2.24.21 Amendment 006 R7 Add Topic ARSP0002.pdf

BAA FAA Aviation Research 2020 Solicitation Number:

692M15-20-R-00004 R7

Federal Aviation Administration William J. Hughes Technical Center Atlantic City International Airport

Atlantic City, NJ

BROAD AGENCY ANNOUNCEMENT

AVIATION RESEARCH 2020

Solicitation Number: 692M15-20-R-00004 R7

Solicitation issued by: FAA AAQ-610

February 24, 2021

BAA FAA Aviation Research 2020 Solicitation Number:

692M15-20-R-00004 R7

Contents

I. INTRODUCTION

General Information

Points of Contact

II. SCOPE AND RESEARCH INTEREST INTRODUCTION FOR TOPICS

Aviation Research Airport Pavements

Aviation Research Airport Safety

Aviation Research Software & Systems

Aviation Research Structures and Propulsion

III. WHITE PAPER AND PROPOSAL INFORMATION

General White Paper and Proposal Information

White Paper Preparation, Submission, and Feasibility Assessment

Proposal Preparation, Submission, and Feasibility Assessment

IV. OTHER PERTINENT INFORMATION

Type of Contract/Agreement

Cost-Sharing

Awards

Restrictive Marking on Proposals

Representations and Certifications

BAA FAA Aviation Research 2020 Solicitation Number: 692M15-20-R-00004 R7

I. INTRODUCTION

This Broad Agency Announcement (BAA), for solicitation number 692M15-20-R- 00004, is sponsored by the Federal Aviation Administration (FAA) and will be open for five years from the date of original issue. The BAA will be valid through November 2024, unless terminated sooner. This BAA includes research interests from the William J. Hughes Technical Center; ANG-E, Aviation Research Development Division which is located at Atlantic City International Airport, Atlantic City, NJ.

The Aviation Research and Development Division establishes scientific solutions to current and future air transportation challenges by conducting applied research and development in collaboration with industry, academia, and Government.

ANG-E has five program branches:

• Fire Safety

• Human Factors;

• Airport Technology R & D

• Software & Systems

• Structures & Propulsion

Each branch has a specific area of responsibility in support of the FAA’s overall mission to provide the safest, most efficient aerospace system in the world. ANG-E strives to reach the next level of safety, efficiency, environmental responsibility and global leadership.

General Information

1. BAAs may be used by agencies to fulfill their requirements for scientific study and experimentation directed toward advancing the state-of-the-art, and/or increasing knowledge and understanding rather than focusing on a specific system or hardware solution. The BAA will only be used when meaningful proposals with varying technical/scientific approaches can be reasonably anticipated.

2. This BAA is issued under the Federal Aviation Administration Acquisition

Management System (AMS) under authority 49 USC 106(1) and (m), which provides for the selection of proposals submitted in response to this announcement. This BAA is a means of soliciting proposals related to Aviation Research. The BAA contains several areas of interest to the FAA regarding Aviation Research referred to as “Topics.” All references to the AMS throughout this document can be found at https://fast.faa.gov/AMS_Policy.cfm.

3. Research Defined:

https://fast.faa.gov/AMS_Policy.cfm

• Basic Research

Basic research is research directed toward increasing knowledge in science with the primary aim being a fuller knowledge or understanding of the subject under study, rather than any practical application of that knowledge.

• Applied Research

Applied Research is an effort that normally follows basic research, but may not be severable from the related basic research; attempts to determine and exploit the potential of scientific discoveries or improvements in technology, materials, processes, methods, devices, or techniques; and attempts to advance the state-of-the-art.

4. This BAA is an open request for white paper submittals at any time until the expiration of the BAA. White papers and proposals will be assessed according to the instructions and criteria described herein. The BAA invites potential Offerors to submit brief descriptive white papers relevant to a Topic or Topics described within the BAA. Full proposals are then requested from those potential Offerors selected in the white paper Feasibility Assessment process.

5. Additionally, the FAA may issue requests for white papers via “Calls”, which will be posted to beta.sam.gov as an amendment to the BAA. Calls will be issued when the FAA has a more pressing need for research to be conducted relevant to a specific Topic.

Calls will highlight the specific Topic(s) of interest and will request potential Offerors to submit white papers. Calls may or may not further define the area of research associated with the Topic noted within the BAA. All Calls will be announced using the System for Award Management webpage, (beta.sam.gov).

6. Under certain circumstances, some Calls may request proposals instead of white papers.

When responding to specific Calls please refer to the instructions listed within that Call.

Some Calls may restrict or expand an acceptable number of proposal pages, depending on the complexity of the research.

7. White papers may be submitted at any time during the open announcement of this BAA, as well as in direct response to a Call. The FAA may award a contract/agreement at any time during the life of this BAA, as well as in direct response to a Call. An award may also be made after the BAA expiration date if the white paper is received before the expiration date occurs.

8.

This announcement is general in nature, identifying the areas of Aviation Research interest, and solicits the participation of all Offerors capable of supporting the FAA's requirements. Proposals that are selected for award are considered to be the result of unrestricted competition and in full compliance with the AMS. Resulting awards may be in the form of purchase orders, contracts, agreements, or other transactions depending upon the specifics of the effort and at the discretion of the FAA.

