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THE EIGHTEEN-YEAR HISTORY OF THE DANIEL AND FLORENCE GUGGENHEIM AVIATION SAFETY CENTER AT CORNELL UNIVERSITY

1950-1968 PREFACE

The Cornell-Guggenheim Aviation Safety Center was established in 1950 to stimulate interest in aviation safety and to encourage action to improve safety records. Our hope was for aviation to become the safest form of trans­ portation.

These goals have been accomplished. Airlines are safety conscious. Travel by air is accepted by the general public with confidence. Other agencies, government and private, have assumed much of the burden of continuing efforts to improve the record of safety.

With these gains the purpose of the Cornell-Guggenheim Aviation Safety Center has been fulfilled, and the Center has been discontinued as of June 30, 1968.

This booklet is dedicated to those who made possible this distinguished record of achievement.

July 1,1968 TABLE OF CONTENTS

Page

I. Progress in Aviation Safety 3

II. Structure and Origin of the Center 5

III. The Center's Coordinating Committees 6

IV. Staff Program and Activities 9

V. Overseas Office and Activities 12

VI. Specific Safety Projects 13

VII. Conclusion 19

Appendix A: Summary of Annual Meeting Reports on Progress 1951-1967 20

Appendix B: Special Publications of the Aviation Safety Center 22

Professional Staff 24

2 I. PROGRESS IN AVIATION SAFETY

The Daniel and Florence Guggenheim Avia­ in recent years they achieved the extremely tion Safety Center at Cornell University was low rate of 0.07, with as few as 16 passenger established in 1950. The announced objective, fatalities per year. For the last sixteen years with respect to airlines, was to help "make the rate has been below 1.0. flying the safest form of transportation." At In the meantime, dramatic changes have the time this seemed an ambitious goal occurred in the passenger-traffic pattern of indeed. In just 18 years it has been substan­ the nation. Many railroads have ceased carry­ tially realized. ing passengers altogether; others have con­ The U.S. airlines in 1950 carried 19 million siderably curtailed passenger services. Pas­ passengers and had six fatal accidents result­ senger fatality rate comparisons between air­ ing in 144 fatalities: a fatality rate of 1.34 per planes and railroads therefore no longer are 100 million passenger miles. This compared particularly significant. On a greatly reduced with a fatality rate of 0.58 that year for rail­ volume of passenger traffic the 1967 railroad roads, then the foremost passenger carrier in fatality rate was 0.09; while that of intercity the U.S., and 0.18 for intercity buses. Only buses had risen slightly to 0.20. the rate for automobiles and taxis, among The air safety picture on a worldwide basis major carriers of passengers, was higher than has taken a similar course. According to that of the airlines. Their rate stood at 2.90 figures of the International Civil Aviation per 100 million passenger miles. Organization (ICAO), there were, in 1950, Seventeen years later, in 1967, the U.S. a total of 551 air fatalities on scheduled air­ airlines carried 134 million passengers — more lines throughout the world, representing a than seven times as many as in 1950 — and rate of 3.15 per 100 million passenger miles. had improved their safety record 83 per cent, In 1967 the fatality rate had dropped to 0.64 to 0.23 per 100 million passenger miles. Twice — a rate improvement of almost 80 per cent.

U.S. COMPARATIVE TRANSPORTATION ACCIDENTAL FATALITY RATES 1950 and 1967

Passenger Miles Passenger Fatalities Rate per 100 Million (hundred million) Passenger Miles

1950 1967 1950 1967 1950 1967

Scheduled Domestic Airlines 8.4 76.6 96 226 1.15 0.30

Scheduled International Airlines 2.3 23.4 48 0 2.05 0

Total 10.7 100 144 226 1.34 0.23

Supplemental Carriers 0.8 6 29 0 3.76 0

Railroad Passengers 15.2 184 13 0.58 0.09

Intercity Buses 66 100 130 0.18 0.20

Auto and Taxi Occupants 1480 20,200 35,300 2.90 2.40

General (Private) Aviation N.A. N.A. 918 1,186 (l) N.A. N.A.

Sources: "Accident Facts" and National Transportation Safety Board (1) includes pilots N.A.: not available

3 This remarkable airline record has been United States Department of Transportation, achieved by constant vigilance, excellent with its National Transportation Safety organization, much research and study, and Board, the safety of flying on a nationwide the expenditure of billions of dollars by air­ basis has become the responsibility of a lines, the aviation manufacturing industry, cabinet-level public body. In view of the the Federal Aviation Administration (FAA), marked improvement in flight safety so far the National Aeronautics and Space Adminis­ achieved, the Center's original goals have tration (NASA) and other agencies. The safe­ been substantially reached, and the Center ty improvement, together with increased was terminated June 30, 1968, the end of its speed and greater comfort, has directly con­ fiscal year. tributed to the almost explosive growth of In the light of this decision, it seems ap­ civilian flying in the past decade. Eighteen propriate to present to the public and the years ago many an air passenger undertook aviation industry a report on the origin, struc­ his trip by air with trepidation; today the ture, and mode of operation of the Center, average passenger gives the possible hazards and an account of some of the projects it has of flying little thought. helped to further in connection with flying With the establishment in 1967 of the safety during the past 18 years.

WORLDWIDE AIR TRANSPORT SAFETY TRENDS

The chart shows worldwide fatal accidents per 100,000 hours flown, compared with fatal accidents per 100 million passenger miles; also actual number of passenger fatalities. Fatal accident trends continue down­ ward, but because of rapidly increas­ ing air travel, the total number of passengers involved in fatal acci­ dents continues to rise.

Source: International Civil Aviation Organization. 1950

4 II. STRUCTURE AND ORIGIN OF THE CENTER

When the Center was established in 1950 by veloped and its efforts communicated to all a grant from The Daniel and Florence Gug­ safety-related agencies of government and genheim Foundation, many separate agencies industry. were concerned in one way or another with The Center's working staff —small and aviation safety, but none was in a position never numbering more than four professional to promote aviation safety research on a persons at any one time —was headed by comprehensive nationwide scale, report and Jerome Lederer, outstanding authority in the evaluate research results, transmit research complex field of aviation safety and widely information quickly and effectively from recognized for leadership in this area. scientific centers to manufacturers and opera­ Closely connected with the founding of the tors, and help to devise and coordinate the Center and active in its management from national approach to flying safety. Working the beginning was Harry F. Guggenheim, with and through other groups and agencies, President of The Daniel and Florence Gug­ this was the ambitious function the Center genheim Foundation. undertook to serve. In World War I Mr. Guggenheim served The Center's headquarters were established in France as a Naval aviator, and in that in New York City. Its basic structure con­ period had become much impressed with the sisted of a series of inter-related policy, tech­ then latent possibilities of the airplane. In nical and management committees, made up the mid-1920's, at a time when flying was in of the chief executives and other responsible the doldrums for lack of financial and public representatives of Federal agencies concerned support, he interested his father, the late with the regulation and control of flying, the Daniel Guggenheim, in furthering the dev­ armed services, the Coast Guard, the National elopment of aviation. One result was the Advisory Committee for Aeronautics establishment of the Daniel Guggenheim (NACA), the Weather Bureau, the other Fund for the Promotion of Aeronautics. With national engineering and scientific organiza­ Harry Guggenheim as its President, the Fund tions and individuals. Through these com­ produced a major revolution in the history mittees, the program of the Center was de­ of aviation. It sponsored the development

