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The opinions expressed in this paper are those of the authors, and do not necessarily represent the opinions of the Federal Aviation Agency or FAA Aviation Research and Development Service. This paper discusses the development of concepts and components for an aircraft crash-resistant fuel system. There is presented the results of programmed study and dynamic test accomplishments from which the crashworthy design and specification criteria were established for crash-resistant cell and safety valve Military Specifications. Also given is a description of the first aircraft crash-resistant fuel cell installation, complete with safety valves and frangible break away components.

Two full scale crash safety tests of transport aircraft are being conducted to study take-off and landing accidents wherein speeds and loads do not exceed survivable limits. The wings and fuselage are being extensively instrumented to measure loads, accelerations, and fuel pressures. Secondary experiments are also being carried out on board. The data will be used to improve impact protection and to reduce the possibility of fire after impact. A general discussion of the results of the first test is presented.

The current joint NASA-FAA simulator program, designed to study the problems anticipated in the integration of the supersonic transport (SST) into the air traffic control (ATC) system, is explained. The initial tests have consisted of simulated departure and arrival operations of a variable-sweep SST configuration in the New York terminal area under high-density traffic flow conditions with as many as six SST operations per hour. Several types of separation standards and handling concepts were investigated while using an ATC system based on present-day concepts and procedures. Results describing the operating problems for the SST and the workload, delay, and capacity problems for the ATC system are discussed.

Major in-service improvement programs in air traffic control are the high altitude area positive control expansion program and the terminal positive separation program. Both are in consonance with recommendations of the FAA Administrator's Task Force on air traffic control. The former will establish positive control in all U.S. airspace between 24,000 and 60,000 ft. A protoytpe terminal positive separation area will be established at Atlanta, Ga., in November 1962 to separate all aircraft within 15 miles of Atlanta between 2000 and 6000 ft. mean sea level. This will test the capability of the system to provide positive separation to all traffic operating within the designated airspace. This paper discusses the implementation of these systems.

The proper use of the nation's airspace involves a large complex system which must function as an integrated unit. This paper deals with future automation of the air traffic control subsystem of this larger airspace utilization system. A detailed description of the data processing and display equipment and functions is given. The equipment which will be installed in air traffic control facilities permits the separation of advance planning and active control of aircraft. Reliability is enhanced by the use of several independent channels between data acquisition elements and the controller's display. This approach results in a system which will “fail softly.”

This paper points out the need for emergency evacuation of air transports involved in accidents which result in cabin interiors becoming uninhabitable. Recent transport experience in accidents, involving ditchings and accidents, involving fire following impact are cited to illustrate the importance of the evacuation system. It is pointed out that aircraft designs often result in configurations which make expeditious egress arduous. As an attempt at improving overall occupant safety, it is suggested that emergency evacuation provisions be designed and tested from a system and maximum time limit viewpoint.