The noise associated with a flight vehicle is generated by two distinct type sources: (1) the propulsion system and (2) the aerodynamic noise associated with movement of the vehicle through the atmosphere. The minimum noise will be radiated when the propulsion noise is eliminated. Measurements were taken of the noise radiated from three sailplanes in order to define the aerodynamic noise and to determine its relation to aircraft size and velocity. The report presents the results obtained from one microphone and relates the overall sound pressure level (SPL) to aircraft parameters. Author (TAB) N70-41271# National Aviation Facilities Experimental Center, Atlantic City, N.J. TEST AND EVALUATION OF AN ADVANCED INTEGRATED LANDING SYSTEM FOR ALL-WEATHER LANDING Final Report, Aug. 1965-Feb. 1970 Vincent L. Bencivenga Aug. 1970 148 p (FAA-RD-70-28; FAA-NA-70-26) Avail: NTIS Test and evaluation of an Advanced Integrated Landing System (AILS) is reported. The system incorporates a distance measuring equipment function, as well as a radar function for providing precision approach radar type monitoring of an approach. During the test program, AILS approaches were made in fixed-wing aircraft, both prop and jet, including short take-off and landing aircraft. Based on evaluation of the data collected, it was determined that the AISL is capable of providing air-derived space position information to the following accuracies, DME data to + or - 100 feet or 1 percent of distance, whichever is greater, azimuth angle data to + or 0.05 deg 1 sigma, and elevation angle data to + or 0.03 deg 1 sigma. The system is not adversely affected by overflying aircraft, and taxiing aircraft and/or other vehicles only affect performance when stopped so that they effectively shadow a transmitting antenna. Some minor system deficiencies exist for which proposed corrective measures are discussed. Author pressure field, responsible for its propagation. The pseudosound pressure is a fluid mechanics phenomenon resulting from fluctuating inertial forces within the turbulent flow. Its behavior encompasses the mechanism by which the sound is produced, and the study of this phenomenon is thereby fundamental in understanding and subsequently controlling noise emission from jets. The fluctuating pressure was studied by means of a miniature bleed-type pressure transducer for turbulence measurements. This unique device permits pursuance of the dilatation concept on a laboratory scale basis. Initial phases of the investigation include detailed measurements of the Eulerian and Lagrangian frame velocity and pressure characteristics in a turbulent shear flow. Author N70-41290# Federal Aviation Administration, Washington, D.C. NEAR MIDAIR COLLISION REPORT OF 1968 15 Jul. 1969 207 p refs Avail: NTIS The classification and analysis of 2,230 near midair collision (NMAC) reports received during 1968 resulted in 1,128 of these reports being classified as hazardous to flight. Of these hazardous NMACs, 719 occurred in the terminal airspace-98 occurred at airports without control towers and 621 occurred within a 30 nautical mile radius of airports with control towers. The remaining 409 hazardous NMACS occurred within the enroute airspace. The data showed large clusters of reported NMACs occurring around large air transportation hubs and along published airways. The large metropolitan area reflected the heavy concentration of air traffic. Here, the number of near misses was directly related to the density of air traffic. All NMAC reports were considered for data collection. Each occurrence was classified as hazardous (critical or potential) or no hazard, based on a thorough analysis of the operational situation and on specific guidelines. Factors influencing the number of reported near misses in these hubs involved airport proximity, terrain, traffic flow, air traffic control services, and types of aircraft and operations. Author N70-41273# Civil Aeronautics Board, Washington, D.C. Myron S. Heffter, Evans Wiley, and James Craun Sep. 1969 173 p refs Avail: NTIS Traffic handling characteristics are described for fourteen high density airports in the United States and Puerto Rico (Los Angeles, Atlanta, Miami, Boston, San Francisco, Philadelphia, Cleveland, Minneapolis, St. Louis, Memphis, Oakland, Denver, Las Vegas, and San Juan). Five airports already at saturation levels of operation are excluded from the discussion (JFK, LaGuardia, Newark, Washington National, and O'Hare). The major causes of airport congestion are identified as: (1) saturation of runways, (2) noise restrictions, (3) insufficient runway turnoffs, (4) lack of aprons and holding areas. (5) insufficient parking gates, and (6) inadequate highway approaches to airports and parking facilities. N70-41283*# Illinois Univ., Urbana. E.C. A STUDY OF THE LOCAL PRESSURE FIELD IN TURBULENT SHEAR FLOW AND ITS RELATION TO AERODYNAMIC NOISE GENERATION Semiannual Status Report, 1 Feb. 31 Jul. 1970 Barclay G. Jones and Bruce W. Spencer 31 Jul. 1970 32 p refs (Grant NGR-14-005-149) (NASA-CR-113881; SASR-1) Avail: NTIS CSCL 20D Noise generation by turbulent aerodynamic shear flow was studied in the context suggested by Ribner's dilatation formulation for jet noise. The fluctuating fluid field is comprised of a pseudosound pressure field, responsible for generating sound, and a true acoustic AIR TRAFFIC FORECASTS: LARGE AND MEDIUM HUBS, The study includes forecasts for 26 large hub airports and 36 medium hub airports. Their significance in the total national traffic pattern is revealed by the fact that in FY 1968 these 62 airports accounted for 72.4 percent of the air carrier aircraft operations; 39.0 percent of total itinerant operations, 29.3 percent of total aircraft operations, and 59.7 percent of instrument operations reported by the 318 FAA air traffic control towers in the United States. The data on air carrier passengers enplaned cover all passengers enplaned at these airports by U.S. as well as foreign flag air carriers. Base data on U.S. certificated route air carriers were obtained from joint FAA/CAB reports. In the absence of reported data, it was necessary to develop estimates of passenger enplanements for foreign flag, supplemental, and intra-state air carriers from other sources such as airport managers, state aviation commissions, and published flight schedules. Author N70-41302# Federal Aviation Administration, Washington, DC Office of Aviation Economics. WASHINGTON NATIONAL AND DULLES INTERNATIONAL AIRPORT FORECASTS, FISCAL YEARS 1970-1981 Nov. 1969 39 p (AD-705087) Avail: NTIS Forecasts for eight major traffic categories at both Washington National Airport and Dulles International Airport for fiscal years 1970 through 1981 are presented. These categories are air carrier passengers, all other passengers, express, freight, mail and aircraft movements for air carrier, general aviation and military. These forecasts indicate probable aviation demand for the Washington metropolitan area. They are not intended to imply that the physical capacity to fully meet this demand is available and in being today. These projections provide a foundation on which airport engineers and regional airport planning officials can make specialized studies and recommendations on how best to meet this demand. The report focuses on the period through fiscal 1976 and gives specific projections for each year, 1970 through 1976. Forecasts for fiscal years 1980 and 1981 are also included to meet longer-range planning needs. Author FLIGHT EVALUATION OF INERTIAL/DME/DME SYSTEM R. J. Holm May 1970 179 p A LTN-51 inertial navigation system augmented by two ARINC 568 digital DME's was flown in an FAA flight inspection aircraft for evaluation of updated inertial performance in the domestic area. The LTN-51 inertial computer received range inputs for two separate DME stations. The geographic fix of the two DME ranges was used to update the inertial system. Data were recorded automatically every four seconds and performance validated by comparison with flight inspection position calibration. The 150 successful flight hours covering the Western United Satates were achieved in 2-1/2 months. Data show deviation was 1.102 feet, 50%; 1,233 feet, 68%, 2,530 feet, 95%; and 3,499 feet, 100% (mean percentile points). Terminal approaches were also demonstrated. Author (NASA-CR-102827: LMSC/HREC-D162228; HREC-4401-2) Avail: NTIS The findings of a literature survey of experimental and theoretical studies on gas-surface interactions are presented. The experimental studies include the following: (1) laboratory techniques used in producing molecular beams for gas-surface studies; (2) observed molecular scattering phenomena; and (3) determination of momentum and energy accommodation coefficients. The theoretical studies include both analytical and numerical calculations of molecular scattering and accommodation coefficients. Particular attention and emphasis have been paid to those gas-surface interaction studies which have beam energies corresponding to earth orbital flight speeds. A computer