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This document provides results of the Category IIIb Evaluation of the New Generation Runway Visual Range (RVR) system. The evaluation was conducted from September 29 to October 8, 1994, at Mt Washington, NH. The primary purpose of the evaluation was to obtain data indicating RVR performance during actual Category IIIb visibility conditions. The evaluation consisted of comparing RVR system measurements with those of human observers viewing runway lights in dense clouds and fog. Observer and RVR measurements were obtained simultaneously and recorded for statistical analysis. Approximately 500 observations were made during the evaluation under day and night conditions. In addition to using runway lights, 'black targets'--dark colored objects, were used in observations and compared with RVR measurements. The black targets were used during light conditions where they would be more visible than runway lights. Results indicated that RVR accuracy was generally within 100 feet or one reporting unit of the observed visibility.
Runway Visual Range (RVR) Automated Surface Observing System (ASOS) functions were evaluated during tests conducted at Memphis International Airport (MEM) from April 14 through 16, 1998. Representatives from the Federal Aviation Administration (FAA) William J. Hughes Technical Center Weather Communication Branch performed the testing. Testing was initiated in response to ASOS software modifications which contained corrections to problems existing on earlier versions. The primary intent of testing was to verify that RVR ASOS functions operated in accordance with requirements and to determine if problems could be expected during operation with the Interim and Final Phase New Generation RVR/ASOS Interface. Five performance issues were encountered during testing. Four issues concerned ASOS performance and one related to operation of the HP Palmtop PC, i.e., Interim RVR/ASOS Interface. Since all of these issues currently have "work-arounds" or established methods to avoid/correct the problem, they are not expected to adversely affect Long-Line RVR service. As a result, ACT-320 recommends use of ASOS software version 2.53 at sites designated for Long-Line RVR reporting with the Interim or Final Phase RVR/ASOS Interface.
This report presents a benefit/cost analysis of and develops establishment and discontinuance criteria for the Touchdown Runway Visual Range (RVR)System at the first two Category I precision instrumented runways at an airport. These criteria will be affected through a change to FAA Order 7031.2C, Airway Planning Standard Number One (APS-1). APS-1 contains the policy and summarizes the criteria used in determining eligibility of terminal locations for establishment, discontinuance and improvements of air navigation facilities and air traffic control services. Applying the RVR benefit/cost criteria to 470 Category I runways at 359 airport traffic control tower locations identifies 103 airports satisfying the criteria for an initial Category I Touchdown RVR and 107 airports satisfying the criteria for both a first and second Category I Touchdown RVR, for a total of 317 qualifying runways. However, since benefit/cost criteria are but one of several inputs to the FAA decision-making process relative to investment in airport facilities and equipment, the ultimate site-specific investment action must be based on all pertinent factors and considerations. Sensitivity of the criteria results to several key assumptions is also examined. Keywords: Instrument landing system; Microwave landing system; Investment criteria; Capital budgeting. (EDC).
This report summarizes Operational Test and Evaluation (OT & E) activities for the New Generation Runway Visual Range (RVR) system. Testing consisted of an initial OT & E, seven individual retests and several specialized test DOT/FAA/CT-TN92/37 provides results of the initial OT & E conducted in March 1992. This document summarizes results of seven retests as well as specialized tests conducted from August 1992 through June 1994. The purpose and intent of OT & E was to verify RVR National Airspace Requirements (NAS) and to verify the operational effectiveness and suitability of the RVR within the NAS environment. At the completion of the retest and specialized test efforts results indicated that the most significant sensor and system problems had been resolved via permanent design changes as well as interim 'work-arounds'. It was recommended that the RVR system be deployed nationally under the following conditions: (a) Additional data be obtained indicating RVR performance during Category IIIb visibility; and (b) Problems currently having interim work-around solutions be resolved with permanent corrections. This volume contains a summary of the retest and specialized tests performed during the aforementioned period.
This report summarizes Operational Test and Evaluation (OT & E) activities for the New Generation Runway Visual Range (RVR) system. Testing consisted of an initial OT & E, seven individual retests and several specialized tests. DOT/FAA/CT-TN92/37 provides results of the initial OT & E conducted in March 1992. This document summarizes results of seven retests as well as specialized tests conducted from August 1992 through June 1994. The purpose and intent of OT & E was to verify RVR National Airspace Requirements (NAS) and to verify the operational effectiveness and suitability of the RVR within the NAS environment. At the completion of the retest and specialized test efforts results indicated that the most significant sensor and system problems had been resolved via permanent design changes as well as interim 'work-arounds.' It was recommended that the RVR system be deployed nationally under the following conditions: (a) Additional data be obtained indicating RVR performance during Category IIlb visibility; and (b) Problems currently having interim work-around solutions be resolved with permanent corrections. This volume contains appendices A through G referenced in Volume I.
The Operational Test and Evaluation (OT and E) Integration and OT and E Operational testing of the Runway Visual Range (RVR) was conducted at the Kansas City International (MCI) Airport Traffic Control Tower (ATCT) in Kansas City, MO, and at the Kansas City (ZKC) Air Route Traffic Control Center (ARTCC) in Olathe, KA. The purpose of this test was to verify National Airspace System (NAS) integration requirements of the subsystems and the operational effectiveness of the RVR within the NAS environment. This report addresses the results of OT and E testing and the results of integration and operational testing of the RVR Maintenance Data Terminal (MDT) and RVR/ Maintenance Processing System (MPS) interface requirements. Testing of the Tower Control Computer Complex (TCCC) and the Automated Surface Observation System (ASOS) NAS subsystems was deferred. It was concluded that the New Generation RVR requires corrections and/or modifications to satisfactorily meet integration and operational requirements. The New Generation RVR should not be deployed until the deployment-critical issues detailed in this report are resolved and successfully retested. The principal concerns pertain to (1) personnel safety, (2) product integrity during an equipment failure, and (3) accuracy of the visibility product. It is further recommended that all regression testing take place using the RVR and MPS operational baseline software ... Runway Visual Range (RVR), Maintenance Processing System (MPS), Operational Test and Evaluation (OT and E), National Airspace System (NAS).