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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>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <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>Lighted X Runway Closure Marker—Flight Testing</title>
      <link>https://trid.trb.org/View/2685462</link>
      <description><![CDATA[On July 7, 2017, an Airbus A320 nearly collided with another aircraft on Taxiway C at San Francisco International Airport. The A320 mistakenly aligned with the taxiway instead of the parallel runway on which they were cleared to land. Because of this incident, the National Transportation Safety Board (NTSB) made a safety recommendation to improve the conspicuity of closed runways, particularly under nighttime conditions when at least one parallel runway remains in use. The Federal Aviation Administration (FAA) Office of Airports tasked the National Institute of Standards and Technology (NIST) to evaluate different configurations of Lighted X (LX) systems. NIST’s laboratory experiments with pilot participants revealed that larger 28-foot LX configurations were more recognizable from greater distances. However, the findings needed validation through real-world flight testing in varied lighting conditions to confirm their practical applicability. The FAA Airport Technology Research and Development (ATR) Branch conducted research to test and evaluate LX runway closure markers (RCMs) in real-world scenarios to validate NIST’s laboratory results. Eighty-eight test configurations were considered to evaluate the optimal intensity, size, and flash rate of the RCMs. Given this large test set and the costs associated with conducting flight testing, ATR conducted a two-phase test approach: ground tests at the Lakehurst Naval Air Warfare Center Aircraft Division (NAWCAD) and flight tests at Cape May Airport (WWD). Results from ground observations were used to eliminate RCM configurations that pilots found least viable, leading to a reduction from 88 test configurations to 33 based on pilot feedback. This report focuses on the results gathered from Phase 2 and provides a comprehensive summary of flight testing and recommends optimal LX configurations for intensity, size, and flash rate to better signal runway closures to pilots during operations.]]></description>
      <pubDate>Thu, 02 Apr 2026 16:17:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685462</guid>
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    <item>
      <title>UAS Flight Proficiency Examination: Proctor Guide for PROPS Test</title>
      <link>https://trid.trb.org/View/2682213</link>
      <description><![CDATA[This report provides instructions and scoring procedures for applying the standardized evaluation criteria for the Pilot Readiness and Operational Proficiency Standardized (PROPS) Test. Both the guide and the test were developed through iterative design phases, independent reviews, and structured feedback from state department of transportation (DOT) personnel. The guide and PROPS Test will be of particular interest to state DOTs, aviation program managers, and policymakers responsible for unmanned aircraft system (UAS) operations and workforce certification.]]></description>
      <pubDate>Sun, 22 Mar 2026 17:18:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682213</guid>
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    <item>
      <title>Aviation Investigation Report: Establish Pilot Training and Experience Qualification Criteria and Stall Test Plan for Postmaintenance Stall Test Flights in Certain Hawker Airplane Models</title>
      <link>https://trid.trb.org/View/2652162</link>
      <description><![CDATA[The National Transportation Safety Board (NTSB) is providing the following information to urge Textron Aviation Inc. (the current type certificate holder for the airplane models), the Federal Aviation Administration (FAA), and the National Business Aviation Association (NBAA) to take immediate action on the safety recommendations in this report. NTSB identified the need for action during the  investigations of two fatal accidents in 2025 and 2024 that occurred during manufacturer-required postmaintenance stall test flights conducted in Hawker 800XP and 900XP airplanes after routine, 4-year inspections were performed. Both accident flights were flown by the respective operator’s flight crews who, although qualified to fly the airplanes, were unprepared to safely address the adverse stall behavior they encountered during the stall test flights. NTSB is concerned that, due to deficiencies identified in the information available to airplane owners, operators, and pilots related to the training and procedures needed to safely perform manufacturer-required postmaintenance stall test flights in certain Hawker airplane models, other flight crews tasked to perform such flights may be similarly unprepared. Based on the safety issues discussed in this report, the NTSB is issuing five urgent safety recommendations to Textron Aviation Inc.,one urgent safety recommendation to the FAA, and one urgent safety recommendation to the NBAA.]]></description>
      <pubDate>Tue, 27 Jan 2026 09:19:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652162</guid>
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    <item>
      <title>Methods for Operational Correction of Aircraft Indication Support in Flight Tests</title>
      <link>https://trid.trb.org/View/2407929</link>
      <description><![CDATA[In this paper a method for operational correction of the indication support of subsonic aircraft has been proposed, which includes the technology of simulation of display frames. The simulation station has also been created for operational testing alongside the participation of pilots.]]></description>
      <pubDate>Mon, 14 Jul 2025 12:53:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407929</guid>
    </item>
    <item>
