NASA Technical Reports Server (NTRS)

Rowell, L. F.; Powell, R. W.; Stone, H. W., Jr.

1980-01-01

A nonlinear, six degree of freedom, digital computer simulation of a vehicle which has constant mass properties and whose attitudes are controlled by both aerodynamic surfaces and reaction control system thrusters was developed. A rotating, oblate Earth model was used to describe the gravitational forces which affect long duration Earth entry trajectories. The program is executed in a nonreal time mode or connected to a simulation cockpit to conduct piloted and autopilot studies. The program guidance and control software used by the space shuttle orbiter for its descent from approximately 121.9 km to touchdown on the runway.

Coordinated Parallel Runway Approaches

NASA Technical Reports Server (NTRS)

Koczo, Steve

1996-01-01

The current air traffic environment in airport terminal areas experiences substantial delays when weather conditions deteriorate to Instrument Meteorological Conditions (IMC). Expected future increases in air traffic will put additional pressures on the National Airspace System (NAS) and will further compound the high costs associated with airport delays. To address this problem, NASA has embarked on a program to address Terminal Area Productivity (TAP). The goals of the TAP program are to provide increased efficiencies in air traffic during the approach, landing, and surface operations in low-visibility conditions. The ultimate goal is to achieve efficiencies of terminal area flight operations commensurate with Visual Meteorological Conditions (VMC) at current or improved levels of safety.

Increasing airport capacity with modified IFR approach procedures for close-spaced parallel runways

DOT National Transportation Integrated Search

2001-01-01

Because of wake turbulence considerations, current instrument approach : procedures treat close-spaced (i.e., less than 2,500 feet apart) parallel run : ways as a single runway. This restriction is designed to assure safety for all : aircraft types u...

Mitigating runway incursions : a safety benefits assessment of airport surface moving map displays

DOT National Transportation Integrated Search

2010-01-01

Airport surface moving maps vary in the capabilities provided (e.g., the depiction of ownship position and/or traffic, the presentation of taxi route, and indicating or alerting the potential for runway incursions). The purpose of this effort was to ...

77 FR 14584 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-12

... square yards). Modify supplemental wind cones. Runway 8/26 pavement rejuvenation. Purchase snow removal equipment--high-speed snow plow. Master plan/land use. Design passenger terminal remodel. Install runway... lighting and cable rehabilitation. Construct improvements of terminal building. Design reconstruction of...

Formal Verification of the Runway Safety Monitor

NASA Technical Reports Server (NTRS)

Siminiceanu, Radu; Ciardo, Gianfranco

2006-01-01

The Runway Safety Monitor (RSM) designed by Lockheed Martin is part of NASA's effort to reduce runway accidents. We developed a Petri net model of the RSM protocol and used the model checking functions of our tool SMART to investigate a number of safety properties in RSM. To mitigate the impact of state-space explosion, we built a highly discretized model of the system, obtained by partitioning the monitored runway zone into a grid of smaller volumes and by considering scenarios involving only two aircraft. The model also assumes that there are no communication failures, such as bad input from radar or lack of incoming data, thus it relies on a consistent view of reality by all participants. In spite of these simplifications, we were able to expose potential problems in the RSM conceptual design. Our findings were forwarded to the design engineers, who undertook corrective action. Additionally, the results stress the efficiency attained by the new model checking algorithms implemented in SMART, and demonstrate their applicability to real-world systems.

Runway Incursion Prevention System ADS-B and DGPS Data Link Analysis Dallas-Fort Worth International Airport

NASA Technical Reports Server (NTRS)

Timmerman, J.; Jones, Denise R. (Technical Monitor)

2001-01-01

A Runway Incursion Prevention System (RIPS) was tested at the Dallas - Ft. Worth International Airport in October 2000. The system integrated airborne and ground components to provide both pilots and controllers with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warning of runway incursions in order to prevent runway incidents while also improving operational capability. Rockwell Collins provided and supported a prototype Automatic Dependent Surveillance - Broadcast (ADS-B) system using 1090 MHz and a prototype Differential GPS (DGPS) system onboard the NASA Boeing 757 research aircraft. This report describes the Rockwell Collins contributions to the RIPS flight test, summarizes the development process, and analyzes both ADS-B and DGPS data collected during the flight test. In addition, results are report on interoperability tests conducted between the NASA Advanced General Aviation Transport Experiments (AGATE) ADS-B flight test system and the NASA Boeing 757 ADS-B system.

Media Matters.

ERIC Educational Resources Information Center

Neie, Van E.

1983-01-01

Describes "The Kinetic Karnival of Jearl Walker," six 30-minute television programs. Programs focus on: forces/collisions; rotation; fluid flow and friction; viscosity; Leidenfrost effect; and the science of cooking. Teacher's manual containing description, class preparation, questions, and bibliography are provided with each program (available in…

Robotic Manufacturing of 5.5 Meter Cryogenic Fuel Tank Dome Assemblies for the NASA Ares I Rocket

NASA Technical Reports Server (NTRS)

Jones, Ronald E.

2012-01-01

The Ares I rocket is the first launch vehicle scheduled for manufacture under the National Aeronautic and Space Administration's (NASA's) Constellation program. A series of full-scale Ares I development articles have been constructed on the Robotic Weld Tool at the NASA George C. Marshall Space Flight Center in Huntsville, Alabama. The Robotic Weld Tool is a 100 ton, 7-axis, robotic manufacturing system capable of machining and friction stir welding large-scale space hardware. This presentation will focus on the friction stir welding of 5.5m diameter cryogenic fuel tank components; specifically, the liquid hydrogen forward dome (LH2 MDA), the common bulkhead manufacturing development articles (CBMDA) and the thermal protection system demonstration dome (TPS Dome). The LH2 MDA was the first full-scale, flight-like Ares I hardware produced under the Constellation Program. It is a 5.5m diameter elliptical dome assembly consisting of eight gore panels, a y-ring stiffener and a manhole fitting. All components are made from aluminumlithium alloy 2195. Conventional and self-reacting friction stir welding was used on this article. An overview of the manufacturing processes will be discussed. The LH2 MDA is the first known fully friction stir welded dome ever produced. The completion of four Common Bulkhead Manufacturing Development Articles (CBMDA) and the TPS Dome will also be highlighted. Each CBMDA and the TPS Dome consists of a 5.5m diameter spun-formed dome friction stir welded to a y-ring stiffener. The domes and y-rings are made of aluminum 2014 and 2219 respectively. The TPS Dome has an additional aluminum alloy 2195 barrel section welded to the y-ring. Manufacturing solutions will be discussed including "fixtureless" welding with self reacting friction stir welding.

Breakway friction and dynamic friction/wear measurements of various ceramic materials from 25 C (75 F) to 650 C (1200 F)

NASA Technical Reports Server (NTRS)

Boes, D. J.

1984-01-01

This report describes the results of a program designed to evaluate the breakaway friction and dynamic friction/wear characteristics of materials having potential for use as load bearing components in a high-performance high-temperature heavy duty diesel engine. Ten candidate materials were selected, six of which were evaluated under all possible material combinations as both stationary as well as moving breakaway specimens. The remaining materials were evaluated either in the static mode against themselves and all other materials, or against themselves only. Experiments were performed at five temperatures up to 650 C (1200 F) and unit pressures of 700 kPa (100 lb/sq in.), 3500 kPa (500 lb/sq in.), and 7000 kPa (1000 lb/sq in.). Experimental results indicate that under dynamic conditions, four of the ten materials exhibited good to excellent friction/wear characteristics in various material combinations. These materials were: titanium carbide, silicon nitride, silicon carbide (reaction sintered), and Refel (SiC).

Learning to perceive haptic distance-to-break in the presence of friction.