Throughout the remainder of this document reference to Contract/Agreement is intended to be inclusive of all award types available to the FAA. -

9. The FAA encourages industry, educational institutions, small businesses and small disadvantaged business concerns, historically black colleges, university and minority business enterprises and institutions interested in conducting scientific research to submit white papers.

10. The FAA will consider Contractor Teaming Arrangements, as set forth in AMS

Policy section 3.2.2.7.3 Contractor Team Arrangements.

11. The Offeror, by submission of a white paper and/or proposal or execution of a contract/agreement in response to this solicitation, certifies that the Offeror is not debarred, suspended, declared ineligible for award of public contracts, or proposed for debarment. If the Offeror cannot certify, or if the status of the Offeror changes prior to award, the Offeror must provide detailed information as to its current status.

12. This BAA is an expression of interest only and does not commit the FAA to make an award or pay white paper or proposal preparation costs generated`` in response to this announcement or any Call. The cost of white paper and proposal preparation for response to a BAA is not considered an allowable direct charge to any resultant contract/agreement or any other contract/agreement. Any award will be made subject to availability of appropriated funds. Prospective Offerors are reminded that only a duly warranted Contracting Officer (CO) may obligate the FAA involving expenditure of FAA funds. The FAA reserves the right to fund all, some, one, or none of the white papers or proposals received under this BAA. The FAA anticipates making multiple awards subject to availability of funds.

13. All foreign owned companies are subject to submitting disclosure information for review to determine the firm’s eligibility to do business with the US Government pursuant to current rules and regulations. If the FAA decides to pursue research outlined in a white paper submission from a foreign owned company, additional information/requirements will be provided with the proposal request.

14. This BAA may be amended as necessary, including to revise/delete current Topics or add new Topics. Interested parties should be alert for any BAA announcements/amendments. Any and all amendments to this BAA will be published on the SAM website (beta.sam.gov)

Points of Contact

1. All white paper submissions and technical questions or clarifications must be emailed to the Technical Point of Contact (TPOC) associated with the respective Research Topic number and the Acquisition Management Team Mailbox (see below) which must be included on the “cc” line of the email. Offerors must include the Topic Number and Title in the “subject” line. No discussions between the TPOC and the Offeror are permitted after white paper or proposal submission without the permission of the CO.

2. Questions pertaining to white paper/proposal submissions, requirements set forth in this

BAA, contractual matters, availability of project funding related to a particular research

Topic or related questions must be directed to the Acquisition Team Mailbox at 9-ACT- AAQ-600-BAA@FAA.gov with Question for the CO in the “subject” line.

II. SCOPE AND RESEARCH INTEREST

INTRODUCTION FOR TOPICS

This part of the BAA contains statements of the Aviation Research Interests required by the FAA Technical Center. Each statement identifies a TPOC. Prior to white paper submission, questions on technical matters relating to a particular Topic must be directed to the TPOC identified for that Topic.

If development in certain Topic areas requires the interaction of several investigators from interdisciplinary areas, white papers and proposals for comprehensive research programs will be considered. Inquiries related to comprehensive and interdisciplinary programs within the mission area of this directorate must be addressed to the TPOC.

AVIATION RESEARCH AIRPORT PAVEMENTS (ARAP)

Topic Number: ARAP0001:

Develop Measurements, Specifications, and Guidance for Multiple Bump Events of Airport Pavement Roughness to Supplement the Existing Pavement Surface Boeing Bump Index (BBI)

Technical POCs: Richard Ji; Richard.Ji@FAA.gov Matthew Brynick; Matthew.T.Brynick@FAA.gov Copy: 9-ACT-AAQ-600-BAA@faa.gov

Background:

Pavement smoothness is an important consideration for airport pavement. It provides the comfort and safety of aircraft ground operations. Therefore, when pavements are put into service, the FAA recommends that airports periodically check in service roughness because the surface characteristics of a pavement affect aircraft operation cost and the riding quality. It is because of these considerations, that technical procedures and evaluation for pavement roughness is provided in Advisory Circular (AC) 150/5380-9 Guidelines and procedures for measuring airfield pavement roughness, which references the Boeing Bump Index (BBI) for evaluation. The BBI was developed solely to identify and quantify single event in-service runway pavement roughness from acceptable, excessive to unacceptable conditions.

However the BBI does not show roughness issues caused by continuous events, which reflects the interaction between the pavement and the aircraft. Without considering it, the https://usfaa-my.sharepoint.com/personal/karen_mercer_faa_gov/Documents/Aviation%20Research%20BAA/9-ACT-AAQ-600-BAA%40FAA.gov https://usfaa-my.sharepoint.com/personal/karen_mercer_faa_gov/Documents/Aviation%20Research%20BAA/9-ACT-AAQ-600-BAA%40FAA.gov mailto:Richard.Ji@FAA.gov mailto:Matthew.T.Brynick@FAA.gov mailto:9-ACT-AAQ-600-BAA@faa.gov single bump cannot reflect the real ride quality felt by the user when the aircraft, such as when it is passing by multiple bumps caused by surface distresses, the frost heave, and runway wavelengths. The consideration of a coupled system with the runway and the aircraft in a multiple vertical bump events can reflect the real responses of the aircraft and make the airport operators correctly protect the aircraft safety and aircraft structural fatigue.