      <title>Evaluation Of Novel V/STOL Aircraft Pilot Interface Concepts Version 1.15</title>
      <link>https://trid.trb.org/View/2499159</link>
      <description><![CDATA[This report documents a response to a request from the FAA UAS Integration Office to provide recommendations for candidate methods for evaluating the airworthiness of a broad range of new aircraft concepts. The UAS Integration Office is facing an unprecedented diversity of applicant aircraft and automation configurations in aviation segments generally referred to as advanced air mobility (AAM). The research activity is aimed at developing evaluation methods that accommodate a range of automated aircraft systems (i.e. pilot on-onboard, remotely operated, or autonomous) and a diversity of aircraft configurations, specifically aircraft with vertical/short take-off and landing (V/STOL) capabilities, including vertical take-off and landing (VTOL) aircraft with electric propulsion (eVTOL). This report describes the results from a series of simulator studies to examine the efficacy of flight test maneuvers. These initial studies focused on the assessment of piloted eVTOL aircraft with Indirect Flight Control Systems (IFCS), reflecting the state of the leading industry airworthiness applications and FAA needs. The investigations revealed that the methodology is adaptable to the new class of powered V/STOL aircraft. The research successfully produced and assessed an initial set of eleven maneuvers, performance criteria, and test course specifications applicable to AAM operations.]]></description>
      <pubDate>Fri, 07 Feb 2025 08:47:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499159</guid>
    </item>
    <item>
      <title>Complex motion design and control of aircraft model suspended with cable-driven parallel robot at high AoAs</title>
      <link>https://trid.trb.org/View/2494785</link>
      <description><![CDATA[Modern advanced fighters are characterized by the post-stall maneuverability with multi-degree-of-freedom (M-DOF) at high angles of attack (AoAs), which is generally difficult to simulate with the traditional sting suspension method in wind tunnel due to its limited M-DOF capability and dynamics. This paper studies the complex motion control of an aircraft model suspended with a novel cable-driven parallel robot (CDPR) to reappear some typical agile maneuvers with high AOAs and large amplitudes. The tasks include modeling the unsteady aerodynamics, designing the desired motion command, and developing the robust control law. Firstly, the kinematic and dynamic equations of CDPR are given, and the state-space representation of aerodynamic forces and moments for unsteady aircraft motion is established. Subsequently, an angular motion involving rolling around the velocity vector is proposed, and a typical M-DOF motion trajectory is also designed. To deal with modeling uncertainties and external disturbances, a robust feedback controller is constructed by integrating the computed-torque control law with extended state observer (ESO), and its stability is analyzed using the Lyapunov function. ADAMS simulations and numerical investigations conducted on the CDPR validate the effectiveness of the proposed methods and controller.]]></description>
      <pubDate>Wed, 29 Jan 2025 17:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2494785</guid>
    </item>
    <item>
      <title>Noise Measurement Report: Unconventional Aircraft – Joint Base Cape Cod; September 2021</title>
      <link>https://trid.trb.org/View/2464531</link>
      <description><![CDATA[This report discusses the processes and results of an acoustic measurement program conducted at Joint Base Cape Cod in Bourne, Massachusetts from September 26th to October 1st, 2021. The test was conducted in support of the Federal Aviation Administration's (FAA’s) research into the acoustic characteristics of unconventional aircraft, and the inclusion of unconventional aircraft in the National Airspace System. Five small Unmanned Aerial Vehicles were measured – the DJI M600, DJI M200, DJI Phantom 4 Pro, the ArgenTech FireEye Series 2, and the ALTI Transition. This report contains a summary of the noise metric results collected from acoustic instrumentation used during the test. Analyses of these data sets, and of digital audio recordings from the measurement microphones will be presented in one or more follow-up reports.]]></description>
      <pubDate>Mon, 16 Dec 2024 09:11:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2464531</guid>
    </item>
    <item>
      <title>Integrated Propulsion and Controls for Rotorcraft – Phase 2</title>
      <link>https://trid.trb.org/View/2444699</link>
      <description><![CDATA[This technical report documents research conducted by Embry-Riddle Aeronautical University’s Eagle Flight Research Center team in Phase 2 of the Integrated Propulsion and Controls for Rotorcraft project. The purpose of this research was to build on the progress made during Phase 1 of the project. This involved developing a hardware-validated flight dynamics simulation to assess different control strategies to fly Mission Task Elements (MTEs) as well as create methodologies that may one day aid and inform specific certification testing at the vehicle level. Methodologies to compute force and moment envelopes for different vehicle configurations were developed and enabled the team to predict potential control challenges, such as situations leading to loss of control. An optimization code was created which tailored control and power outputs to optimize torque, thrust, moment, or noise footprint. A flight test campaign was conducted to characterize each novel control strategy developed within the limitations of the vehicle’s capabilities and flying environment.]]></description>
      <pubDate>Tue, 12 Nov 2024 09:14:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2444699</guid>
    </item>
    <item>
