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Federal Aviation Administration William J. Hughes Technical Center PowerPoint Presentation
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Federal Aviation Administration William J. Hughes Technical Center

Federal Aviation Administration William J. Hughes Technical Center

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Federal Aviation Administration William J. Hughes Technical Center

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  1. AIRPORT SAFETY TECHNOLOGY RESEARCH Ryan E. King 29th Annual Airport Conference February 28 – March 02, 2006 Federal Aviation Administration William J. Hughes Technical Center

  2. Introduction Airport Safety Research and Development Section Our Workload Focuses on … • Surface Safety • Engineered Material Arresting Systems • Airport Design • Taxiway Deviation Study • Alternative Groove Shape

  3. $ Safety Standards Workflow Typical Workflow Structure Accidents/Incidents (Causal Factors) • Emerging Technologies • System Demands Airport Safety Technology Workload

  4. Surface Safety AC No: 150/5220-22 The Surface Safety R&D program focuses on technologies that will mitigate causal factors and reduce the risks associated with accidents resulting from slippery runway conditions Surface Conditions Snow Rubber Deposits Ponded Water Slush Ice Contributing Factors Long Landing Sub-Standard RSA Mechanical Failure Aborted Take-off Accidents Injury Death Damage

  5. Surface Safety Proactive Approach

  6. AC No: 150/5220-22 EMAS Engineered Material Arresting System Concept:An EMAS is designed to stop an overrunning aircraft by exerting predictable deceleration forces on its landing gear as the EMAS material crushes. It must be designed to minimize the potential for structural damage to aircraft, since such damage could result in injuries to passengers and/or affect the predictability of deceleration forces. Engineered Materials: High energy absorbing materials of selected strength, which will reliably and predictably crush under the weight of an aircraft.

  7. EMAS Located in the RSA Highway JFK Int’l, NY Burbank, CA Water

  8. Current Work Long Term Environmental Durability • Purpose • Evaluate long term durability of EMAS with respect to environmental conditions • Approach • Instrumented Test Bed • Temperature Sensors (cast-in-place) • Load Sensors (moisture content) • Relative humidity sensors (between blocks) • Local Weather Station • Trend Analysis

  9. Instrumentation of Test Bed

  10. Durability Test Bed

  11. Future Work Possibilities • Measurement of Surface Condition • Reporting Surface Condition to End Users • Emerging Technologies • Aircraft Arresting Concepts • Heated Pavements

  12. Airport Design Standards Research Airport Design AC No: 150/5300-13 Research and Development The Airport Design R&D program supports the proactive review and/or the revision of existing airport design standards that are affected by emerging airport based technology.

  13. Taxiway Wander Study Background Phase One JFK Study - Multiyear Study at JFK International Airport focusing of NLA (A-380) Operations of DGV Airport Taxiways (Widths) ANC Study - Multiyear Follow-on study at Anchorage International Airport, AK also focusing on A-380 ops on DGV Taxiways (Widths) Phase Two JFK Study - JFK International Airport focusing of NLA (A-380) Operations of DGV Airport Taxiways (Separations and Clearances)

  14. Taxiway Wander Study Current SFO Study - Study at San Francisco International Airport • Taxiway Design Standards applied to Design Group IV and V operations

  15. PC Typical Collection System Layout Taxiway 108 feet Laser Laser Laser Laser Cellular Modem Not to Scale

  16. Data Collection Nose Gear Main Gear

  17. Taxiway Wander Study Renewed Focus, Same Methodology • Conduct a multiyear study focusing on centerline wander of taxiing airplanes at Design Group (DG) 2, DG3, and DG4 Airports • Use findings to support potential revisions to FAA generic taxiway design equations • Parallel Taxiway = 1.2 x Wingspan +10 feet • Parallel Taxilane = 0.6 x Wingspan +10 feet (The 10 foot safety buffer remains unchanged) Location is TBD

  18. Taxiway Wander Study Results • Engineering Brief for A-380 Operations on DGV Airports • ICAO proposed changes based onFAA Taxiway Wander Studiesas well as studies conducted in Europe and Australia ICAO Aerodrome Working Group delegation recommended changes to Annex 14 • Reduced Parallel Taxiway Separation • Reduced Taxiway to Object Separation

  19. Alternative Groove Shape Background

  20. Alternative Groove Shape Demonstration Side by side comparison of Trapezoidal Grooves and Standard Grooves under heavy Gear Load Traffic using multiple wheel arrangements. • Data collection • periodic surface profiles • texture • outflow metering • visual observation.

  21. Grooved Section 20ft x 55ft Grooved Section 20ft x 55ft WEST EAST T5 MRC T7 MRS T4 T6 MRG 425 400 325 300 625 600 525 500 Transition 6 Transition 5 Transition 4 Transition 7 Alternative Groove Shape Description

  22. 2 ft Grooved Section Detail Transition 5 (Same for Transition 6) Standard Groove Trap. Groove 60 ft 56 ft 2 ft 10 ft 10 ft 400 425 WEST EAST

  23. Alternative Groove Shape Pictures Square Trapezoidal Trapezoidal

  24. Alternative Groove Shape Pictures – Post Traffic Cycles Un-trafficked Trafficked

  25. T5 / North I / Trapezoidal Pass Number 0 1584 5082 8712 10362 Alternative Groove Shape Sample Profile Data – Trapezoidal Grooves

  26. T5 / North I / Standard Pass Number 0 1584 5082 8712 10362 Alternative Groove Shape Sample Profile Data – Standard Grooves

  27. Further Information FAA Airport Technology R&D Programs http://www.airporttech.tc.faa.gov FAA Advisory Circulars – Airports (Series 150) http://www.faa.gov/arp/150acs.cfm