PubMed

Altenhoff, Bliss M; Pagano, Christopher C; Kil, Irfan; Burg, Timothy C

2017-02-01

Two experiments employed attunement and calibration training to investigate whether observers are able to identify material break points in compliant materials through haptic force application. The task required participants to attune to a recently identified haptic invariant, distance-to-break (DTB), rather than haptic stimulation not related to the invariant, including friction. In the first experiment participants probed simulated force-displacement relationships (materials) under 3 levels of friction with the aim of pushing as far as possible into the materials without breaking them. In a second experiment a different set of participants pulled on the materials. Results revealed that participants are sensitive to DTB for both pushing and pulling, even in the presence of varying levels of friction, and this sensitivity can be improved through training. The results suggest that the simultaneous presence of friction may assist participants in perceiving DTB. Potential applications include the development of haptic training programs for minimally invasive (laparoscopic) surgery to reduce accidental tissue damage. (PsycINFO Database Record (c) 2017 APA, all rights reserved).

Expansion of flight simulator capability for study and solution of aircraft directional control problems on runways

NASA Technical Reports Server (NTRS)

Kibbee, G. W.

1978-01-01

The development, evaluation, and evaluation results of a DC-9-10 runway directional control simulator are described. An existing wide bodied flight simulator was modified to this aircraft configuration. The simulator was structured to use either two of antiskid simulations; (1) an analog mechanization that used aircraft hardware; or (2) a digital software simulation. After the simulation was developed it was evaluated by 14 pilots who made 818 simulated flights. These evaluations involved landings, rejected takeoffs, and various ground maneuvers. Qualitatively most pilots evaluated the simulator as realistic with good potential especially for pilot training for adverse runway conditions.

STS-53 Discovery, Orbiter Vehicle (OV) 103, lands on runway 22 at EAFB, Calif

NASA Image and Video Library

1992-12-09

STS-53 Discovery, Orbiter Vehicle (OV) 103, is slowed by a red, white, and blue drag chute during its landing on concrete runway 22 at Edwards Air Force Base (EAFB), California. Main landing gear (MLG) touchdown occurred at 12:43:17 pm (Pacific Standard Time (PST)). This aft view of OV-103 shows the drag chute deployed from its compartment at the base of the vertical tail, the speedbrake/rudder flaps open, and the space shuttle main engines (SSMEs). Both MLG and nose landing gear (NLG) ride along the runway surface. Desert scrub brush appears in the foreground and mountains are seen in the background.

KSC-07pd0889

NASA Image and Video Library

2007-04-16

KENNEDY SPACE CENTER, FLA. -- Pilot Rick Svetkoff taxis a Starfighter F-104 down the runway on the Shuttle Landing Facility at Kennedy Space Center. The aircraft will take part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

KSC-07pd0913

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- The Starfighter F-104 approaches the runway at the KSC Shuttle Landing Facility for a landing after its test flight. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

KSC-07pd0914

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- The Starfighter F-104 lands on the runway at the KSC Shuttle Landing Facility after its test flight. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

Black Box Testing: Experiments with Runway Incursion Advisory Alerting System

NASA Technical Reports Server (NTRS)

Mukkamala, Ravi

2005-01-01

This report summarizes our research findings on the Black box testing of Runway Incursion Advisory Alerting System (RIAAS) and Runway Safety Monitor (RSM) system. Developing automated testing software for such systems has been a problem because of the extensive information that has to be processed. Customized software solutions have been proposed. However, they are time consuming to develop. Here, we present a less expensive, and a more general test platform that is capable of performing complete black box testing. The technique is based on the classification of the anomalies that arise during Monte Carlo simulations. In addition, we also discuss a generalized testing tool (prototype) that we have developed.

14 CFR 91.605 - Transport category civil airplane weight limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... than a turbine-engine-powered airplane certificated after September 30, 1958) unless— (1) The takeoff.... (b) No person may operate a turbine-engine-powered transport category airplane certificated after... airport, the runway to be used, the effective runway gradient, the ambient temperature and wind component...

14 CFR 77.21 - Scope.

Code of Federal Regulations, 2011 CFR

2011-01-01

... of the runway. At those airports having defined strips or pathways that are used regularly for the... defined landing and takeoff area with no defined pathways for the landing and taking off of aircraft, a... and takeoff pathways. Those pathways so determined shall be considered runways and an appropriate...

75 FR 53351 - Notice of Permit Application Received Under the Antarctic Conservation Act of 1978

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-31

... adjacent to a 100m x 2000m blue-ice runway. The blue-ice runway is a natural feature that requires limited..., Suite 2, Salt Lake City, Utah 84107. Permit application No. 2011 WM-002. Nadene G. Kennedy, Permit...

Course structure-runway 28R San Francisco Airport.

DOT National Transportation Integrated Search

1973-09-01

The TSC electromagnetic scattering model is used to dtermine the expected ILS localizer performance for the planned 28R runway at San Francisco airport. It is found that the V-Ring and the 14/6 Alford array as well as the larger 22/8 Alford array ope...

F-15 ACTIVE touches down on Edwards AFB runway

NASA Image and Video Library

1998-04-14

The F-15 ACTIVE touches down on the Edwards runway following its April 14, 1998 flight. The nose is high while the canards have their rear edge raised. the aircraft's speed brake, located on the top of the aircraft behind the canopy, is also raised.

5. VIEW OF AIRFIELD LOOKING EAST FROM BUILDING 8200 (CONTROL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. VIEW OF AIRFIELD LOOKING EAST FROM BUILDING 8200 (CONTROL TOWER) SHOWING TAXIWAY B CROSSING ALPHA TAXIWAY IN FOREGROUND, ALERNATE RUNWAY (TAXIWAY J) IN MIDDLE GROUND, AND NORTH-SOUTH RUNWAY IN BACKGROUND. - Loring Air Force Base, Airfield, Central portion of base, Limestone, Aroostook County, ME

KENNEDY SPACE CENTER, FLA. -- A new control tower is nearing completion at the KSC Shuttle Landing Facility. It will replace the old tower in use since 1987. The old tower stands only 20 feet above the runway surface, too low to see the launch pads to the east. During nighttime landing operations, those inside the tower have been hindered by the eight-billion candlepower xenon lights that illuminate the runway. The new control tower is built atop an existing mound, rising nearly 100 feet over the midpoint of the runway. The height gives controllers a spectacular 360-degree view of NASA-KSC and northern Brevard County. The new facility will also replace the SLF Operations Building. The operations building is home to the Military Radar Unit that monitors NASA-KSC airspace 24 hours a day, as well as runway light controls, navigational aids, weather and wind speed instrumentation, and gate controls. In the new tower, the computer displays will be fully modernized to Federal Aviation Administration standards with touch-screen technology. Construction on the new facility began in February 2003 and is nearly ready for occupancy. Only some final inspections and approvals remain. A support building and Public Affairs viewing deck, to be used for observing future landing operations, will be added and are already in work.

NASA Image and Video Library

2003-12-17

KENNEDY SPACE CENTER, FLA. -- A new control tower is nearing completion at the KSC Shuttle Landing Facility. It will replace the old tower in use since 1987. The old tower stands only 20 feet above the runway surface, too low to see the launch pads to the east. During nighttime landing operations, those inside the tower have been hindered by the eight-billion candlepower xenon lights that illuminate the runway. The new control tower is built atop an existing mound, rising nearly 100 feet over the midpoint of the runway. The height gives controllers a spectacular 360-degree view of NASA-KSC and northern Brevard County. The new facility will also replace the SLF Operations Building. The operations building is home to the Military Radar Unit that monitors NASA-KSC airspace 24 hours a day, as well as runway light controls, navigational aids, weather and wind speed instrumentation, and gate controls. In the new tower, the computer displays will be fully modernized to Federal Aviation Administration standards with touch-screen technology. Construction on the new facility began in February 2003 and is nearly ready for occupancy. Only some final inspections and approvals remain. A support building and Public Affairs viewing deck, to be used for observing future landing operations, will be added and are already in work.