Dr. Theodore P. Wright, Vice President for Research, Cornell University, Chairman of the Exec­ utive and Operating Committees of the Cornell-Guggenheim Avia­ tion Safety Center, discusses a point in aviation safety with Harry F. Guggenheim, President of The Daniel and Florence Gug­ genheim Foundation and Chair­ man of the Foundation Committee of the Center, and Jerome Lederer, Director of the Center.

5 of instrument flying, the establishment of of Research at Cornell, was director of the the first U. S. passenger airline, and inaugu­ Curtiss team which developed the Tanager. ration of the first airline weather service. It Following World War II, Mr. Guggenheim undertook the popularization of flying, the and Dr. Wright several times discussed the development of graduate education and re­ growing safety problems of modern airlines search in aeronautics at major universities, and aircraft. In these talks Mr. Guggenheim and sponsored several projects for the im­ proposed a concerted nationwide attack on provement of flight safety, notably The aviation safety problems, and suggested the Daniel Guggenheim Safe Aircraft Competi­ formation of an aviation center to organize tion of 1927-1929, which offered a prize of and direct it. Establishment of The Daniel $100,000 for a new airplane that could demon­ and Florence Aviation Safety Center at Cor­ strate, under special rules, the greatest ad­ nell University, which resulted from these vance in safety without loss of efficiency.* discussions, was announced on September 18, The Competition resulted, among other 1950. The announcement said, in part: gains for aviation, in the development of the Curtiss Tanager, an aircraft designed and "The objectives of the Center will be to produced by The Curtiss Aeroplane and achieve safety in aviation as effectively as Motor Company, which, after rigorous com­ we have achieved speed and efficiency. Speed petition, was declared the winner. Dr. Theo­ is now assured beyond the most enthusiastic dore P. Wright, subsequently chief engineer expectations. Safety has likewise made great of The Curtiss-Wright Corporation, later progress, but fresh emphasis is due." Administrator of the Civil Aeronautics Ad­ "To make flying the safest form of trans­ ministration, and still later Vice President portation" became the goal of the new Center.

III. THE CENTERS COORDINATING COMMITTEES

To implement the general policies and supply Dr. Theodore P. Wright, Vice President for Research, liaison with government agencies in the safety Cornell University Dr. G. Edward Pendray, Consultant, The Daniel and field, a Foundation Committee of the Safety Florence Guggenheim Foundation Center was organized, with Mr. Guggenheim Jerome Lederer, Director, Cornell-Guggenheim Avia­ as Chairman. Men in high level posts in gov­ tion Safety Center ernment, military and other agencies con­ Over the years, as personnel changed in cerned with aviation were invited to serve government agencies, changes in the compo­ on the Committee. The first members, in addi­ sition of the Committee also occurred. The tion to Mr. Guggenheim, were: Foundation Committee membership in 1967 Lt. General J. Lawton Collins, Chief of Staff, U. S. was as follows: Army Harry F. Guggenheim, Chairman, President, The Vice Admiral John H. Cassady, Deputy Chief of Daniel and Florence Guggenheim Foundation Naval Operations (Air) General Harold K. Johnson, Chief of Staff, U.S. Army General Hoyt S. Vandenberg, Chief of Staff, U. S. Vice Admiral Thomas F. Connolly, Deputy Chief of Air Force Naval Operations (Air) Vice Admiral Merlin O'Neill, Commandant, U. S. Brigadier General Frank K. Everest, Jr., Director, Coast Guard Aerospace Safety, U. S. Air Force Dr. Jerome C. Hunsaker, Chairman, National Ad­ Admiral Willard J. Smith, Commandant, U.S. Coast visory Committee for Aeronautics (NACA) Guard Donald W. Nyrop, Administrator, Civil Aeronautics Dr. Mac C. Adams, Director, Office Advance Re­ Administration search and Technology, National Aeronautics and Delos W. Rentzel, Chairman, Civil Aeronautics Board Space Administration * For a complete story of the Daniel Guggenheim Fund for the Promotion of Aeronautics see "America Fledges Wings", by Reginald M. Cleveland (Pitman, New York, 1942.) General William S. McKee, Administrator, Federal Captain Mack Wortman, Office, Chief of Naval Op­ Aviation Administration erations Charles S. Murphy, Chairman, Civil Aeronautics Colonel James G. Fussell, Directorate of Aerospace Board Safety, U S. Air Force Dr. Robert M. White, Environmental Science Serv­ Captain H. S. McNatt, Chief, Aviation Branch, U S. ices Administration Coast Guard Dr. James A. Perkins, President, Cornell University C. W. Harper, Director, Aeronautics Division, Na­ Dr. Theodore P. Wright, Ithaca, N. Y. tional Aeronautics and Space Administration Dr. F. W. Reichelderfer, Washington, D. C. James Rudolph, Director, Flight Standards Service, Federal Aviation Administration Lieutenant General Elwood R. Quesada, Washington, B. R. Allen, Director, Safety Bureau, National Trans­ D.C. portation Safety Board Dr. G. Edward Pendray, Consultant, The Daniel and N. A. Lieurance, Environmental Science Services Florence Guggenheim Foundation Administration Jerome Lederer, Director, Cornell-Guggenheim Avia­ tion Safety Center Dr. F. A. Long, Vice President for Research and Advance Development, Cornell University Members of the Foundation Committee Robert Wolf, Head, Transportation Research, Cornell Aeronautical Laboratory, Inc. were invited to name representatives of their Lieutenant General E. R. Quesada, (USAF, Retired), agencies to an Executive Committee of the Washington, D.C. Center —men who were in position to coop­ Dr. Ross A. McFarland, Director, Harvard-Guggen­ erate actively with the staff of the Center and heim Center for Aviation Health and Safety R. M. Woodham, Associate Director, Cornell-Guggen­ implement programs suggested by the Foun­ heim Aviation Safety Center dation Committee. The initial composition of the first Executive Committee was: In 1964, a Policy Committee, composed of outstanding authorities not connected with Dr. Theodore P. Wright, Chairman, Vice President government agencies, was invited to assist for Research, Cornell University in charting programs for the Center. General Major General James Gavin, U. S. Army War De­ partment E. R. Quesada, first Administrator of the Commander William G. von Bracht, Flight Safety Branch, Office of Naval Operations Major General Victor E. Bertrandias, Deputy Inspec­ tor General, U S. Air Force Captain W. B. Scheibel, Executive Assistant, Search and Rescue Agency, U S. Coast Guard John W. Crowley, Associate Director for Research, National Advisory Committee for Aeronautics E. S. Hensley, Director, Office of Aviation Safety, Civil Aeronautics Administration John Chamberlain, Director, Bureau of Safety Regu­ lation, Civil Aeronautics Board S. Paul Johnston, Director, Institute of the Aero­ nautical Sciences Dr. C. C. Furnas, Director, Cornell Aeronautical Laboratory, Inc. Dr. W. G. Smillie, Professor of Public Health and Preventive Medicine, Cornell Medical College Dr. Richard Parmenter, Coordinator of Research, Cornell University Jerome Lederer, Director, Cornell-Guggenheim Avia­ tion Safety Center Here again, over the years, the composi­ tion of the Committee has changed. Renamed General E. R. Quesada (seated), Chairman of the Policy Committee of the Cornell-Guggenheim Aviation Safety the Technical Committee, the 1967 member­ Center, confers on the program of the Center with Rear ship was as follows: Admiral W. O. Burch, Jr., Commander of the U. S. Naval Aviation Safety Center; Captain Charles Tighe, Chief of Jerome Lederer, Chairman, Cornell-Guggenheim Avi­ the Aviation Division of the U. S. Coast Guard, and Colonel ation Safety Center Paul P. Douglas, Jr., Directorate of Flight and Missile Colonel Edwin Powell, Director, Army Aviation Safety Research of the U. S. Air Force.

