SCIENTIFIC AND TECHNICAL AEROSPACE REPORTS
A Biweekly Publication of the National Aeronautics and Space Administration
VOLUME 43, ISSUE 26 - DECEMBER 30, 2005
03 AIR TRANSPORTATION AND SAFETY
Includes passenger and cargo air transport operations; airport ground operations; flight safety and hazards; and aircraft accidents.
Systems and hardware specific to ground operations of aircraft and to airport construction are covered in 09 Research and Support Facilities (Air).
Air traffic control is covered in 04 Aircraft Communications and Navigation.
For related information see also 16 Space Transportation and Safety and 85 Technology Utilization and Surface Transportation.
20050244430 Pacific Northwest National Lab., Richland, WA, USA
New Technology Demonstration of the Whole-Building Diagnostician at the Federal Aviation Administration-Denver Airport
Pratt, R. G.; Bauman, N.; Katipanmula, S.; Dec. 2002; 88 pp.; In English Report No.(s): DE2005-15010105; No Copyright; Avail.: National Technical Information Service (NTIS)
This report describes results from an evaluation of the Whole Building Diagnostician's (WBD) ability to automatically and continually diagnose operational problems in building air handlers at the Federal Aviation Administration's (FAA's) Denver airport. It was part of a New Technology Demonstration Program project, sponsored by the Federal Energy Management Program (FEMP) in October 1999, to demonstrate new technologies at a Federal facility. Buildings at the FAA's Denver airport were selected as the demonstration site based on the interest of the building operator and also because the site had a compatible building control system. NTIS
Airports; Buildings
20050244521 Washington Univ., Seattle, WA USA
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Littoral Geoacoustic Surveys Using an Adaptive Network of Gliders (Phase 1)
Jones, Billy; Denny, Gerald; Stewart, Marc; Anderson, Gregory; Sep. 30, 2005; 32 pp.; In English; Original contains color illustrations Contract(s)/Grant(s): N00014-04-M-0243 Report No.(s): AD-A439874; No Copyright; Avail.: Defense Technical Information Center (DTIC)
The goal of this multi-phased effort is to provide over-the-horizon characterization of the ocean water column and seafloor so that areas of safe operations can be identified and sonar performance can be accurately predicted. The tasks to accomplish this are:
(1) use autonomous vehicles carrying wideband sensors to improve environmental measurement capabilities,
(2) modify geoacoustic inversion algorithms to reduce solution ambiguity,
(3) assess and characterize environmental geoacoustic variability and its impact on performance prediction algorithms,
(4) develop techniques for extrapolating and interpolating geoacoustic inversion results, and
(5) improve the utility of the environmental assessments for use in geographic information system (GIS)-enabled sonar performance prediction maps.
Our program is designed to take advantage of; and contribute to, the technologies and operational concepts of the Persistent Lilloral Undersea Surveillance (PLUS) program. This report provides the phase I results and a preliminary phase II proposal for the geoacoustic inversion (GI) program of Alaska Native Technologies, LLC (ANT) and Applied Physics Laboratory - University of Washington (APL-UW). The system concept is briefly introduced and then the phase I results are presented. This is followed by an introduction to phase II. The planned activities for phase II are presented along with a schedule of the tasks to be completed. The report concludes with a look at the phase III work for this project. DTIC
Adaptation; Gliders; Surveys
20050244802 Air Force History Support Office, Bolling AFB, Washington, DC USA
Separate and Unequal: Race Relations in the AAF During World War 2
Osur, Alan M.; Jan. 1, 2000; 62 pp.; In English Report No.(s): AD-A439992; No Copyright; Avail.: Defense Technical Information Center (DTIC)
Race relations between white and black Americans in the Army Air Forces (AAF) during World War II ran the gamut from harmonious to hostile, depending upon the unique circumstances existing within each unit, command, and theater. In analyzing racial policy as it was implemented throughout the chain of command, there are a number of themes relevant for an understanding of the utilization of African Americans during the war.
First, the AAF never willingly accepted black soldiers. This service had totally excluded them for over two decades before they were permitted to enter, and then used them only reluctantly. The fact that the AAF even opened its doors to African Americans and proceeded to make additional opportunities available to them was due to pressures aimed at the War Department and the AAF. Individuals and organizations within the black community and white liberals in and out of Congress were quite vocal and were able to exert sufficient pressure to force theWar Department and AAF to examine and modify their policies and practices throughout the war.