KENNEDY SPACE CENTER, FLA. -- The existing control tower seen here at the edge of the KSC Shuttle Landing Facility is being replaced. In use since 1987, the old tower stands only 20 feet above the runway surface, too low to see the launch pads to the east. During nighttime landing operations, those inside the tower have been hindered by the eight-billion candlepower xenon lights that illuminate the runway. The new control tower is built atop an existing mound, rising nearly 100 feet over the midpoint of the runway. The height gives controllers a spectacular 360-degree view of NASA-KSC and northern Brevard County. The new facility will also replace the SLF Operations Building. The operations building is home to the Military Radar Unit that monitors NASA-KSC airspace 24 hours a day, as well as runway light controls, navigational aids, weather and wind speed instrumentation, and gate controls. In the new tower, the computer displays will be fully modernized to Federal Aviation Administration standards with touch-screen technology. Construction on the new facility began in February 2003 and is nearly ready for occupancy. Only some final inspections and approvals remain. A support building and Public Affairs viewing deck, to be used for observing future landing operations, will be added and are already in work.

NASA Image and Video Library

2003-12-17

KENNEDY SPACE CENTER, FLA. -- The existing control tower seen here at the edge of the KSC Shuttle Landing Facility is being replaced. In use since 1987, the old tower stands only 20 feet above the runway surface, too low to see the launch pads to the east. During nighttime landing operations, those inside the tower have been hindered by the eight-billion candlepower xenon lights that illuminate the runway. The new control tower is built atop an existing mound, rising nearly 100 feet over the midpoint of the runway. The height gives controllers a spectacular 360-degree view of NASA-KSC and northern Brevard County. The new facility will also replace the SLF Operations Building. The operations building is home to the Military Radar Unit that monitors NASA-KSC airspace 24 hours a day, as well as runway light controls, navigational aids, weather and wind speed instrumentation, and gate controls. In the new tower, the computer displays will be fully modernized to Federal Aviation Administration standards with touch-screen technology. Construction on the new facility began in February 2003 and is nearly ready for occupancy. Only some final inspections and approvals remain. A support building and Public Affairs viewing deck, to be used for observing future landing operations, will be added and are already in work.

Initial Concept for Terminal Area Conflict Detection, Alerting, and Resolution Capability On or Near the Airport Surface, Version 2.0

NASA Technical Reports Server (NTRS)

Otero, Sharon D.; Barker, Glover D.; Jones, Denise R.

2013-01-01

The Next Generation Air Transportation System (NextGen) concept for 2025 envisions the movement of large numbers of people and goods in a safe, efficient, and reliable manner. The NextGen will remove many of the constraints in the current air transportation system, support a wider range of operations, and deliver an overall system capacity up to 3 times that of current operating levels. In order to achieve the NextGen vision, research is necessary in the areas of surface traffic optimization, maximum runway capacity, reduced runway occupancy time, simultaneous single runway operations, and terminal area conflict prevention, among others. The National Aeronautics and Space Administration (NASA) is conducting Collision Avoidance for Airport Traffic (CAAT) research to develop technologies, data, and guidelines to enable Conflict Detection and Resolution (CD&R) in the Airport Terminal Maneuvering Area (ATMA) under current and emerging NextGen operating concepts. The term ATMA was created to reflect the fact that the CD&R concept area of operation is focused near the airport within the terminal maneuvering area. In the following, an initial concept for an aircraft-based method for CD&R in the ATMA is presented. This method is based upon previous NASA work in CD&R for runway incursion prevention, the Runway Incursion Prevention System (RIPS).

Performance Evaluation of the Approaches and Algorithms Using Hamburg Airport Operations

NASA Technical Reports Server (NTRS)

Zhu, Zhifan; Okuniek, Nikolai; Gerdes, Ingrid; Schier, Sebastian; Lee, Hanbong; Jung, Yoon

2016-01-01

The German Aerospace Center (DLR) and the National Aeronautics and Space Administration (NASA) have been independently developing and testing their own concepts and tools for airport surface traffic management. Although these concepts and tools have been tested individually for European and US airports, they have never been compared or analyzed side-by-side. This paper presents the collaborative research devoted to the evaluation and analysis of two different surface management concepts. Hamburg Airport was used as a common test bed airport for the study. First, two independent simulations using the same traffic scenario were conducted; one by the DLR team using the Controller Assistance for Departure Optimization (CADEO) and the Taxi Routing for Aircraft: Creation and Controlling (TRACC) in a real-time simulation environment, and one by the NASA team based on the Spot and Runway Departure Advisor (SARDA) in a fast-time simulation environment. A set of common performance metrics was defined. The simulation results showed that both approaches produced operational benefits in efficiency, such as reducing taxi times, while maintaining runway throughput. Both approaches generated the gate pushback schedule to meet the runway schedule, such that the runway utilization was maximized. The conflict-free taxi guidance by TRACC helped avoid taxi conflicts and reduced taxiing stops, but the taxi benefit needed be assessed together with runway throughput to analyze the overall performance objective.

Performance Evaluation of the Approaches and Algorithms for Hamburg Airport Operations

NASA Technical Reports Server (NTRS)

Zhu, Zhifan; Okuniek, Nikolai; Gerdes, Ingrid; Schier, Sebastian; Lee, Hanbong; Jung, Yoon

2016-01-01

The German Aerospace Center (DLR) and the National Aeronautics and Space Administration (NASA) have been independently developing and testing their own concepts and tools for airport surface traffic management. Although these concepts and tools have been tested individually for European and US airports, they have never been compared or analyzed side-by-side. This paper presents the collaborative research devoted to the evaluation and analysis of two different surface management concepts. Hamburg Airport was used as a common test bed airport for the study. First, two independent simulations using the same traffic scenario were conducted: one by the DLR team using the Controller Assistance for Departure Optimization (CADEO) and the Taxi Routing for Aircraft: Creation and Controlling (TRACC) in a real-time simulation environment, and one by the NASA team based on the Spot and Runway Departure Advisor (SARDA) in a fast-time simulation environment. A set of common performance metrics was defined. The simulation results showed that both approaches produced operational benefits in efficiency, such as reducing taxi times, while maintaining runway throughput. Both approaches generated the gate pushback schedule to meet the runway schedule, such that the runway utilization was maximized. The conflict-free taxi guidance by TRACC helped avoid taxi conflicts and reduced taxiing stops, but the taxi benefit needed be assessed together with runway throughput to analyze the overall performance objective.

Performance Evaluation of the Approaches and Algorithms using Hamburg Airport Operations

NASA Technical Reports Server (NTRS)

Zhu, Zhifan; Lee, Hanbong; Jung, Yoon; Okuniek, Nikolai; Gerdes, Ingrid; Schier, Sebastian

2016-01-01

The German Aerospace Center (DLR) and the National Aeronautics and Space Administration (NASA) have been independently developing and testing their own concepts and tools for airport surface traffic management. Although these concepts and tools have been tested individually for European and US airports, they have never been compared or analyzed side-by-side. This paper presents the collaborative research devoted to the evaluation and analysis of two different surface management concepts. Hamburg Airport was used as a common test bed airport for the study. First, two independent simulations using the same traffic scenario were conducted: one by the DLR team using the Controller Assistance for Departure Optimization (CADEO) and the Taxi Routing for Aircraft58; Creation and Controlling (TRACC) in a real-time simulation environment, and one by the NASA team based on the Spot and Runway Departure Advisor (SARDA) in a fast-time simulation environment. A set of common performance metrics was defined. The simulation results showed that both approaches produced operational benefits in efficiency, such as reducing taxi times, while maintaining runway throughput. Both approaches generated the gate pushback schedule to meet the runway schedule, such that the runway utilization was maximized. The conflict-free taxi guidance by TRACC helped avoid taxi conflicts and reduced taxiing stops, but the taxi benefit needed be assessed together with runway throughput to analyze the overall performance objective.

