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    <title>Research in Progress (RIP)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Impact of Facial Hair on Pilot Oxygen Mask Efficacy</title>
      <link>https://rip.trb.org/View/2736587</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) currently lacks modern empirical evidence to determine whether facial hair degrades the performance of contemporary pilot oxygen masks under operational emergency conditions. This creates uncertainty in FAA advisory guidance, operator policies, and potential regulatory decision-making regarding mask use, emergency procedures, and facial hair allowances.

This research will evaluate whether pilot oxygenation (SpO2) is maintained during high altitude airframe decompression events. Human subjects will complete controlled hypobaric hypoxia condition testing in the Civil Aerospace Medical Institute (CAMI) hypobaric chamber while first bearded and subsequently clean-shaven during quick-don oxygen mask use as tethered to a civilian aircraft oxygen system. The results will determine the impacts of facial hair on pilot oxygen mask efficacy with focus upon adequate pilot oxygenation at pressure-altitude (45,000’) that demands positive pressure gas supply and. Additionally, mask seal function will be tested at the normal cruising cabin pressure-altitude of 8,000’ to assess if smoke/fume/odor ingress is present with facial hair with focus upon preservation of oxygen gas rate of usage not to exceed the regulation that requires a minimum 15 minute supply. This research will directly inform potential revisions to 14 CFR §§, 91.211, 121.333, 121.337, 135.89, and AC120-43 as well as Technical Standard Orders TSO-C78, TSO-C89, and TSO-C99, and associated SAE oxygen system standards.]]></description>
      <pubDate>Mon, 27 Jul 2026 12:27:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2736587</guid>
    </item>
    <item>
      <title>Cannabis Use and Fitness-for-Duty Standards for Aviation Personnel</title>
      <link>https://rip.trb.org/View/2724767</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) Office of Aerospace Medicine faces an urgent need to establish clear, scientifically defensible, and operationally actionable fitness-for-duty standards for pilots and air traffic control specialists (ATCS) in the context of evolving federal cannabis policy. Recent federal actions, including Executive Order 14370 and subsequent partial rescheduling of cannabis, have created a dual-status regulatory environment (Schedule I recreational vs. Schedule III medical use), while DOT drug testing and FAA medical certification standards remain unchanged. This misalignment introduces significant operational risk by: (1) increasing the likelihood and normalization of cannabis use; (2) complicating disclosure and compliance; and (3) leaving the FAA without validated criteria to determine when individuals are no longer impaired. The central policy question is: Following cannabis use, what elapsed time ensures both (1) absence of operational impairment and (2) compliance with DOT drug testing requirements? Due to the urgency of near-term policy decisions and the inability to conduct new primary research in the required timeframe, the FAA requires structured, policy-relevant interpretation of existing scientific evidence. This project will deliver that capability through a National Academies–facilitated expert meeting series over ~12 months, enabling FAA policy development and implementation within 12–18 months.
]]></description>
      <pubDate>Tue, 07 Jul 2026 09:41:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724767</guid>
    </item>
    <item>
      <title>Operational Impacts of Women’s Health Factors on Pilot Availability and Certification</title>
      <link>https://rip.trb.org/View/2719307</link>
      <description><![CDATA[The number of certificated female pilots in the U.S. aviation system continues to increase and is projected to reach approximately 15–20 percent of the pilot workforce within the next decade. Current Federal Aviation Administration (FAA) medical certification policy, Aviation Medical Examiner (AME) guidance, and aeromedical training materials contain limited and inconsistent information addressing health factors specific to women pilots.
Women’s health factors—including pregnancy, postpartum recovery, hormonal therapies, menstrual disorders, and menopause—may temporarily affect medical eligibility, certification timelines, and operational availability. In the absence of a systematic, evidence-informed understanding of these factors, the FAA lacks the ability to anticipate certification impacts, promote consistency in AME decision-making, and support pilot workforce planning. This research will identify and characterize women’s health factors that influence pilot medical certification and availability, providing actionable insight to improve certification efficiency, reduce variability in aeromedical decision-making, and enhance forecasting of pilot availability. Results will inform targeted updates to FAA guidance, training, and policy materials without establishing new certification standards.