Another recurring theme was that leadership within the War Department and AAF assumed that segregation was the most efficient system of race relations and accepted the 'separate-but-equal' doctrine. However, the AAF did not really maintain equal facilities for black soldiers, and they were not afforded equal treatment. The policy of segregation was unsatisfactory for African Americans and many of them protested. But because of deeply ingrained racist beliefs, the American public and the military were willing to accept the additional financial burden, social unrest, and inefficiency of segregation in an attempt to keep African Americans 'in their place.'
Because of mounting pressure upon War Department officials, there was a change in outlook from 1943 through the end of the war to recognize and alleviate the race problem. The military sought to utilize black soldiers fairly rather than view them as problems. DTIC
Africa; Military Operations; Policies; Race Factors
20050244806 Air Force History Support Office, Bolling AFB, Washington, DC USA
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A Preliminary to War: The 1st Aero Squadron and the Mexican Punitive Expedition of 1916
Miller, Roger G.; Jan. 1, 2003; 64 pp.; In English Report No.(s): AD-A440092; No Copyright; Avail.: Defense Technical Information Center (DTIC)
On March 15, 1916, the 1st Aero Squadron arrived at Columbus, New Mexico. Led by Captain Benjamin D. Foulois, the squadron included 11 officers, 82 enlisted men, and 1 civilian technician. The men unloaded an automobile, 6 motorcycles, and 12 motor trucks, vehicles rare in an army still wedded to the horse and mule. These were followed by wooden crates containing 8 wood, wire, and fabric Curtiss JN-3 biplanes, every airplane owned by the U.S. Army, save those assigned to its aviation school at San Diego, California.
The squadron was in Columbus to join an expedition commanded by Brig. Gen. John J. 'Black Jack' Pershing. President Woodrow Wilson had ordered Pershing's force into Mexico in response to a March 9 attack on the tiny border town by the Mexican desperado, Francisco 'Pancho'Villa. For the first time, the U.S. Army's entire air force -- the 1st Aero Squadron -- had deployed for an active campaign.
The 1st Aero Squadron played a significant role in the Punitive Expedition, but, in dramatic contrast to how an air force functions today, it served as a means of communication and observation, not as a combatant arm. Some experiments with bombs and machine guns had been conducted, and the war in Europe was quickly turning the airplane into a serious weapon of war. Nevertheless, U.S. Army leaders envisioned aviation's primary mission to be the receipt and transmission of information for tactical commanders and long-distance scouting as an adjunct to the cavalry. Accordingly, during the mobile phase of the Punitive Expedition, the 1st Aero Squadron enabled Pershing to locate and communicate with his widely dispersed, fast-moving columns and carried dispatches between Pershing's main and advanced bases. The squadron also scouted for hostile forces and kept a watch for threats to Pershing's line of communications. These efforts were made in some of the worst weather and poorest conditions imaginable, and by the end of April, all eight airplanes had been destroyed. DTIC
Expeditions; Warfare
20050244808 Air Force History Support Office, Bolling AFB, Washington, DC USA
The USA Army Air Arm, April 1861 to April 1917
Hennessy, Juliette A.; Jan. 1, 1985; 269 pp.; In English Report No.(s): AD-A439945; No Copyright; Avail.: CASI: A12, Hardcopy
This monograph recounts the development of aviation in the USA Army from April 1861, when the Army first became interested in balloons as a means of observation, to April 1917, when America entered World War I. The origins and organization of the Army's air arm are told in detail, with an emphasis on early air force personnel, planes, and experiments. In the process, the monograph traces the early development of what today is The USAAir Force. Because the story of the air arm from April 1917 to the beginning of World War II also has not been fully covered, it is expected that the present monograph will be the first of three monographs that will become the basis for a published history of the Army Air Arm, 1861-1939. Chapter 1, Balloons and Airships in the U.S. Army, 1861-1913, describes balloon use during the Civil War, Spanish-AmericanWar, and from 1902 to 1914, Chapter 2, Early American Planes and Their Inventors, examines the Langley plane, theWright brothers' plane, and others. Chapter 3 focuses on The Signal Corp's First Air Installations and First Military Aviation Rating. Chapter 4 examines College