      <title>Aircraft Closed-Loop Dynamic System Identification in the Entire Flight Envelope Range Based on Deep Learning</title>
      <link>https://trid.trb.org/View/2417098</link>
      <description><![CDATA[To solve the aircraft dynamics modeling problem in the entire envelope range, this work proposes a closed-loop system identification method based on deep learning. A closed-loop flight test was designed, under the framework of the closed-loop flight test, the motion mode of the aircraft was fully stimulated by the input signal of the control rudder surface and the airspeed and position commands. The lateral and longitudinal aerodynamic coefficients were solved from the flight test data, and the black box relationship between the aerodynamic coefficients and their influencing factors was established based on the deep network technology. The aerodynamic coefficient black box model was combined with the dynamics and kinematic equations of the aircraft to form a deep network dynamic model of the aircraft, which belongs to a gray box dynamics model. The deep network can easily and uniformly process different batches of flight test data, thus combining the flight test data at different flight state points, and finally building a complete aerodynamic model within the entire envelope range. Three groups of flight tests were performed: the first group of tests was used for model set training, the second group of test data was used for the selection of the best model, and the third group of flight tests was used for model validation. The model verification was completed from two aspects: the prediction of the aerodynamic coefficient and the prediction of the flight state variables. The results show that the deep network model can complete high-precision modeling of aerodynamic coefficients; and the gray box dynamic model can complete the modeling of aircraft dynamics within the entire envelope, and can be used as a long-term, high-precision flight simulator.]]></description>
      <pubDate>Thu, 05 Sep 2024 10:25:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2417098</guid>
    </item>
    <item>
      <title>Design Study to Reduce the Single Engine Minimum Control Speed of the SJ30-2 Twin-Engine Business Jet</title>
      <link>https://trid.trb.org/View/1784008</link>
      <description><![CDATA[A 500 pound (2.2 kN) increase in takeoff thrust per engine was predicted to increase the SJ30-2’s single engine minimum control speed (VMCA) to 109 knots (201.9 km/hr). To meet runway performance goals, VMCA had to be pushed below 97 knots (179.6 km/hr). Six types of vertical tail and rudder modifications were investigated analytically. Two vertical tail modifications and three ventral rudder configurations were tested in the wind tunnel. The tunnel showed 30° of ventral rudder deflection would reduce VMCA over 16 knots. Flight tests showed the deflected ventral rudder reduced measured VMCA speeds from 7.2 knots (13.9 km/hr) to 11.6 knots (21.5 km/hr). Other flight test techniques showed ventral rudder effectiveness to exceed that measured in the tunnel. In light of these results, a ventral rudder bias system has been incorporated into the production SJ30-2 design to assist the pilot during single engine events.]]></description>
      <pubDate>Thu, 29 Aug 2024 15:03:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1784008</guid>
    </item>
    <item>
      <title>FTIMS/2000™ A Strategic Flight Test Management Solution</title>
      <link>https://trid.trb.org/View/1783994</link>
      <description><![CDATA[For many years manufacturer’s had to devote considerable work to demonstrate that an aircraft met the specific requirements. The indicator of credibility lies primarily in the award of Type Certification, marked by a Certification of Airworthiness. Since flight test engineering accounts for a major portion of aircraft manufacturer’s controllable cost; the implementation of structured methods and advanced operational procedures will yield the most dramatic single cost savings. The FTIMS/2000™ seamlessly links a complex array of strategic flight test business processes into a logical flow and is used as a true management tool. It is one of the only systems of its kind and is recognized by major aerospace corporations worldwide.]]></description>
      <pubDate>Wed, 28 Aug 2024 16:49:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1783994</guid>
    </item>
    <item>
      <title>Angular acceleration estimation and aerodynamic parameter identification based on angular velocity equivalent model</title>
      <link>https://trid.trb.org/View/2410461</link>
      <description><![CDATA[Conventional angular acceleration estimation methods generate non-negligible errors when the control surface rapidly deflects; hence, the estimated angular acceleration cannot be used for aerodynamic parameter identification directly. This paper proposes an angular acceleration estimation method based on angular velocity equivalent model. The angular acceleration of the angular velocity equivalent model, whose angular velocity response is consistent with the flight test data, is used as the estimated angular acceleration. Firstly, the equivalent angular velocity model is established by combining the generic aerodynamic model with the rotational dynamic equations of aircraft. Secondly, the angular velocity data and the control surface deflection data are synchronized. Finally, the angular velocity response of the equivalent model is used as the predictor, and the estimated angular acceleration is obtained by extended Kalman filter. The aerodynamic parameter identification and validation are carried out using the estimated angular acceleration of a large civil aircraft flight test data. The results show that the angular acceleration obtained through the proposed angular acceleration estimation method meets the accuracy requirement of aerodynamic parameter identification.]]></description>
      <pubDate>Tue, 20 Aug 2024 16:17:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2410461</guid>