7 FAA, chaired this Committee, whose mem­ ized from time to time to sponsor or develop bers were: special projects. They included the Aviation Dr. Joseph V. Charyk, President, Communications Crash Injury Steering Committee, the Ad­ Satellite Corporation visory Committee on Thickened Fuels, and Dr. F. A. Long, Vice President, Research and Ad­ several smaller ad hoc groups addressing their vance Development, Cornell University efforts to such matters as collision avoidance, Dr. W. R. Lovelace II, Lovelace Foundation for Med­ ical Education & Research private flying safety, etc. Staff members also Dr. Paul Cherington, Harvard Graduate School of participated in numerous government and Business Administration industry committees, where they were able Daggett Howard, Cox, Langford and Brown, Wash­ ington, D. C. to stimulate activity and guide developments Professor Courtland Perkins, Chairman, Department in areas affecting aviation safety. of Aerospace and Mechanical Sciences, Princeton This multi-layered committee structure University was designed to provide coordination, coop­ This Committee met with the Director of eration and concerted action among the the Center, and also presented recommenda­ several agencies involved in aviation safety, tions to the Foundation Committee on safety and it proved to be remarkably effective. programs to be undertaken and research areas Day-to-day activities of the Center were to be emphasized. The Committee's special the concern of the Director, guided by the function was to consider problems of a broad Operating Committee. But overall direction and fundamental nature affecting aviation and policy were the responsibility of the safety policy, and to recommend actions re­ Foundation Committee, which met annually quiring official or public consideration. in Washington, D. C. to hear reports of the An Operating Committee was also estab­ staff and other committees, the recommenda­ lished to develop each year's program of the tions of the Policy Committee, and the staff's Center, work closely with the staff, review the projected plans for the coming year. The annual budget, and maintain coordination chairman at all the Foundation Committee with Cornell University. Its 1967 members meetings was Harry Guggenheim, who were: Dr. Wright, Chairman; Mr. Guggen­ opened each session with comments on the heim; General Quesada; Dr. Long; Robert current state of flight safety, often coupled Wolf of the Cornell Aeronautical Laboratory; with suggestions as to the direction future Thomas Rogers, Cornell Research Coordi­ efforts should take. The minutes of these nator; Dr. Pendray; David Frank of T. J. Ross meetings provide a unique summary of safety and Associates, Inc.; Mr. Lederer, and thinking and progress through the 17 years Mr. Woodham. in which these annual meetings were held. Other committees and panels were organ­ (See Appendix A)

R. M. Woodham, Associate Director of the Cornell-Guggenheim Aviation Safety Center, and Bosco Stanojlovic, Overseas Representative of the Center, discuss flight safety with Frank McCourt, of the U. S. Army Aviation Materiel Laboratories. (U.S. Army Photograph)

8 IV. STAFF PROGRAM AND ACTIVITIES

Underlying, supporting and amplifying the Director of the Center, effectiveness of the various Center Com­ was first published in mittees was a vigorous program of staff acti­ 1951, and appeared annu­ vities, which included studies and surveys, ally thereafter. It filled publications, educational work, meetings, a need that was being addresses, organizational activities, and met by no other publica­ cooperation with other groups and agencies. tion, either government 1. The Research Survey. Because, in 1950, little exchange of research information was jects listed were current, taking place among the organizations and not militarily restricted, agencies involved in flight safety, there was and the Survey anticipated reports which both duplication of research and notable later appeared in the technical literature. It "gaps" in work under way. To remedy these quickly established itself as authentic, accu­ deficiencies, one of the first activities of the rate and of value to all concerned with avia­ Center was to undertake a survey of research tion safety. Users included airlines, manu­ in progress, and to publish an annual listing facturers, universities, and national and of such projects. international aviation organizations, both To prepare this listing, staff members government and private. The constantly visited principal government and industry growing quantity of documentation made this research centers in the United States and specialized report increasingly valuable. Canada. Through correspondence, informa­ An annual feature of the Survey was the tion was also obtained from aeronautical selection of "Ten Areas Requiring Emphasis research centers in Europe and Australia. As in Aviation Safety Research and Practice." the Center's work became better known, still Originally these were called "Ten Research more facilities were visited, access often being Gaps", but some work was soon being carried obtained through government members of on in practically all of the spotlighted areas, the Foundation or Executive Committees. and the more accurate though less picturesque Information developed through these con­ term was substituted. Areas thus emphasized tacts was supplemented by attendance at were, in the opinion of the Center's staff and technical society meetings, seminars, and their advisors, those of greatest current meetings of flight safety groups. Study of hazard, or were those where research had the technical literature, and reports of such advanced to such a point that a solution to agencies as NASA, FAA and CAA provided the problem was in sight, requiring only a additional leads. After the establishment in small amount of concentrated effort and 1959 of the Center's Overseas Office in Lon­ funds to bring to completion. The annual list don, this office supplied information on safety was widely publicized, not only in the tech­ research activities from virtually all techni­ nical press but often in the newspapers as cally involved countries outside the Iron well, and was frequently employed by people Curtain. in government agencies and industry research The Center's Survey of Research Projects organizations to support requests for funds in the Field of Aviation Safety, edited and or new programs. In this way many of the prepared by R. M. Woodham, Associate "gaps" were gradually closed.

