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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>CHICAGO MONOSTATIC ACOUSTIC VORTEX SENSING SYSTEM. VOLUME IV. WAKE VORTEX DECAY</title>
      <link>https://trid.trb.org/View/177644</link>
      <description><![CDATA[A Monostatic Acoustic Vortex Sensing System (MAVSS) was installed at Chicago's O'Hare International Airport to measure the strength and decay of aircraft wake vortices from landing aircraft. The MAVSS consists of an array of acoustic antennas which measure the vertical profile up to 60-m altitude of the vertical component of the wind. The decay in wake vortex strength is measured as the vortex passes over successive antennas in the array. Volume I (published in October 1979, 32 pages) described the MAVSS principles of operation, the hardware developed, and the data reduction methods employed. Volume II (published in September 1981, 162 pages) described the analysis of MAVSS data to examine whether landing B-707 and DC-8 aircraft need to remain divided into Heavy and Large categories on the basis of the wake vortex hazard. Volume III (published in January 1982, 25 pages) summarized the results of Volume II in terms of the safety implications of categorizing all landing B-707s and DC-8s as Large aircraft. In this volume, the statistical methods used to understand wake vortex decay are described and the data on all common jet transport aircraft are presented. (Author)]]></description>
      <pubDate>Tue, 30 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177644</guid>
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    <item>
      <title>MLS MULTIPATH STUDIES. PHASE 3. VOLUME II. DEVELOPMENT AND VALIADATION OF MODEL FOR MLS TECHNIQUES</title>
      <link>https://trid.trb.org/View/162186</link>
      <description><![CDATA[This report presents work done during phase 3 of the US national Microwave Landing System (MLS) program toward the developing of a computer simulation mode of MLS multipath effects, the experimental validation of the model, and the application of the model to investigate multipath performance of ICAO proposals for the new approach and landing guidance system. The second volume of the report presents the mathematical models and validation data for the MLS techniques which were assessed in detail by the All weather Operations Panel of the International Civil Aviation Organization. The specific technques modeled are: 1. The Time Reference Scanning Beam (TRSB) system proposed by the United States (US) and Australia, with prime emphasis on the US equipment implementation and field test data, 2. the Doppler scan (DMLS) proposed by the United Kingdom, 3. the DME Based Landing System (DLS) proposed by the Federal Republic of Germany. (Author)]]></description>
      <pubDate>Thu, 11 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162186</guid>
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      <title>CHICAGO MONOSTATIC ACOUSTIC VORTEX SENSING SYSTEM. VOLUME III. EXECUTIVE SUMMARY: DECAY OF B-707 AND DC-8 VORTICES</title>
      <link>https://trid.trb.org/View/177265</link>
      <description><![CDATA[A Monostatic Acoustic Vortex Sensing System (MAVSS) was installed at Chicago's O'Hare International Airport to measure the strength and decay of aircraft wake vortices from landing aircraft. The MAVSS consists of an array of acoustic antennas which measure the vertical profile up to 60-m altitude of the vertical component of the wind. The decay in wake vortex strength is measured as the vortex passes over successive antennas in the array. In this volume, the results of Volume II are summarized in terms of the safety implications of categorizing all landing B-707s and DC-8s as Large aircraft.]]></description>
      <pubDate>Wed, 30 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177265</guid>
    </item>
    <item>
      <title>CHICAGO MONOSTATIC ACOUSTIC VORTEX SENSING SYSTEM. VOLUME II. DECAY OF B-707 AND DC-8 VORTICES</title>
      <link>https://trid.trb.org/View/177085</link>
      <description><![CDATA[A Monostatic Acoustic Vortex Sensing System (MAVSS) was installed at Chicago's O'Hare International Airport to measure the strength and decay of aircraft wake vortices from landing aircraft. The MAVSS consists of an array of acoustic antennas which measure the vertical profile up to 60-m altitude of the vertical component of the wind. The decay in wake vortex strength is measured as the vortex passes over successive antennas in the array. In this volume, the data are analyzed to examine whether landing B-707 and DC-8 aircraft need to be divided into Heavy and non-Heavy categories on the basis of wake vortex hazard. Volume I (published in October 1979) described the MAVSS principles of operation, the hardware developed, and the data reduction methods employed.]]></description>
