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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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      <title>COASTAL SURVEILLANCE</title>
      <link>https://trid.trb.org/View/162599</link>
      <description><![CDATA[This final report gives an account of a one-year effort performed during FY79 under the Coastal Surveillance Project. The objective of the project was to define the operational and technical parameters and evaluate the performance of equipment which could be used for remote surveillance of harbors and near coastal shallow water areas. The effort consisted of two parts: Problem Definition and Hardware Evaluation. In Problem Definition, contacts were made with technical groups and Coast Guard field units to define applicable technology and Coast Guard needs. This led to the design of a prototype Coastal Surveillance System consisting of four elements: radar, sonobuoy, infrared devices and a radio scanner. In Hardware Evaluation, three devices were selected for test and evaluation: a modified Navy sonobuoy AN/SSQ-41, an Army night vision device AN/TAS-6 and a commercially available thermal imaging system (Pyroelectric Videcon Model 84). Testing of the sonobuoy system was conducted at three locations with different depth and bottom topography. Detection ranges of three different size target vessels at three different speeds were determined when the vessel proceeded toward the sonobuoy ('acquisition' range) and when it receded from the buoy ('loss' range). For initial planning estimates and feasibility studies, a detection range of 1500 yards is recommended for the sonobuoy. The AN/TAS-6 night vision device has good potential as a coastal surveillance device while the Pyroelectric Videcon was found to hold little promise for coastal surveillance use.]]></description>
      <pubDate>Wed, 12 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162599</guid>
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    <item>
      <title>ACCURACY TEST OF AN AIR-TO-AIR RANGING AND BEARING SYSTEM</title>
      <link>https://trid.trb.org/View/56635</link>
      <description><![CDATA[This report covers the accuracy test of a system designed to measure, display, and record air-to-air range and bearing measurements between in-flight aircraft. Data acquired from flight tests using reference measurements described in the report showed the estimated standard deviation range of error to be 100 feet, reducible to 60 feet via software smoothing of data. The standard deviation of bearing error was 2.4 . It is concluded that the system is well within specifications. (Author)]]></description>
      <pubDate>Tue, 29 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56635</guid>
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      <title>AIRCRAFT PILOT WARNING INSTRUMENT (APWI) STUDY. VOLUME I</title>
      <link>https://trid.trb.org/View/41318</link>
      <description><![CDATA[The factors by which the expected number of collisions could be reduced by the implementation of Proximity Warning Instruments (PWI) having various performance characteristics are estimated. If both aircraft involved in an encounter are equipped with high performance PWI (sharp range and altitude cut-offs, and 2 deg relative bearing accuracy) then it is estimated that the expected rate of collision could be reduced by factors of ten or more at typical closing speeds. See-and-avoid itself is estimated to be highly effective, as judged by the number of potential collisions that are avoided, but the residual collision risk is unacceptable to the public and large effort is being made to mitigate it. The collision risk per operation tends to increase as the square of the number of operations so that the cost of providing separation assurance per operation will ultimately limit the growth of traffic unless technological progress provides more economical solutions. Collisions involving general aviation aircraft cause a very small fraction of general aviation fatalities and represent a very difficult technical problem because most of these collisions occur in traffic patterns where the angular coverage and associated display requirements are severe for airborne equipment solutions and the aircraft are likely to be outside the coverage of ground based equipment solutions. For the typical general aviation aircraft the principal effect of collision risks appears to be the operational and cost burdens of minimizing the risk to instrument flight rule (IFR) operations. (Author0]]></description>
      <pubDate>Sun, 23 Jun 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/41318</guid>
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    <item>
      <title>RELATIVE MOTION PINWHEEL; PATENT</title>
      <link>https://trid.trb.org/View/405972</link>
      <description><![CDATA[An apparatus for visualizing relative motion between two moving objects in a two-dimensional plane is provided. A planar base has a first compass rose printed thereon. Rotatably attached to the center of the first compass rose is a means for indicating a present course of a first moving object relative to a true bearing indication on the first compass rose. A second moving object assembly consists of a second compass rose rotatably attached to a means for indicating a present course of the second moving object relative to a true bearing indication on the second compass rose. The true bearing indication on the second compass rose is aligned to be equivalent to the true bearing indication on the first compass rose. Attached at the centers of the first and second compass roses is a means for tethering the second moving object assembly to the first compass rose. The second compass rose is free to rotate about its center and the second moving object assembly is free to revolve in a single plane around the center of the first compass rose. The tethering means indicates a lint of relative bearing from the first moving object to the second moving object.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/405972</guid>