Comprehensive and Highly Accurate Measurements of Crane Runways, Profiles and Fastenings

PubMed Central

Dennig, Dirk; Bureick, Johannes; Link, Johannes; Diener, Dmitri; Hesse, Christian; Neumann, Ingo

2017-01-01

The process of surveying crane runways has been continually refined due to the competitive situation, modern surveying instruments, additional sensors, accessories and evaluation procedures. Guidelines, such as the International Organization for Standardization (ISO) 12488-1, define target values that must be determined by survey. For a crane runway these are for example the span, the position and height of the rails. The process has to be objective and reproducible. However, common processes of surveying crane runways do not meet these requirements sufficiently. The evaluation of the protocols, ideally by an expert, requires many years of experience. Additionally, the recording of crucial parameters, e.g., the wear of the rail, or the condition of the rail fastening and rail joints, is not regulated and for that reason are often not considered during the measurement. To solve this deficit the Advanced Rail Track Inspection System (ARTIS) was developed. ARTIS is used to measure the 3D position of crane rails, the cross-section of the crane rails, joints and, for the first time, the (crane-rail) fastenings. The system consists of a monitoring vehicle and an external tracking sensor. It makes kinematic observations with the tracking sensor from outside the rail run, e.g., the floor of an overhead crane runway, possible. In this paper we present stages of the development process of ARTIS, new target values, calibration of sensors and results of a test measurement. PMID:28505076

Friction-Stir Welding of Aluminum For the Space Program

NASA Technical Reports Server (NTRS)

Jones, Clyde S.; Smelser, Jerry W. (Technical Monitor)

2002-01-01

The Marshall Space Flight Center is developing and characterizing the friction stir welding process for the Space Shuttle and other space programs. This revolutionary process, invented and patented by The Weld Institute in England, offers tremendous advantages for joining aluminum for high performance applications. It is particularly suited for advanced aluminum-lithium alloys, such as 2195, the primary structural alloy used in the External Tank. The friction stir welding process joins metals with minimal heat input, resulting in high-strength joints with high ductility. It is a simple process to demonstrate using a common milling machine for sample parts, but relatively expensive to implement on large-scale hardware, due to the high cost of tooling needed to handle the high forging pressures characteristic of the process. Recent developments at the Marshall Space Flight Center have demonstrated friction stir welding on linear joints up to 5 meters (15 ft.), with material thickness ranging between 2.5 mm and 16.5 mm (0.100" to 0.650"). High efficiency weld joints have been produced in aluminum from the 2000, 5000, and 6000 series alloy systems. A "retractable pin tool" system was patented by MSFC that allows use of friction stir welding for joints with changing material thickness, and with less rigid tooling than previously considered. This presentation will describe the details of alloys welded to-date and technical advances under development at MSFC. These developments could have substantial benefit to industrial applications for welding aluminum.

Pathfinder over runway in Hawaii

NASA Image and Video Library

1997-08-28

Pathfinder, NASA's solar-powered, remotely-piloted aircraft is shown while it was conducting a series of science flights to highlight the aircraft's science capabilities while collecting imagery of forest and coastal zone ecosystems on Kauai, Hawaii. The flights also tested two new scientific instruments, a high-spectral-resolution Digital Array Scanned Interferometer (DASI) and a high-spatial-resolution Airborne Real-Time Imaging System (ARTIS). The remote sensor payloads were designed by NASA's Ames Research Center, Moffett Field, California, to support NASA's Mission to Planet Earth science programs.

Environmental Assessment for Extension of Runways at Charleston International Airport and Charleston Air Force Base, Charleston, South Carolina

DTIC Science & Technology

2008-09-03

NAAQS NEPA NFA NFIP NMFS NPDES NRCS NRHP OCRM PM ppm PSD RCRA SCDAH SCDHEC SCDNR SHPO SIP SOP SPCC SWMU SWPPP T&E TNW tpy TSP...standard hazard insurance. Communities that participate in the National Flood Insurance Program ( NFIP ) require all properties in a flood zone to have...supplemental flood insurance. Charleston County is a 25 participant in the NFIP . Development activities in and near flood zones require that

Chicago’s O’Hare Runway Configuration Management System (RCMS). Volume 1. Description of the Operational Software,

DTIC Science & Technology

1987-07-01

9 ...Glossary D-i E- Distribution List E-I D. tSl ’S I hec 3 tttt ,"t!<_-Z. :,,’ e ’: :’ :.,", : - ’,,"/ . .>" ",;’ 9 ’ ’:/’,"" ’,,-’¢’..’:, : ,’-.’ ,.-;.;.;- 4...2 Sheets) 23 6 Foreground Program Flowchart (2 Sheets) 25 7 PF-1 Master Auto Panel 27 8 PF-2 Master Panel 28 9 PF-3 Eligible Current

CAM/LIFTER forces and friction. Final report, September 15, 1988--November 30, 1991

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gabbey, D.J.; Lee, J.; Patterson, D.J.

1992-02-01

This report details the procedures used to measure the cam/lifter forces and friction. The present effort employed a Cummins LTA-10, and focuses on measurements and dynamic modeling of the injector train. The program was sponsored by the US Department of Energy in support of advanced diesel engine technology. The injector train was instrumented to record the instantaneous roller speed, roller pin friction torque, pushrod force, injector link force and cam speed. These measurements, together with lift profiles for pushrod and injector link displacement, enabled the friction work loss in the injector train to be determined. Other significant design criteria suchmore » as camshaft roller follower slippage and maximum loads on components were also determined. Future efforts will concentrate on the dynamic model, with tests run as required for correlation.« less

Friction, wear and noise of slip ring and brush contacts for synchronous satellite use.

NASA Technical Reports Server (NTRS)

Lewis, N. E.; Cole, S. R.; Glossbrenner, E. W.; Vest, C. E.

1972-01-01

A program is being conducted for testing of slip rings for synchronous orbit application. Instrumentation systems necessary for monitoring electrical noise, friction, and brush wear at atmospheric pressure and at less than 50 ntorr have been developed. A multiplex scheme necessary for the simultaneous recording of brush displacement, friction, and electrical noise has also been developed. Composite brushes consisting of silver-molybdenum disulfide-graphite and silver-niobium diselenide-graphite have been employed on rings of coin silver and rhodium plate. Four contact combinations have been tested during an ambient condition run-in at 150 rpm and a humidity sequence at 0.1 rpm. The first six months of the two year vacuum test at 0.1 rpm have been completed. Electrical noise, friction and brush wear data recorded during these periods have been analyzed.

14 CFR 77.25 - Civil airport imaginary surfaces.

Code of Federal Regulations, 2010 CFR

2010-01-01

... (CONTINUED) AIRSPACE OBJECTS AFFECTING NAVIGABLE AIRSPACE Obstruction Standards § 77.25 Civil airport... the center of each end of the primary surface of each runway of each airport and connecting the... for either end of the runway. When a 5,000-foot arc is encompassed by tangents connecting two adjacent...

Tomorrows' Air Transportation System Breakout Series Report

NASA Technical Reports Server (NTRS)

2001-01-01

The purpose of this presentation is to discuss tomorrow's air transportation system. Section of this presentation includes: chair comments; other general comments; surface congestion alleviation; runway productivity; enhanced arrival/departure tools; integrated airspace decision support tools; national traffic flow management, runway independent operations; ATM TFM weather; and terminal weather.

Terminal Information Processing System (TIPS) Consolidated CAB Display (CCD) Comparative Analysis.

DTIC Science & Technology

1982-04-01

Barometric pressure 3. Center field wind speed, direction and gusts 4. Runway visual range 5. Low-level wind shear 6. Vortex advisory 7. Runway equipment...PASSWORD Command (standard user) u. PAUSE Command (standard user) v. PMSG Command (standard user) w. PPD Command (standard user) x. PURGE Command (standard

76 FR 50809 - Notice of Availability of a Draft Environmental Assessment for a Proposed Airport Traffic Control...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-16

...) antenna and shelter with a Mark 20 or Mark 20A LOC antenna and shelter, and relocation of the Runway 25 LOC antenna array to a location 1,070 feet outward from the Runway 07 threshold, relocation of the...

Performance predictions for a parabolic localizer antenna on Runway 28R - San Francisco Airport.

DOT National Transportation Integrated Search

1973-06-01

The TSC ILS localizer model is used to predict the performance of the Texas Instruments "wide aperture" parabolic antenna as a localizer system for runway 28R at San Francisco Airport. Course derogation caused by the new American Airlines hangar is c...

76 FR 28123 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-13

... for Collection and Use: Design/construct passenger terminal and land/airside. PFC application... Level: Runway 16L/34R pavement rehabilitation. Concourse B--additional boarding bridges. North cargo... 16R134L. Joint seal runway 16R/34L--taxiways A and B. [[Page 28124

Improve the quality and service life of water-based pavement marking paints on pavements with high-iron aggregates.