There are no statutory deadlines associated with this research; however, completion within 12 months is required to support near-term improvements to aeromedical guidance as the female pilot population continues to grow. The research requires collaboration with an external academic partner and Institutional Review Board (IRB) approval due to the use of human-subjects data.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:31:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2719307</guid>
    </item>
    <item>
      <title>Neurocognitive Validation &amp; Transition Study – Phase 1, Rev B</title>
      <link>https://rip.trb.org/View/2703851</link>
      <description><![CDATA[The Office of Aerospace Medicine is evaluating alternative neurocognitive screening tools to support pilot medical certification and reduce reliance on the Federal Aviation Administration's (FAA’s) current single-vendor, proprietary test, which presents continuity and operational risk if the product becomes unavailable or compromised. The FAA has partnered with multiple developers to produce derivative tests tailored for aviation use; however, an independent expert assessment is required to determine whether these tools are ready for operational deployment or require additional validation. This research will provide that assessment, ensuring that neurocognitive impairment relevant to pilot performance can be reliably identified before it presents safety risk, and will directly inform whether the derivative tools can be adopted as-is or whether further reliability, feasibility, or validation studies are needed to support future implementation decisions.]]></description>
      <pubDate>Mon, 18 May 2026 10:37:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2703851</guid>
    </item>
    <item>
      <title>Aeromedical HFACS Nanocode Review and Validation</title>
      <link>https://rip.trb.org/View/2646975</link>
      <description><![CDATA[The Office of Aerospace Medicine (AAM) has developed a specialized Human Factors Analysis and Classification System (HFACS) nanocode framework designed to systematically capture medical contributors to aviation accidents. This innovative taxonomy aims to link latent or undetected pilot health issues to unsafe acts and broader systemic oversight deficiencies, thereby enhancing the Federal Aviation Administration's (FAA’s) ability to understand and mitigate medically related accident risks. However, before this framework can be operationalized within FAA safety programs, it requires rigorous, independent validation to ensure its reliability, usability, and overall effectiveness in real-world applications. The core objective of this research is to evaluate whether the nanocode system accurately identifies causal medical factors in aviation accidents and supports improved aeromedical decision-making. To achieve this, the study will address key questions: How consistently can trained analysts apply the nanocode framework to actual accident cases? Does the framework clearly capture essential medical and supervisory contributors to unsafe acts? And, what refinements are necessary to enhance its clarity, usability, and integration with other FAA safety analysis systems? The answers to these questions will determine the readiness of the framework for widespread implementation and inform future training, oversight protocols, and policy guidance within the FAA’s aeromedical and safety assurance ecosystems.]]></description>
      <pubDate>Thu, 08 Jan 2026 08:56:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646975</guid>
    </item>
    <item>
      <title>Use of a Synthetic Vision Guidance System (SVGS) as a Category III (CAT III) Rollout Aid </title>
      <link>https://rip.trb.org/View/2646191</link>
      <description><![CDATA[A human-in-the-loop (HITL) simulation will be conducted to provide human factors data to aid in determining whether an Synthetic Vision Guidance System (SVGS) on a head-up display HUD, a head-down display (HDD), and/or both displays is an acceptable substitute for the visual references and flight guidance and control systems currently required to conduct manual Cagegory III (CAT III) Rollout (RO) operations. This research will examine the use of an SVGS throughout the entire CAT III flight operation (approach, landing, and RO), with a specific focus on the landing and RO, when an SVGS is used in lieu of a traditional fail-passive RO system, to determine if pilot performance, pilot workload, and crew coordination during landing and RO with an SVGS are comparable to existing levels during currently approved operations using a traditional fail-passive