9 Among the "Areas Requiring Emphasis Following the launching of the Survey, the in Aviation Safety Research and Practice" staff program of the Center grew rapidly, and spotlighted by the Survey, in the years indi­ in many directions, through educational cated, were: activities, studies and reports, work with Instrumented crash tests, to develop better passenger other organizations, publications, etc. protection (1951-1952) Better weather information (1951 and every year fol­ lowing including 1968) 2. Educational Activities. The Center early Improved civilian pilot training (1951-1952) investigated the inclusion of more safety Better emergency procedures (1951-1952) information in college engineering design Practical convertible aircraft, combining vertical curricula. It was quickly found, however, that takeoff with horizontal flight (1951-1952-1954) these courses were already overloaded with Development of improved statistical methods for evaluating safety (1951-1952-1953) technical subjects, and with few exceptions More human engineering and human factors in air­ the only practical means of acquainting engi­ craft design (1953 to 1957, and again in 1967-1968) neering students with specific safety infor­ Better occupant protection (1953 and every year mation and inculcating in them a sense of thereafter to 1967) safety responsibility was through indirect Effective crash fire protection (1953 and every year thereafter, including 1968) means such as publications, talks before stu­ Safer ditching procedures (1953) dent technical societies, articles in the tech­ Improved techniques for low visibility approaches nical press, and distribution of technical and landings (1953) reports. The Center carried on an active Reduction of jet aircraft noise (1953) program along these lines throughout its Improved pilot environment (1953-1954) existence. Improved sociological relationships among flight crews (1954) Research on jet operating problems (1954-1956-1957- One of its most out­ 1958-1959) standing projects in safety Improved air traffic control (1954 and each year education was the devel­ thereafter until 1961) opment of a bulletin called Medical problems associated with air safety (1955) Development of steep gradient and V/STOL aircraft Design Notes, in which (1955-1956-1957-1958-1959 and 1963-1964-1965- were described a series of 1966) errors in aircraft design Studies of runway threshold patterns (1955) that had resulted in acci­ Collision avoidance and mid-air collision warning (1956-1957-1958 and 1960, and each year thereafter dents. Data for the bulle­ until 1968) tin were prepared by Private flying hazards, and safety improvement in William Lewis, at one time general aviation (1956 and every year thereafter the Center's West Coast until 1968) Airport modernization (1956-1957-1961-1962-1964- representative, who loca­ 1965-1966-1967-1968) ted material and readied Development and use of crash rescue beacons (1958) the bulletins for the press. Human relations concerned in flight safety (1958- More than 150 issues of 1960-1962-1963) Design Notes were pub­ Space flight safety problems (1959) lished, and hundreds of Safety problems in subsonic flight (1959) Improved altimetry (1960) thousands of copies were Better approach and landing techniques (1961-1967- distributed through com­ 1968) pany mailing lists, govern­ Development and use of flight monitoring systems (1961-1962-1963) ment agencies, universi­ Studies in the economics of safety (1962-1963-1964- ties and safety organiza­ 1965-1966) tions. Several large air­ Component reliability (1962-1963-1964-1965) craft manufacturers re­ Turbulence (1964-1965-1966) produced and distributed Studies of the learning curve in the introduction of additional thousands of new aircraft (1967) Terrain clearance (1968) Methods to reduce approach speeds (1968)

10 copies. A collection of De­ all organizations in the aviation safety field, sign Notes was published Mr. Lederer and other staff members served as a handbook by the Cen­ on various government and industry com­ ter in 1955; it has several mittees which provided an opportunity for times been reprinted in stimulating and advancing specific safety response to demand. programs. A partial list of the boards, organ­ Another highly success­ izations and committees in which the staff ful educational publication participated includes: was the Human Factors Bulletin, established in NASA Research Advisory Committee on Aircraft Operating Problems 1953 to emphasize the hu­ Bureau of the Budget Aviation Facilities Study man engineering aspects Group (1955) of aircraft design and oper­ FAA Project Horizon ation, as a part of the Center's program for FAA Women's Advisory Committee on Aviation promoting human factors engineering, dealt (1967) ICAO Jet Operations Research Panel with more fully in Section VI of this report. President's Committee on International Cooperation Designed to whet the interest of engineering Year (Aviation Committee) students as well as practicing engineers in Radio Technical Committee for Aeronautics (RTCA) making use of human engineering data in the Institute of the Aeronautical Sciences layout of cockpits, seating, pressurization, American Institute of Aeronautics and Astronautics instrument location, etc., Human Factors American Astronautical Society American Helicopter Society Bulletin was distributed with Design Notes, American Society of Mechanical Engineers and achieved circulation in the thousands of Human Factors Society (Founding Member) copies in the United States and overseas. A Society of Automotive Engineers widely-used collection of Human Factors Royal Aeronautical Society, London Bulletins was published as a booklet in 1959. Aerospace Medical Association The educational influence of the Center was National Fire Protection Association National Safety Council further expanded through selection of papers Survival and Flight Equipment Association (SAFE) given at meetings and Society of Air Safety Investigators originally printed by tech­ Flight Safety Foundation (Mr. Lederer was founder nical societies or universi­ and former Director of this organization) ties both in the United Mr. Lederer arranged many meetings on States and overseas. These flight safety for various organizations, includ­ papers were made avail­ ing the Society of Automotive Engineers, the able to interested persons American Institute of Aeronautics and Astro­ and organizations at cost, nautics, the Aviation/Space Writers Asso­ through a widely distri­ ciation, the Radio Technical Committee for buted List of Publications, Aeronautics, and the National Fire Protection revised annually. Association. Staff members also participated In addition to the foregoing, Mr. Lederer in professional society meetings, technical and Mr. Woodham averaged more than committees, and ad hoc conferences on sub­ twenty personal appearances a year before jects of particular interest. college, university, technical and professional groups to enlist interest or provide informa­ 4. Publications. A number of publications, tion on aviation safety. They also gave radio other than those already described, were and television interviews, and prepared produced by the staff of the Center during articles for the aviation press. the 18 years of its operation, in connection with its educational and promotional work, 3. Work With Other Organizations. As a or in conjunction with specific aviation means of working as closely as possible with projects. (See Appendix B)

