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INTERCOMWILLIAM J. HUGHES TECHNICAL CENTER

R&D-SPONSORED TECHNOLOGY WINS INDUSTRY AWARD

R&D Magazine has selected aFAA-sponsored software code,known as DARWIN (DesignAssessment of Reliability WithInspection) as one of the top 100R&D products of 2000 as part ofits 38th annual competition. TheR&D 100 award, a prestigious,highly competitive award, recog-nizes the top 100 most technologi-cally significant engineering prod-ucts that are commercially avail-able to industry. This year's com-petition included outstandingentries from many of the mostprestigious companies, researchorganizations, and universities inthe world.

DARWIN, a new computerdesign assessment tool, has beenrecognized by FAA AircraftCertification/Engine & PropellerDirectorate as an acceptable meansto determine the risk of a turbineengine disk failure caused bymaterial anomalies. This riskassessment capability will improvethe structural integrity of turbinerotor disks used in commercialservice. (Disks are heavy high-speed rotating parts inside anengine with attached fan bladesthat produce thrust.) DARWIN'scode assesses the rotor disk designthrough a life risk managementprocess by considering the uncer-tainties in hard-alpha melt relatedmaterial defects (size, location, and

occurrence rate), stresses, crackgrowth, nondestructive inspectioneffectiveness, and shop visit rate.Undetected material or manufac-turing flaws in turbine engine diskscan undermine a disk's structuralintegrity.

Uncontained disk failure is themost critical engine safety issue incommercial service today. When adisk fails, it can have catastrophicresults. Fast-moving, high energydisk fragments can disable or dam-age the airplane. For example,investigators traced the 1989 fatalaccident of a DC-10 at Sioux Cityto an undetected material defect inthe disk that resulted in an uncon-tained disk failure.

The DARWIN computerdesign tool is the product of afour-year FAA research, engineer-ing, and development grant withthe Southwest Research Institute(SwRI). SwRI developed the toolin collaboration with engine manu-facturers Honeywell, Rolls Royce-Allison, General Electric, and Pratt& Whitney. This tool represents amajor breakthrough in FAA's safe-ty research program, and comple-ments the actions announced byFAA Administrator Jane F. Garveyas part of the agency's Safe SkiesAgenda, requiring enhancedinspections of engine fan disks todetect cracks that are precursors touncontained disk failures. Thetool has received strong acceptance

by most turbine engine manufac-turers worldwide.

The R&D 100 awards, firsthanded out in 1963, have beencalled the "The Oscars ofInvention" and the "Nobel Prizesof Applied Research." Past win-ners have included breakthroughtechnologies, such as Polacolorfilm (1963), the flashcube (1965),the automated teller machine(1973), the halogen lamp (1974),the fax machine (1975), the liquidcrystal display (1980), the printer(1986), the Kodak Photo CD(1991), the Nicoderm antismokingpatch (1992), Taxol anticancerdrug (1993), lab on a chip (1996),and HDTV (1998).

Originally known as the I-R100s, in keeping with the originalname of the magazine, IndustrialResearch, this year's winners wereselected by a distinguished panelof over 70 judges and the maga-zine's editors. To be eligible forthe competitions, products musthave been available for sale orlicensing during the calendar yearpreceding the judging. The awardwill be presented formally to highlevel representatives of SwRI onSeptember 27 at the Museum ofScience and Industry in Chicago.

For more information onDARWIN, contact Bruce Fenton(AAR-430) at (609) 485-5158 orJoe Wilson (AAR-432) at (609)485-5579.

Volume 3, Issue 7 J July 2000

YOU'VE COME ALONGAre crowded skies in the

southern region of the Gulf ofMexico (GOM) a soon-to-be reali-ty? Will air traffic controllers bepresented with a mechanism toincrease aircraft volume in theGOM without compromising safe-ty? Can the Buoy Communica-tions System (BCS) and VHFExtended Range Network (VERN)resolve the long-standing aircraftcommunications void in an areawhere economic growth could beseverely inhibited by curtailed air-craft transportation flights? RecentSite Acceptance Testing (SAT) ofthe first prototype BCS and VHFradio transmission range tests ofshore-based VERN facilities locat-ed around the perimeter of theGulf indicates that the BCS/VERNtwo-fold approach could satisfythis mission need.

Communication, navigation,and surveillance (CNS) shortfallsin the GOM have necessitated thatthe FAA apply oceanic standards(50 miles lateral and approximate-ly 120 miles longitudinal), ratherthan domestic separation standards(20 miles lateral and longitudinal),to maintain safety in these skies.Currently, aircraft transiting thesouthern part of the GOM are fre-quently unable to maintain contin-uous communications with land-based facilities due to the limita-tion of line-of-sight (LOS) VHFtransmissions. This conditionrequires that air traffic controllersinterpose greater distances betweenaircraft to ensure safety. Toaccomplish separation, controllersoften need to place aircraft at alti-tudes that are not fuel efficient. In

the worst case, excessive separa-tions can translate into delays andcancellations.

Ground-based navigation aidsare currently available from inlandsources; however, their usefulnessis limited to minimal off shore dis-tances around the gulf perimeter,and aircraft soon pass out of rangeof the air traffic controllers. Sur-veillance methods that are employ-ed in the area contribute very littleaircraft position information.When airplanes pass out of rangeof the land-based radars, that"warm fuzzy feeling" that isderived from contact also disap-pears. Position information in theregion then becomes dependent onVHF communication, which is notavailable in many areas of theFlight Information Region (FIR).

