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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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    <item>
      <title>NextGen Human Factors of Head-Worn Displays for Civil Aviation</title>
      <link>https://rip.trb.org/View/2434117</link>
      <description><![CDATA[The approach and landing phase of flight is among the most safety-critical operations in civil aviation, particularly when outward visibility is limited by weather. To mitigate risks of this operation, pilots fly with a Head-Up Display (HUD), which presents flight symbology on a transparent screen at a focal distance of optical infinity so that the pilot can view primary flight information while maintaining visual contact with the runway. The Head-Worn Display (HWD) is an emerging technology in civil aviation that is designed to provide the benefits of a HUD; however, it may incorporate optical differences that impact pilots’ performance and workload while they fly. HWDs can be binocular (i.e., displaying symbology to both eyes) or monocular (i.e., displaying symbology to a single eye). HWDs may also present symbology at a focal distance nearer than optical infinity. When flying with a monocular HWD, binocular rivalry may occur, subsequently impacting the pilot’s ability to use the symbology and imposing greater demands on the pilot’s attention. This raises questions about whether using a monocular HWD impact pilots’ flying performance, elevates workload, and increases the risk of attentional tunneling. Pilot performance and workload may also be impacted if the focal distance of the HWD symbology is nearer than optical infinity. To address these concerns, a study was carried out in which 48 Airline Transport Pilot Captains flew approach and landing scenarios with varying visibility levels, some of which included abnormal events, in a Boeing 737 Level D-equivalent flight simulator while using flight symbology presented on a HUD, binocular HWD, or monocular HWD. Pilots rated their workload during each scenario using the NASA Task Load Index (TLX). Ultimately, this research contributes to the understanding of how visual attention is impacted by monocular viewing and provides practical takeaways for the use of a HWD in lieu of a HUD during low-visibility approach and landing flight operations. ]]></description>
      <pubDate>Thu, 26 Sep 2024 14:59:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2434117</guid>
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    <item>
      <title>Feasibility of UAM Vertiport Land Use and Location Planning</title>
      <link>https://rip.trb.org/View/2286654</link>
      <description><![CDATA[The future of Urban Air Mobility (UAM) highlights tremendous economic opportunities and a major shift in the delivery of services and products globally. The future growth of UAM is due to the multiple benefits it provides including improving emergency and natural disaster response, facilitating commercial package delivery, and in the long-run, integration with existing transportation and commuter system (air taxies). While these may provide a tremendous opportunity, the feasibility of developing the required infrastructure has not been explored in Utah.

The recently passed S.B. 122 (2022) mandates that Utah Department of Transportation (UDOT) assess options, feasibility, and progress towards the implementation of advanced air mobility. Further, the investigation should identify potential assets and development plans for future implementation. Previous work by the principal investigator (PI) and team provides a foundation for these efforts. The PI’s previous UTRAC project (ending April 22) has resulted in a parcel suitability map for the WFRC. The map was generated from a complex series of geospatial data and rules to answer, theoretically, where vertiports for UAV delivery and UAM could be located. In response to Senate Bill 218 (2021), UDOT is currently contracting with WSP, which is tasked with providing a corridor assessment and plan for future UAV/UAM flights. WSP will be using the suitability map to help inform this plan. Additionally, Utah businesses, such as Flight Level Engineering, LLC, are striving to develop national leadership in UAM infrastructure development. However, these combined efforts have been developed in isolation and engagement with communities has been extremely limited. This makes the assessment of feasibility extremely difficult; it is imperative that community partners and government agencies understand how planning, regulation, and infrastructure are needed to be woven together to evaluate the efficacy and feasibility of site implementation. Engagement with communities and testing to assess the feasibility can provide an essential step in meeting SB 122 and support planning efforts for communities across Utah.