11 V. OVERSEAS OFFICE AND ACTIVITIES

At the beginning of 1959, on the theory that the United States pertaining to VTOL and flight safety in a day of global air traffic can STOL designs, and these were supplied. The have no national boundaries, it was decided Swedish Royal Board of Civil Aviation, at to explore whether the Center could effec­ an early stage in its studies of friction on tively promote aviation safety overseas as runways coated with ice, snow and slush, well as in the United States and Canada. To asked for technical data which was provided make this determination in Europe, a tempo­ through the London office. A British aircraft rary office was established in London, and firm requested and was given a wide range Bosco R. Stanojlovic, a recognized aviation of safety information for use in designing its safety authority, was appointed as consultant. airplanes and programming operations. Initial explorations indicated that the pro­ The German Center for Aviation Informa­ grams of the Center would indeed be useful tion and Documentation asked the assistance and welcomed in Europe. Within six months, of the Center in setting up a plan for obtaining the European aviation organizations were information from German research and test providing data for approximately half of the establishments, using information-gathering research projects listed in the Center's annual techniques developed by the Center for its Survey of Research Projects in the Field of Survey. The Overseas Office also provided Aviation Safety. The overseas activity there­ air safety information to some 18 of ICAO's after became a regular part of the program, Technical Assistance missions throughout with Mr. Stanojlovic as the Overseas Rep­ the world. resentative. The principal responsibility of the Office, The initial plan had been to extend the work however, was to promote and stimulate inter­ only to Europe, but word of the Center's national exchange of information on applied activities soon spread to Asia and Africa, air safety research, and the Representative and from aviation organizations and authori­ considered it his primary duty to obtain infor­ ties in these countries came numerous re­ mation from all technically-involved countries quests for information and help. By the end outside of the United States for inclusion in of its eighth year, the Center's Overseas the Center's Survey of Research Projects. Office was working with aviation organiza­ Among the many significant research projects tions throughout Europe, Asia and Africa, on which he reported were studies from Eng­ and cooperation had been extended to 34 land on head-up displays, gravel-pit overrun countries; 18 in Europe, ten in Asia and six areas, a new design for altimeters, and air in Africa. crew workloads. From the Netherlands he Mr. Stanojlovic personally visited many of sent data on measures for combatting the these countries and interviewed officials of menace of bird strikes; from England, France, aviation and research organizations, obtain­ Germany, Italy, Switzerland, numerous proj­ ing data for inclusion in the Center's annual ects concerning aviation medicine. Survey of Research Projects and filling re­ An important corollary task was that of quests for technical information, reprints and stimulating greater general interest in avia­ reports requested by European engineers tion safety throughout Europe, and develop­ and designers. ing flight safety awareness. For this purpose, At a time when a large German aircraft Mr. Stanojlovic gave lectures in several manufacturer was beginning development on languages to aviation safety groups, medical VTOL transports, for example, the company directors, psychologists, engineers, mainten­ requested a number of technical reports from ance specialists, and airline dispatchers, in

12 the Netherlands, Belgium, France, Italy, dustry and the European public with the Spain and the United Kingdom. work of the Center and the He also wrote many articles on aviation purposes of its sponsors, m safety for technical and general publication. he prepared a booklet un- , ^: < > Among them were "Aviation Safety", pub­ der the title, Aviation ! lished in the Encyclopedia Brittanica's Year Safety and the Guggen- tt ^ Book for 1967, and "Rudiments of Air Safety" heims. First published in i and "Safety in SST and Jumbo-Jets Era", August 1960, it was so both published in Flight Safety, (Pergamon much in demand that five Press, London). To acquaint the aviation in- revised editions were subsequently printed.

VI. SPECIFIC SAFETY PROJECTS

An important part of the Center's work from really happens to passengers and the interior the beginning was the selection and pursuit structure of an airplane during a crash. of a series of specific major safety projects. Some research in this area was already in These it furthered by bringing them per­ progress at the time of the Center's founding. sistently to the attention of men and agencies At Cornell Medical College, the Crash Injury able to do something about them, by organ­ Research project was being carried on under izing meetings and seminars, by publications, the leadership of Hugh de Haven. Investiga­ private discussions, and other appropriate tions were being made on seat strength, dy­ means. namic loading and the areas of the body most A few such projects are summarized here. subject to injury in associated studies at It should be understood that in all cases the Cornell Aeronautical Laboratory. Other Center served only as a catalyzer and stimula­ groups, such as those led by Colonel John P. tor: other agencies carried out the necessary Stapp of the Air Force and Dr. H. R. Bierman research and application. Many of these proj­ of the Navy, and various university labora­ ects involved scores of individual studies or tories, were also at work. research programs; in most cases it is diffi­ The Center reported on these projects in cult or impossible to give credit to all the the Survey, publicized them in Design Notes agencies, organizations and individuals to and other publications, and used them as a whom it rightly belongs. basis for lectures to students and before engi­ neering societies. It persistently pointed out 1. Aviation Crash Injury Prevention. The the importance of seat and seat belt strength prevention of fatalities and disabling injuries and their attachments to floors and walls, associated with crashes in aviation has been the dynamic loading conditions, and the a major problem since the beginning of human effects of high peak accelerations and loadings flight. Obviously the best way to prevent in crash situations. fatalities and injuries would be to prevent In late 1961 the Center, with the coopera­ crashes, but since accidents are not all pre­ tion of the Army, sponsored a meeting on ventable, the Center felt that much could be Aviation Crash Injury in Washington, D. C. done to increase the passenger's chances of at which specialists in the field reviewed escaping death or injury by improving the their findings, both in military and civilian structure of the aircraft and learning what research. At the suggestion of Dr. Wright,