      <pubDate>Mon, 28 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177085</guid>
    </item>
    <item>
      <title>DYNAMIC AIR TRAFFIC CONTROL SIMULATION OF PROFILE DESCENT AND HIGH-SPEED APPROACH FUEL CONSERVATION PROCEDURES</title>
      <link>https://trid.trb.org/View/162197</link>
      <description><![CDATA[A dynamic simulation of instrument flight rule (IFR) air traffic operations in the Denver, Colorado, terminal area was conducted at the National Aviation Facilities Experimental Center (NAFEC) to investigate aircraft fuel conservation procedures and the compatibilities of these procedures with air traffic control (ATC) and with the expeditious flow of air traffic. The laboratory environment of the NAFEC Air Traffic Control Simulation Facility (ATCSF) was utilized along with two Ames Research Center (ARC) piloted flight simulators. The ARC simulators were interfaced with the ATCSF via a landline system and were flown within the simulated environment together with the NAFEC computer-generated flights. Fuel conservative procedures tested were the profile descent and two high-speed approaches, the delayed flap approach and the International Air Transport Association (IATA) approach. The Denver terminal radar approach control (TRACON) was simulated, and traffic was representative of Stapleton Airport IFR operations. Results showed that, by comparison with conventional procedures, fuel was saved when only the the profile descent procedure was used. Fuel saving with the high-speed approach procedures, as simulated, was questionable. There was an indication of a fuel saving when departure flights were not restricted to maintaining 250 knots at 10,000 feet and below. Additionally, a graphic study showed that, at landing gross weight conditions, the most desirable holding altitudes were between 20,000 and 30,000 feet. A more in-depth study of the ramifications of computer-aided flight scheduling and latest technology in fuel saving flight procedures is recommended. (Author)]]></description>
      <pubDate>Wed, 11 Dec 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162197</guid>
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      <title>TEST AND EVALUATION OF TEXAS INSTRUMENTS SMALL COMMUNITY MICROWAVE LANDING SYSTEM</title>
      <link>https://trid.trb.org/View/162226</link>
      <description><![CDATA[The purpose of this program was to test the Texas Instruments (TI) model of time reference scanning beam (TRSB) known as the 'Small Community Airport Microwave Landing System' (SCAMLS) for conformance with the contractual proportional coverage and accuracy specifications. The TI SCAMLS is a prototype system intended to provide approach and landing guidance in a low-cost package to relatively low-density, short-runway feeder and general aviation airports. Flight and static tests determined the azimuth and elevation angular errors of the system. Results indicate that the guidance signals from the TI SCAMLS were within contractual specifications. (Author)]]></description>
      <pubDate>Wed, 11 Dec 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162226</guid>
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    <item>
      <title>MLS MULTIPATH STUDIES. PHASE 3. VOLUME I. OVERVIEW AND PROPAGATION MODEL VALIDATION/REFINEMENT STUDIES</title>
      <link>https://trid.trb.org/View/162096</link>
      <description><![CDATA[This phase of the US national Microwave Landing System (MLS) program worked toward developing a computer simulation model of MLS multipath effects, the experimental validation of the model, and application of the model to investigate multipath performance of ICAO proposals for the new approach and landing guidance system. This first volume presents an overview of the overall simulation results as well as a description of the refined mathematical models and validation of the propagation portion of the simulation. Specific propagation topics include: (1) preliminary results for validation of models for reflections from rough and/or rising terrain based on L-band field data; (2) validation of the models for building reflections based on field measurements at a number of operational airports; and (3) validation and refinement of the models for angle guidance system shadowing by obstacles such as buildings and other objects.]]></description>
      <pubDate>Tue, 19 Nov 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162096</guid>
    </item>
    <item>
      <title>JOINT US/UK VORTEX TRACKING PROGRAM AT HEATHROW INTERNATIONAL AIRPORT. VOLUME I. EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/41514</link>