program is presented that was developed to calculate force, moment, and heat transfer coefficients for simple and complex vehicle configurations in a variety of orbital environments. Details of the inputs and outputs of the program are described and sample problems are given to illustrate the handling procedure of the program. Author (Contract F33615-69-C-1142) (FAA-DS-70-14; HO191-OU10) Avail: NTIS The utility of a light aircraft Pilot-Assist stability augmentation system in extracting the noninstrument qualified pilot from accidentally encountered instrument flight conditions is evaluated. Ten noninstrument rated pilots flew a predetermined course consisting of visual flight and instrument flight conditions. The aircraft was equipped with the Pilot-Assist system and a conventional stability augmentation system. The utility of the Pilot-Assist system was established through comparisons of continuous photographic data recordings of the airspeed, heading, bank angle, altitude, and altitude N70-41400# Department of Transportation, Washington, D.C. A PRELIMINARY REPORT ON THE CLEVELAND BEFORE The Cleveland Before and After Study is an analysis of the rapid rail extension to Cleveland Hopkins Airport. A survey of airport users and employees at Hopkins Airport was conducted before the start of rail service to the airport, and an after survey will be conducted one year later. The data from these surveys will be compared to determine trip time and cost factors influencing choice of the rapid rail to the airport over alternative modes of transportation. Progress of the study to date, and preliminary estimates of ridership and impact on the rapid rail by air passengers, indicate only marginal reduced congestion of highway facilities at the airport. Charts, tables, and maps are included to verify these estimates. Author N70-41437# Civil Aeronautics Board, Washington, D.C. REMARKS OF JOHN G. ADAMS, MEMBER, CIVIL AERONAUTICS BOARD BEFORE THE ASSOCIATION OF LOCAL TRANSPORT AIRLINES SPRING QUARTERLY REGIONAL MEETING John G. Adams 1 May 1970 9 p Conf. held at New Orleans, 1 May 1970 Avail: NTIS Changing patterns of commercial air service in the near future and their impact on airline economics are outlined. Air services to a large number of towns are uneconomical and require a federal subsidy program. Subcontracting of small aircraft for massive substitution of services over traffic loss segments provides a suitable feeder service to small towns and relieves the burden on large airline companies. G.G. The report covers first cascade calculations and testing on blunt trailing edge blades in the subsonic range. First, improvement on a potential flow method is described, and the results of calculations are compared with cascade tunnel data. Fair agreement is obtained. A boundary layer correction was also applied with moderate success. Exploratory studies of the dump diffusion region are reported. Application of the blunt trailing edge blade concept to the low Re number range is then discussed, and the first experimental data bearing on pitch chord ratio optimization are reported. Finally, the essential features of two supersonic compressor stages are discussed. Author (TAB) N70-41438# Civil Aeronautics Board, Washington, D.C. Secor D. Browne 9 Apr. 1970 3 p Conf, held at Washington, The chairman of the Civil Aeronautics Board discussed the air transport problem in the Washington, D.C. area. The need for helicopter inter-airport services is outlined and the critical issue of the air traffic controller strike with its economic losses is discussed briefly. G.G. AIRCRAFT DISPLAYS FOR STEEP-ANGLE APPROACHES (AD-709475; Rept-12571-FR1; JANAIR-681215) Avail: NTIS CSCL 1/4 The primary objective of the program was to investigate aircraft display requirements for steep-angle approaches and landings with 1975-1980 era tactical rotary-wing and V/STOL aircraft. The study was conducted with variable-velocity simulations of Bell UH-1 and Ryan XV-5 aircraft. Alternative display formats were developed and empirically evaluated by means of real-time man-in-the-loop simulation techniques. In addition, approach angle and profile characteristics were systematically varied to ascertain their effects on task performance. Interpreted within the constraints imposed upon and by the simulations, results of the study indicated that manually controlled IFR steep-angle approaches and landings are possible with all display formats evaluated. Generally, horizontal situation display formats were found to yield more accurate and