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HOW NASA CAN ASSIST THE FAA
Pages 119-124

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From page 119...
... We can break that responsibility into a couple of different areas, one dealing with the management of the navigable air space, or the air traffic side -- and Neal will be discussing more of that than I -- and the other side of the issue having to do with the aircraft and the aircraft operations. I would like to spend my time dealing primarily with some of the issues relative to those two elements.
From page 120...
... So, if we are not careful we can wind up having the research identified with one organization such that there may be, because of administrative procedures and processes, an inability to get the funds or resources equitably distributed according to the priorities that we see as far as the value of the research products. I will address, first of all, transport aircraft.
From page 121...
... How can we be sure, both in the initial devslopment testing and in the proving of the product, that it is safe and meets the criteria as well as the continued airworthiness of vehicles using composite materials? I think that we have not properly addressed all of these areas, and I think many times we spend too much effort, as far as the FAA is concerned, on identifying unique characteristics on too small a scale.
From page 122...
... In the early days of the DC-4s, DC-6s, Constellations, and Stratocrusiers, we had airplanes that had four reciprocating engines. In those days, the engine failure rate was running around 400 and 500 flight hours per engine shutdown.
From page 123...
... We still have limited results from research dealing wth this long-range propagation of sound. Over the last l5 years, I think we have made tremendous progress in aircraft noise reduction.


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