      <description><![CDATA[From May 1974 through June 1975 the approach region to Runway 28R at Heathrow International Airport was equipped with aircraft wake vortex tracking equipment. The vortices from approximately 13000 aircraft were monitored along with the attendant meteorological conditions. The joint US/UK project represents a major step in learning how vortices move and die in the terminal environment. An overview of the Heathrow project is given and it is shown how the project has significantly contributed to the capability to develop a vortex advisory system promising increased capacity through decreased aircraft separations. (Author)]]></description>
      <pubDate>Sat, 13 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/41514</guid>
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    <item>
      <title>AIRBORNE RADAR APPROACH SYSTEM FLIGHT TEST EXPERIMENT</title>
      <link>https://trid.trb.org/View/144125</link>
      <description><![CDATA[This report presents the results of a comprehensive flight test experiment of an Airborne Radar Approach (ARA) system. The tests were performed within a 60 nautical mile radius of NAFEC in Atlantic City, N.J. Flight tests for ARA accuracy and procedures development were performed in both skin paint (and passive reflector) and single beacon radar operating modes. The flight test profiles and procedures were developed for the following reasons: (1) to assist the FAA and the user community in developing and certifying standard ARA procedures, associated weather minimums and obstacle clearance requirements; (2) to define and quantify specific ARA system functions and characteristics for use in a Minimum Operational Performance Standards (MOPS) document. The primary conclusions of this flight test experiment were: the Airborne Radar Approach System tested performed satisfactorily from both an accuracy and an operational viewpoint in the single beacon mode for all three airspace environments; the ARA performance in the skin paint mode showed two significant problems: (1) distinguishing landside targets was quite difficult and could cause operational problems, (2) offshore targets such as oil rigs provide bright returns but are not distinguishable from boats, lighthouses and buoys; the ARA performance in the reflector mode showed that very large reflector cross sections are required to provide positive target identification.]]></description>
      <pubDate>Wed, 20 Mar 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144125</guid>
    </item>
    <item>
      <title>CELLULAR CONCRETE STOPS AIRPLANES IN THEIR TRACKS</title>
      <link>https://trid.trb.org/View/541198</link>
      <description><![CDATA[In a design similar to a runaway truck ramp, the Port Authority of New York and New Jersey is installing aerated cellular concrete pads to stop an aircraft that overshoots a runway.  The concrete blocks that make up the pad are one-tenth the density of normal concrete, so when an aircraft runs over them, the landing gear breaks through at a consistent pace and slows to a stop.  With the first system already installed on runway 4R at John F. Kennedy International Airport, the Port Authority has ordered two more systems for LaGuardia Airport at a cost of $9.8 million.  The pad, called an engineered material arresting system (EMAS), can stop a fully loaded 747 aircraft going 70 mph (113 kph) in 450 ft (137 m) without snapping off the nosewheel or inflicting a force of more than 1 g on passengers.]]></description>
      <pubDate>Sat, 14 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541198</guid>
    </item>
    <item>
      <title>EFFECTS OF ATC AUTOMATION ON PRECISION APPROACHES TO CLOSELY SPACED PARALLEL RUNWAYS</title>
      <link>https://trid.trb.org/View/465920</link>
      <description><![CDATA[Improved navigational technology installed in modern aircraft will enable air traffic controllers to better utilize available airspace.  Consequently, arrival traffic can fly approaches to parallel runways separated by smaller distances than are currently allowed.  Research into Air Traffic Control automation at Ames Research Center has led to the development of the Center-TRACON Automation System (CTAS).  The Final Approach Spacing Tool (FAST) is the component of the CTAS used in the TRACON area.  The work in this paper examines, via simulation, the effects of FAST used for aircraft landing on closely spaced parallel runways. The simulation contained various combinations of aircraft, equipped and unequipped with advanced navigation systems.  A set of simulations was run both manually and with an augmented set of FAST advisories to sequence aircraft, assign runways, and avoid conflicts.  The results of the simulations are analyzed, measuring the airport throughput, aircraft delay, loss of separation, and controller workload.]]></description>