13 a Steering Committee was then formed under Design Guide". Mr. Lederer as Chairman, to follow through The Committee was also active in the fol­ on the findings. The membership of the Com­ lowing programs conducted by FAA, one of mittee was carefully selected. It included the agencies represented on the Committee: Irving Pinkel and John Enders of NASA, George Bates and C. J. Griffin of the FAA, Synthesis of Aircraft Fire, Rescue and Evacuation Technology (Project SAFRET) (Contract with Bernard Doyle of CAB, Carl Marcks and C. T. Flight Safety Foundation. Report FAA ADS 16) Koochembere of the Navy, Frank McCourt Full Scale Crash Test of Two Transport Aircraft (Con­ of the Army, Charles Dempsey and Colonel tract with AvSER. Reports FAA ADS 37 and FAA R. R. Hessberg of the USAF, Captain R. M. ADS 38) Analytical Approach to Crash Load Definition (Con­ Chubb of the Armed Forces Institute of Path­ tract with General Dynamics, San Diego) ology, and Dr. Frank Hartman of the Surgeon Design and Test of High Strength Bladder Fuel General's office. Later the industry was also Cell Systems Resistant to Crash Impact and Crash represented, through members designated by Fire (Contract with Ail-American Engineering. Report FAA ADS 27) the Society of Automotive Engineers, the Air Basic Structural Concepts in Contemporary Aircraft Transport Association, and the Aerospace Design (Contract with General Dynamics, San Industries Association. The Committee was Diego) instrumental in promoting several significant Structural Design for Fuel Containment under Crash Load Conditions (Contract with General Dynamics, programs, including: San Diego, Report FAA ADS 19) Project SI AT (Synthesis of Impact Ac­ celeration Technology), funded by the Army The interchange of experience between and conducted by C. O. Miller and the AvSER members of the group at the meetings also Division of the Flight Safety Foundation. contributed to expediting development of Mr. Miller, obtaining the cooperation of gov­ better seat and cabin design, improved eva­ ernment and industry, assembled over 900 cuation procedures and other safety meas­ documents on the subject and developed a ures. In 1966 Brigadier General Ben Kelsey document retrieval index and system, uti­ (USAF, Retired) became Chairman, the ob­ lizing IBM techniques. A two-volume Army jectives of the Steering Committee were Transportation Research Command broadened, and its title was changed to (TRECOM) Technical Report (No. 63-31) "Aviation Accident Prevention Steering entitled (Volume I) "Synthesis of Impact Committee." Acceleration Technology for Aviation Crash Injury Prevention" and (Volume II) "Biblio­ 2. Seat Strength, and Emergency Evacu­ graphy of Impact Acceleration Literature", ation. Following several accidents in which was published in 1963. blocked exits and failed seats were factors A contract entitled Crashworthiness Study in injury and fatality tolls, the CAA and of Passenger Seat Design, with the AvSER several airlines organized evacuation tests Division of the Flight Safety Foundation, was with representative crews and passenger funded jointly by TRECOM of the Army, loads. The Center called attention to these Navy, Air Force, and NASA. The mission was tests in its lectures and publications to sti­ to develop a mathematical model for dynamic mulate better designs for exits, doors, slides seat loading, which could be used to design, and seats. Reduction of peak seat loads via computer, seats with adequate strength. through the use of mechanical devices was Proof-testing of the final design established proposed, and the proposals were adopted by the practical value of this approach. The a number of seat manufacturers. results have been published as progress re­ The problem of emergency evacuation, par­ ports in SAE and AIAA papers, and a final ticularly with aircraft having large mixed report was published as U. S. Army AvLAB's passenger loads and congested seating, was Technical Report No. 67-22: "Crash Survival singled out for attention by the Center for

14 several years. Following a dramatic accident manufacture and operation of the equipment, in which lives were lost because of inadequate the manufacture of practical electronic equip­ survival measures, the FAA in October 1967 ment at reasonable cost, and the development established more stringent standards for of international standards specifying carriage exits, evacuation testing and crashworthi­ of emergency transmitters on commercial air ness, to be effective on all new transports transports operating on the VHF/UHF emer­ within two years. Some of the requirements gency frequencies. apply also to current transports. This major More recent efforts of the Center have been advance should result in the saving of many directed toward utilization of rescue-aid and lives in accidents involving the 300-500 pas­ survival equipment in general (private) avia­ senger transports soon coming into use. tion. An enlarged program was instituted in 1966 by the Center, under Miss Heath's direc­ 3. Search and Rescue. Following World tion, to provide leadership in accelerating War II, electronic technology rapidly pro­ further action in this area. gressed to the stage where it was possible Through a special grant 1-— — to replace the cumbersome "Gibson Girl" from The Bill and Jackie ESS emergency radio transmitter with light­ Clark Memorial Founda­ •7 m j I weight equipment far more suitable to oper­ tion, in joint effort with ^-223 1 1 ation in overwater emergency survival condi­ the Center, a full discus­ AND tu»v*vAi tions. The new equipment, carried in the sion of the factors involved liferaft of commercial air transports or mili­ in downed aircraft situa­ cTt) INFORMATION tary aircraft, is activated automatically on tions was published and OHK MANUAL-1968 contact with the water, and immediately widely distributed. Por­ transmits a signal on an emergency line-of- tions of this were quoted sight (VHF/UHF) distress frequency which as supporting material by the FAA, in ex­ can be received at a distance of more than ploring a requirement that aircraft be equip­ 100 miles by a search aircraft at 10,000-foot ped with downed-aircraft location devices altitude. when embarking on flights over inhospitable Efforts to bring about replacement of the terrain. "Gibson Girl" did not go forward smoothly however, or —in the early stages —at all. A series of specialist conferences and general meetings directed at closing this important "gap" were conducted by the Center during this period, initiated by Gloria W. Heath, later Assistant Director of the Center. The conferences led toward disclosing and elimin­ ating the most basic barriers, gaining agree­ ment on acceptable next steps, and trans­ lating areas of agreement into national and international action. Results included estab­ lishment of government standards for the

Gloria W. Heath, then Consultant (later Assistant Director) of the Cornell-Guggen­ heim Aviation Safety Center, receiving a special honorary Laura Taber Barbour Award for her work in aviation safety. Presenting the Award is Dr. J. J. Green, Director of Research for Litton Systems (Canada), Chairman of the Award Com­ mittee.

