The Air Transportation Center of Excellence for General Aviation Research

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The Air Transportation Center of Excellence for
General Aviation Research
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Remote Airport Lighting System Project

• University of Alaska-Anchorage
• Embry-Riddle Aeronautical University
• University of North Dakota-Aerospace
• Rensselaer Polytechnic Institute, LRC
• Sponsor FAA, William J. Hughes Tech Center
• Airport Aircraft Safety, RD
  Division,
• Airport Technology RD Branch

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Project Goals

• Investigate available airfield lighting
  technologies for a possible remote airfield
  application .
• Portable/temporary systems.
• -Passive systems (non-powered-use A/C landing
  light).
• -Can we design a prototype which will give the
  pilot the visual
• cues necessary for night landing and reduce
  power costs?
• Develop specifications for remote airport
  lighting systems that optimize performance and
  minimize cost/power consumption
• Visual effectiveness
• Minimal energy use
• Low maintenance
• Reliable/Durable

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Project Goals

• Visual Studies
• Establish intensity, spectral, temporal, and
  spatial requirements for remote airfield lighting
  to allow pilots to
• Locate the field
• Determine the orientation of the field.
• Maintain SA throughout the maneuvering to land
  phase of flight
• Lighting Technology
• Ensure that the application of new lighting
  technology (LEDs) meets desired performance
• Field Testing
• Identify prototype systems and components for
  flight and ground testing

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Project Goals

• Develop the Community Service Airports Visual
  Aides Handbook which describes the technology and
  how it may be used at remote airfields

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The Project Team began a Regionalized Review of
Remote Airfields i.e., AK,ND, AZ,FL
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The Project Team Defined a Remote Airport
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• A remote airport is one that is not paved, and
  has no
• powered lighting nor reliable electric power
• supply.
• It may not be accessible by paved or otherwise
  well
• developed roads.
• It is not used by jet aircraft, it has no
  vertical guidance
• or runway location markings usable from the air.
• A remote airport serves an identifiable community
• need for emergency medical service, and
  provisional
• supply functions. It has a constituency
  population that
• is willing to take minimal responsibility for its
• operation and basic maintenance.

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Initial Site Test North Dakota
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Data collection focused on pilot perception of
retro-reflective visual guidance during flight
approach.
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Summary of Recommendations
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Prototypes for Flight Test Verification
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Field testing prototype fixtures

• Viewing distance1.1 mi.
• Viewing elevation200 ft.

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Corner lights Green LED (?max 505 nm) 2 Hz to
4 Hz flash frequency, on-period gt 80 ms 5 (time
averaged) photopic cd (e. g., 10 cd at 50 duty
cycle) All conditions include meeting specified
values over an ambient temperature range from
40C to 50C. Maximum height 18 Man portable
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Remote Airport Lighting System UAA/Embry-Riddle
Aeronautical University Flight Test May 27-30,
2008
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Test Fixture and Retro-reflective Panels
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Remote Airfield Lighting System Minimum Basic
Configuration
Four corner lights Aviation Green Edge Markers
Retro-Reflective (unpowered) First Last Third
of field - White
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Parameters for Airfield Identification Be able
to identify the airfield location in cruise
flight from 5 NM Be able to maintain
situational awareness while maneuvering from 2 NM
SPOT METHOD For a 3-degree glide slope, Ground
Speed x 5..90 KIAS x 5 450 FPM
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Massey Airpark
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South Approach, First Field Identification, 4.85
mi out
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North Approach, First Field Identification, 3.8
miles out
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Distances to Field Identification
Approaches at 1500 AGL, tree line around
airfield limited line of sight
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Orientation of Airfield

• 2 Great Assistance
• 1 Some Assistance
• 0 No Assistance
• Average pilot response, 1.6
• 60 responded Great Assistance, 100 responded
  Some or Great

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Lateral Guidance on Approach

• 4 Excellent Lateral Guidance
• 3 Good Lateral Guidance
• 2 Fair Lateral Guidance
• 1 Poor Lateral Guidance
• 0 No Lateral Guidance
• Average pilot response, 3.2
• 20 responded Excellent, 100 responded Good
  or Excellent

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Level of Situational Awareness

• 2 Great Assistance
• 1 Some Assistance
• 0 No Assistance
• Average pilot response, 1.7
• 70 responded Great Assistance, 100 responded
  Some or Great

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Pilot Confidence Level to Complete Approach and
Landing to Full-Stop

• 4 Very Confident
• 3 Somewhat Confident - but Cautious
• 2 Not Very Confident Uncomfortable with the
  Approach
• 1 No Confidence Execute Go Around
• 0 Refuse to Descend/Refuse to Land
• Average pilot response, 3.2
• 20 responded Very Confident, 100 responded
  Somewhat Confident or better

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Next steps

• -Identify 3 airport lighting systems and existing
  technology for possible use
• - System one Passive (Retro-reflective/battery
  power
• - System two Portable installation (generator
  power)
• -System three Permanent installation-grid power

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Next steps

• Complete necessary coordination with appropriate
  agencies and parties to install and validate this
  system in Alaska.
• Test the feasibility and durability of the system
  during an Alaskan winter. Document the install
  process.
• Publish the Remote Airport Lighting System
  chapter in the Community Service Airports Visual
  Aids Handbook compiled by CGAR, the IESALC and
  FAA.

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Energy Information Administration Alaska
Average2007 15.52 cents per Kilowatt Hour 2007
Data
Electric Power Monthly with data for December
2007  Report Released March 13, 2008
Anchorage Daily News, June 4, 2008
Toksook Bay (Alaska Village Electric
Cooperative)Three 100 kW Northern Power Systems
Northwind 100 turbines were installed in 2006.
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Possible Commercial Applications
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Questions?