      <pubDate>Fri, 26 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465920</guid>
    </item>
    <item>
      <title>INITIAL RESULTS OF A PILOTED SIMULATOR INVESTIGATION OF MODERN WINDSHEAR DETECTION SYSTEM</title>
      <link>https://trid.trb.org/View/474713</link>
      <description><![CDATA[A preliminary investigation has been carried out on the NLR Research Flight Simulator (RFS) concerning several aspects involving the use of modern windshear detection systems during landing approaches.  Three windshear detection systems were evaluated together with three flight procedures.  The systems evaluated were a reactive windshear detection system, a Light Detection and Ranging (LIDAR) forward looking windshear detection system, and a ground-based Terminal Doppler Weather Radar (TDWR) system.  With the latter a simulated data-uplink connection to the aircraft cockpit was used.]]></description>
      <pubDate>Wed, 17 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474713</guid>
    </item>
    <item>
      <title>GENERAL AVIATION AND AIR TAXI ACTIVITY AND AVIONICS SURVEY. ANNUAL SUMMARY REPORT 1995 DATA</title>
      <link>https://trid.trb.org/View/479094</link>
      <description><![CDATA[This report presents the results of the annual General Aviation and Air Taxi Activity and Avionics Survey.  The survey is conducted by the Federal Aviation Administration (FAA) to obtain information on the activity of the United States registered general aviation and air taxi aircraft fleet.  The report contains breakdowns of active aircraft, annual flight hours, average flight hours and other statistics by manufacturer/model group, aircraft type, state and region of based aircraft, and use.  Also included are fuel consumption, lifetime airframe hours, engine hours, miles flown estimates, tables for detailed analysis of the avionics capabilities of the general aviation fleet, estimates of the number of landings, and IFR hours flown.]]></description>
      <pubDate>Thu, 22 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479094</guid>
    </item>
    <item>
      <title>AIRCRAFT ACCIDENT REPORT: GROUND SPOILER ACTIVATION IN FLIGHT/HARD LANDING VALUJET AIRLINES FLIGHT 558 DOUGLAS DC-9-32, N922VV NASHVILLE, TENNESSEE JANUARY 7, 1996</title>
      <link>https://trid.trb.org/View/478465</link>
      <description><![CDATA[This report explains the ground spoiler activation in flight and subsequent hard landing of ValuJet Airlines flight 558, N922VV, a Douglas DC-9-32 at Nashville International Airport, Nashville, Tennessee.  The safety issues discussed in the report include the adequacy of ValuJet's operations and maintenance manuals, specifically winter operations nosegear shock strut servicing procedures; the adequacy of ValuJet's pilot training/crew resource management training programs; flightcrew actions/ decisionmaking; the role of communications (flightcrew/flight attendants/operations/dispatch/air traffic control); ValuJet's flightcrew pay schedule; Federal Aviation Administration (FAA) oversight of ValuJet; and the adequacy of cockpit voice recorder (CVR) duration and procedures.  Safety recommendations concerning these issues were made to the FAA and ValuJet Airlines.]]></description>
      <pubDate>Tue, 22 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478465</guid>
    </item>
    <item>
      <title>ANALYSIS OF LANDING RATES AND SEPARATIONS AT THE DALLAS/FORT WORTH INTERNATIONAL AIRPORT</title>
      <link>https://trid.trb.org/View/478105</link>
      <description><![CDATA[Advanced air traffic management systems such as the Center/TRACON Automation System (CTAS) should yield a wide range of benefits, including reduced aircraft delays and controller workload.  To determine the traffic-flow benefits achievable from future terminal airspace automation, live radar information was used to perform an analysis of current aircraft landing rates and separations at the Dallas/Fort Worth International Airport. Separation statistics that result when controllers balance complex control procedural constraints in order to maintain high landing rates are presented.  In addition, the analysis estimates the potential for airport capacity improvements by determining the unused landing opportunities that occur during rush traffic periods.  Results suggest a large potential for improving the accuracy and consistency of spacing between arrivals on final approach, and they support earlier simulation findings that improved air traffic management would increase capacity and reduce dealys.]]></description>
      <pubDate>Fri, 28 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478105</guid>
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