DOT National Transportation Integrated Search

2015-08-01

White pavement paint marking on airport runways was being discolored by rust-like staining. Discoloration is a critical safety : problem because white paint indicates runways and yellow paint is used for taxiways and aircraft parking. When the white ...

6. VIEW OF AIRFIELD LOOKING SOUTHEAST FROM BUILDING 8200 (CONTROL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. VIEW OF AIRFIELD LOOKING SOUTHEAST FROM BUILDING 8200 (CONTROL TOWER SHOWING ALPHA TAXIWAY AND ALTERNATE RUNWAY (TAXIWAY J) IN FOREGROUND, NORTH-SIDE RUNWAY IN MIDDLE GROUND, AND ALERT AREA WITH ITS TAXIWAY IN BACKGROUND. - Loring Air Force Base, Airfield, Central portion of base, Limestone, Aroostook County, ME

14 CFR 135.361 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... distance from the point at which the obstruction clearance plane associated with the approach end of the... subpart, obstruction clearance plane means a plane sloping upward from the runway at a slope of 1:20 to... coincides with the centerline of the runway, beginning at the point where the obstruction clearance plane...

Effect of different runway size on pilot performance during simulated night landing approaches.

DOT National Transportation Integrated Search

1981-02-01

In Experiment I, three pilots flew simulated approaches and landings in a fixed-base simulator with a computer-generated-image visual display. Practice approaches were flown with an 8,000-ft-long runway that was either 75, 150, or 300 ft wide; test a...

Effects of approach lighting and variation in visible runway length on perception of approach angle simulated night landings.

DOT National Transportation Integrated Search

1982-02-01

Previous experiments have demonstrated illusions due to variations in both length and width of runways in nighttime 'black hole' approaches. Even though approach lighting is not designed to provide vertical guidance, it is possible that cues from app...

Friction and wear of selected metals and of carbons in liquid natural gas

NASA Technical Reports Server (NTRS)

Wisander, D. W.

1971-01-01

Friction and wear experiments were conducted with hemispherically tipped (4.76-mm radius) rider specimens in sliding contact with a rotating disk submerged in liquid natural gas (LNG). The program included metal combinations and carbon-metal combinations. These experiments revealed that the metal combinations were not lubricated by the LNG. Carbons had much lower wear in LNG than in liquid hydrogen or in liquid nitrogen. (Wear of carbon in liquid hydrogen was 100 times that in LNG.) The friction coefficients obtained in LNG (0.6 for metal-metal and 0.2 for carbon-metal) are similar to those obtained in liquid hydrogen.

Friction pull plug welding: dual chamfered plate hole

NASA Technical Reports Server (NTRS)

Coletta, Edmond R. (Inventor); Cantrell, Mark A. (Inventor)

2001-01-01

Friction Pull Plug Welding (FPPW) is a solid state repair process for defects up to one inch in length, only requiring single sided tooling (OSL) for usage on flight hardware. Early attempts with FPPW followed the matching plug/plate geometry precedence of the successful Friction Push Plug Welding program, however no defect free welds were achieved due to substantial plug necking and plug rotational stalling. The dual chamfered hole has eliminated plug rotational stalling, both upon initial plug/plate contact and during welding. Also, the necking of the heated plug metal under a tensile heating/forging load has been eliminated through the usage of the dual chamfered plate hole.

Preliminary investigation of inertia friction welding B2 aluminides

NASA Technical Reports Server (NTRS)

Whittenberger, J. Daniel; Moore, Thomas J.; Kuruzar, Daniel L.

1987-01-01

An attempt is made to achieve inertia friction-welding in FeAl and NiAl samples, taking into account their intermetallics' compositions, extrusion parameters, and microstructural data. The energy required for the weld is stored in a rotating flywheel mass attached to one of the two pieces to be joined; when enough energy is introduced, the flywheel is disconnected and an axial load is applied which forces the spinning piece against the stationary one, converting the energy into heat by means of friction. Due to the inherent brittleness of the aluminides, a step-load program was used in which an initial, low-pressure heat buildup increased the work pieces' ductility.

Analyzing Double Delays at Newark Liberty International Airport

NASA Technical Reports Server (NTRS)

Evans, Antony D.; Lee, Paul

2016-01-01

When weather or congestion impacts the National Airspace System, multiple different Traffic Management Initiatives can be implemented, sometimes with unintended consequences. One particular inefficiency that is commonly identified is in the interaction between Ground Delay Programs (GDPs) and time based metering of internal departures, or TMA scheduling. Internal departures under TMA scheduling can take large GDP delays, followed by large TMA scheduling delays, because they cannot be easily fitted into the overhead stream. In this paper we examine the causes of these double delays through an analysis of arrival operations at Newark Liberty International Airport (EWR) from June to August 2010. Depending on how the double delay is defined between 0.3 percent and 0.8 percent of arrivals at EWR experienced double delays in this period. However, this represents between 21 percent and 62 percent of all internal departures in GDP and TMA scheduling. A deep dive into the data reveals that two causes of high internal departure scheduling delays are upstream flights making up time between their estimated departure clearance times (EDCTs) and entry into time based metering, which undermines the sequencing and spacing underlying the flight EDCTs, and high demand on TMA, when TMA airborne metering delays are high. Data mining methods (currently) including logistic regression, support vector machines and K-nearest neighbors are used to predict the occurrence of double delays and high internal departure scheduling delays with accuracies up to 0.68. So far, key indicators of double delay and high internal departure scheduling delay are TMA virtual runway queue size, and the degree to which estimated runway demand based on TMA estimated times of arrival has changed relative to the estimated runway demand based on EDCTs. However, more analysis is needed to confirm this.

Evaluation of pavement surface friction treatments.

DOT National Transportation Integrated Search

2011-12-01

The implementation of a pavement preservation program involves a learning curve with not only a determination to succeed, but : also the courage to fail. Also, successful implementation of pavement preservation program requires knowledge of the perfo...

High Speed Prototype Car Test

NASA Image and Video Library

2014-01-10

CAPE CANAVERAL, Fla. - The Performance Power Racing and Hennessey Performance teams pose with a Hennessey Venom GT at the 3.5-mile long runway at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The teams are, from left, Hennessey's John Heinricy, John Hennessey, Brian Smith, Performance Power Racing's Johnny Bohmer, Matt Lundy and Jeff McEachran. The flat concrete runway is one of the few places in the world where high performance automobiles can be tested for aerodynamic and safety designs. Hennessey Performance of Sealy, Texas, worked with Performance Power Racing in West Palm Beach to arrange use of the NASA facility. Performance Power Racing has conducted numerous engineering tests on the runway with a variety of vehicles.

3. Credit USAF, ca. 1945. Original housed in the Records ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. Credit USAF, ca. 1945. Original housed in the Records of the Defense Intelligence Agency. Record Group 373. National Archives. Cartographic and Architectural Branch. Washington, D.C. Aerial orthophoto map 16PS5M79-IV23 of Muroc Flight Test Base (North Base), north faces up with runway at the top and Rogers Dry Lake at the lower right. Ammunition huts (not extant in 1995) appear in a cluster just south of the west end of the runway. Note runway markings on lakebed. Linear feature at very top of image is rocket sled test track designed and built 1944-1945. - Edwards Air Force Base, North Base, North Base Road, Boron, Kern County, CA

Enhancing pilot situational awareness of the airport surface movement area

NASA Technical Reports Server (NTRS)

Jones, D. R.; Young, S. D.

1994-01-01

Two studies are being conducted to address airport surface movement area safety and capacity issues by providing enhanced situational awareness information to pilots. One study focuses on obtaining pilot opinion of the Runway Status Light System (RSLS). This system has been designed to reduce the likelihood of runway incursions by informing pilots when a runway is occupied. The second study is a flight demonstration of an rate integrated system consisting of an electronic moving map in the cockpit and display of the aircraft identification to the controller. Taxi route and hold warning information will be sent to the aircraft data link for display on the electronic moving map. This paper describes the plans for the two studies.

