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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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    <item>
      <title>EXPERIMENT ON THE HEAVE OSCILLATION OF A LIGHT AIR CUSHION VEHICLE OVER WATER</title>
      <link>https://trid.trb.org/View/167249</link>
      <description><![CDATA[Experiments with the air cushion vehicle HEX-5 have shown that over a hard flat ground surface, and over the total weight range of from 5880 N to 12,460 N, this vehicle will not oscillate in heave.  A second series of experiments showed that over water the vehicle becomes unstable and oscillates in heave at any lift airflow above 2 m**3/s, over the weight range tested: 7120 N to 10,680 N.  The heave frequency is almost constant at 4.6 Hz, over the range of airflow and weight tested.  However, it is believed that the frequency increases with decreased weight to some extent at the low airflows, converging to the constant value of 4.6 Hz at airflows of 3 m**3/s and above.  The amount of data available is not sufficient to make this suggestion more than tentative.  The heave amplitude and acceleration increase approximately linearly with lift airflow, rising from zero at 1.8 m**3/s flow to 0.011 m amplitude and 0.3 g acceleration at about 4.2 m**3/s airflow.  The values of heave oscillation experienced on the craft are compared with a generally accepted scale of motion tolerance, and it is shown that the heave can reach quite intolerable values.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167249</guid>
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      <title>AIRCRAFT FUEL ECONOMY -- THE PROPULSION SYSTEM CONTRIBUTION</title>
      <link>https://trid.trb.org/View/145813</link>
      <description><![CDATA[This paper examines the possible contribution of the propulsion system to the fuel economy of executive/computer type aircraft.  A review of engine and component performance as currently demonstrated in North American production aircraft was made to establish a base line "1977" technology.  Using these data four "1977" engines were synthesized, large and small turboprops (2000 SHP & 1000 SHP) and large and small turbofans (4500 lb & 2000 lb thrust).  Using projections of technology improvements, equivalent "1987" production engines were synthesized.  This showed that a 1%-19% reduction in cruise specific fuel consumption could be expected for this class of engine over the next 10 years.  To examine the effect of engine performance on aircraft mission capabilities, two pairs of aircraft were designed -- turboprop and turbofan powered, using "1977" and "1987" engines, but constant "1977" airframe technology.  Reduction in specific fuel consumption and specific weight results in reduction aircraft weight for the same mission with further reduction in fuel flow, from 17% for the larger turbofan aircraft to 21% for the larger turboprop.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145813</guid>
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      <title>STOL SYSTEM FUEL SAVINGS -- GROUND AND AIR</title>
      <link>https://trid.trb.org/View/85904</link>
      <description><![CDATA[For intercity travel, a short take-off and landing (STOL) system with STOLports located in the proximity of the major downtown passenger traffic zones can provide a substantial savings in the fuel required for access and egress from the air terminal.  Because of the use of propellers, over short haul routes (less than 500 statute miles), a present-day STOL aircraft such as the Dash 7 is more fuel-efficient than current conventional twin-engined jet aircraft.  A computerized model for estimating the passenger traffic diverted to STOL from the conventional short-haul air system is described.  The associated fuel savings and profitability of a STOL system are calculated.  A STOL system centered on the Toronto Island Airport would attract some 1.5 million travellers from conventional take-off and landing (CTOL) by offering time savings and in most cases, cost savings too. In addition to convenience, the STOL system would save almost 5 million gallons of fuel over the alternative of a completely CTOL system, and in so doing, would operate profitably to the tune of $30 million annually in 1980.  A calculation was also made for 1986 when advanced, more fuel-efficient, CTOL and STOL aircraft were assumed to be in operation.  The model was used to choose the optimum of three STOL aircraft (with cruise speed designs of Mach 0.7, 0.6 and 0.5) from the point of view of fuel savings and profitability.  The Mach 0.6 would appear to be an optimum choice by allowing the STOL system fuel savings of close to 7 million gallons when compared with a completely CTOL system and annual profits of $31 million.]]></description>
      <pubDate>Fri, 11 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85904</guid>
    </item>
    <item>
      <title>GENERAL AVIATION FLIGHT INSTRUMENT DISPLAYS</title>
      <link>https://trid.trb.org/View/85043</link>
