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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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      <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>
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      <title>Angle of Attack Equipment for General Aviation Operations</title>
      <link>https://rip.trb.org/View/1392004</link>
      <description><![CDATA[The ultimate aim of this research is to provide pilots and instructors with information that could provide additional assistance to interpret the flight path & aircraft attitude relationship. The current analysis of angle of attach (AOA) displays is anecdotal in nature and there needs to be a rigorous study accomplished which solidifies the touted benefits by various industry groups. The expected outcomes of the project are: (1) Analysis of Best Practices and Development of Educational Materials; (2) Evaluate best practices and develop materials for utilization of AOA displays during stabilized approaches; (3) Altitude awareness enhancement; (4) Evaluate the relationship between AOA and the potential for precision approach paths during the approach and landing phases; (5) Stabilized Approach Analysis; (6) Perform a comprehensive analysis of the differences in the degree of stabilization between individuals with varying access to AOA displays and AOA education; and (7) Cost/Benefit/Risks. The Federal Aviation Administration (FAA) does not require AOA displays and, therefore, individuals may choose whether to install and use them. The team will perform a detailed analysis of the return on investment for the enhancement of safety to help pilots and owners determine to invest in the equipment.]]></description>
      <pubDate>Tue, 19 Jan 2016 16:03:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/1392004</guid>
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      <title>Runway Centerline Deviation Study</title>
      <link>https://rip.trb.org/View/1392181</link>
      <description><![CDATA[The objective of this project is to analyze the deviations from centerline of departing and arriving aircraft from active runways. The purpose of the project is toestimate the positions of aircraft relative to runway centerline along the course of aircraft departure and arrival profiles, so as to determine the amount of safety area may be required for specifications such as total pavement width, taxi lane separation, and safety area width to ensure against wingtip conflicts and base landing gear deviations from pavement, for relatively large aircraft on relatively small taxiways and runways.The estimation of deviations from runway and taxiway centerlines of moving aircraft was studied with some significance for the entry of new large aircraft, such as the Airbus A-380 and Boeing 787-800 into the commercial airport environment.  Such aircraft, often categorized as Group VI aircraft (aircraft with wingspans greater than 217’ wingspans), were studied for the possibility of their use on runways and taxiways originally designed for smaller (group V) aircraft.  However, as general aviation aircraft evolve, from the proliferation of larger piston aircraft to the introduction of personal jet aircraft (such as the Embraer Phenom 100 and Cirrus Jet), there may be a desire to allow these aircraft to utilize runways and taxiways of narrower width, which exist at many smaller general aviation airports.  In addition, for an existing fleet using the latest avionics technologies, the accuracy of landings, particularly in inclement weather, may be improving with respect to proximity to centerline on landing.  If such is the case, there may be some justification to consider reductions in required spacing between taxi lanes or distances from runway center line to pavement edges.  In other instances, however, there may be situations where aircraft unintentionally deviate from centerline due to adverse wind conditions, for example, or situations where aircraft intentionally deviate from centerline on arrival, for example, to make quick turns to an exit taxiway.  In any case, a more complete understanding of how and when aircraft deviate from centerlines is of great interest. This study will consist of a comprehensive empirical analysis of departures and arrivals of a variety of aircraft utilizing a number of general aviation airports, in particular, those that are owned, operated, or otherwise affiliated with Partnership to Enhance General Aviation Safety, Accessibility and Sustainability (PEGASAS) universities. From data collected, a statistical analysis of centerline deviations will be performed.  From these results a risk model may be developed to determine the best allowance of aircraft of varying landing gear configurations, wing spans, and approach speeds, to utilize runways and taxiways of various dimensional standards.]]></description>
      <pubDate>Tue, 19 Jan 2016 16:03:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1392181</guid>
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      <title>Ground Based Augmentation System (GBAS) Integrity Research for Category 3 Aircraft Precision Approach</title>
      <link>https://rip.trb.org/View/1361054</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 16 Jul 2015 01:00:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/1361054</guid>
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