15 By these and other means, the original 5. Human Factors and Human Engineer­ barriers to widespread use of this life-saving ing. One of the Center's most successful equipment have gradually been worn down, undertakings was its promotion of the use a process accelerated by successful use in the of human engineering concepts in aviation Vietnam War. Equipment now being pro­ safety; a program begun almost at the incep­ duced promises to bring marked improvement tion of the Center. in the success of missions to locate downed The program was launched officially in aircraft. 1951, when Mr. Lederer presented a paper 4. Fire Prevention. Aircraft configuration before a joint meeting of the Institute of the requires ignition sources to be physically close Aeronautical Sciences and the Royal Aero­ to large quantities of flammable fuel. To nautical Society at Brighton, England, on counter the potential hazards thus existing "Infusion of Safety into Aeronautical Engi­ the Center has taken every opportunity to neering Curricula." The paper dealt largely stimulate research on crash fire suppression, with the importance of human factors in detection, and extinguishment. Through pub­ design, engineering, operation and mainten­ lications and lectures it has emphasized the ance of aircraft, and initiated the publication need for reducing this peril. Promising devel­ of Design Notes, described earlier in this opments such as new fire detectors, extin- report. guishants, and crash-resistant fuel tanks, Two years later, in 1953, the Center began were reported on and publicized as they issuing its widely distributed Human Factors appeared. Bulletin, and in 1959 published a collection By early 1966, the development of emul­ of these bulletins in booklet form. sified and gelled fuels by the Army and FAA Through Mr. Woodham, the Center became appeared so promising that in June of that a founding member of the Human Factors year the Center organized a two-day Aircraft Society, and provided a portion of that Fluids Fire Hazard Symposium at Fort society's operating funds during the first five Monroe, Virginia, in cooperation with the years of its life. As the principal technical Army. At the Symposium, fuel specialists, society of human engineers, the Human Fac­ aircraft manufacturers, airline operators, and tors Society served as a new focal point for government agencies reviewed the feasibility the dissemination of human factors ideas of the new fuels and concluded that the pro­ and technology. gram had excellent possibilities but required The Center also promoted short courses further development and testing in opera­ and seminars on human engineering at tional environments including high altitude colleges within its radius of action, among and extreme temperature. In early 1967 an them C. W. Post College of Long Island Uni­ Army helicopter was successfully flown with versity, the University of Southern California, emulsified fuel. The subsequent crash test and Ohio State University. The movement did not result in fire. rapidly spread, and now nearly 20 universi­ Proceedings of the Sym- ties are providing courses, mostly at the jjj posium have been in large graduate level, in Human Engineering, Bio­ demand both here and a- technology, Engineering Psychology, etc. A I * * broad. It is expected that number of manufacturers have also become further developments will interested, and have requested help in devel­ reduce the cost and im­ oping similar courses. prove the characteristics The growth of these courses, many now P^ of these fuels. If so, this conducted by consulting organizations, has mmmm m w^ ^e a significant im" been phenomenal, and they have been accom­ mm provement in aviation panied by increasing acceptance of the prin­ safety, with application to ciples of human engineering and safety in ground and marine vehicles as well. aviation. As an example, military and Federal

16 contracts for new aircraft now require that a and provide instructions to avoid collision. systems safety organization be established The system requires, however, that all by the manufacturer, and a systems safety aircraft be equipped with the device, and analysis, including human factors, be sub­ current developments are too costly for small mitted as a part of the contract, along with general aviation aircraft. NASA, FAA and drawings, spare parts lists, and operating the industry are striving to develop less costly manuals. and more practical pilot warning indicators The Center also helped establish human for small aircraft. factors as a subject for technical discussion in several leading professional engineering 7. Weather Information. The need for societies, and has distributed documents and better weather information has been a long­ reports on the subject widely throughout the time safety theme of the Center. It has per­ industry. It used its publications to call atten­ sistently urged research in this area, and has tion to important technical books on human contributed directly by collecting data on factors, such as Dr. Ross A. McFarland's overseas weather forecasting developments Human Factors in Air Transportation (1953), and informational systems. Human Engineering Guide to Equipment During the 1950-1968 period many im­ Design by Morgan, Cook, Chapanis and provements in weather forecasting and dis­ Lund (1963) and The Human Body in Equip­ semination of weather information have been ment Design by Damon, Stoudt and made, and these advances continue to come. McFarland (1966). More data for better forecasting is now being In the last ten years the science of human derived from satellite information. Promising engineering may be said to have grown from methods for dispersing fog over airport run­ a specialty of psychologists and physiologists ways have been developed. into a fully-developed engineering discipline, But weather is still one of the great im­ with exponents in design offices, engineering ponderables in flying. Turbulence in flight, departments, flight test groups, and opera­ airports closed due to fog or snow, and strong tions departments of airlines and government windshear on the approach constitute signifi­ agencies. It is now entering into automotive cant and continuous safety problems. The design, as more attention is being given to Environmental Science Services Administra­ highway safety. tion (ESSA) formed in 1965 from the Weather Bureau, USAF Air Weather Service, and the 6. Collision Avoidance. The need to de­ Coast and Geodetic Survey, is attacking velop suitable collision warning and collision these problems intensively. Progress con­ avoidance equipment has been emphasized tinues to be made. by the Center from its earliest years. Through­ out that period the problem of locating, track­ 8. Airport and Landing Aids. The Center ing and warning of another airplane, in three early began calling attention to the need for dimensions, at any speed, and providing ade­ development and installation of up-to-date quate range combined with reliability within airport and landing aids, both in the United the limits of reasonable cost and weight, has States and abroad, and much progress has engaged a high level of effort in the aircraft been made at larger airports and in indus­ industry and associated research agencies. trially advanced countries. For a time there seemed little hope that a The continuing problem here is not so satisfactory device could be developed. Two much technical as economic. Captain William manufacturers (among others), McDonnell Moss, of Pan American World Airways, Douglas Corporation and Collins Radio Com­ collected data on a worldwide basis which pany, are now developing for civil aviation show that 63 per cent of all aircraft accidents cooperative-type systems which indicate to occur at airports carrying only 17 per cent the pilot that an intruder is in his air space, of the traffic.