CAT III landing and RO system. While CAT III operations can also be conducted using other CAT III aircraft systems, such as fail-operational automatic landing and RO systems, or hybrid CAT III systems with fail-operational and fail-passive components, those systems and operational concepts are not within the scope of this research. Results from this research can inform safety risk management decisions and provide a basis to expand operational credit for SVGS technologies. The empirical data from this research can inform low visibility operation (LVO) policy and guidance decisions related to the use of an SVGS. These decisions may result in the authorization of lower CAT III minima for aircraft equipped with a fail-passive CAT III system at existing CAT III runways. This research may also expand LVO benefits to aircraft operators that have an SVGS but lack a fail-passive CAT III RO system.]]></description>
      <pubDate>Mon, 29 Dec 2025 12:31:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646191</guid>
    </item>
    <item>
      <title>Assessment of Pilot Workload in Non-Vertical Navigation (VNAV) Aircraft during Simultaneous Parallel Approach Operations</title>
      <link>https://rip.trb.org/View/2582403</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) minimum capabilities list (MCL) recommends operators equip with autopilot coupled vertical navigation (VNAV) to enable performance-based navigation (PBN) operations. FAA data indicated a gap in VNAV equipage across 14 Code of Federal Regulations (CFR) Part 121 aircraft operators. Current FAA requirements do not allow an aircraft without coupled autopilot (lateral navigation, vertical navigation) and/or flight director (FD) guidance (lateral, vertical) to conduct area navigation (RNAV) instrument approach procedures (IAPs) during simultaneous approach operations. The VNAV equipage gap and current FAA requirements limit the use of existing PBN procedures and overall participation rates. Human factors research data is needed to understand pilot workload when conducting RNAV IAPs in an aircraft without coupled autopilot and/or FD guidance during simultaneous approach operations. Results from this research can provide a basis for FAA safety risk management (SRM) decisions.]]></description>
      <pubDate>Tue, 29 Jul 2025 13:02:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582403</guid>
    </item>
    <item>
      <title>Evaluation of Human Factors and Crew Coordination Aspects of Dual Head-up Display (HUD) Category (CAT) III Operations Compared to Single HUD CAT III Operations</title>
      <link>https://rip.trb.org/View/2533790</link>
      <description><![CDATA[Research is required to support the development of human factors regulatory and guidance material for the use of dual head-up display (HUD) during approach in low visibility conditions where required visual references and critical information from the surrounding environment is difficult or impossible to see using natural vision. This ongoing research will help bound human capabilities and human performance with dual HUD equipment, including: (1) Determinations as to the basis and limitations of operational approvals based on demonstrated human performance; (2) What operational mitigations might need to be developed based on human performance; (3) What training will need to be developed; and (4) What recent flight experience and proficiency requirements would be necessary to support acceptable human performance for dual HUD CAT III operations. 

The objective of this research is to understand how using HUD technology effects pilot performance, even in conditions when a HUD is not required, such as during a visual segment of flight. Amplification Statement: The objective of this research is to: Determine if dual HUD provides the pilot monitoring (PM) with active monitoring capabilities (e.g., early detection of flightpath changes, acquisition of required visual references) during CAT III flight operations. Identify the pilot performance impacts and crew coordination impacts of dual HUD vs. single HUD (baseline) during CAT III flight operations.]]></description>
      <pubDate>Tue, 01 Apr 2025 14:20:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2533790</guid>
    </item>
    <item>
      <title>Use of a Monocular Head-Worn Display (HWD) With and Without an Enhanced Flight Vision System (EFVS) to Conduct Lower-than-Standard Approach and Landing Minima Flight Operations</title>
      <link>https://rip.trb.org/View/2533787</link>