These CNS shortfalls maketracking aircraft against scheduledflight plans a difficult task for con-trollers. Add these limitations to ascenario that does not includeautomatic exchange of flight plans(or other pertinent data) withneighboring Mexican air trafficfacilities, and a situation is createdthat makes coordination very diffi-cult.

These problems have beengrowing exponentially in the Gulfof Mexico--an area where delaysand cancellations have createdinconveniences for customers andhave strained the operating budgetsof carriers serving the area. Theconjunction of the BCS and VERNpatterns is designed to bridge theHouston FIR. The buoy coverageareas (three separate moorings spaced approximately 200 miles

apart) will be juxtaposed to over-lap the VERN land-based coverageareas thereby affording uninter-rupted communications across theHouston FIR.

The BCS consists of theRemote Buoy CommunicationsSystem (RBCS), satellites, landlineservices, and the Houston AirRoute Traffic Control Center(ARTCC) equipment. Figure 1provides a conceptual representa-tion of the BCS. Large navigation-al buoys (see figure 2) house theremote transmitting and receivingequipment, which is designed forcontinuous automatic operation.

VHF transceivers are used tocommunicate between the buoyand the aircraft; L-Band satellitephones are used to communicatebetween the buoy, the satellite, andthe satellite earth station; telephonelandlines are used between thesatellite earth station and theHouston ARTCC. Redundancy isprovided for all BCS equipment,which includes main and standbypaths for the VHF signals, primaryand backup satellite paths for theL-Band signals, and backup pathsfor the Maintenance and Monitor-ing Control system data. To en-sure that communication is main-tained between the buoy and thesatellite link, the equipment on thebuoy must operate reliably whenturbulent sea-states cause it to roll,pitch, and yaw.

The VERN system (leasedfrom ARINC) uses four coastal-based tower stations to providedirect two-way VHF communica-tion capabilities in critical areas of the Houston Center FIR. The east-ern FIR includes stations located at

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WJHTC INTERCOM JULY 2000

Venice (LA), Key West (FL), andCancun (Mexico), while the west-ern FIR has one station located atMerida (Mexico). These stationsinterface with the Houston ARTCCand the ARINC Control Center sothat VHF equipment can be con-trolled and monitored. A typicalVERN site contains VHF trans-ceivers, Radio Control Equipment(RCE), and an ARINC DialBackup System. These sites pro-vide greater communication rangesthan standard coastal ranges byusing high-power amplifiers andhigh-gain directional antennas.The VERN continuously monitorscritical system parameters remote-ly. The Houston ARTCC containsVoice Switching and Control(VSCS) equipment, a RCECentralized Maintenance System,an ARINC Dial Backup equip-ment, and VERN remote monitor-ing equipment.

The ACT-330 test team, cur-rently under Branch Manager,Rodney Guishard, has been anintegral part of GOM operationssince its inception. Tom Jenningsis the GOM Technical ProgramManager/Test Director, whileSteve Malitsky, as the Test Lead,spearheaded the ACT-330 BCStest development team through allthe stages of testing the first proto-type. (Rodney and Steve areshown in figure 3 at the test bedfacilities located at the NationalData Buoy Center NDBC inStennis, MS.)

The test stages, which includ-ed Factory Acceptance Testing (FAT), dockside Site Acceptance Testing (SAT-1), and offshore (40

miles) Site Acceptance Testing(SAT-2), identified several designimprovements that are currentlybeing implemented into the firstprototype BCS at the NationalData Buoy Center (NDBC). TheFAA test team support contractors(Steve Walker of SEMCOR, RayFesnak and Gary Van Dusen ofAS&T, Sid Weisenfeld ofRaytheon, and Phil Franco ofAES) have contributed their talentsto the development of a test planand test procedures that will ulti-mately produce a system that satis-fies the mission need of uninter-rupted communications across theentire Gulf region. This team notonly developed the test require-ments, methods, and strategies, butalso observed and participated inthe separate testing segments.

The Gulf communication solu-tion consisted of combining thecapabilities of the BCS and theVERN programs. To supplementthe BCS test results, the ACT-330 test team also conducted a compre-

hensive flight test of the VERNcommunication capabilities. TheVERN test team, which TomJennings also directed, participat-ed in the ground-to-air radio trans-mission range tests from tower-based VERN facilities located atVenice, Key West, Merida, andCancun.

Using the Tech Center’sBoeing 727 (N40) testbed aircraft,the ACT-330 test team members,led by Steve Malitsky, verifiedVHF coverage for each VERN sitealong the air routes and air routeintersections specified in the state-ment of work. Because of thenature of flight testing, thisrequired on-the-fly adjustments tothe test plan after coordinationwith the aircraft flight team andthe Houston air traffic controllers.The test team included: SteveWalker and Rich Tripodi fromSEMCOR, Sid Weisenfeld fromRaytheon, Roy Monfort, JoeBurns , and Ray Fesnak fromAS&T)

The aircraft flight team from

WAY . . . BUOY

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Figure 1: Buoy Communications System


ACT-370 included pilots TheosMcKinney and Fred Karl, flightengineer Armando Gaetano, andflight mechanic John Birney. The ground team headed by TomJennings coordinated the on-goingflights with the air traffic con-trollers from the Houston ARTCC.The execution of the VERN flighttest program necessitated closecoordination with the Mexican airtraffic control centers. South- westregional representatives were keyteam contributors to that coordina-tion.