KSC-07pd0909

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- On the KSC Shuttle Landing Facility, the Starfighter F-104 starts to taxi to the runway. The pilot is Rick Svetkoff; the co-pilot is Dave Waldrop. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

KSC-07pd0910

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- From the KSC Shuttle Landing Facility, the Starfighter F-104 picks up speed on the runway for takeoff. The pilot is Rick Svetkoff; the co-pilot is Dave Waldrop. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

Friction Stir Welding of GR-Cop 84 for Combustion Chamber Liners

NASA Technical Reports Server (NTRS)

Russell, Carolyn K.; Carter, Robert; Ellis, David L.; Goudy, Richard

2004-01-01

GRCop-84 is a copper-chromium-niobium alloy developed by the Glenn Research Center for liquid rocket engine combustion chamber liners. GRCop-84 exhibits superior properties over conventional copper-base alloys in a liquid hydrogen-oxygen operating environment. The Next Generation Launch Technology program has funded a program to demonstrate scale-up production capabilities of GR-Cop 84 to levels suitable for main combustion chamber production for the prototype rocket engine. This paper describes a novel method of manufacturing the main combustion chamber liner. The process consists of several steps: extrude the GR-Cop 84 powder into billets, roll the billets into plates, bump form the plates into cylinder halves and friction stir weld the halves into a cylinder. The cylinder is then metal spun formed to near net liner dimensions followed by finish machining to the final configuration. This paper describes the friction stir weld process development including tooling and non-destructive inspection techniques, culminating in the successful production of a liner preform completed through spin forming.

Friction Stir Weld Tooling Development for Application on the 2195 Al-Cu-Li Space Transportation System External Tank

NASA Technical Reports Server (NTRS)

Loftus, Zachary; Arbegast, W. J.; Hartley, P. J.

1998-01-01

Friction Stir Welding (FSW) is a new and innovative solid-state joining process which can be applied to difficult-to- weld aluminum alloys. However, the large forces involved with the process have posed a production tooling challenge. Lockheed Martin Michoud Space Systems has overcome many of these challenges on the Super Lightweight External Tank (ET) program. Utilizing Aluminum-Copper-Lithium alloy 2195 in the form of plate and extrusions, investigations of FSW process parameters have been completed. Major loading mechanisms are discussed in conjunction with deflection measurements. Since the ET program is a cryogenic application, a brief comparison of cryogenic material properties with room temperature material properties is offered for both FSW and fusion welds. Finally, a new approach to controlling the FSW process from a load perspective is introduced. Emphasis will be put on tooling development, as well as the impact of tooling design and philosophy on Friction Stir Weld success probability.

Development of the Runway Incursion Advisory and Alerting System (RIAAS): Research Summary

NASA Technical Reports Server (NTRS)

Jones, Denise R. (Technical Monitor); Cassell, Rick

2005-01-01

This report summarizes research conducted on an aircraft based Runway Incursion Advisory and Alerting System (RIAAS) developed under a cooperative agreement between Rannoch Corporation and the NASA Langley Research Center. A summary of RIAAS is presented along with results from simulation and flight testing, safety benefits, and key technical issues.

Visibility Variability at Seattle, WA and Portland, OR : Insights into the Impacts of Runway Visual Range (RVR) Measurements on Aviation Operations.

DOT National Transportation Integrated Search

2001-01-14

The FAA's new generation Runway Visual Range (RVR) : system was first placed into service in 1994 at several : key airports in the United States. During the last three : years, the Volpe National Transportation Systems Center : has monitored RVR data...

Construction, maintenance, and operation of a glacial runway : McMurdo Station, Antarctica

DOT National Transportation Integrated Search

1998-03-01

On February 7, 1994, a C-141 departed Christchurch, New Zealand, and landed on the 3050-m (10,000-ft) Pegasus glacial ice runway, located on the Ross Ice Shelf 13 km (8 mi) south of McMurdo, Antarctica. This event marked the final test for a five-yea...

STS-49 Endeavour, OV-105, landing on concrete runway 22 at EAFB, California

NASA Technical Reports Server (NTRS)

1992-01-01

STS-49 Endeavour, Orbiter Vehicle (OV) 105, glides above concrete runway 22 at Edwards Air Force Base (EAFB), California, just before main landing gear (MLG) touchdown. Nose landing gear (NLG) is also deployed during the landing sequence. Landing occurred at 1:36:38 pm (Pacific Daylight Time (PDT)).

STS-33 Discovery, OV-103, approaches concrete runway 04 at EAFB, California

NASA Technical Reports Server (NTRS)

1989-01-01

STS-33 Discovery, Orbiter Vehicle (OV) 103, approaches runway 04 at Edwards Air Force Base (EAFB), California. OV-103 with landing gear deployed is silhouetted against the orange sky of a sunset as it glides over the mountains. The landing occurred at 16:31:02 pm Pacific Standard Time (PST).

Aircraft and avionic related research required to develop an effective high-speed runway exit system

NASA Technical Reports Server (NTRS)

Schoen, M. L.; Hosford, J. E.; Graham, J. M., Jr.; Preston, O. W.; Frankel, R. S.; Erickson, J. B.

1979-01-01

Research was conducted to increase airport capacity by studying the feasibility of the longitudinal separation between aircraft sequences on final approach. The multidisciplinary factors which include the utility of high speed exits for efficient runway operations were described along with recommendations and highlights of these studies.

77 FR 64836 - Notice of Availability of Draft Environmental Impact Statement (DEIS), Draft Section 4(f...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-10-23

... DEIS for Proposed Runway Safety Area Improvements at the Kodiak Airport, Kodiak, AK AGENCY: Federal... advise the public that a Draft Environmental Impact Statement (DEIS) for proposed Runway Safety Area... the DEIS can be submitted to the individual listed in the section, FOR FURTHER INFORMATION CONTACT. A...

78 FR 76383 - Notice of Passenger Facility Charge (PFC) Approvals and Disapprovals

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-17

...: LGA runways 4 and 31 runway safety area planning, environmental, and engineering. Brief Description of... Collection at EWR and Use at JFK at a $3.00 PFC Level: JFK taxiway P rehabilitation planning and engineering... delay reduction phase II--planning and engineering. Brief Description of Project Approved for Collection...

Ground winds for Kennedy Space Center, Florida (1978 version)

NASA Technical Reports Server (NTRS)

Johnson, D. L.; Brown, S. C.

1978-01-01

Ground level runway wind statistics are presented for the Kennedy Space Center, Florida area. Crosswind, headwind, tailwind, and headwind reversal percentage frequencies are given with respect to month and hour for the Kennedy Space Center Space Shuttle runway. This document supersedes NASA CR-128995 and should be used in place of it.

STS-111 commander, Ken Cockrell, greets dignitaries and recovery technicians on the runway at Edward

NASA Technical Reports Server (NTRS)

2002-01-01

STS-111 commander Ken Cockrell greets dignitaries and recovery technicians on the runway at Edwards Air Force Base following the landing of the space shuttle Endeavour on June 19, 2002. Behind Cockrell are (from left) mission specialists Philippe Perrin and Franklin Chang-Diaz and Shuttle pilot Paul Lockhart.

Fast-Time Evaluations of Airborne Merging and Spacing in Terminal Arrival Operations

NASA Technical Reports Server (NTRS)

Krishnamurthy, Karthik; Barmore, Bryan; Bussink, Frank; Weitz, Lesley; Dahlene, Laura

2005-01-01

NASA researchers are developing new airborne technologies and procedures to increase runway throughput at capacity-constrained airports by improving the precision of inter-arrival spacing at the runway threshold. In this new operational concept, pilots of equipped aircraft are cleared to adjust aircraft speed to achieve a designated spacing interval at the runway threshold, relative to a designated lead aircraft. A new airborne toolset, prototypes of which are being developed at the NASA Langley Research Center, assists pilots in achieving this objective. The current prototype allows precision spacing operations to commence even when the aircraft and its lead are not yet in-trail, but are on merging arrival routes to the runway. A series of fast-time evaluations of the new toolset were conducted at the Langley Research Center during the summer of 2004. The study assessed toolset performance in a mixed fleet of aircraft on three merging arrival streams under a range of operating conditions. The results of the study indicate that the prototype possesses a high degree of robustness to moderate variations in operating conditions.