precise piloting performance with both vehicles. Effects of approach-profile variations were minor, while effects of approach angle did vary as a function of the vehicle flown and the axis of error or performance measurement. Author (TAB) N70-41479*# National Aeronautics and Space Administration. Washington, DC. ADVENTURES IN RESEARCH: A HISTORY OF AMES RESEARCH CENTER, 1940-1965 Edwin P. Hartman 1970 673 p refs (NASA-SP-4302) Avail: SOD $4.75; NTIS CSCL 14B A historical survey of the Ames Research Center is presented, beginning with its founding in 1936 and continuing through 1965. The survey discusses early developments in aviation and concludes with the emphasis on space research from 1959 to 1965 The development of physical facilities for research are described in detail. R.B. N70-41476# Von Karman Inst. for Fluid Dynamics, Rhode Saint-Genese (Belgium). Turbomachinery Lab. BLUNT TRADING EDGE BLADING STUDIES IN LOW AND HIGH SPEED FLOWS Interim Scientific Report, 1 Apr. 1969-31 Mar. 1970 J. Chauvin, F. Breugelmans, H. Griepentrog, and H. Rottiers 31 N70-41493*# Massachusets Inst. of Tech.. Cambridge. Man-Vehicle Lab. DISPLAY RESEARCH, COLLISION WARNING SYSTEMS Final Report Renwick E. Curry Jul. 1970 65 p refs (Grant NGR-22-009-444) (NASA-CR-113886) Avail: NTIS CSCL 17G Display studies were conducted on an infrared Pilot Warning Indicator (PWI) system. The display is important not only from the point of view of the workload, but primarily because the pilot must quickly detect the target and evaluate the situation for the PWI system to work effectively. The feasibility of creating a stereophonic alarm to be used in the cockpit as an audio display was considered. The use of such a display would allow the pilot to turn his head immediately toward the target and start searching without having to refer to any visual instruments. Two experiments were performed with visual displays. The effect of the fields of view covered by the individual silicon detectors on a person's ability to locate targets was investigated. A moving-base simulator was constructed, and the time to detect targets using a head-up display, a panel mounted display, and a warning-only (buzzer) display tabulated. E.M.C. FROM THE N70-41516# Joint Economic Committee (U.S. Congress). Washington GPO 1970 31 p refs Presented by the Joint The ability of congress and the executive branch to conduct an effective evaluation of transportation programs is examined, as well as the application of general principles of economic analysis to the Federal aid highway program and the supersonic transport development program. Conclusions are: (1) expenditure decisions by both branches should be more unified; (2) laws for investment analysis should be amended; (3) the executive branch should provide congress with more comprehensive analysis of the social costs and benefits of Federal transportation programs; and (4) Congress should improve its capability for evaluating such information. E.H.W. To help evaluate the effectiveness of several different runway marking patterns under limited visibility conditions, a set of special composite photographs was prepared simulating a pilot's-eye view of the patterns from various points along the glide path. The set includes three marking patterns, the U.S. Standard (TSO-N10b) and two modified versions thereof, on both asphalt and concrete surfaces, as viewed under daytime visual-range conditions from 2400 ft down to 700 ft. Each of the composite photos consisted of two visual components combined through appropriate processing techniques. One component was made by photographing a 30:1 scale model runway layout in the UC-FAA Fog Chamber under a given set of conditions. The other component was taken from motion picture film showing the inside of a Boeing 707 flight simulator cockpit as viewed from the pilot's-eye position. The contrasts in the original scenes were matched in the photographs by means of suitable photometric controls. Author N70-41528# Federal Aviation Administration, Washington, D.C. FACILITY ESTABLISHMENT CRITERIA In its Natl. Aviation System Planning Rev. Conf. Apr. 1970 p 15-19 Avail: NTIS The extent to which establishment criteria should incorporate number of people served, number of operations, type of mission, or type of use is investigated, along with the programs the FAA should follow to develop criteria changes. Specific recommendations include the use of seat capacity as the basis of the criteria, the revision of VORTAC airway structure to a modified grid plan founded on