VERN VHF flight test rangedata and propagation calculationswill be used to determine wherethe BCS buoys will be permanent-ly moored to maximize continuousVHF communications. Subse-quent to the successful BCS/

VERN tests, the redesignedprototype buoy was towed outto a point approximately 300miles off shore where the ACT-330 team, led by SteveMalitsky, successfully com-pleted SAT on May 18, 2000(Steve Walker, ACT-330'snumber one at-sea test engi-

neer, performed all of the test pro-cedures at the buoy site). The pro-totype buoy will be left in place atthis location for additional evalua-tion processing. The SAT alongwith some additional environmen-tal testing is expected to result in adecision to: "Build and launchother operational buoys."

Additional details about theBCS can be found on the GOMEXwebsite at http://www.faa.gov/ATS?GOMEX/Index.htm or the National Data Buoy Centerwebsite at http://Seaboard.NDBC.NOAA.gov/. VERN details canalso be found on the GOMEXwebsite.

Diversity in the workplace hasgreat advantages, but communicat-ing across racial and cultural linescan be difficult or stressful. Hereare some tips on respecting thediversity of your workplace andimproving communications:

Treat each person as an individ-ual. Translation: Try not to stereo-type or make assumptions basedon what a person looks like orwhere they’re from.

Pay attention to what you say.Some words may have differentconnotations to different people,depending on their past experi-ences. When you want to commu-nicate something, think first and besure to say what you mean.

Pay attention to your bodylanguage and tone of voice.These communicate a lot to others.Make sure it follows what youintend to communicate.

Be aware of comments thatothers may find insensitive orracist. If you find that a personreacts badly to what you’ve justsaid, take him or her aside and askif you have inadvertently saidsomething wrong. This allays anyfears on the other person’s part thatwhat you said was meant to inten-tionally offend them.

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Figure 3: Buoy Communications SystemTest Bed Facilities

Figure 2: Large Navigational Buoy

BUOY CONT. DIVERSITY


http://www.faa.gov/ATS?GOMEX/Index.htm

http://Seaboard.NDBC.NOAA.gov/

LAND AND HOLD SHORT OPERATIONS

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The FAA is pleased that the airlines, airline pilot groups, and others in the aviation industry havereached agreement on continuing Land and Hold Short Operations (LAHSO). As a result, the FAA will short-ly issue an order implementing changes to LAHSO. The order, which goes into effect August 14, will permitexpanded use of LAHSO and thereby increase the capacity and efficiency of the air traffic system.

LAHSO is an aviation procedure that has been used safely since 1968. It increases capacity at airportswith intersecting runways by allowing aircraft to land and stop on long runways before an intersection withanother runway. Stopping short allows the air traffic controller to have another aircraft take off or land on the intersecting runway. LAHSO have been refined through years of operational experience and cooperationamong the FAA, airlines, pilots and controllers.

The FAA has won this year's International Personnel Management Association (IPMA) "large agency"award for its human resource management accomplishments over the past three years. The award was estab-lished to recognize the overall quality, accomplishments, and contributions of an agency personnel programthat exceed the normal operation of a "good government personnel program." The FAA accomplishmentshighlighted in the nomination included core compensation, executive compensation and recruitment, partner-ship, learning and development, staffing, automation, and accountability.

The IPMA's membership includes representatives from federal, state, local, and international organiza-tions. The award will be presented at the IPMA conference in San Francisco sometime during the week ofOctober 15.

HR AWARD

NEW OPM REGS

OPM recently created new regulationsexpanding the amount of time Federal employeesmay use each year for the care of family memberswith serious health conditions. The complete regula-tions and OPM guidance are available on OPM'swebsite at http://www.opm.gov/oca/comp-memo/2000/2000-8.htm.

The FAA has adopted the OPM regulations fornon-bargaining unit employees effective June 20,2000. The agency has entered into an agreement toextend this benefit to employees represented by theAFSCME union as well as non-bargaining unitemployees.

The Logistics Center has won the 2000President's Quality Award Program for their accom-plishments in quality management and continuousimprovement. Part of the award letter states, "TheFAA Logistics Center operates 24 hours a day, 365days a year to help ensure safe skies for the flyingpublic. It is the largest single source of parts, supplyservices and third level engineering for our nation'sair traffic control system.” The Logistics Center hasbeen adopting private sector techniques to boost itsperformance towards "best in class" levels in anexceptionally short period of time. The 600+employees are committed to providing customer driv-en service and operating at private sector perform-ance3 levels. Other accomplishments include earningcertification in ISO 9000.

CONGRATS TO LOGISTICS

CENTER

http://www.opm.gov/oca/comp-memo/2000/2000-8.htm

Last month, approxi-mately 150 visitors fromindustry and academia spent2 days at the Tech Center fora major industry meetingdesigned to showcase theFAA's ongoing research anddevelopment activities. Thisforum, called a "Home &Home" visit, was the resultof a FAA/NASA Industrymeeting held in March 1999.

That event, hosted by FAAAdministrator Jane Garvey andNASA Administrator Dan Goldin,highlighted the scope, capabilities,and directions of governmentresearch programs. Industry repre-sentatives attending that meetingexpressed an interest in visitingNASA and FAA research "home"sites to obtain more in-depthknowledge of the activities at FAAand NASA research centers.

Director Dr. Anne Harlanclaimed the Center symposium, thefifth in this "Home & Home" visitseries, a "great success." Sheexplained that "for two days, wehad the full attention of some ofaviation's 'heavy hitters' focusedsolely on the work being done atthe Center. This was a marvelousopportunity to let them know aboutthe excellent research and develop-ment being done by the FAA, andabout the expertise and quality ofall of our employees. As I knewthey would, the Tech Center com-munity rose to the occasion.Everyone here pitched in to makesure the event went without ahitch."