]]></description>
      <pubDate>Mon, 06 Nov 2023 17:13:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2286654</guid>
    </item>
    <item>
      <title>Vertiport Systems Integration and Location Assessment</title>
      <link>https://rip.trb.org/View/2286651</link>
      <description><![CDATA[The future of Urban Air Mobility (UAM) highlights tremendous economic opportunities and a major shift in the delivery of services and products globally. The future growth of UAM is due to the multiple benefits it provides including improving emergency and natural disaster response, facilitating commercial package delivery, and in the long-run, integration with existing transportation and commuter system (air taxies). Senate Bill 161, “Advanced Air Mobility (AAM) Revisions” sponsored by Senator Harper and Representative Christofferson was crafted in 2023 Session to explore how Utah might leverage itself toward the future of UAM. The bill requires Utah Department of Transportation (UDOT) to study a range of different issues within AAM, including to better understand vertiport locations and related infrastructure. Within this context, the bill further lays out specific elements that need to be studied, those include: (1) identification of suitable locations for vertiport infrastructure and parking infrastructure for vertiports in metropolitan areas; (2) identification of commuter rail stations that may be suitable for vertiport placement; and (3) identification of underutilized parking lots and parking structures for vertiport infrastructure placement.

The major challenges toward fulfilling these elements are the lack of mechanisms and scope for how these will be studied, and the limited tools currently available to conduct this study. Inevitably, this work lends itself to a structured and systematic research approach that bridges knowledge in Uncrewed Aerial Systems, geospatial analytics and land use planning.

]]></description>
      <pubDate>Mon, 06 Nov 2023 16:39:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2286651</guid>
    </item>
    <item>
      <title>Develop Airfield Design Guidelines for Large Unmanned Aerial Systems (UAS)</title>
      <link>https://rip.trb.org/View/1645874</link>
      <description><![CDATA[Unmanned aerial systems (UAS) activity for civilian purposes continues to grow and expand as operators use UAS not only for surveillance, aerial photography, and infrastructure inspection, but also for disaster relief and commercial operations.
 
As airports consider introduction of larger UAS that need to use airports, there are a number of questions. It is unknown if (1) current airfield surfaces are adequate for use by unmanned aerial vehicles (UAVs) of similar-sized manned aircraft; (2) there is a design impact on capacity and safety; (3) airports should seek to integrate them with or segregate them from manned operations; and (4) in communities with multiple airports, communities should integrate UAS at the primary commercial service airport or design another airport for UAS.
 
As indicated in ACRP Research Report 212: UAS and Airports, Volume 2, Incorporating UAS into Airport Infrastructure Planning, airport planners and engineers are considering whether and how to update master plans/airport layout plans (ALPs) for UAS. As technologies advance, UAS operators will find airfield design guidelines useful to their business and operational decisions.  Many UAS operate in a manner similar to piloted aircraft and, therefore, need airfield facilities for their safe and efficient operation, but airfield facility planning guidance specifically tailored to address the unique needs of large UAS is limited.
 
The objective of this research is to develop guidelines for airfield design challenges, issues, and considerations for the unique operational needs of large UAS (currently greater than 55 lbs), considering safety and capacity at existing airfields of different types and sizes.  The primary audience for this research consists of airport managers, planners, UAS operators, and other stakeholders. 
 
The guidelines should address, but not be limited to the following: (1) integration vs. segregation of operational areas at airfields; (2) considerations for different UAS categories and capabilities; (3) integration of technology (e.g., command and control systems (C2), detect and avoid (DAA) systems, cybersecurity, infrastructure and utilities, etc.); (4) airport master planning,  including economic and cost considerations; (5) UAS support infrastructure (e.g., maintenance facilities, hangars, terminal, fueling, etc.); (6) environmental impacts (e.g., hazmat, noise, battery storage); and (7) approach surfaces and terminal airspace.]]></description>
      <pubDate>Mon, 12 Aug 2019 21:31:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/1645874</guid>
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    <item>
      <title>Advancing the Practice of State Aviation System Planning</title>
      <link>https://rip.trb.org/View/1478089</link>
      <description><![CDATA[A state aviation system plan provides agencies with an important planning tool to optimize overall system performance.  FAA Advisory Circular 150/5070-7, The Airport System Planning Process, outlines the basic elements of a system plan, yet it does not address specific components that may be unique to individual states.  While the advisory circular provides a good base from which to work, research is needed to guide practitioners on how system plans can better reflect emerging trends, optimize increasingly limited resources, identify roles and responsibilities in managing state aviation systems, and scope system plans that meet the unique needs of each state.
 