Park and Other Air Schools, including those in Augusta, Texas City, the Philippines, and Hawaii, 1912-1913. Chapter 5 describes the Signal Corps Aviation School at San Diego. Chapter 6 examines Aviation Legislation and the Aviation Section through 1914. Chapter 7 focuses on Aviation in 1915 and 1916, including the Aero Club of America and the National Guard, pyrotechnics and airplanes tested, the San Diego School, and the San Antonio Air center. Chapter 8 examines the Aviation Section in 1916, including the Aviation Center at Fort Sam Houston, reserve corps expansion, and balloons and Zeppelins. Chapter 9 describes the 1st Squadron with Pershing's punitive expedition of 1916. Chapter 10 examines the Army Flying Training Schools, the National Guard, and the Air Reserve. The final chapter focuses on the Aviation Section to 6 April 1917. DTIC
Flight Training; Flying Personnel; United States
20050244810 Air Force History Support Office, Bolling AFB, Washington, DC USA
Fulcrum of Power: Essays on the USA Air Force and National Security
Wolk, Herman S.; Jan. 1, 2003; 293 pp.; In English Report No.(s): AD-A440080; No Copyright; Avail.: CASI: A13, Hardcopy
In the twentieth century, the impact of flight reached into every corner of American society. However, nowhere has its impact been more dramatic than in the realm of military affairs. Over the past one hundred years, the evolution of military aviation technology has altered the way Americans have looked at national security. The development of military aviation has had an enormous impact upon the battlefield which, in turn, has transformed international politics and the crafting of national security policy. The question of how best to protect the USA against external military threats has come to involve the projection of military power abroad. With the passage of time and accelerated advancement of military aviation technology, the organization and development of air forces have assumed greater urgency and significance. In 1934, James H. Jimmy Doolittle noted that the future security of our nation is dependent upon an adequate air force&this will become increasingly important as the science of aviation advances. DTIC
General Aviation Aircraft; Security; United States
20050244996 Federal Aviation Administration, Washington, DC USA
Air Traffic Control FAA Order 7110.65K
Jul. 17, 1997; 508 pp.; In English Report No.(s): PB2006-101438; No Copyright; Avail.: CASI: A22, Hardcopy
This report prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services. Controllers are required to be familiar with the provisions of this report that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations not covered by it. NTIS
Air Traffic Control; Terminology; Air Traffic; Flight Control
20050245247 General Accounting Office, Washington, DC, USA
Aviation Competition: Issues Related to the Proposed United Airlines-US Airways Merger
Dec. 2000; 54 pp.; In English Report No.(s): PB2006-101911; GAO-01-212; No Copyright; Avail.: CASI: A04, Hardcopy
This addresses three issues relating to the proposed acquisition of US Airways by United Airlines (United). Specifically, the objectives were to determine (1) how the proposed merger would alter the U.S. domestic airline industry; (2) what potential harmful and beneficial effects the proposed merger could have on consumers, focusing on how the proposed merger would alter competition in specific markets; and (3) how the service that DC Air is planning to offer compares with the service scheduled by other airlines in the same markets. NTIS
Airline Operations; Civil Aviation; Commercial Aircraft
20050245248 General Accounting Office, Washington, DC, USA
Aviation Security: Federal Action Needed to Strengthen Domestic Air Cargo Security
Oct. 2005; 98 pp.; In English Report No.(s): PB2006-101558; GAO-06-76; No Copyright; Avail.: CASI: A05, Hardcopy
In 2004, an estimated 23 billion pounds of air cargo was transported within the USA, about a quarter of which was transported on passenger aircraft. Within the Department of Homeland Security (DHS), the Transportation Security Administration (TSA) is responsible for ensuring the security of commercial aviation, including the transportation of cargo by air. To evaluate the status of TSAs efforts to secure domestic air cargo, GAO examined (1) the extent to which TSA used a risk management approach to guide decisions on securing air cargo, (2) the actions TSA has taken to ensure the security of air cargo and the factors that may limit their effectiveness, and (3) TSAs plans for enhancing air cargo security and the challenges TSA and industry stakeholders face in implementing these plans. NTIS
Air Cargo; Security; Airline Operations; Commercial Aircraft; Passenger Aircraft