The first day of the event cen-tered on aviation safety, security,

and environmental concerns. Afterbeing welcomed by Dr. JanBrecht-Clark (ACP-1, formerlyAAR-2), Anne provided anoverview of Center activities.Chris Seher (AAR-400), JimErickson (AEE-1), and Jan Brecht-Clark then provided overviews ofthe FAA's safety, security, andenvironmental research programs.After lunch, the conference partici-pants had the chance to tour thesafety and security labs for a close-up look at what the FAA's scien-tists and researchers are currentlyworking on.

During the afternoon, atten-dees went to a panel discussion oneither safety or security trends,challenges, and future needs. Thepanels included a distinguishedgroup of experts from government,academia, and industry, who pro-vided their thoughts and then field-ed questions from the audience.The panelists included: CaptainEd Soliday, United Airlines' VicePresident of Corporate Safety; TheBoeing Company's Director ofR&D, Jack McGuire; NorthwestAirlines Security Manager, JanDombrowski; and National Safe

Skies Alliance President TomJensen.

Peter Challan (ATS-2) pro-vided opening remarks for daytwo of the event, whichfocused on the FAA's air traf-fic management work.Afterwards, John Wiley(ACT-200), Dot Buckanin(ACT-300), and Dennis Filler(ACT-500) discussed the workof their divisions in meeting

the agency's modernization andefficiency goals. Tours of the ATClabs followed, with key personnelsuch as Bruce Singer (ACT-2),Paul Polski (AAR-500), BasilynBunting (ACT-200), RonEsposito (ACT-3), and a host ofother Tech Center program man-agers on hand to help answer ques-tions. (The presentations fromboth days are available on theHome & Home website athttp://home.hh.tc.faa.gov.)

The day two panel discussionsfocused on "Future of Air TrafficManagement" and "Future ofAviation TransportationTechnology." Like the previousday's sessions, panel members

HOME & HOME

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Peter Challan opens thesecond day of the event.

Making sure everyone getsto the correct tour venue.


http://home.hh.tc.faa.gov

were a virtual 'Who's Who' of theaviation community. Some of thespeakers included: Cargo AirlineAssociation President SteveAlterman; Small AircraftManufacturers AssociationPresident Paul Fiduccia; GeorgeMason University Professor ofSystems Engineering andOperations Research GeorgeDonohue; Alan Gilbert from theInternational Air TransportAssociation; and the PortAuthority of NY/NJ's Manager ofAeronautical and TechnicalServices Division, Kevin Bleach.

As the last session of the lastday ended, tired, but happy Centeremployees were secure in theknowledge that they had succeededin showing the world all of theCenter's capabilities. As AnneHarlan later said, "Our ability toplan and host such an event is atribute to the Tech Center commu-nity. We all pulled together tomake sure our Home & Home visitwas the best one yet. I'd like tothank everyone who worked hardto make us shine. In particular, weowe a debt of gratitude to VinceLasewicz, Jr. (ACT-540),

Karen Cicatiello(ACT-70), and our hostof organizers, tourguides, speakers, aswell as everyone at theCenter who took timeout of their busy sched-ules to help out."

Committee MembersVince Lasewicz, Jr.(ACT-540)Karen Cicatiello (ACT-70)Ed DiProspero (ACT-262)Ken Novakoff (AAR-520)Alan Kopala (ACT-230A)Ralph Yost (ACT-320)Basilyn Bunting (ACT-400)Nelson Miller (AAR-420)Ron Esposito (ACT-3)Carolyn Mason (ACT-3)Dennis Filler (ACT-500)John Wiley (ACT-200)Dot Buckanin (ACT-300)

Subcommittee MembersLinda Tropiano (ACT-70)Donna Tropiano (AAR-500)Deanna Super (ACT-50)Tina DiIanni (ACT-31)Kathy Mann (JSA Inc.)Charles Kern (ACT-71)Ginger Cairnes (ACT-70)Carolyn Pokres (ACT-70)Ken Beisel (ACT-52A)Sue Wall (ACT-73)Beth Burkett(ACT-400)Melissa French-Gates (ACT-50)Carol White(AOS-620)Lana Haug(ACT-70)

A special thanks to the followingindividuals who contributed to thesuccess of this event:Mike Roames (ACT-73)Annette Harrell (ACT-73)Gayle Martin-Taylor (ACT-3)Dan Greis (ACT-70)Frank Merlock (ACT-73)Amanda Petitt (ACT-32)Lou Heintz (ACT-630)Robert Marks (ACT-73)Dale Dingler (ACT-73)Frank Hines (ACT-600)Robert Mast (ACT-71)Carl Genna (ACT-73)Butch Dansby (ACT-71)Verna Artis (ACT-73)Betty Lafferty (ACT-71)Ann Kertz (ACT-73)Laurie Zaleski (ARTZ Graphics)Carol Martin (ARTZ Graphics)Galaxy Scientific Corp.Wackenhut

A GREAT SUCCESS!

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From left to right: Carl McCullough(AND-1), Anne Harlan (ACT-1),

and Peter Challan (ATS-2).

Some of the team membersrelax after a busy two days.

Making sure everyone gets where they’re going.


Just a reminder, if you haven’tregistered yet it’s not too late toattend the 2d Workshop on RiskAnalysis and Safety PerformanceMeasurement in Aviation.

FAA’s Airport and AircraftSafety R&D Division (AAR-420)and Rutgers University are jointlysponsoring the symposium, whichis being held at the Center onAugust 22-24, 2000.