Evaluation of pavement surface friction treatments : [technical summary].

DOT National Transportation Integrated Search

2011-01-01

The implementation of a pavement preservation program involves a learning curve with not only a determination to succeed, but also the courage to fail. Successful implementation of pavement preservation program requires knowledge of the performance o...

Motivational effects of methamphetamine as measured by the runway method using priming stimulation of intracranial self-stimulation behavior.

PubMed

Sagara, Hidenori; Kitamura, Yoshihisa; Sendo, Toshiaki; Araki, Hiroaki; Gomita, Yutaka

2008-04-01

Priming stimulation is known to promote the motivational effects of intracranial self-stimulation (ICSS) behavior. The runway method using priming stimulation can experimentally distinguish the reward and motivational effects of ICSS behavior. In this study, we examined the motivational effect of a drug as determined by the runway method using priming stimulation of ICSS behavior. Electrodes were implanted chronically into the medial forebrain bundle (MFB) of the rats. A lever for stimulation of the MFB was set on the opposite side of the start box in the apparatus. The rats were trained to obtain a reward stimulation (50-200 muA, 0.2 ms, 60 Hz) of the MFB by pressing the goal lever, and then priming stimulation of the MFB was applied. After priming stimulation, rats were placed in the start box of the runway apparatus and the time taken by the rat to press the lever was recorded. Priming stimulation frequency was significantly correlated with running speed (r=0.897, p<0.05). Methamphetamine (1, 3 mg/kg) induced an increase in running speed (F(3, 20)=16.257, p<0.01), and was further increased with increase in priming stimulation frequency. In addition, methamphetamine significantly enhanced the motivational effect. These results suggest that the runway method using priming stimulation of ICSS behavior may be an effective way to evaluate the enhancing effect of a drug on motivation.

Comparison of Different Control Schemes for Strategic Departure Metering

NASA Technical Reports Server (NTRS)

Idris, Husni; Shen, Ni; Saraf, Aditya; Bertino, Jason; Zelinski, Shannon

2016-01-01

Airports and their terminal airspaces are key choke points in the air transportation system causing major delays and adding to pollution. A solution aimed at mitigating these chokepoints integrates the scheduling of runway operations, flight release from the gates and ramp into the airport movement area, and merging with other traffic competing for downstream airspace points. Within this integrated concept, we present a simulation-based analysis of the departure metering process, which delays the release of flights into the airport movement area while balancing two competing objectives: (1) maintaining large enough queues at the airport resources to maximize throughput and (2) absorbing excess delays at the gates or in ramp areas to save on fuel consumption, emissions, noise, and passenger discomfort. Three metering strategies are compared which respectively attempt to control the number of flights that (1) left the gate but did not take off, (2) left the ramp but did not take off, and (3) spent their unimpeded transit time to the runway but did not take off. It was observed that under deterministic and demand uncertainty conditions, the first strategy performed better than the other two strategies in terms of maintaining the runway throughput while transferring a significant average delay of two minutes to the gate. On the other hand, under uncertainties of flight transit time and runway service rate, all the strategies struggled to delay flights at the gate without a significant impact on the runway throughput.

Columbia (STS-50) Landing

NASA Technical Reports Server (NTRS)

1992-01-01

As the orbiter Columbia (STS-50) rolled down Runway 33 of Kennedy Space Center's (KSC) Shuttle Landing Facility, its distinctively colored drag chute deployed to slow down the spaceship. This landing marked OV-102's first end-of-mission landing at KSC and the tenth in the program, and the second shuttle landing with the drag chute. Edwards Air Force Base, CA, was the designated prime for the landing of Mission STS-50, but poor weather necessitated the switch to KSC after a one-day extension of the historic flight. STS-50 was the longest in Shuttle program historyo date, lasting 13 days, 19 hours, 30 minutes and 4 seconds. A crew of seven and the USML-1 were aboard.

Space Shuttle Project

NASA Image and Video Library

1992-07-09

As the orbiter Columbia (STS-50) rolled down Runway 33 of Kennedy Space Center's (KSC) Shuttle Landing Facility, its distinctively colored drag chute deployed to slow down the spaceship. This landing marked OV-102's first end-of-mission landing at KSC and the tenth in the program, and the second shuttle landing with the drag chute. Edwards Air Force Base, CA, was the designated prime for the landing of Mission STS-50, but poor weather necessitated the switch to KSC after a one-day extension of the historic flight. STS-50 was the longest in Shuttle program historyo date, lasting 13 days, 19 hours, 30 minutes and 4 seconds. A crew of seven and the USML-1 were aboard.

KSC-2011-5849

NASA Image and Video Library

2011-07-21

CAPE CANAVERAL, Fla. -- Space shuttle Atlantis begins to disappear into the darkness as it rolls to a stop on Runway 15 on the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida for the final time. Atlantis marked the 26th nighttime landing of NASA's Space Shuttle Program and the 78th landing at Kennedy. It also was the final mission for the shuttle program. STS-135 was the 33rd and final flight for Atlantis, which has spent 307 days in space, orbited Earth 4,848 times and traveled 125,935,769 miles. For more information on the space shuttle era, visit www.nasa.gov/mission_pages/shuttle/flyout. Photo credit: NASA/Sandra Joseph and Kevin O'Connell

KSC-2011-5850

NASA Image and Video Library

2011-07-21

CAPE CANAVERAL, Fla. -- Space shuttle Atlantis disappears into the darkness as it rolls to a stop on Runway 15 on the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida for the final time. Atlantis marked the 26th nighttime landing of NASA's Space Shuttle Program and the 78th landing at Kennedy. It also was the final mission for the shuttle program. STS-135 was the 33rd and final flight for Atlantis, which has spent 307 days in space, orbited Earth 4,848 times and traveled 125,935,769 miles. For more information on the space shuttle era, visit www.nasa.gov/mission_pages/shuttle/flyout. Photo credit: NASA/Sandra Joseph and Kevin O'Connell

KSC-2011-5848

NASA Image and Video Library

2011-07-21

CAPE CANAVERAL, Fla. -- Space shuttle Atlantis begins to disappear into the darkness as it rolls to a stop on Runway 15 on the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida for the final time. Atlantis marked the 26th nighttime landing of NASA's Space Shuttle Program and the 78th landing at Kennedy. It also was the final mission for the shuttle program. STS-135 was the 33rd and final flight for Atlantis, which has spent 307 days in space, orbited Earth 4,848 times and traveled 125,935,769 miles. For more information on the space shuttle era, visit www.nasa.gov/mission_pages/shuttle/flyout. Photo credit: NASA/Sandra Joseph and Kevin O'Connell

KSC-2011-5851

NASA Image and Video Library

2011-07-21

CAPE CANAVERAL, Fla. -- Space shuttle Atlantis disappears into the darkness as it rolls to a stop on Runway 15 on the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida for the final time. Atlantis marked the 26th nighttime landing of NASA's Space Shuttle Program and the 78th landing at Kennedy. It also was the final mission for the shuttle program. STS-135 was the 33rd and final flight for Atlantis, which has spent 307 days in space, orbited Earth 4,848 times and traveled 125,935,769 miles. For more information on the space shuttle era, visit www.nasa.gov/mission_pages/shuttle/flyout. Photo credit: NASA/Sandra Joseph and Kevin O'Connell

KSC-02pd1866

NASA Image and Video Library

2002-12-07

KENNEDY SPACE CENTER, FLA. - Mrs. Daniel R. Mulville shakes hands with Kent V. Rominger, Deputy Director of Flight Crew Operations, on the runway of the Shuttle Landing Facility following the landing of Endeavour. Mrs. Mulville is the wife of Dr. Daniel R. Mulville, NASA Associate Deputy Administrator. In the group, from left are KSC Director Roy D. Bridges; Mrs. Mulville; Dr. Mulville (back to camera); James D. Halsell Jr., Manager of Launch Integration at KSC, Space Shuttle Program; Rominger; and STS-113 Commander James Wetherbee. Commander Wetherbee earlier guided Space Shuttle Endeavour to a flawless touchdown on runway 33 at the Shuttle Landing Facility after completing the 13-day, 18-hour, 48-minute, 5.74-million mile STS-113 mission to the International Space Station. Main gear touchdown was at 2:37:12 p.m. EST, nose gear touchdown was at 2:37:23 p.m., and wheel stop was at 2:38:25 p.m. Poor weather conditions thwarted landing opportunities until a fourth day, the first time in Shuttle program history that a landing has been waved off for three consecutive days. The orbiter also carried the other members of the STS-113 crew, Pilot Paul Lockhart and Mission Specialists Michael Lopez-Alegria and John Herrington, as well as the returning Expedition Five crew, Commander Valeri Korzun, ISS Science Officer Peggy Whitson and Flight Engineer Sergei Treschev. The installation of the P1 truss on the International Space Station was accomplished during the mission.