The objective of this research is to develop a guidebook for scoping, developing, and implementing state aviation system plans. The guidebook should build on FAA Advisory Circular 150/5070-7 and allow states and practitioners to tailor their plans to meet their specific needs and governance structures. ]]></description>
      <pubDate>Mon, 31 Jul 2017 11:16:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/1478089</guid>
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    <item>
      <title>Dissemination of ACRP Research Results</title>
      <link>https://rip.trb.org/View/1406519</link>
      <description><![CDATA[The Airport Cooperative Research Program (ACRP) has an outstanding reputation and is recognized as a credible industry research program, providing airport operating agencies research products on issues that are not being addressed by other research programs. Since its inception in 2006, the ACRP has received more than $96 million and approved a total of 426 research projects, more than 300 of which were completed as of December 2014. The results of this research investment have benefited many airport practitioners.  However, to secure its future in this rapidly changing industry, the ACRP requires a unified vision and a “roadmap” to guide the program’s priorities and activities. 
To provide this guidance, the organization engaged in a strategic planning process of introspective analyses and consultation with ACRP Oversight Committee (AOC) Members and ex-officio representatives.  As the ACRP seeks to continue providing solutions to practical problems faced by airport practitioners, the program needs to be ever more responsive to the changing needs of the industry. 
Positioning the ACRP at the forefront of future airport trends is a critical step to continue meeting the research needs of airport practitioners. The organization’s Strategic Plan for years 2015 through 2020 describes how we see the program pushing boundaries and embracing opportunities, and focuses on four key strategic priorities: 
(1)  Ensure that problem statements are of the highest quality and greatest relevance to the airport industry:  Problem statements must pose a significant, important question that can be investigated and that contributes to the airport knowledge base and repertoire of practices.  Problem statements should be geared toward addressing the most critical tactical, operational, managerial, technical, and process issues faced by airport operating agencies and practitioners. 
(2) Align program products with the interests of key audiences:  To foster the research program benefits, ACRP products and services should be aligned with the needs and best interests of their users and beneficiaries and presented in ways to maximize learning and implementation. 
(3) Expand and diversify product dissemination:  An essential objective of the ACRP is to inform the airport industry and decision makers by disseminating high quality and timely research products that provide near-term practical solutions to issues faced by airport practitioners. To better meet and satisfy user demands and real market needs for applied research, the research findings and products need to be distributed and communicated effectively, including adaptation of the research results to the needs of different audiences using different communication channels. 
(4)  Implement processes to monitor product quality, relevance, and timeliness:  To optimize the research value, continuous quality improvement and monitoring practices need to be integrated into the program to maximize the organization’s success in building relevance and quality into all of its products. 





































































































































































