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

Airport Safety Research and Development Section Introduction Surface Safety - E- E- E- Engineered Material Arresting Systems Airport Design - T- T- T- Taxiway Deviation Study - A- A- A- Alternative Groove Shape Our Workload Focuses on …

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

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 AC No: 150/ Surface Safety SurfaceConditions Snow Rubber Deposits Ponded Water Slush Ice Accidents Injury Death Damage ContributingFactors Long Landing Sub-Standard RSA Mechanical Failure Aborted Take-off

Surface Safety Proactive Approach Area of ConcernMitigation Surface ConditionsImproved Maintenance Practices and Methods Contributing FactorsImproved Condition Reporting AccidentsSafety Features (RSA, EMAS, etc.)

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. AC No: 150/ Engineered Material Arresting System EMAS Engineered Materials: High energy absorbing materials of selected strength, which will reliably and predictably crush under the weight of an aircraft.

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

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

Instrumentation of Test Bed

Durability Test Bed

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

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. AC No: 150/ Research and Development Airport Design

Taxiway Wander Study 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) Background

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

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

Data Collection Nose GearMain Gear

Taxiway Wander Study 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 Renewed Focus, Same Methodology

Taxiway Wander Study Engineering Brief for A-380 Operations on DGV Airports ICAO proposed changes based on FAA Taxiway Wander Studies as well as studies conducted in Europe and Australia ICAO Aerodrome Working Group delegation recommended changes to Annex 14 1.Reduced Parallel Taxiway Separation 2.Reduced Taxiway to Object Separation Results

Alternative Groove Shape Background

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.

EAST WEST Grooved Section 20ft x 55ft Grooved Section 20ft x 55ft Transition 4 Transition 5 Transition 6 Transition 7 MRC MRG MRS T5 T6 T4 T7 Alternative Groove Shape Description

Grooved Section Detail EASTWEST 425 Trap. Groove Standard Groove ft 2 ft Transition 5 ( Same for Transition 6 ) 56 ft 60 ft 2 ft

Alternative Groove Shape Pictures Trapezoidal Square

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

Pass Number 0 T5 / North I / Trapezoidal Alternative Groove Shape Sample Profile Data – Trapezoidal Grooves

T5 / North I / Standard Pass Number 0 Alternative Groove Shape Sample Profile Data – Standard Grooves

FAA Airport Technology R&D Programshttp:// FAA Advisory Circulars – Airports (Series 150) Further Information