20050245259 General Accounting Office, Washington, DC, USA
Aviation Security: Federal Air Marshal Service Could Benefit from Improved Planning and Controls
Nov. 2005; 42 pp.; In English Report No.(s): PB2006-101984; GAO-06-203; No Copyright; Avail.: CASI: A03, Hardcopy
The U.S. Federal Air Marshal Service (FAMS) has undergone a number of changes in recent years, including a 2003 transfer from the Transportation Security Administration (TSA) to the U.S. Immigration and Customs Enforcement Bureau (ICE), and a 2005 transfer from ICE back to TSA. A key aspect of federal air marshals' operating procedures is the discreet movement through airports as they check in for their flight, transit screening checkpoints, and board the aircraft. This report discusses FAMS's (1) transfer to ICE and key practices that could facilitate its return to TSA, and (2) management of mission-related incidents that affect air marshals' ability to operate discreetly. NTIS
Security; Airports; Air Transportation; Procedures
20050245260 General Accounting Office, Washington, DC, USA
Commercial Aviation: Initial Small Community Air Service Development Projects Have Achieved Mixed Results
Nov. 2005; 94 pp.; In English Report No.(s): PB2006-101978; GAO-06-21; No Copyright; Avail.: CASI: A05, Hardcopy
Over the last decade significant changes have occurred in the airline industry. Many legacy carriers are facing challenging financial conditions and low cost carriers are attracting passengers away from some small community airports. These changes, and others, have challenged small communities to attract adequate commercial air service. To help small communities improve air service, Congress established the Small Community Air Service Development Program in 2000. This study reports on (1) how the Department of Transportation (DOT) has implemented the program; and (2) what goals and strategies have been used and what results have been obtained by the grants provided under the program. NTIS
Airline Operations; Commercial Aircraft; Urban Development
20050245261 General Accounting Office, Washington, DC, USA
National Airspace System: TransformationWill Require Cultural Change, Balanced Funding Priorities, and Use of All Available Management Tools
Oct. 2005; 108 pp.; In English Report No.(s): PB2006-101966; GAO-06-154; No Copyright; Avail.: CASI: A06, Hardcopy
The National Airspace System (NAS) is a complex network of airports, aircraft, air traffic control (ATC) facilities, employees, and pilots. The aviation industry, which depends on the NAS, contributes about 9 percent to the gross domestic product. The Federal Aviation Administration (FAA), funded through a tax-financed trust fund and General Fund appropriations, is pursuing a multibillion-dollar modernization program. Persistent cost, schedule, and/or performance shortfalls have kept this program on GAO's list of high-risk programs since 1995. GAO was asked to review the status of NAS modernization. This report addresses NAS status by identifying the challenges that FAA faces in managing (1) infrastructure, (2) human capital, and (3) financial resources. NTIS
Aircraft Industry; Airspace; National Airspace System; Priorities; Air Traffic Control
20050245262 General Accounting Office, Washington, DC, USA
Aviation Safety: System Safety Approach Needs Further Integration into FAA's Oversight of Airlines
Sep. 2005; 58 pp.; In English Report No.(s): PB2006-101950; GAO-05-726; No Copyright; Avail.: CASI: A04, Hardcopy
The Federal Aviation Administration (FAA) uses the Air Transportation Oversight System (ATOS), which was developed around the principles of system safety, to oversee seven 'legacy airlines' and nine other airlines. In this report, we refer to airlines that are not in ATOS as non-legacy airlines. Two other processes are used to oversee 99 non-legacy passenger airlines, which represent a fast-growing segment of the commercial aviation passenger industry and carried about 200 million passengers in 2004. The National Work Program Guidelines (NPG) establishes a set of inspection activities for non-legacy airlines. The Surveillance and Evaluation Program (SEP) uses principles of system safety to identify additional risk-based inspections for those airlines. GAO's objective was to assess the processes used by FAA to ensure the safety of non-legacy passenger airlines. GAO reviewed the strengths of FAA's inspection oversight for non-legacy passenger airlines and the issues that hinder its effectiveness. NTIS
Aircraft Safety; Airline Operations; Civil Aviation; Commercial Aircraft; Flight Safety; Passengers; Safety Factors; Systems Engineering
Source: NASA.
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