The outcome from this research effort will provide airport operators with multiple bump event surface evaluation procedures for in-service pavement roughness, as well as technical specifications to consistently conduct safe, reliable, and effective airport surface roughness inspections.

Purpose:

Develop methodologies and procedures for conducting multiple bump event based airport pavement surface roughness inspections, as well as technical criteria for acceptable, excessive, and unacceptable pavement roughness.

Requirements:

The FAA would like proposals to address the specific areas listed below; however, proposals are not limited to these requirements.

Determine if an alternative method or index for the calculation of the roughness of in-service airport pavement is possible or necessary considering both single and multiple event bumps.

• Develop processes and procedures for analyzing multiple event bumps and develop recommended technical specifications (i.e. acceptable, excessive, and unacceptable surface roughness criteria).

• Develop a software package that considers multiple event bumps and make it available for public use.

Period of Performance/ Rough Order of Magnitude: The Period of Performance (PoP)/Rough Order of Magnitude (ROM) will be determined based on the projects proposed.

There are currently no set parameters for these elements.

Topic Number: ARAP0002:

Machine Learning Solutions for Airport Rigid Pavement Design

Technical POC: Dr. David Brill; David.Brill@FAA.gov

The current FAA rigid pavement thickness design procedure in computer program mailto:David.Brill@FAA.gov

FAARFIELD computes only the critical tensile stress at the bottom of a single concrete slab. This eliminates the possibility of considering top-down cracking as an explicit design failure mode. In the field, contributing factors to top-down cracks are temperature gradients (causing curling), in combination with complex aircraft gear loads that may span multiple slabs.

Current FAA standards attempt to limit top-down cracks through joint spacing limitations based on experience and rules-of-thumb. As climatic conditions vary widely throughout the U.S., this empirical approach may be ineffective in some cases and result in unnecessary costs in others.

The mechanism of top-down cracking can be modeled directly using three-dimensional (3D) finite element (FE) methods, but these models are typically far more time-consuming than would be realistic for design. Rather, the most promising approach to incorporating multiple rigid failure modes in FAARFIELD involves using artificial neural networks (ANNs).

Implementing ANN-based stress models in FAARFIELD would accomplish two objectives:

• Speed up the design process compared to direct three-dimensional finite element (3D-FE) computation at design time; and

• Allow more reliable estimates of rigid pavement design life in cases where rigid pavements are at high risk for failure due to top-down cracking (generally, higher- stiffness subbases and/or longer joint spacing).

Previous FAA studies using multiple-slab 3D-FE models established critical combinations of gear positions and slab curling for top-down cracking, for many large aircraft types. An FAA- sponsored project at Iowa State University investigated the use of machine learning methods, specifically training ANNs to return the design stresses for top-down cracking design. These studies established the feasibility of using ANNs to find critical stresses for top-down cracking, even when the critical gear locations are not known a priori. ANN results are available in a fraction of the time required for direct computation, making them suitable for design applications.

Purpose:

The purpose of this Topic is to develop machine learning solutions to substitute for the direct, 3D-FE based computation of concrete stresses due to aircraft loads in airport pavement design, and return rigid pavement design stresses for top-down and bottom-up cracking rigid pavement failure modes. This Topic assumes that a separate model will be needed for each distinct aircraft type. Additional research will determine to what extent multiple variants of an aircraft type (e.g., the B737 series) can be covered by a single model, and how much deviation from default aircraft characteristics can be tolerated.

Requirements:

The FAA will entertain proposals for the production of machine learning solutions for airport rigid pavement design. The solutions may be ANNs or other models, but must be capable of returning design stresses for top-down cracking quickly and accurately. Given the wide range of aircraft gear characteristics that may be used in a typical airport pavement design (gear geometry, number of wheels, wheel load, etc.), the proposals should consider how many independent models are needed to give adequate representation to the existing aircraft library. Proposals should consider how solutions can be expanded to include future and growth aircraft gear types.

The proposals must meet the following requirements:

• Models must consider a realistic range of slab sizes, concrete thickness, temperature gradients (causing slab curling), load transfer coefficients, and other factors to determine critical tensile stresses leading to both top-down and bottom-up cracking failure.

• Models must be trained using stresses computed by the FAA-developed 3D-FE program FAA Structural Response – 3D (FAASR3D), which will be provided by the FAA.

• Final models must be portable. That is, they must be deliverable to the FAA in a form that can be redistributed as part of standard design software, preferably as a software library that links to FAARFIELD. The final models cannot depend on software subject to copyright, commercial licenses or other encumbrances, but must be freely distributable.

The results of the research will be used by FAA to develop/modify pavement design standards (Advisory Circulars) and standard design software, include the software program

FAARFIELD.

All proposed efforts should be properly documented in the detailed project plan (Section 7 c).

Period of Performance/Rough Order of Magnitude:

Efforts lasting up to three years will be considered. Continued efforts at the completion of each milestone or deliverable are at the discretion of the FAA, based on performance and results. These efforts are anticipated to be funded annually, subject to availability of funds. ROM for this research is expected not to exceed $200,000.00 per project, per fiscal year for any awards made under this announcement.