    </item>
    <item>
      <title>Flight tests results of a Fiber Bragg Gratings based ice sensor</title>
      <link>https://trid.trb.org/View/2390897</link>
      <description><![CDATA[Icing has been an aeronautical industry problem for safety and for energy consumption save from the beginning of aviation. It affects the safety reducing the lift, decreasing the stall angle of attack, affecting the aircraft stability and reducing the control efficiency. The European project SENS4ICE (2019–2023) introduces a new technology based on hybridization of different detection techniques, combining indirect ice sensing with direct, using atmospheric and ice accretion sensors. In the present work a study about a Fiber Optic Detector based on latent heat that uses a Fiber Bragg Grating for measuring the surface temperature. The Fiber Optic Detector (FOD) was tested in a SAFIRE Flight Testing Platform ATR42 during 40 h of Flight testing, having Liquid Water encounters in all flights. The sensor performance and its ability for measuring the icing severity is evaluated in the paper, showing results in a representative Flight test. During Flight Test, different icing conditions were seen, adapting the detection and severity evaluations to the data seen with other reference atmospheric sensors. For ice detection Discrete Wavelet Transform (DWT) was used using different levels in order to detect all the possible events during the Flight test. The DWT ice severity assessment results were compared with a Messinger Model and with the DLR Nevzorov data in order to evaluate the precision and the sensor performance.]]></description>
      <pubDate>Thu, 11 Jul 2024 13:53:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2390897</guid>
    </item>
    <item>
      <title>Development and flight test of a manned electric propulsion lightweight airplane</title>
      <link>https://trid.trb.org/View/2361901</link>
      <description><![CDATA[Electrically powered airplanes can cope with global warming by reducing the use of fossil fuels and reduce airplane costs in the long run through the efficient use of energy. For this reason, advanced aviation countries such as the United States and several countries in the European Union are leading the development of innovative technologies to realize a fully electric airplane in the future. Currently, research and development efforts are underway domestically to convert existing two-seater airplanes into electric-powered airplanes. In this study, the KLA-100X, which was developed by converting the existing two-seat lightweight sport airplane KLA-100 into an electric propulsion airplane, was introduced. In this text, the main specifications, design characteristics, and performance of KLA-100X are examined. In addition, the performance of the major components of the propulsion system, in this case the propulsion motor, inverter, and battery developed for application to KLA-100X are assessed, and the control system, additionally altered according to electric propulsion modification, is explained. Finally, the applicability of the developed major components to an electric propulsion airplane is confirmed by conducting ground and flight tests on the KLA-100X and presenting the results. In the future, the expansion of research aimed at improving the performance of current electric propulsion airplanes can be reviewed through the development of a dedicated platform for an electric propulsion airplane.]]></description>
      <pubDate>Tue, 30 Apr 2024 13:19:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2361901</guid>
    </item>
    <item>
      <title>Handling Qualities Test Guide for Powered Lift VTOL Capable Aircraft with Indirect Flight Controls and Operating in Day Time Visual Flight Rules</title>
      <link>https://trid.trb.org/View/2368035</link>
      <description><![CDATA[Decades ago, the U.S. Army introduced an Aeronautical Design Standard (ADS) that defined Handling Qualities Requirements for Military Rotorcraft, ADS-33E-PRF in its most recent incarnation and now superseded by MIL-DTL-32742(AR), which introduced a mission-oriented approach that featured a catalog of flight test maneuvers (FTMs) or mission task elements (MTEs). These flight test maneuvers, when executed by at least three test pilot evaluators, provide assigned levels of handling qualities using the well-established Cooper-Harper Handling Qualities Rating Scale. Later, a comprehensive flight test guide was created to layout the procedures and test methods needed to generate the required data to evaluate a given design against the quantitative requirements included in the design standard. Building upon this approach, selected FTMs/MTEs will be used along with other supporting data as means of compliance (MOC) towards civilian type certification of the powered lift configurations designed for the emerging advanced air mobility (AAM) market. This includes the many designs envisioned for personal air vehicles, urban air taxis, and regional transit operations. The scope of this document is to guide users through the execution of the FTMs/MTEs as applicable to piloted aircraft operating under daytime visual flight rules that will yield a successful evaluation of aircraft handling qualities. Further guidance is provided for the generation of test data that can ultimately be used to assess designs against industry standard criteria though the focus here remains on generating the data. Finally, the appendices include an example test plan template for conducting FTM/MTE flight tests and a catalog of FTMs/MTEs with the understanding that the catalog will undergo revisions and additions based upon ongoing and further research that will likely include flight test demonstrations.]]></description>
      <pubDate>Mon, 22 Apr 2024 09:39:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2368035</guid>
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