Effective risk assessment andrisk management depend on theuse of knowledge gained from sys-tem models; risk, hazard, or threat

analyses; accident or incident mod-els; and vulnerability analyses.Safety performance measurementis also based on the safety criticalfunctions, threats, and defensesidentified in these models. Work-shop participants will introduceand review the concepts and meth-ods associated with aviation sys-tem safety and risk analysis againstthe backdrop of the FAA’s SaferSkies agenda. Models of systemsafety, such as the Reason Model,that include organizational, taskenvironment, and individual fac-tors in accident analysis, will be

presented and discussed. In addi-tion, methods of error managementwill be demonstrated as analyticaltools that may be used to modeland understand the accident causalchain.

The workshop will alsoreview the various types of risksassociated with individuals, theworkplace, organizational process-es and culture, and regulation.

For more information, visit http://www.rci.rutgers.edu/~jlux-hoj/risk.

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RISK ANALYSIS AND SAFETY PERFORMANCE WORKSHOP

WELCOME HOME

Have you noticed that a familiar face hasreturned to the Tech Center after almost a 4 yearabsence?

Ron Polillo is back, taking on new, interesting,and challenging duties in AAR-500. He returns fromhis successful tenure as the lead of the SecurityEquipment Integrated Product Team (SEIPT). As thefounding member of the SEIPT, Ron was instrumen-tal in creating a cohesive team of FAA, airport, andair carrier representatives, who, in a short time, begandeploying critical security technologies to airportsacross the country.

Under his leadership, the SEIPT installed 121bulk explosives detection devices for screeningchecked baggage at 37 airports for 20 U.S. and inter-national carriers with over 1,000 screeners trained intheir use. In addition, the team installed over 600trace detection systems at airport security check-points, and co-located with checked baggage screen-ing systems. Ron's team also procured over 450advanced technology x-ray systems for screeningcarry-on bags, which are currently being deployed tothe 20 busiest airports, as well as over 400 computer-based training systems that have been deployed to

improve screener performance.

The complex nature, size, and operational consid-erations for the use of this equipment have made thescale and scope of SEIPT's work unprecedented in the civil aviation industry. And, it was Ron's leadershipover the past three years and nine months that createdthis unique team. A team that, despite considerablechallenges, was able to find ways to augment internalresources with external experts, to champion newmethods, and to consider new ideas, in its efforts toachieve the agency's security goals and enhance thesecurity of the flying public.

Ron will be working with other engineers and sci-entist in the Aviation Security Research andDevelopment Laboratory in the development of thenext generation security technologies that are requiredto meet the FAA security goal of 100% screening ofall baggage.

Welcome home, Ron!

The SEIPT's loss is the TC's gain!


http://www.rci.rutgers.edu/~jlux-hoj/risk

HEADQUARTERS HEADLINES

FAA Proposes Rule on Use of Airline Safety Data. On June 30,in a major step toward reaching thegoal of reducing the commercialaviation accident rate by 80 per-cent by 2007, the FAA proposed arule requiring airlines to shareaggregate safety data with the FAAif they choose to have a FlightOperational Quality Assurance(FOQA) program.

FOQA helps prevent accidentsby identifying the root causes ofpotential safety issues. It usesstate-of-the-art flight data recordertechnology to collect and analyzedata on routine flights. Airlinescollect data about everyday safetytrends in their operations andwould now be required to share thedata with the FAA. The agencywould then use the data to identifyindustry-wide safety trends, allow-ing the FAA and industry to moreeffectively target resources andcorrect potential safety problems.

The information and insightsprovided by these programs canenhance line operational safety,training effectiveness, operationalprocedures, maintenance and engi-neering procedures, air traffic con-trol procedures, and airport surfacesafety. Participation in FOQA isvoluntary and programs must beFAA approved. The FAA wouldnot use FOQA data for enforce-ment purposes, except in egregiouscases.

The rule would finalize exist-ing FAA policy on the use ofFOQA data. Currently, eight air-lines have FOQA programs, one

has FAA approval pending, andfive others say they plan to initiateprograms in the future. There arecurrently 230 aircraft, which com-prise 13 aircraft types, collectingFOQA data.

The Notice of ProposedRulemaking (NPRM) follows aJuly 26, 1999, proposal to protectvoluntarily provided informationfrom disclosure to encourage data-sharing programs such as FOQA.The notice responds to a recom-mendation made by the WhiteHouse Commission on AviationSafety and Security, chaired byVice President Al Gore, as well asa mandate from Congress to pro-tect information that aids inimproving safety and security.FAA policy, issued Dec. 2, 1998,states that the FAA may only usesafety data generated in a FOQAprogram for enforcement action inegregious cases.

Under FOQA, the FAAapproves the airline's program forroutine collection and analysis ofin-flight data from the digital flightdata recorder (DFDR). The airlineestablishes procedures for takingcorrective action when problemsare identified and for informing theFAA. Most importantly, the airlineprovides the FAA with access tothe aggregate data so the agencycan monitor safety trends as wellas the operator's effectiveness incorrecting adverse trends.

Technological advances incockpit equipment and data analy-sis over the past decade havehelped make FOQA possible.

Previously, this information wasused to identify clues to accidentsafter they had already occurred.

FOQA programs have alreadyyielded important safety advances.Since 1995, an FAA-sponsoredFOQA Demonstration Study withfour airlines has produced data thathas been used to improve the safe-ty of approaches at more than adozen airports worldwide. In addi-tion, it documented unusualautopilot disconnects, GroundProximity Warning System warn-ings, excessive take-off angles,unstable landing approaches, hardlandings and compliance with standard operating procedures. FOQA data has also been used formonitoring fuel efficiency, enhanc-ing engine condition monitoring,noise abatement compliance, roughrunway surfaces, and aircraft struc-tural fatigue.