Topic Number: ARAP0003:

Reflective Cracking Model for Airport Asphalt Overlay Design

The FAA currently lacks a usable model of reflection cracking for thickness design of hot-mix asphalt (HMA) overlays on existing concrete pavements. The standard FAA thickness design program FAARFIELD does not consider this important distress mode. Existing design guidance in FAA Advisory Circular 150/5320-6F is very limited with respect to the control of reflective cracking in asphalt overlays.

To rectify the lack of an appropriate design model for reflective cracking, the FAA has conducted research at the National Airport Pavement Test Facility (NAPTF). The NAPTF maintains a unique full-scale reflection cracking test rig, and to date six cycles of full-scale tests have been completed to acquire data on the formation and propagation reflection cracks under controlled cyclic loading. Data are available on the NAPTF webpage:

https://www.airporttech.tc.faa.gov/Airport-Pavement/National-Airport-Pavement-Test- Facility/Reflective-Cracking-Program. In addition, two outdoor reflection cracking tests lanes have been constructed at the National Airport Pavement Materials Research Center (NAPMRC) to collect long-term performance data on overlays subject to (a) controlled aircraft gear traffic; and (b) natural temperature cycles without traffic. Using finite element analysis, the FAA has developed mathematical models for estimating the rate of reflection crack growth in asphaltic layers under cyclic loads, based on the calculated energy release rate at the tip of an assumed reflection crack. These models consider the viscoelastic nature of asphalt material.

Purpose:

The purpose of this Topic is to develop an HMA overlay thickness design model based on predicted reflection crack growth, using test data collected by the ongoing FAA reflection cracking test program. The model should relate the required thickness of asphalt overlay to key input variables, including projected aircraft traffic, climatic data (temperature cycles), and the condition of the existing pavement.

Requirements:

The FAA will entertain proposals for data analysis and development of a practical HMA overlay design model including reflection cracking as a primary failure mode. The Offeror should demonstrate strong expertise in fracture mechanics modeling, in particular fracture mechanics of viscoelastic, time-temperature dependent materials, i.e., asphalt.

The Offeror should also demonstrate an ability to synthesize the various sources of data as described on the above NAPTF web page.

The proposals must meet the following requirements:

• Addresses both aircraft and temperature loads.

• Utilizes advanced computational mechanics for development and data analysis.

• Includes all relevant fracture modes (i.e., Modes 1-3).

• Considers both crack initiation and crack growth as contributing to overlay life.

• Takes full advantage of full-scale test data, specifically NAPTF reflection cracking rig test data and FAA outdoor overlay test data, and laboratory test data acquired as part of the full-scale tests.

• Integrates performance characterization of HMA materials.

The FAA envisions the overlay model as an equation or set of equations suitable for https://www.airporttech.tc.faa.gov/Airport-Pavement/National-Airport-Pavement-Test-Facility/Reflective-Cracking-Program https://www.airporttech.tc.faa.gov/Airport-Pavement/National-Airport-Pavement-Test-Facility/Reflective-Cracking-Program implementation in a routine pavement design program. It is not the goal of this Topic to simulate reflection crack growth directly (i.e., through detailed and time-consuming finite element simulations), except to the extent that such simulations can help to inform a practical design model.

The results of the research will be used by FAA to develop/modify pavement design standards (Advisory Circulars) and standard design software, including the software program FAARFIELD.

Efforts lasting up to 3 years will be considered. Continued efforts at the completion of results. These efforts are anticipated to be funded annually, subject to availability of funds.

ROM for this research is expected not to exceed $200,000.00 per project, per fiscal year for any awards made under this announcement.

Topic Number: ARAP0004:

Unsupervised Learning and Database Analysis

To support its goal of extending airport pavement design life from the current 20 years to periods as long as 40 years, the FAA has undertaken a long-term study of performance data from large- and medium-hub runway pavements in service. This long-term study includes performance measures not traditionally considered in pavement structural design, but which affect pavement functional life, such as surface friction, profile roughness, and material degradation over time. To contain the data from the study, the FAA created a database (PA40) based on the FAA PAVEAIR pavement management system (PMS) model, but with many additional data fields. The expanded database includes all typical data found in PMS (work and maintenance histories, pavement condition index (PCI) data, surface type, etc.), but also contains historical runway usage and weather data, and detailed performance data.

Performance data covers a wide range of data types such as: falling weight deflectometer (FWD) data, roughness profiles, groove deterioration data, friction tests, and laboratory material characterization tests, along with associated index values. The FAA has proposed a performance measure, called serviceability level (SL) that considers both structural and functional aspects of pavement failure. According to this definition, pavement failure occurs when the SL cannot economically be restored and remain above a minimum level for a reasonable period of time. Part of the FAA’s research objective is to determine the specific combination of performance measures that should define SL in a future FAA standard. More information is available at the FAA web page:

https://www.airporttech.tc.faa.gov/Airport- Pavement/Extended-Airport-Pavement- Life/Extended-Airport-Pavement-Life-Study

The volume of data in the FAA’s extended airport pavement life (EAPL) database is currently approximately 30 gigabytes. Although this not is not extremely large by “big data” standards, the variety and complexity of the EAPL data set makes it suitable for analysis using unsupervised learning techniques. A preliminary analysis of the data prepared for the FAA in 2019 found that:

• Conventional regression methods are inadequate for establishing robust correlations between specific design inputs and various measures of pavement performance.

• Machine learning analytics toolsets (e.g., Hadoop, Mahout, Sparq) offer greater potential for identifying the key factors affecting long term pavement life.