      <description><![CDATA[When flying a Special Authorization Category I (SA CAT I) instrument landing system (ILS) approach, pilots may use a Head-Up Display (HUD), which presents flight symbology on a transparent screen so that the pilot can view primary flight information while looking out the window, along the flightpath. Pilots can also use an Enhanced Flight Vision System (EFVS) on a HUD during this operation, which provides a real-time sensor image of the forward view to enhance runway awareness when transitioning to visual flight references.  The Head-Worn Display (HWD) is an emerging technology in civil aviation that is designed to provide the benefits of a HUD; however, the unique optical and physical characteristics of the HWD may change the existing levels of pilot performance and workload during SA CAT I operations flown with a HUD. When flying with a monocular HWD, binocular rivalry occurs, which may impact pilot performance and workload. This raises questions about whether pilot performance and workload are significantly impacted during manual SA CAT I flight operations where the pilot flying (PF) uses a monocular HWD with and without an EFVS. To address this concern, a study was carried out in which 11 pilot crews, made up of 22 Airline Transport Pilot (ATP) Captains, flew manual SA CAT I approach, landing, and rollout scenarios in a Boeing 737 Level D-equivalent flight simulator with a HUD and monocular HWD, with and without an EFVS, and in day and night ambient lighting conditions. Pilots rated their workload during each scenario using the National Aeronautics and Space Administration Task Load Index (NASA-TLX). The findings of the study suggest that a monocular HWD may not have a significant negative impact on a pilot’s ability to manage most aspects of the flightpath during an SA CAT I operation; however, the monocular HWD elevated pilot workload. The monocular HWD also caused increased glideslope deviation during the instrument segment and increased deviation from the runway centerline during rollout. However, these increases were small, and may not translate to operational significance. While the use of an EFVS did not impact any aspects of pilot performance or workload, pilots reported that it enhanced their awareness of the runway environment when transitioning from instrument to visual flight references; however, it was reported to be a hindrance when transitioning to flare, landing, and rollout regardless of whether it was implemented on a HUD or a monocular HWD. ]]></description>
      <pubDate>Tue, 01 Apr 2025 14:13:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2533787</guid>
    </item>
    <item>
      <title>Virtual Immersive Simulation for Training with Drones (VISTA)</title>
      <link>https://rip.trb.org/View/2526443</link>
      <description><![CDATA[Unmanned Aircraft Systems (UAS) are viewed as crucial elements in the ecology of smart cities and mobility, their rapid advancement has transformed industries ranging from agriculture and logistics to emergency response and environmental monitoring. As the utilization of UAS continues to expand in various industrial sectors and play an increasingly vital role in modern society, there is an increasing need to train and prepare UAS pilots who will be capable of navigating complex operational environments and adhering to regulatory standards. This research will develop a cost-effective, accessible, and safe training approach that will equip prospective UAS pilots with the necessary skills, knowledge, and hands-on experience.  This project will design and deliver an educational digital experience to both K-12 and higher education students who are interested in pursuing a career as UAS (also known as drone) pilots. 

Traditional UAS training approaches often require significant resources including a special training environment and equipment, which presents barriers to educational institutions. This project will investigate a Virtual Reality (VR)-based immersive hands-on drone operations training program designed to introduce K-12 and higher education students to foundational concepts, basic maneuvering, and advanced applications of UAS operations. VR technology offers a unique opportunity to simulate realistic drone operation scenarios providing a cost-effective, immersive approach to UAS training, enabling K-12 and higher education institutions with limited resources to offer hands-on experience to a broader range of students without the need for physical drones. Additionally, as it allows new pilots and learners to practice essential skills and safety protocols in a virtual space, VR technology mitigates the risks and costs associated with inexperience, ensuring both learner safety and equipment preservation.