The NPRM is on display atthe Federal Register and is avail-able on the FAA's web site atwww.faa.gov/avr/armhome.htm.The comment period closes onOct. 3.

FAA Accepts Alaska AirlinesPlan. The FAA, on June 29,announced that it had acceptedAlaska Airlines' airworthiness andoperations action plan. For thenext 30 days, the agency will continue its stringent oversight ofthe airline to ensure that the plan isfully implemented. During thistime, the carrier will continue toconduct complete audits of all air-craft coming out of heavy mainte-

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nance. Additionally, FAA will still review any air-craft returned to service following heavy mainte-nance.

In its plan, Alaska Airlines identified actions thataddress FAA concerns following the agency's specialinspection that was prompted by the January 31 acci-dent of Alaska Airlines Flight 261, which is stillunder investigation by the National TransportationSafety Board. The airline has:

· Committed to hire more than 130 mechanics; 82 of which are already on board.

· Created an executive level safety position that reports directly to the CEO.

· Filled both the directors of maintenance and opera-tions positions.

· Completely revised the heavy maintenance proce-dures contained in the airline's general maintenance manual.

· Developed a new continuing analysis and surveil-lance program, designed to not only detect and cor-rect any maintenance deficiencies, but improve the program through a process of data collection, analy-sis and corresponding changes.

· Submitted a three-year operations growth plan.

The FAA also announced that it will be conduct-ing special inspections of the other nine major airlinesin the United States. Beginning July 17, the FAA willsend teams to conduct special inspections that willfocus on evaluating the overall effectiveness of criti-cal safety programs. Teams will be comprised ofmembers from the agency's Certification,Surveillance, and Evaluation Team, employees fromHeadquarters and principal maintenance inspectorsfrom different geographic locations. The specialinspections are expected to take approximately 120days.

U.S. Transportation Secretary Slater DedicatesFinal Host and Display System ReplacementInstallation. On July 14, Department ofTransportation Secretary Rodney E.

Slater and FAA Administrator Jane F. Garvey markedthe completion of the most visible phase of theClinton administration's effort to modernize thenation's air traffic control system by dedicating the20th and final installation of new Display SystemReplacement (DSR) hardware and supporting com-puters.

The last system in the $1.05 billion FAA programto replace older computers and displays was dedicated in a midday ceremony at the WashingtonAir Route Traffic Control Center in Leesburg, VA.The ceremony itself included rank-and-file controllersand technicians who helped install the system and

The DSR replaced 20- to 30-year-old mono-chrome radar screens with modern color displays,"windows" systems for controllers and modern dataprocessing technology. The DSR has greater speed and capacity than the system it replaced and it raisesthe bar on safety through increased reliability, avail-ability and maintainability. Lockheed Martin is theprime contractor for the system

The DSR is the first major component of themodernization of the nation's enroute air traffic con-trol system infrastructure. The DSR provides an openarchitecture that can accommodate the software upgrades and new technologies that make up theevolving ATC system. Software upgrades includeweather display enhancements to improve safety, andtechnology tools to deal with growing air traffic.

New Host computers, which came on line slight-ly before the displays, replaced rooms full of older,far less capable hardware no longer supported by themanufacturer. The Hosts process incoming data andprovide it to the new DSR multicolor displays that in turn provide controllers with a lighter, brighterwork environment and far more capable tools formanaging the growing volume of high-altitude trafficacross the country.

The open architecture also means that DSR willbe a cost-effective platform for future upgrades to airtraffic control capabilities. Host and DSR haveextremely high reliability rates, significantlyimproved maintainability and more complete backup systems.

HEADQUARTERS HEADLINES CONT.

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Director Anne Harlan, along with ACT-400Division Manager Basilyn Bunting, conducted theformal ribbon cutting ceremony on June 26 for theTech Center's newly constructed Central ViewingArea (CVA). Numerous employees representing allCenter organizations attended the ceremony. BothAnne and Basilyn spoke of the capabilities and theadvantages of the CVA, emphasizing its role in pro-viding customers a central location from which theycan remotely view actual testing and demonstrationswithout physically moving from one lab location toanother.

Basilyn took the opportunity to present severalawards to illustrate ACT-400's appreciation for all thehard work that went into the development, construc-tion and implementation of the CVA. The completedCVA brings to fruition the vision of the Center’sDirector, Deputy Director, and ACT-400. Workingwith designers in ACT-600, the CVA has become areality. It was ACT-600 lead architect Stan Wirpsza,AIA, who worked to develop both the preliminaryand final designs for the facility. Basilyn Buntingthen carried the design forward until it became afunctioning facility.

At the event, ACT-400 System EngineerEdward DiProspero provided a demonstration ofsome of the CVA capabilities. The attendees were

treated to refreshments across the hall in the lounge,since eating and drinking is prohibited in the CVA.

The facility is located on the third floor of build-ing 300 between columns C27and C29, and can pro-vide remote viewing capability for testing and evalua-tion in any of the labs in buildings 300 or 316. TheCVA can comfortably accommodate 36 guests. Theequipment and planned enhancements are outlined inthe Central Viewing Area Policies and ProceduresDocument LMD-00-1006 Rev.1.0. These policiesand procedures can be found on ACT-400's web pageat http://nasfac.act.faa.gov/.