The purpose of this BAA Topic is to explore machine learning solutions to analyze the FAA’s EAPL database. Supervised or unsupervised learning techniques may be used to:

• Identify the key variables in the EAPL that most influence pavement longevity, and eliminate variables that have little or no influence.

• Identify key performance indexes or combinations of indexes tied to pavement failure or decision to reconstruct/replace.

• Perform clustering, or find trends/correlations in the EAPL data that may not be obvious.

• Develop data-based models for predicting long-term pavement condition, employing a mix of inputs such as traffic cycles, weather cycles, age, maintenance data and structural or material properties.

The FAA is seeking white papers addressing data analysis of the EAPL data set using supervised or unsupervised machine learning (ML) methods. The offeror should demonstrate strong expertise in ML methods, in addition to a thorough understanding of the types of data that typically exist in aviation PMS databases such as FAA PAVEAIR.

The white papers must meet the following requirements:

• In proposing ML analytics software and toolsets, give preference to

U.S. Government or open source applications.

• EAPL data are currently stored in a SQL relational database (PA40). If necessary, proposals should address transfer/storage of data in a suitable platform for unstructured data analysis.

• All data storage systems, structured or unstructured, developed under this BAA will be the property of the FAA.

https://www.airporttech.tc.faa.gov/Airport-Pavement/Extended-Airport-Pavement-Life/Extended-Airport-Pavement-Life-Study https://www.airporttech.tc.faa.gov/Airport-Pavement/Extended-Airport-Pavement-Life/Extended-Airport-Pavement-Life-Study https://www.airporttech.tc.faa.gov/Airport-Pavement/Extended-Airport-Pavement-Life/Extended-Airport-Pavement-Life-Study

• Consider both asphalt- and concrete-surfaced runway pavements in the EAPL database.

The FAA intends to use the results of the research to develop and/or modify pavement design standards (Advisory Circulars) and FAA software programs, including FAA PAVEAIR and FAARFIELD.

results. These efforts are anticipated to be funded annually, subject to availability of funds. ROM for this research is expected not to exceed $200,000.00 per project, per fiscal

Topic Number: ARAP0005:

Update Backcalculation Software (BAKFAA)

Technical POC: Matthew Brynick; Matthew.T.Brynick@FAA.gov Copy: 9-ACT-AAQ-600-BAA@faa.gov

Background:

Current FAA software BAKFAA version 3.1.0 was released to the public October 13, 2017.

BAKFAA focuses on performing backcalculation of pavement material properties using Heavy Weight Deflectometer (HWD) and Falling Weight Deflectometer (FWD) data.

BAKFAA currently uses multilayer linear elastic theory for backcalculation of layer pavement material properties. Linear elastic theory has limitations in the backcalculation process.

Moreover, HWD and FWD impart a dynamic load to the pavement and the static backcalculation scheme may not yield reliable and accurate pavement responses.

Purpose:

Industry practitioners and research studies describe a need for updating the current FAA software BAKFAA to reflect current state-of-the practice and state-of-the-arts. The purpose of this BAA topic is to explore backcalculation model solutions to include in BAKFAA that will provide an official tool to airport owners, airport engineers, airport operators, and contractors on using BAKFAA in the evaluation of airport pavements. Research into improving BAKFAA primary outcome is to improve accuracy of backcalculation results, estimating remaining pavement life, and more accurate airport pavement design.

Requirements:

The FAA would like white papers to address the specific areas listed below; however, white papers are not limited to these requirements.

1. Assess current BAKFAA version 3.1.0 and review of related other FAA Advisory Circulars, relevant literature materials, and other available backcalculation programs

2. Develop new backcalculation analysis module in BAKFAA to efficiently backcalculate pavement layer properties.

3. Develop user’s guide including training PowerPoint presentation material

4. Introduce the developed BAKFAA module to relevant agency and industry entities, and gather their inputs and feedback

5. Conduct a workshop to introduce final BAKFAA module and user training each milestone or deliverable are at the discretion of the Government, based on performance and results. These efforts are anticipated to be funded annually, subject to availability of funds. ROM for this research is expected not to exceed $100,000.00 per project, per fiscal

Topic Number: ARAP0006:

Surface Treatment Relative to Airfield Location

Technical POCs: Matthew.T.Brynick@FAA.gov Copy: 9-ACT-AAQ-600-BAA@faa.gov

Background:

The FAA lacks FAA studies that establish the necessary field performance to apply appropriate surface treatments. The FAA currently has nine different items for surface treatments of flexible pavement in FAA Advisory Circular 150/5370-10H:

• Item P-608 Emulsified Asphalt Seal Coat

• Item P-608-R Rapid Cure Seal Coat

• Item P-609 Chip Seal Coat

• Item P-623 Emulsified Asphalt Spray Seal Coat

• Item P-626 Emulsified Asphalt Slurry Seal Surface Treatment

• Item P-629 Thermoplastic Coal Tar Emulsion Surface Treatments

• Item P-630 Refined Coal Tar Emulsion Without Additives, Slurry Seal Surface

Treatment

• Item P-631 Refined Coal Tar Emulsion with Additives, Slurry Seal Surface Treatment

• Item P-632 Asphalt Pavement Rejuvenation

These items are not based on a specific need or performance. In order to improve the technical content in FAA Advisory Circular 150/5370-10H, performance studies are necessary to guide airport owners on both selecting treatments to apply and give guidance on location on the airfield to apply them (e.g., runway, taxiway, apron). During the research, the FAA will investigate the impact of weight and surface friction restrictions for each surface treatment and location.