area navigation use, criteria proposals for the air traffic control tower, federal funding uses, joint military/civil use of airport facilities, and the establishment of a permanent joint The implementation of a 50 kHz frequency separation standard is considered with regard to the following questions: the extent to which the operations of general aviation and the air carriers might be adversely affected, the ability of the avionics industry to provide reasonably priced equipment in sufficient quantities, and whether or not compatible modes of operation will exist so as not to obsolete present equipment. The need for such channel splitting, as a result of a growing demand for navigational aids, is discussed. Specific recommendations concerning the manner of implementation and long range coordinate planning are presented. A proposed schedule of events up to 1973 is included. P.A.B. along with program relating to system capacity and demand, multiple runway configurations, sequencing and spacing, and wake turbulence. Estimations of risk associated with the procedural changes, possible differences between theory and practice, the use of an airborne cockpit display to aid the pilot, segregation of traffic flow, and the need for guidance concerning the types of equipment needed to reduce runway separation are discussed. P.A.B. N70-41533# Federal Aviation Administration, Washington, D.C. CONTROL ZONES FOR INSTRUMENT APPROACHES In its Natl. Aviation System Planning Rev. Conf. Apr. 1970 p 49-52 { Avail: NTIS The practicality and economic feasibility of establishing control zones at all locations with approved instrument approach procedures are considered. Possible safety benefits involved, the effect on users, and the possibility of other alternatives are discussed. Comments concerning weather reporting and communications requirements and costs, possible solutions to collision potential in terminal airspace, the need for education programs to increase safety, and a recommended restructuring of airspace categories are included. P.A.B. N70-41530# Federal Aviation Administration, Washington, D.C. Avail: NTIS Federal policy relative to facility establishment and operation at privately owned, public use airports is examined. Eligible FAA services, current policy for implementing the servies, and the scope of the four related federal programs are presented in graphical form. Considerations in airport development, the non-federal Navaid program, state airports, and the use of part-time facilities to support high peaks of activity are discussed. The need for a policy review is recognized; a chart showing anticipated timing and steps involved in developing a policy change is included. P.A.B. N70-41535# Federal Aviation Administration, Washington, D.C. COLLISION AVOIDANCE In its Natl. Aviation System Planning Rev. Conf. Apr. 1970 p 57-67 Avail: NTIS Systems available for collision prevention are considered as to the development and function of each, the user needs they satisfy, the impact they have on the air traffic control system, the implementation and operational problems they create, and the role the FAA should play regarding funding priority. standards, and regulatory action. The four areas discussed are: (1) conspicuity enhancement (CE); (2) pilot warning instrument (PWI); (3) collision avoidance system (CAS); and (4) intermittent positive control (IPC). P.A.B. N70-41532# Federal Aviation Administration, Washington, D.C. REDUCED TERMINAL IFR SEPARATION In its Natl. Aviation System Planning Rev. Conf. Apr. 1970 p 41-47 Avail: NTIS Reduction of the present three mile IFR separation standards and/or the spacing between parallel runways, as a means of increasing capacity, is considered. The necessity for increased precision in establishing the desired flight paths and desired performance profiles, in adhering to these specifications, and in monitoring and taking corrective actions is noted. Plans and programs translating these objectives to subsystem functions are mentioned, N70-41536# Federal Aviation Administration, Washington, D.C. INCREASED ENROUTE CAPACITY THROUGH INCREASED SECTORIZATION In its Natl. Aviation System Planning Rev. Conf. Apr. 1970 p 69-72 Avail: NTIS The agency's plan to increase the number of control sectors is presented and discussed with regard to its viability, and possible alternative solutions for accommodating the growth in air traffic are considered. Basic deficiencies in enroute communications systems are mentioned, along with a possible new and improved system. |