      <description><![CDATA[The basic criteria of ease of use and rapid failure detection have been applied to general aviation instrument designs.  Several suggestions can be made to improve the existing instrument standards by relocating the primary navigation and vertical speed indicators and by including the clock and magnetic compass in the standards.  Power supplies for instruments must not be designed to allow a single failure to jeopardize the airplane.  The general aviation airplane should have the same degree of care given to instrument and systems design as is given to the transport.  In fact, since these airplanes are typically flown by inexperienced pilots and since the systems often do not have redundant components, factors and systems engineering should play even greater roles.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85043</guid>
    </item>
    <item>
      <title>PROSPECTS FOR ENERGY CONSERVING STOL TRANSPORTS USING PROP-FANS</title>
      <link>https://trid.trb.org/View/85062</link>
      <description><![CDATA[This paper describes results from recent studies funded by the Canadian Transportation Development Agency on the application of the Prop-fan type of advanced propeller to future civil STOL transport aircraft.  Aircraft were designed for cruise Mach numbers of 0.50, 0.60 and 0.70, assuming new technology in aerodynamics, propulsion and structures expected to be available by the mid 1980's. These aircraft were compared with equivalent turboprop powered STOL aircraft based on current technology that cruised at slower speeds (Mach 0.38) and met the same mission requirements.  It was found that design cruise Mach number had a strong influence on the fuel savings achieved by the Prop-Fan aircraft.  Relative to the current technology aircraft, the fuel savings were about 45%, 30% and 10% for the aircraft cruising at Mach 0.50, 0.60 and 0. 70 respectively.  The direct operating costs of the Prop-Fan aircraft designed for Mach 0.50 and 0.60 cruise speed were very similar to current technology aircraft up to the design range with maximum payload (345 st. m1. ).  Beyond this distance, the superior specific air range of these aircraft enabled greater payloads to be carried out and direct operating costs (DOCs) to be improved.  The Mach 0.70 cruise speed showed substantial penalties in DOC at all ranges (about 18% at 600 st. m1. ), due to its increased size, higher first costs and greater maintenance costs.  Based on the results of these studies and the many gaps found in existing aerodynamic design data, several items of research and development (R&D) were identified which should be investigated if the Prop-Fan concept is to be exploited in future STOL transport aircraft.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85062</guid>
    </item>
    <item>
      <title>AVIATION FUEL USAGE -- ECONOMY AND CONSERVATION</title>
      <link>https://trid.trb.org/View/79135</link>
      <description><![CDATA[This paper describes some of the major short-term operational and procedural measures which may be effected by airlines to achieve optional fuel economy and conservation. These measures include the avoidance of excessive fuel uplift except when "tankering" to take advantage of price differentials between stations, the idling of unneeded engines during taxiing before takeoff and after landing, careful planning of flight profiles, the replacement of jet transports by turboprops on short-haul routes, and, finally, measures involving airspace management and air traffic control.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79135</guid>
    </item>
    <item>
      <title>MAN-POWERED FLIGHT -- A HISTORY AND A PROPOSAL</title>
      <link>https://trid.trb.org/View/72188</link>
      <description><![CDATA[This paper on man-powered flight is a research report regarding the feasibility of the development of a man-powered flying machine for the sport aviation market. Man-powered aircraft of the past are examined and studied for their various strong points and, based on these experiences and on innovations being developed, the author suggests what he believes to be the optimum layout of a man-powered aircraft for sport aviation.  In addition, the cost and flying considerations of the aircraft are discussed.]]></description>
      <pubDate>Sun, 27 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72188</guid>
    </item>
    <item>
      <title>SOME OPPORTUNITIES IN THE DEVELOPMENT OF LIGHT AIRCRAFT</title>
      <link>https://trid.trb.org/View/73229</link>
      <description><![CDATA[In a brief review of the light aircraft development history, two early aircraft types, designed by the author, are shown as examples.  This is followed by a presentation of several opportunities in the development of light aircraft of advanced type.  They are: methods of cost and drag reduction, improvements in STOL performance by utilizing most of the available aerodynamic surfaces for the generation of lift, as well as the use of large propellers on single-engined aircraft.  Finally, the integration of lift and thrust, its history, and a proposal of how to approach the problem is presented.  The paper is illustrated with diagrams showing some aircraft of historic interest, as well as some proposed solutions to the presented design opportunities.]]></description>
      <pubDate>Wed, 28 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73229</guid>
    </item>
    <item>
      <title>NEED FOR IMPROVED AIRCRAFT CRASHWORTHINESS DESIGN</title>
      <link>https://trid.trb.org/View/72575</link>
      <description><![CDATA[This report presents a review of Canadian aircraft accident statistics with particular emphasis on a special category involving damage to the fuselage structure.  In addition, the "crash environment" was investigated for various categories of aircraft to determine the predominant conditions and extent to which most aircraft were damaged.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72575</guid>