The primary objectives for Airport Technology R&D Section (ANG-E262) from this research is to develop guidelines for airports that identify evidence-based best practices and guidance to select surface treatments and apply surface treatments on locations on the airfield. The guidelines should include, at a minimum:

• Guidance on how decision makers can use surface treatments to make the most efficient use of funding resources.

• Description of a process to incorporate decision-making process for applying surface treatments into an airports pavement management system, operating budget, and capital improvement program.

• Describe the correct selection and application location of the surface treatments including the relative durability/performance life of various surface treatments.

• Case study examples of both successful and unsuccessful practices and lessons learned from the use of surface treatments at a variety of airport types and sizes and based on different application locations on the airports.

• Recommendations as to any performance restrictions (e.g., what materials may be used on Runway servicing aircraft less than 60 kips, what material may be used on pavements other than Runways).

• Effectiveness of surface treatment in protection of pavement from deterioration due to environment as compared to a control section.

• Impact of surface treatment on surface friction after installation and after being in service.

• Identification and discussion of surface treatments outside FAA Advisory Circular 150/5370-10H that could benefit the airport pavement management system.

The FAA would like white papers to address the specific areas listed below; however, white papers are not limited to these requirements.

1. Document Airport Experience with Surface Treatments

2. Draft Case Studies

3. Construct Test Sections

4. Conduct Test Section Testing to evaluate field performance of various surface treatments for flexible pavements. As a minimum, evaluate performance of P608, P623, P629, and P632.

5. Field-ready Technical Note

6. Final Full-Text Technical Report

7. Draft narrative of recommendations for inclusion in FAA AC 150/5370-10H.

Efforts lasting several years will be considered. Continued efforts at the completion of each milestone or deliverable are at the discretion of the Government, based on performance and results. These efforts are anticipated to be funded annually, subject to availability of funds.

ROM (Rough Order of Magnitude) for this research is not provided.

AVIATION RESEARCH AIRPORT SAFETY (ARAS)

Topic Number: ARAS0001:

Vertiport Design for eVTOL

Technical POC: Jonathan Torres; Jonathan.Torres@FAA.gov

Given the advent of vertical takeoff and landing (VTOL) aircraft, there is a need to define the requirements for the planning, design and establishment of the landing area or structure intended to service these aircraft, together with associated buildings and facilities. These aircraft include, but are not limited to, standard category aircraft (<7000lbs and <9 passengers), optionally piloted aircraft and unmanned aircraft. The landing area or structure may be used to provide commercial services in support of the operations of VTOL aircraft, including, but not limited to: occupant and cargo transport, flight instruction, aerial work, aircraft rental, and maintenance services. A minimally developed facility may be defined for the boarding and discharging of passengers and cargo by VTOL aircraft.

Due to the variability in design and operational capabilities of evolving VTOL aircraft, in order to establish infrastructure design requirements and safety standards, the Federal Aviation Administration needs to consider varying aircraft design proposals from industry. This will facilitate the development of minimum standards for the design and establishment of landing areas for civil use of VTOL aircraft.

Study and develop recommendations for vertiport design standards for vertical take-off and landing (VTOL) aircraft. These aircraft include, but are not limited to, standard category aircraft (<7000lbs and <9 passengers), optionally piloted aircraft and unmanned aircraft.

The FAA would like white papers to address the specific areas listed below, however, offerors are not limited to these requirements:

mailto:Jonathan.Torres@FAA.gov

• Landing area design and geometry

• Approach/ departure paths

• Lighting

• Load Bearing requirements

• Taxiways design and marking

• Aircraft parking

• Electric propulsion and charging stations

• Noise requirements

FAA will provide, when possible, information regarding current VTOL aircraft designs for this research.

The results of the research will be used to facilitate the development of minimum standards and guidance for the design and operation of VTOL facilities that support civil VTOL aircraft.

The expected period of performance for this research effort is two years. The ROM will be determined based on the projects proposed. There are currently no set parameters for the

ROM.

Topic Number: ARAS0002:

Aqueous Film-Forming Foams (AFFF) Replacement

Technical POCs: Keith Bagot; Keith.Bagot@FAA.gov Jonathan Torres; Jonathan.Torres@FAA.gov

Title 14 CFR Part 139 (Part 139) provides regulations to airports that have scheduled operations with aircraft of 9 to 31 seats or scheduled and unscheduled operations with air carrier aircraft holding more than 30 seats. Per Part 139, certificated airports must have a certain amount of extinguishing agents on hand dependent on the aircraft activity at the airport. The main agent that Part 139 calls for airport to have is aqueous film-forming foams (AFFF). Guidance for the types of foams used at airports can be found in Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5210-6D, “Aircraft Fire Extinguishing Agents”.