]]></description>
      <pubDate>Wed, 04 May 2016 13:13:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/1406519</guid>
    </item>
    <item>
      <title>Alternative Aviation Fuels Fire Safety</title>
      <link>https://rip.trb.org/View/1392188</link>
      <description><![CDATA[United States (US) firefighters were challenged with the introduction E85 fuels in 2008 as a large number of material and tactical changes were necessary by the fire service to ensure that interactions with synthetic fuel combustion and typical firefighting foams did not lead to dangerous situations for firefighters. The variety of drop-in aviation fuel blends with synthetic pathways introduces significant opportunity for similar differences negatively impacting the safety of the public and first responders. The Federal Aviation Administration Aircraft Rescue and Fire Fighting (FAA ARFF), due to the nature of short time and extreme urgency of effective response to preserve lives, will require characterization of the response challenges and training to provide incident commanders with awareness of the changes needed to make timely, effective and safe adjustments to tactical response. Recent advancements in alternative jet fuels and unleaded aviation gasoline replacement candidates have brought to our attention the need to investigate the efficiency of currently utilized fire extinguishing agents at the airports and aircraft. Firefighting foam has been the most commonly used extinguishing medium in the past years. Still, there are multiple varieties in the types of concentrates applied as well as the standards by which the foams get approved. International Civil Aviation Organization (ICAO), United Kingdom Civil Aviation Authority (CAA), FAA (Mil-F-24385), and Environmental Protection Agency (EPA) all have their test protocols for evaluating the capability of these foams. This results in multiple issues with technical variations. Thus, there is a need for evaluating the current certification protocols and specifications to alleviate compatibility concerns. The situation is further complicated by the recently approved alternative aviation fuels as the chemical differences are expected to impact the foams’ firefighting properties. With FAA’s goal of “1 billion gallons of sustainable drop-in jet fuel per year by 2018” in mind, Purdue research team will tackle this imminent challenge. The research will be executed concurrently between three teams of researchers. Dr. Kilaz’s team will be responsible for analyzing the alternative fuels (gas turbine and piston engine) to determine the chemical and physical properties that affect the performance and burn characteristics. The focus of the second team of researchers led by Dr. Qiao will be to determine the flammability limits, minimum ignition energy, and rate of fire spread of traditional and alternative aviation fuels. These properties are critical for fire safety predictions of fuels in ground handling and flight storage. Dr. Gore and Dr. Lucht will lead the third portion of this investigation towards developing an experimental fire facility at Purdue University which is capable of studying aviation fuels fire safety under a broad range of environmental conditions including ambient temperature, humidity, wind speeds and wind directions.]]></description>
      <pubDate>Tue, 19 Jan 2016 16:02:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/1392188</guid>
    </item>
    <item>
      <title>TAF Forecast Improvements 
</title>
      <link>https://rip.trb.org/View/1369329</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Fri, 18 Sep 2015 15:49:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369329</guid>
    </item>
    <item>
      <title>Sustainability FAA Greening Initiative
</title>
      <link>https://rip.trb.org/View/1369312</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Fri, 18 Sep 2015 15:39:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369312</guid>
    </item>
    <item>
      <title>Project 47 - Alternative Jet Fuel
</title>
      <link>https://rip.trb.org/View/1369247</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 17 Sep 2015 16:55:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369247</guid>
    </item>
    <item>
      <title>Project 46 - Aviation System Global Climate Performance Analysis
</title>
      <link>https://rip.trb.org/View/1369245</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 17 Sep 2015 16:51:32 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369245</guid>
    </item>
    <item>
      <title>Project 45 - NAS Wide - Aviation System Air Quality Performance Analysis
</title>
      <link>https://rip.trb.org/View/1369244</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 17 Sep 2015 16:46:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369244</guid>
    </item>
    <item>
      <title>Project 45 - Development of Aviation Air Quality Tool
</title>
      <link>https://rip.trb.org/View/1369243</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 17 Sep 2015 16:38:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369243</guid>
    </item>
    <item>
      <title>Project 45 - D2025 Health Impacts Modeling &amp; Analysis-A/Q-CMAQ DDM-3D/PM/Airport Specific Impact Assessment
</title>
      <link>https://rip.trb.org/View/1369242</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 17 Sep 2015 16:28:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369242</guid>
    </item>
    <item>
      <title>Project 45 - Aviation System Air Quality Performance Analysis
</title>
      <link>https://rip.trb.org/View/1369241</link>
      <description><![CDATA[No summary provided.]]></description>
      <pubDate>Thu, 17 Sep 2015 16:17:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/1369241</guid>
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