    </item>
    <item>
      <title>CANADIAN STOL DEMONSTRATION -- THE DATA COLLECTION, THE FINDINGS AND THEIR APPLICATIONS</title>
      <link>https://trid.trb.org/View/72169</link>
      <description><![CDATA[The Canadian Government sponsored a STOL Demonstration Service to commercial air carrier standards between the cities of Montreal and Ottawa between August 1974 and March 1976.  The objectives of this program were to test the technical feasibility and public acceptance of STOL systems. The Canadian Air Transportation Administration (CATA) STOL Project Team conducted a data collection and monitoring exercise capable of providing the information required to establish the technical standards and operational procedures for STOL transportation.  This paper describes the demonstration operating concepts and the data collection exercises and summarizes the results, showing how they will be used to make recommendations for the regulation and control of future Canadian STOL systems.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72169</guid>
    </item>
    <item>
      <title>DYNAMICS OF STOL</title>
      <link>https://trid.trb.org/View/72170</link>
      <description><![CDATA[This paper is concerned with factors which influenced the design of STOL/Utility aircraft in Canada.  These included the early research work, experience with bush aircraft, and the stimulus of the Guggenheim Safe Aircraft Competition. The acceptance of STOL in remote areas and for low-density traffic on short-haul routes is compared with the many obstacles that exist to acceptance in transportation systems on a national scale.  Areas in need of more advanced development in high-lift aerodynamics, drag, and propulsion are described.  The paper concludes with observations on the potential of the STOL aircraft to reduce energy demands in transportation.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72170</guid>
    </item>
    <item>
      <title>AIR CARGO AND AIRPORTS IN THE FUTURE</title>
      <link>https://trid.trb.org/View/52677</link>
      <description><![CDATA[The continuing growth of the air cargo volume makes it necessary to take the impact of air freight on airport operations into account in all planning activities which are related to the establishment of new airports on the farther development of existing airports.  The consideration problem with respect to cargo developments on the airport is considered and the factors which will influence the location of air cargo centers on the airport property are examined. The elements which affect the size of the cargo area are discussed.  Attention is also given to some of the more important factors which will influence the design of the cargo areas in the future.]]></description>
      <pubDate>Wed, 28 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52677</guid>
    </item>
    <item>
      <title>PROBLEMS AND PROSPECTS IN THE INTRODUCTION OF AIRLINE SERVICE TO SMALL COMMUNITIES</title>
      <link>https://trid.trb.org/View/52735</link>
      <description><![CDATA[Norontair, the local air carrier operating in Northern Ontario, was established by the Government of Ontario on an experimental basis in October 1971.  Certain aspects of the operation of Norontair are discussed including local airport problems, airport development problems, and the market for local and feeder air service.]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52735</guid>
    </item>
    <item>
      <title>REMOTE AIR SERVICES DEFINING SOCIAL NEED</title>
      <link>https://trid.trb.org/View/52736</link>
      <description><![CDATA[During 1973-74, the Arctic Transportation Agency of Transport Canada conducted a survey of air services in the Yukon and Northwest Territories.  User opinion was collected by questionnaire and public meetings were held at 22 select locations.  Results were generalized to form the basis for defining social need in future airport planning and to assist policy formulation for local air service carriers.]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52736</guid>
    </item>
    <item>
      <title>AERODYNAMICS OF HIGH SPEED GROUND VEHICLES IN TUBES</title>
      <link>https://trid.trb.org/View/6450</link>
      <description><![CDATA[The drag coefficients and measurements of static wall pressure for tube-vehicle transportation systems are presented.  The experimental results are from a test facility that launches models at 200 to 400 mph into a precisely aligned tube (one inch diam and 100 feet long test section).  The models simulate a full-scale vehicle operating with a Reynolds number of 10 to the fifth power in a tube seven miles long.  With a blockage ratio of 0.56, a choke flow in the gap between the vehicle and wall requires velocities above 300 mph.  The wake region is shown to be an important factor on the vehicle drag.  By opening or closing a set of vents behind the vehicle, the drag is modified substantially.  The static pressure measurements provide information about the compression and expansion waves in the tube.  Details of the pressure in the immediate vicinity of the vehicle are shown.]]></description>
      <pubDate>Sun, 13 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6450</guid>
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