Over the years, there has been a growing concern about the potential health and environmental impacts of AFFF used by Aircraft Rescue and Fire Fighting (ARFF) Departments at airports and surrounding communities. Perfluoroalkyl and polyfluoroalkyl substances, commonly referred to as PFAS, are a toxic group of chemicals that are found in AFFF concentrates used at airports. Specifically of concern are perfluorooctane sulfonate (PFOS) and perfluorooctanoic acid (PFOA). Both PFOS and PFOA are considered persistent, bio-accumulative and toxic by United States (US) Environmental Protection Agency (EPA) standards. Though foam manufactures have worked diligently to reduce presence of PFAS in their AFFF concentrates, the environmental concerns still linger. There are also several other PFAS compounds in the current AFFF formulas whose environmental and health hazards are not yet known. Recently new AFFF formulas known as Fluorine-Free Foams (FFFs) have shown potential to replace current AFFFs however; they have not been shown to have equivalent fire extinguishing capabilities. Additionally, the FAA Reauthorization Act of 2018 enacted in October 12, 2018 stated:

Not later than 3 years after the date of enactment of this Act, the Administrator, using the latest version of National Fire Protection Association 403, ‘‘Standard for Aircraft Rescue and Fire-Fighting Services at Airports’’, and in coordination with the Administrator of the Environmental Protection Agency, aircraft manufacturers and airports, shall not require the use of fluorinated chemicals to meet the performance standards referenced in chapter 6 of AC No: 150/5210–6D and acceptable under 139.319(l) of title 14, Code of Federal Regulations.

For these reasons, the FAA’s Airport Technology Research and Development Branch (ATRD) was tasked by the FAA Office of Airport Safety and Standards with evaluating FFFs and aide in determining performance standards for FFFs to be used at airport. The FAA Technical Center broke ground on a new research facility in November 2018 with the primary focus on AFFF alternatives research testing and other ARFF technologies. Construction of this facility was completed in October 2019. One of the primary function of this facility is to find alternative firefighting agents that are environmentally friendly, while providing the same level of safety currently offered by MIL-PRF-24385 AFFF.

To identify potential fluorine-free firefighting agent candidates that could replace current AFFF used at airports.

The FAA would like white papers to address the specific areas listed below; however, Offerors are not limited to these requirements.

• Foams should meet standards found in MIL-PFR-24385

• Foams must have no trace of PFOS, PFOA, or any other Fluorine content

• Foams must not contain any chemicals found in the EPA’s List of Emergent

Contaminants

The FAA’s fire test facility can be used to evaluate the fire extinguishment capabilities of the foams and can be part of the proposal.

All proposed efforts should be properly documented in a detailed project plan.

The PoP/ROM will be determined based on the projects proposed. There are currently no set parameters for these elements.

Topic Number: ARAS0003:

Linear Light Source Devices and their Effects on Airport Pavement

Technical POC: Jonathan Torres; Jonathan.Torres@FAA.gov

The FAA has performed several studies over the years on the functionality and practicality of Light Emitting Diode (LED) Linear Light Source Devices (lighting fixtures whose point source elements are constructed in a linear or continuous pattern).

• In 2002, FAA staff and associated contractors at the William J. Hughes Technical

Center (WJHTC) evaluated an in-pavement LED strip installation in Eppley Field Airport in Omaha, Nebraska.

• Subsequently, in 2004 a more detailed evaluation was done from data gathered from John F. Kennedy International Airport, Vancouver, B.C. Airport, and at the WJHTC.

• Most recently, in 2017 the WJHTC commissioned a study on the effectiveness of linear lighting for runway and taxiway delineation.

The cumulative results of these studies do show unique and positive properties from a photometric/optical perspective.

The purpose of this topic is to determine the best practices for the installation of LED Linear Source Devices on airport pavement.

The FAA would like proposals to address the specific areas listed below; however, proposals are not limited to these requirements:

• Determine the ease, or lack thereof, of installation and integration of such fixtures into the existing airfield infrastructure

• Evaluate the performance, durability and robustness of the fixtures under varying field conditions

• Determine the possible impact these fixtures may have on the integrity and useful life expectancy of airfield pavement

Research should concentrate on current commercially available LED Linear Light Sources, define the applications (e.g. taxiway edge/center lights) best suited for the selected fixtures, identify two to four different locations, with varying field conditions, to evaluate the selected fixtures and their appropriate applications.

The expected period of performance for this research effort is two years. The ROM will be determined based on the projects proposed. There are currently no set parameters for the ROM.

Topic Number: ARAS0004:

Enhancements to In-Pavement Light Fixtures

Technical POC: Murphy Flynn; Murphy.Flynn@FAA.gov

FAA Advisory Circulars 150/5340-30 (latest version) and 150/5345-42 (latest version), and FAA Engineering Brief No. 83A collectively address the selection, installation, and testing of In-Pavement Light Fixture Bolted Connections. The In-Pavement Light Fixture Bolted Connections consist of bolts installed into threaded holes in the light bases with lock washers and function to retain the light fixtures to light bases. Spacer rings are installed in between the light fixtures and light bases, as necessary. The bolts are torqued to develop clamping forces, at the light fixture/light base interfaces, sufficient to resist the impact forces generated by aircraft tires striking the light fixtures. It has been found at United States Airports that failures of these bolted connections has occurred. These failures have been attributed to the limitations of the existing bolted connections for resisting joint slippage.

The light fixture/light base bolted connection is considered a slip critical connection as to prevent movement and reduce the risk of bolt fatigue failure. The light fixture and base flanges do not provide any means for resisting joint slippage separate from the friction generated by the bolted connections.