The Customer Service Center is currently takingscheduling requests for the CVA facility. TheCustomer Service Center can be reached at extension4614 or 4615. Scheduling requests should be made14 days in advance to coordinate with other labresources.

CVA DEDICATION

ACCOUNTABILITY BOARD EXPANDS ROLE

The Accountability Board was established in July1998 to ensure that FAA managers responded in atimely, consistent and appropriate manner to allega-tions of sexual harassment and misconduct of a sexu-al nature. At that time, the Administrator committedto expanding the scope of the Board after evaluationof the first year.

As of July 1, 2000, the Accountability Board willbe expanded to include oversight for allegations ofharassment based on race, color, gender, national ori-gin, sexual orientation, religion, age, or disability.The Board will continue to have oversight responsi-bility for allegations of sexual harassment and mis

conduct of a sexual nature. The Board's scope includes only incidents of

harassment alleged to have occurred on or after July1, 2000. In addition, for allegations to be coveredwithin the Board's scope, they must be reported byemployees within sixty days of the date the incident isalleged to have occurred.

Shortly, all employees will receive a brochuredescribing the Accountability Board and its process.For more information, you may also contact theOffice of the Accountability Board on (202) 267-3065or access the Office of Human Resource Managementwebsite at Interweb.FAA.gov/ahr/count/account.cfm.

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http://nasfac.act.faa.gov/

SAFETY NEWSFROM THE SAFETY OFFICE,

ENVIRONMENTAL BRANCH (ACT-640)

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Sign Of The TimesAt The Circle

It's big, round, and it leads youin different directions. It makessome people aggressive and otherssomewhat passive. It requires yourundivided attention and just whenyou think you've figured it out, therules change! What is this thingyou ask? It's the traffic circle thatyou must navigate to reach theTech Center's Main Gate.

For years Center employeesand visitors have had to approachthe Traffic Circle with cautionalways wondering how best todrive around the circle withouthaving or causing an accident. Onany given day at any given

moment the circle could be filledwith vehicles trying to branch offonto five different arteries, while atthe same time cars from differentdirections are trying to enter thismotor carousel. Such a scene iswhat has driven our insurance ratesto such astronomical levels.

While our insurance rates maynot change any time soon, therehas been a change to our dreadedtraffic circle. In case you haven'tnoticed, hopefully you have, thecircle has been dressed up withsigns and markings. After years ofbeing bare, there are now signs atthe circle directing you to yieldand to follow the markings on theroadway. Additionally, new andimproved city, street, and FAA

Bldg. signage are posted on thecircle. The signage may seem likea formality to all of us who foryears have navigated the circle toreach the Tech Center. However,for the many visitors and touristswho travel to the Center or intoAtlantic City the signs should helpreduce the chance of an accidentdue to a motorist’s uncertaintyabout entering and exiting the cir-cle.

The signs were added by theState to improve safety. If youmake safety a part of your dailycommute, you'll find that the circleis just another fork in the road.

Drive Carefully and Buckle Up!


THE YEAR 1970 VS 20001970: Long Hair2000: Longing for hair

1970: Keg2000: EKG

1970: Acid Rock2000: Acid Reflux

1970: Moving to California because it's cool2000: Moving to California because it's warm

1970: Watching John Glenn's historic flight with yourparents

2000: Watching John Glenn's historic flight with yourchildren

1970: Trying to look like Marlon Brando or ElizabethTaylor.

2000: Trying NOT to look like Marlon Brando or Elizabeth Taylor.

1970: Getting out to a new, hip joint.2000: Getting a new hip joint.

1970: Rolling Stones.2000: Kidney stones.

1970: Peace sign.2000: Mercedes logo.

1970: Parents begging you to get your hair cut.2000: Children begging you to get their heads shaved.

1970: Passing the driver's test.2000: Passing the vision test.

1970: "Whatever"2000: "Depends"

The rain held off, so the children, parents andstaff of the NAFEC Child Care Center enjoyed a funpicnic on June 15. The picnic was held near theChild Care Center's playground, which is just outsidethe Technical Building Cafeteria.

The Picnic Committee did a great job of organiz-ing this event, which is an annual tradition at ourChild Care Center. The parents of the children pro-vided food, time and energy. They also came to thepicnic to spend time with their children.

Traditional picnic fare, including hot dogs, ham-burgers, salads and all the fixings were donated andprepared by the parents, and enjoyed by all. A pet-ting zoo was set up just for this event. The childrengot to see a duck, a ferret, a goose, a turkey, a turtleand the friendliest goat in town. The children alsowere offered free pony rides, which they thoroughlyenjoyed.

As with any successful event, there are many

people to thank. Special thanks go to the NAFECAssociation for providing financial assistance for thisevent; to Child Care Center Millie DiCicco, forchampioning this event; to Deputy Center DirectorBruce Singer, and Chief of Staff Ron Esposito, fortaking time out of their busy schedules to participatein this event.

Special thanks also to Committee MembersStephanie Bagot, Debby Fleisher, Carl Genna,Joan Feuerstein, Karen Cicatiello, MissyPassmore, and Fran Ramsey for superb efforts tomake sure everything came together; to Chefs LoriLee and Fred Ertel, who did a great job at the grill;and to Leilani Yannone, who did face-painting forthe children. When the picnic was over, and it wastime to help the children settle down for their after-noon nap, Tim Hogan volunteered to read to the chil-dren. This was a great help when the staff needed toget colorful stickers off the children.

In expressing her personal thanks to all thathelped out, Miss Millie said, "Each contribution thatis made is a gift to our children. They will rememberthis more than any of the things taught in the academ-ic world."