Information Requirements for Supervisory Air Traffic Controllers in Support of a Wake Vortex Departure System

NASA Technical Reports Server (NTRS)

Lohr, Gary W.; Williams, Daniel M.; Trujillo, Anna C.

2008-01-01

Closely Space Parallel Runway (CSPR) configurations are capacity limited for departures due to the requirement to apply wake vortex separation standards from traffic departing on the adjacent parallel runway. To mitigate the effects of this constraint, a concept focusing on wind dependent departure operations has been developed, known as the Wake Turbulence Mitigation for Departures (WTMD). This concept takes advantage of the fact that crosswinds of sufficient velocity blow wakes generated by aircraft departing from the downwind runway away from the upwind runway. Consequently, under certain conditions, wake separations on the upwind runway would not be required based on wakes generated by aircraft on the downwind runway, as is currently the case. It follows that information requirements, and sources for this information, would need to be determined for airport traffic control tower (ATCT) supervisory personnel who would be charged with decisions regarding use of the procedure. To determine the information requirements, data were collected from ATCT supervisors and controller-in-charge qualified individuals at Lambert-St. Louis International Airport (STL) and George Bush Houston Intercontinental Airport (IAH). STL and IAH were chosen as data collection sites based on the implementation of a WTMD prototype system, operating in shadow mode, at these locations. The 17 total subjects (STL: 5, IAH: 12) represented a broad-base of air traffic experience. Results indicated that the following information was required to support the conduct of WTMD operations: current and forecast weather information, current and forecast traffic demand and traffic flow restrictions, and WTMD System status information and alerting. Subjects further indicated that the requisite information is currently available in the tower cab with the exception of the WTMD status and alerting. Subjects were given a demonstration of a display supporting the prototype systems and unanimously stated that the WTMD status information they felt important was represented. Overwhelmingly, subjects felt that approving, monitoring and terminating the WTMD procedure could be integrated into their supervisory workload.

Calculation of Flight Deck Interval Management Assigned Spacing Goals Subject to Multiple Scheduling Constraints

NASA Technical Reports Server (NTRS)

Robinson, John E.

2014-01-01

The Federal Aviation Administration's Next Generation Air Transportation System will combine advanced air traffic management technologies, performance-based procedures, and state-of-the-art avionics to maintain efficient operations throughout the entire arrival phase of flight. Flight deck Interval Management (FIM) operations are expected to use sophisticated airborne spacing capabilities to meet precise in-trail spacing from top-of-descent to touchdown. Recent human-in-the-loop simulations by the National Aeronautics and Space Administration have found that selection of the assigned spacing goal using the runway schedule can lead to premature interruptions of the FIM operation during periods of high traffic demand. This study compares three methods for calculating the assigned spacing goal for a FIM operation that is also subject to time-based metering constraints. The particular paradigms investigated include: one based upon the desired runway spacing interval, one based upon the desired meter fix spacing interval, and a composite method that combines both intervals. These three paradigms are evaluated for the primary arrival procedures to Phoenix Sky Harbor International Airport using the entire set of Rapid Update Cycle wind forecasts from 2011. For typical meter fix and runway spacing intervals, the runway- and meter fix-based paradigms exhibit moderate FIM interruption rates due to their inability to consider multiple metering constraints. The addition of larger separation buffers decreases the FIM interruption rate but also significantly reduces the achievable runway throughput. The composite paradigm causes no FIM interruptions, and maintains higher runway throughput more often than the other paradigms. A key implication of the results with respect to time-based metering is that FIM operations using a single assigned spacing goal will not allow reduction of the arrival schedule's excess spacing buffer. Alternative solutions for conducting the FIM operation in a manner more compatible with the arrival schedule are discussed in detail.

NextGen Operations in a Simulated NY Area Airspace

NASA Technical Reports Server (NTRS)

Smith, Nancy M.; Parke, Bonny; Lee, Paul; Homola, Jeff; Brasil, Connie; Buckley, Nathan; Cabrall, Chris; Chevalley, Eric; Lin, Cindy; Morey, Susan;

KENNEDY SPACE CENTER, FLA. -- Two control towers are seen at the edge of the KSC Shuttle Landing Facility, the old one in front and the nearly completed new tower in back. The old tower stands only 20 feet above the runway surface, too low to see the launch pads to the east. During nighttime landing operations, those inside the tower have been hindered by the eight-billion candlepower xenon lights that illuminate the runway. The new control tower is built atop an existing mound, rising nearly 100 feet over the midpoint of the runway. The height gives controllers a spectacular 360-degree view of NASA-KSC and northern Brevard County. The new facility will also replace the SLF Operations Building. The operations building is home to the Military Radar Unit that monitors NASA-KSC airspace 24 hours a day, as well as runway light controls, navigational aids, weather and wind speed instrumentation, and gate controls. In the new tower, the computer displays will be fully modernized to Federal Aviation Administration standards with touch-screen technology. Construction on the new facility began in February 2003 and is nearly ready for occupancy. Only some final inspections and approvals remain. A support building and Public Affairs viewing deck, to be used for observing future landing operations, will be added and are already in work.

NASA Image and Video Library

2003-12-17

KENNEDY SPACE CENTER, FLA. -- Two control towers are seen at the edge of the KSC Shuttle Landing Facility, the old one in front and the nearly completed new tower in back. The old tower stands only 20 feet above the runway surface, too low to see the launch pads to the east. During nighttime landing operations, those inside the tower have been hindered by the eight-billion candlepower xenon lights that illuminate the runway. The new control tower is built atop an existing mound, rising nearly 100 feet over the midpoint of the runway. The height gives controllers a spectacular 360-degree view of NASA-KSC and northern Brevard County. The new facility will also replace the SLF Operations Building. The operations building is home to the Military Radar Unit that monitors NASA-KSC airspace 24 hours a day, as well as runway light controls, navigational aids, weather and wind speed instrumentation, and gate controls. In the new tower, the computer displays will be fully modernized to Federal Aviation Administration standards with touch-screen technology. Construction on the new facility began in February 2003 and is nearly ready for occupancy. Only some final inspections and approvals remain. A support building and Public Affairs viewing deck, to be used for observing future landing operations, will be added and are already in work.

Uncertainty Analysis for Oil-Film Interferometry Skin-Friction Measurement Techniques

NASA Technical Reports Server (NTRS)

Naughton, Jonathan W.; Brown, James L.; Merriam, Marshal (Technical Monitor)

1996-01-01

Over the past 20 years, the use of oil-film interferometry to measure the skin friction coefficient (C(sub f) = tau/q where tau is the surface shear stress and q is the dynamic pressure) has increased. Different forms of this oil-film technique with various levels of accuracy and ease of use have been successfully applied in a wide range of flows. The method's popularity is growing due to its relative ease of implementation and minimal intrusiveness as well as an increased demand for C(sub f) measurements. Nonetheless, the accuracy of these methods has not been rigorously addressed to date. Most researchers have simply shown that the skin-friction measurements made using these techniques compare favorably with other measurements and theory, most of which are only accurate to within 5-20%. The use of skin-friction data in the design of commercial aircraft, whose drag at cruise is 50% skin-friction drag, and in the validation of computational fluid dynamics programs warrants better uncertainty estimates. Additional information is contained in the original extended abstract.