              ]]></description>
      <pubDate>Wed, 19 Mar 2025 08:33:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2526443</guid>
    </item>
    <item>
      <title>Aeromedical Information Sharing and Data Analysis Public Private Partnership – Phase 2</title>
      <link>https://rip.trb.org/View/2518972</link>
      <description><![CDATA[The Federal Aviation Administration's (FAA’s) Office of Aerospace Medicine aims to collaborate with Part 121 operators by FY26 to modernize pilot medical certification policies through a Safety Management System framework. Currently, the FAA lacks evidence linking pilot medical hazards to proactive safety outcomes (degraded performance), relying instead on historical events like accidents or incapacitations. To address this, the Office sponsored a phase 1 feasibility study for a Public-Private Partnership (PPP) between FAA and industry to advance aeromedical safety. That study confirmed the viability and industry support for a focused PPP, the Aeromedical Certification Collaborative (ACC), and proposed a collaboration framework and an initial study. Phase 2 will operationalize this framework by conducting one or two ACC-defined studies and formalizing how the collaborative works together as needed to sustain this unique and impactful research partnership. ]]></description>
      <pubDate>Tue, 04 Mar 2025 14:56:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2518972</guid>
    </item>
    <item>
      <title>Pilot Medical Disclosure Decision Making Model for Safety Risk Assessments</title>
      <link>https://rip.trb.org/View/2518967</link>
      <description><![CDATA[The Office of Aerospace Medicine (AVS/AAM) requires development of a pilot medical disclosure decision making model in FY25-26 to support current and future safety risk assessments. Following the Mental Health Aviation Rulemaking Committee's recommendation, AVS/AAM conducted a joint safety risk assessment on pilot medical non-disclosure in Q4FY24-Q1FY25. The assessment identified the need for a validated model of pilot medical disclosure decision-making to better estimate safety risks.]]></description>
      <pubDate>Tue, 04 Mar 2025 14:15:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2518967</guid>
    </item>
    <item>
      <title>Safety Risk Management Model for Pilot Medical Hazard Non-Disclosure</title>
      <link>https://rip.trb.org/View/2518965</link>
      <description><![CDATA[The Federal Aviation Administration's (FAA’s) Office of Aerospace Medicine requires a quantitative risk model for use in a Safety Risk Management (SRM) Panel to assess the risk of undisclosed pilot medical conditions. The AAM Safety Council identified the need for just in time research to develop a quantitative, probabilistic risk assessment model that will yield likelihood and severity estimates that can be assessed in terms of FAA risk thresholds as defined in FAA Order 8040.4C. This risk model needs to address uncertainty about hazard (medical condition) prevalence in the pilot population, rates of pilot non-disclosure and subsequent healthcare avoidance, and the mitigating effect of preventive (medical standards, preflight self-assessments, and medical treatment) and recovery (dual pilot operations and auto recovery systems) controls on the occurrence of pilot total or partial incapacitation and/or its propagation to loss of aircraft control resulting in an accident. It is anticipated that this type of model will also be needed to address the SRM recommendation made by the Mental Health and Aviation Medical Clearances Aviation Rulemaking Committee (ARC) in April 2024.]]></description>
      <pubDate>Tue, 04 Mar 2025 13:50:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2518965</guid>
    </item>
    <item>
      <title>Independent Review Panel to Assess Criteria for Alternative Neurocognitive Tests Validation</title>
      <link>https://rip.trb.org/View/2508959</link>
      <description><![CDATA[The Office of Aerospace Medicine is developing alternative neurocognitive screening tests, partnering with three neurocognitive test developers to create derivative tests tailored to Federal Aviation Administration (FAA) requirements and supported by pilot normative data. However, the neuropsychology community of practice has expressed concerns about the need for revalidation of the derivative tests before clinical adoption. Therefore, an Independent Review Panel is required as soon as practical to evaluate the tests objectively and provide guidance on further development to ensure scientific validity, adherence to professional standards, and alignment with FAA requirements.]]></description>
      <pubDate>Wed, 12 Feb 2025 11:07:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2508959</guid>
    </item>
    <item>
      <title>Noninferiority Trial of a Simulated Kiosk for Remote Aviation Medical Exams</title>
      <link>https://rip.trb.org/View/2499023</link>
      <description><![CDATA[Federal Aviation Administration (FAA) pilot stakeholders have raised concerns about limited access to Aviation Medical Examiners (AMEs) and Human Intervention Motivation Study (HIMS) AMEs in some U.S. regions due to rising demand and a shrinking examiner pool. This mirrors broader U.S. healthcare trends, where telemedicine is addressing provider shortages. To transition pilot exams from in-person to remote, the FAA’s Office of Aerospace Medicine requires evidence that remote exams are as effective as in-person ones. This builds on prior research showing that telemedicine technology can meet pilot medical exam needs. Since exams are performed by designated providers, this research will require collaboration with a healthcare system.]]></description>
      <pubDate>Tue, 28 Jan 2025 11:24:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2499023</guid>
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