NOTE: After teaching the Three's class, forthree weeks, Miss Amanda is returning to StocktonCollege. Miss Millie is in the processing of hiring ateacher for this class. Miss Icy Murphy is the newteacher's aide in the Three's classroom. Miss Icy hasa gentle way with the children, and is enjoying work-ing with the children.

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ANNUAL CHILD CARE CENTER PICNIC A BIG SUCCESS

A group of staff members and children from the ChildCare Center get ready to whisk a parachute into the air.

Bruce Singer (ACT-2), Child Care Center Director MillieDiCicco, and Ron Esposito (ACT-3) at the BBQ grill.

Connie Moran is shown holding her baby Patrick, while daugh-ter Melissa awaits a ride on the pony that was provided for theenjoyment of the children by courtesy the NAFEC Association.


Galloway Twp MiddleSchool recently held theirthird annual Career Fair, andfour Tech Center employeesattended the event to answerquestions and give valuableinformation to the studentspertaining to their jobs, suchas title, salary range, educa-tional requirements/skills,employment outlook for nowand in the future, work schedule,and workplace description.

Rosanne Weiss (AAR-420)

met with three groups of kids in aclassroom environment, andshowed them a film on the fire anddrop tests. She spoke to themabout her career as a mathemati-cian, her background, and what atypical workday is like for her.

Phil Ingraham (AAR-431)spoke to students individually inthe gymnasium at a speakers' tableand answered questions about hisjob working on the crash worthi-ness program. He stressed theimportance of the work done in hisarea at the Tech Center, emphasiz-ing the improvements to aircraftthat are made, and how rewardinghis career field is.

Cathy Jaggard (AS&T) andRobert Cranston (RMS)also met with three groups ofchildren in a classroom envi-ronment. Their topic of dis-cussion was engineering andsciences. Mathematics, sci-ence, and writing werestressed during their presen-tation. An emphasis on soft-ware engineering and the

importance of writing skills werediscussed as imperative to accom-plish their jobs.

CAREER FAIR AT

GALLOWAY TOWNSHIP MIDDLE SCHOOL

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Rosanne talking to the kids.

Phil explains the importanceof AAR-431’s work.

Robert discussed the needfor strong math, science,

and writing skills.

Cathy explains what it takesto be a good engineer.


On April 28, Atlantic Cape Community College(ACC) held its “College Awareness Day for Studentsof Color.” College administrators, faculty, staff,alumni, and professional community facilita-tors provided a day of education and careeropportunities for the students.

Norman Jones (ACT-232) served as akeynote speaker at the event, speaking tomore than 200 high school students fromAtlantic and Cape May counties.

Linda McLeod, Admissions ProgramOfficer for ACC, introduced Jones to thestudents, noting his B.S. in mathematicsfrom North Carolina A&T State University,his studies in computer science at RichardStockton College, and his work in aviationmanagement at Embry-Riddle AeronauticalUniversity. She also discussed his extracur-ricular activities while at college, whichincluded involvement in campus and com-

munity organizations, executive board membership ofthe student government association, and presidency ofthe mathematics club.

The students recognized that Jones truly was aman of stature and intellect, as evidenced by theirattentiveness and awe during his speech. In that talk,he emphasized the importance of mathematics. He let the students know that math is not something to beafraid of - it can be fun!

After his speech, Jones conducted a workshopwith some of the students. In that forum, he againstressed the need to study the sciences and mathemat-ics. He also made them aware of some of the careeropportunities available to them. After the workshop,he had lunch with the kids, which allowed him tointeract with them one-on-one.

As the day ended, it was clear that Norman Joneshad made a difference to those students he talkedwith. The students found him easy to talk to, hisadvice helpful, and saw him as a positive role model.

ACT SUPPORTS LOCAL

COLLEGE AWARENESS DAY

Norman Jones (ACT-232) discusses theimportance of math and science with the students.

Students from Atlantic and Cape May countieslisten attentively as Norman Jones discusses his career.

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Relive the sights,the sounds, the excite-ment, the nominees,the selectees, and allthe fun from the TechCenter AwardsCeremony. Watch forthe August issue ofIntercom.

Did you know that . . .

August 1-7 is Simplify Your Life Week

August 4 is Coast Guard Day

August 5 is Unity in Diversity Day

August 7-13 is National Smile Week

August 13-19 is Thanks for all the Gifts Week (soyou can catch up on the thank you notes you forgot towrite)

August 15 is National Relaxation Day

August 19 is National Aviation Day

August 20-26 is National Friendship Week

August 26 is Women’s Equality Day

DON’T FORGET

Please try to get Intercomsubmissions (articles, photos,

ideas) to Terry Krausvia email by the second

Tuesday of every month.

16

COMING IN AUGUST!William J. HughesTechnical Center

Intercom

Editor:Terry Kraus

Contributors:

Carol BrookKaren CicatielloStan CiurczakBill Dawson

Genia EmbreyCarleen Genna-Stoltzfus

Annette HarrellLana HaugDavid Hess

Vince Lasewicz, Jr.Paul Lawrence

Pat LuiBob Marks

Carol MartinErnie Pappas

Maudie PowellKaren Stewart

Gary VanDusenSue Wall

Bob WarnerLaurie Zaleski

For any questions,comments, or ideas,

please contactIntercom’s editor at (202) 267-3854

The WJHTC Intercom is available on-line at:

http://www.tc.faa.gov/intercom/intercom.htm

KEY DATES IN AUGUST


http://www.tc.faa.gov/intercom/intercom.htm

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