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    <item>
      <title>SEMI-AUTOMATIC DIRECTION FINDING; PATENT</title>
      <link>https://trid.trb.org/View/406175</link>
      <description><![CDATA[A receiver selects and amplitude demodulates an RF signal from one of a plurality of directional antennas. The demodulated signal is then delayed to put it in time synchronism with the same signal information from an omnidirectional antenna. A signal is then generated of the peak pulses of the demodulated signal when the pulses are in time synchronism with pulses from the omnidirectional antenna. A control indicator receives the peak pulses along with periscope bearing signals and ship's heading signals and gives an r, display of the amplitude of the RF signal selected from the directional antenna at the periscope true bearing angle.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406175</guid>
    </item>
    <item>
      <title>EXPERIMENTAL DETERMINATION OF POSITION-ESTIMATE ACCURACY USING BACK-AZIMUTH SIGNALS FROM A MICROWAVE LANDING SYSTEM</title>
      <link>https://trid.trb.org/View/150411</link>
      <description><![CDATA[Flight tests using the Boeing 737 airplane to obtain position estimates with back azimuth signals from a microwave landing system (MLS) are discussed. The equations and logic used to generate a navigation position estimate in the MLS back azimuth signal environment are described. The error in the navigation position estimate is determined. A summary of the Boeing 737 position estimate update process is described. The navigation position estimate error calculated flight data and radar tracking information is analyzed. The position estimate error data using the MLS inputs are compared with error data obtained during dual distance measuring equipment updates.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150411</guid>
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    <item>
      <title>AN EVALUATION OF TURN ANTICIPATION TECHNIQUES AND OFFSET FLYING PROCEDURES USING A SINGLE-WAYPOINT RNAV SYSTEM</title>
      <link>https://trid.trb.org/View/88538</link>
      <description><![CDATA[The purpose of this report is to document the results of a three-phased cockpit simulation which was conducted to evaluate turn anticipation techniques applicable for use with a single-waypoint, general aviation type area navigation (RNAV) system. Techniques were evaluated for both centerline and offset tracking. Performance was measured for two variables: total system crosstrack error (TSCT), and flight technical error (FTE). The major findings were: (1) all turn anticipation techniques tested could be used for centerline tracking; (2) no significant differences could be discovered between offset steady state and offset turn data; (3) a useable technique for turn anticipation during offset tracking is complex and contributes greatly to the pilot workload. (Author)]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88538</guid>
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    <item>
      <title>BEACON COLLISION AVOIDANCE SYSTEM (BCAS) ALTERNATIVE CONCEPTS FOR DETERMINING TARGET POSITIONS</title>
      <link>https://trid.trb.org/View/82617</link>
      <description><![CDATA[The (Litchford) Beacon-based Collision Avoidance System concept requires the computation of target range and bearing relative to the BCAS aircraft. Techniques for determining target range and bearing under four different assumptions about the ground radar environment are reported. The systems considered are a fully passive BCAS system when there are two ground radars equipped with azimuth reference signals and a single target, two ground radars of which only one has azimuth reference signals and two targets, and two ground radars without ground reference signals and two targets as well as a BCAS system using both active range measurements and signals from a single ground radar. It is found that the error sensitivity of the solutions is a function of the geometry of the configuration. Multiple solutions are possible with systems involving only one target. A family of curves is derived and illustrated by examples to permit qualitative evaluation of the solution in any given configuration. (Author)]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82617</guid>
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    <item>
      <title>A MID-AIR COLLISION THREAT ALGORITHM THAT USES BEARING DATA</title>
      <link>https://trid.trb.org/View/47570</link>
      <description><![CDATA[This paper derives an algorithm for use by an airborne mid-air collision avoidance system to determine when an alarm should be given in case a mid-air collision is imminent. The algorithm is based on an extension of the standard modified tau alarm criterion used in most collision avoidance system threat logics. The standard criterion uses only altitude and range data and, as a result, will generate high alarm rates in heavy air traffic. The criterion presented here makes use of bearing data as well as altitude and range data and should, therefore, provide lower alarm rates. (Author)]]></description>
      <pubDate>Wed, 30 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47570</guid>
    </item>
    <item>
      <title>BOREHOLE LOGGING DEVICE</title>
      <link>https://trid.trb.org/View/38361</link>
      <description><![CDATA[A logging device measures the inclination of a borehole and its bearing.  The instrument rotates freely on a weighted cylindrical platform within a housing to position the axes of a pendulum and a gyroscope.  The deviation of the pendulum from the vertical and the bearing of the gyroscope are measured by accurate potentiometers. An additional, more sensitive pendulum is used for small inclinations. /Patent Abstract/]]></description>
      <pubDate>Wed, 13 Aug 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38361</guid>
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