Develop concepts for improving the effectiveness of the light fixture/light base connection for absorbing impact forces generated by aircraft tires striking the light fixtures. The governing aircraft loading must be based on the Airbus A380-800 aircraft.

• Investigate coatings that can be applied to the spacer rings for increasing the static friction between the bolted connection faying surfaces. Develop test procedures for evaluating the effectiveness of the coatings for resisting joint slippage.

• Investigate methods for increasing the bolt clamping forces. This could include changing bolt materials and coatings, and increasing the diameter of the mounting bolts within the strength limitations of the light fixtures and bases.

• Determine the feasibility of an alternate method for transferring aircraft loading mailto:Murphy.Flynn@FAA.gov from the light fixtures to the bases independent of the friction generated by the bolted connections at the faying surfaces.

parameters for the ROM.

Topic Number: ARAS0005: This topic has been deleted.

Topic Number: ARAS0006:

Sensors for Verifying Accuracy of Continuous Friction Measuring Equipment

(CFME)

Technical POC: Murphy Flynn; Murphy.Flynn@FAA.gov

Historically the consistency of runway friction measurement (Mu) across CFME equipment has been inadequate. FAA Approved CFME’s and Friction Level Classifications for the CFME’s are included in Advisory Circular 150/5320-12 (latest version). Use of CFME’s has been reduced to monitoring “trending” values in contaminated conditions and different trigger values, based on vendor, for maintenance. CFME’s generally utilize load cells to record the vertical and horizontal forces at the friction tires for computing friction (Mu) values.

Prescribed wheel slip is generally achieved with a mechanical speed reducing mechanism connecting the vehicle driving tire with the friction tire. As we strive for performance standards, past data from Friction Workshops indicate that the slip measurements prove inaccurate due to excessive tire deformations during slip calibration tests. With the advent of wireless sensors, the FAA wants to determine the feasibility of quantifying these deformations to account for performance errors.

Assess the feasibility of mounting sensors on the CFME friction tires (e.g. “Smart Tire” Concept) to verify CFME readings. Assess how the use of wireless sensors could potentially test the accuracy of CFMEs for computing friction and maintaining prescribed wheel slip.

The CFME could potentially be instrumented (inside the tire, if possible) with wireless sensors.

Assess whether data captured by the sensors (with the CFME in use) and utilizing the properties of the tire, can accurately determine friction (Mu) and tire slippage. The proposed research is to investigate the feasibility of obtaining the following:

• Determine feasibility of using data collected with tire properties and CFME mailto:Technical%20POC:%20Murphy%20Flynn;%20Murphy.Flynn@FAA.gov operating conditions to calculate a Mu and tire slippage.

• Determine method for comparing the accuracy of CFME readings with those obtained from friction tire sensors.

• Determine method for verifying that data acquisition rates and data collected from sensors are reasonable.

• Identify wireless sensors suitable for use on CFME friction tires within the operating ranges and conditions of the various CFME tires (ASTM E670, E1551 or E1844).

As all the friction tires contain tubes, investigate the feasibility of placing sensors between the tube and the inside the tire behind the tread as well as on or behind the sidewall. Potential use of piezoelectric sensors should be considered for recording pressure, temperature and strain. Methods for isolating the mechanical load in the tires from any thermal induces loads should be assessed.

• Identify a method for static calibration of the sensors and CFME load cells to include both vertical and horizontal forces.

• Assess the feasibility of developing a finite element model which can accurately relate friction and wheel slippage measurements generated by CFME with friction tire mounted sensors.

parameters for these elements.

Topic Number: ARAS0007:

Small Unmanned Aircraft System (sUAS) for Pavement Inspection

Technical POC: Mike DiPilato; Michael.DiPilato@FAA.gov

The FAA’s Airport Technology Research and Development Branch (ATR) is currently conducting research on how to enable to the safe, reliable, and effective integration of small unmanned aircraft systems (sUAS)/mounted sensor technologies into the airport environment to supplement airport Pavement Management Program (PMP) inspections, specified in Advisory Circular 150/5380-7 (latest version), ‘Airport Pavement Management Program (PMP)’. Airfield pavement inspections assists airports with finding optimum strategies for maintaining pavement in a safe serviceable condition over a given period for the least cost.

This is especially important due to approximately 70% of Airport Improvement Program grants allocated each year are invested in airfield pavements.

mailto:Michael.DiPilato@FAA.gov

There have been several attempts in recent years of companies and airport operators using sUAS to conduct various types of pavement imaging and inspections at airports. These activities have included proof-of-concept demonstrations involving the use of various types of sUAS platforms, sensors, and procedures. To build off these promising activities, ATR plans to conduct research in cooperation with industry partners to develop procedures and technical specifications for sUAS platform(s) and sensor(s) used to supplement sUAS airport PMP inspections.

The outcome from this research effort will provide airport operators with standard processes and procedures, as well as technical specifications for various types of sUAS and sUAS mounted sensor technologies to consistently conduct safe, reliable, and effective sUAS airport PMP inspections.

Develop recommended processes and procedures for using sUAS to supplement airport PMP inspections, as well as technical specifications for various types of sUAS and sUAS mounted sensor technology(s).

The FAA would like submittals to address the specific areas…