17 Airports and their equipment are particu­ 60-passenger, 200-mph transport with auto­ larly inadequate in South America, Africa matic stabilization, twin jet engines, and and Southeast Asia, where airpo'rts are great versatility. The matter of high operating government-owned and operated. The fi­ and maintenance cost has not been overcome, nances of many of these nations are limited, unfortunately, but this should be reduced in and allocations of funds for food, health and the future as larger-capacity units lower the education are usually —and understandably seat-mile cost, and large output reduces — given priority. Hence there does not seem manufacturing cost. to be much immediate hope for airport improvement in these areas, except possibly 10. General Aviation. Within the limits of through funds contributed by wealthier its staff and funds, the Center has actively nations, or through user charges. promoted safety in the general aviation (pri­ However, not all of the poorly equipped vate flying) field since 1956. In such a large airports are overseas. Many U. S. airports, area, comprising 100,000 aircraft and more particularly but not exclusively the smaller than 500,000 pilots, this endeavor has had ones, need improvement also. to consist for the most part of working with the FAA, Weather Bureau, NASA, and cer­ 9. V/STOL Aircraft. Noting the obvious tain aircraft manufacturers in reducing spe­ safety advantages of slow, controlled, vertical cific general aviation flying hazards. or near vertical landing, Mr. Guggenheim as The record of general aviation, except for long ago as 1954 asked the Center to review business flying in craft operated by profes­ the state of the art in helicopters and short- sional pilots, continues to offer cause for landing aircraft, and to explore what might be special concern. The problems here are very done to stimulate their more rapid develop­ difficult, since so many types of aircraft, ment. pilots with so many variations in skill, ability As a result, the Center and experience, and so many special condi­ in 1955 published its re- tions are involved. The problem, in a way, port on Safety Through is similar to that of automobile safety, and

,*w,^**»„ Steep Gradient Aircraft, may call for new measures yet to be developed. followed by its Supple- In 1956, the Center organized a conference *nr ment in 1956. These re­ at Wichita, Kansas, to which manufacturers, ports covered all then­ pilot organizations, and government agencies ar iff:™" existing types of helicop­ were invited to review and discuss safety ters, convertiplanes and problems in general aviation. It was con­ other types of craft in­ cluded at this conference that four principal tended for slow or verti­ areas required attention: (1) Improved sta­ cal landing and take-off. They emphasized bility and control of light aircraft, (2) better the promise of such equipment for short- pilot instruction and training methods, range "downtown to downtown" service, if (3) more frequent and more accurate weather adequate stability and control, power-plant forecasting information for private pilots, reliability, low noise level, and reasonable and (4) development of statistical procedures operating cost could be achieved. to determine exposure rates and underline Since the appearance of these reports there particular hazards in private flying. has been tremendous growth in V/STOL Since that time NASA and FAA have been types —a growth largely supported by the testing light aircraft for stability and con­ military. Several foreign V/STOL aircraft trollability, and some of the resulting data are being tested, such as the French Breguet are being incorporated in newer designs. The 941S, the Canadian CL-84, the British P-1127 FAA has reviewed flight instruction curri­ and the Dornier DO-31. In the same period cula, and is endeavoring to upgrade the com­ the helicopter was being developed into a petence of instructors. Weather Bureau and

18 FAA Flight Service stations have developed 12. Safety of Jet Transports, Jumbo-Jets improved forecasting methods, and have and Supersonic Transports. Although the speeded up the communication of weather British preceded the United States in the data to local airports and weather offices. use of jet transports, the years following Information derived from the Crash Injury 1958 saw the introduction on the airlines of Research project, and later the results of the large, fast, successful Boeing 707, Douglas full scale crash tests by the AvSER Division DC-8 and Convair 880 jet transports, which of Flight Safety Foundation at Phoenix, have revolutionized air transportation. provided data for improving the crashworthi­ The Center had early been concerned with ness of light aircraft, taking account of such the development and operating techniques factors as greater cockpit strength, storage of of these newcomers, and frequently listed fuel in crash resistant fuel tanks, and "clean­ safety research projects in the areas of crew ing up" instruments and controls to prevent training, decompression hazards, jet engine inadvertent operation of the wrong control. operation, noise, human factors, and emer­ gency evacuation. The safety record of these 11. All-Weather Landings. This was an­ craft has been excellent, and this was prob­ other early Center project, and all-weather ably due in no small part to the attention paid landings have since become one of the most to safety from the earliest days of design and thoroughly researched and tested areas in planning. aviation. Capability of landing safely in rain, fog and Currently there is great activity, both in severe weather has required the development this country and abroad, in the development of many mechanical, lighting and electronic of supersonic transports (SST) and interim aids for both ground and airborne equipment. large-capacity jet transports, frequently The program is now well toward implementa­ called Jumbo-Jets or Airbuses. The Center tion, with a number of airlines authorized to has emphasized safety factors in the design use certain airports that are equipped with and operation of both of these new types of essential electronic and lighting devices for transports, and has made available human safe landings in 1200-foot visibility and 100- factors data and similar information helpful foot ceilings. to their design and safety.

VII. CONCLUSION

As this report is written, the safety record foreseen and guarded against. Increasing of aviation, particularly that of the commer­ numbers of aircraft will continue to compli­ cial airlines, is better than it has ever been cate air traffic and enlarge the danger of over a sustained period of time in the entire accidental encounters in the air. history of flight. The government agencies, It must be kept in mind that though the the airlines, the manufacturers, the research percentage of fatalities per unit of time or institutions, the many interested individuals miles flown has reached a low level, the and all others cooperating to bring about this absolute number of fatalities continues to result may well be proud of their achievement. rise, because of the growing number of per­ But the battle for flight safety requires sons who are taking to the air. constant vigilance; it can never be fully and Flying can continue to grow and prosper, finally won. The introduction of new, faster, and sustain its service to the public and the larger and novel types of aircraft will inevita­ nation, only through becoming increasingly bly bring new hazards and safety problems safe and reliable in all its sectors, and as well as progress. These hazards must be remaining so. APPENDIX A: SUMMARY OF ANNUAL MEETING REPORTS ON PROGRESS 1951-1967

At the first meeting, on March 27, 1951, Mr. Gug­ of the new types of aircraft, made in response to genheim reported on preliminary results of the the Chairman's suggestion the previous year. Center's initial survey of aviation safety projects in progress. It indicated that more than 600 such At the next annual meeting, in 1956, Mr. Gug­ research projects were under way in the United genheim further emphasized the potential promise States. "As our economy and the national defense of VTOL/STOL aircraft. "High takeoff and land­ depend more each year on moving people and ing speeds in conventional aircraft," he said, materials swiftly by air," he said, "it is important "account for about one-third of airline accidents, for us to know that out of a truly extensive effort, hence the importance of these aircraft that can developments are beginning to appear that will take off and land slowly." At this meeting the realize our goal." Director of Army Aviation suggested that im­ provements should be made in helicopter instru­ By the following year's annual meeting, on mentation. Discussion brought out that both April 29, 1952, the Chairman was able to report NACA and the military were at work on this. Air that the staff survey had turned up close to 900 traffic control also came in for discussion, in view individual aviation safety research projects in the of President Eisenhower's appointment of Edward U.S., Canada and Great Britain, and that "well Curtis as Special Assistant to study the problem. over $50,000,000 annually" was being spent for such research by the various agencies and com­ At the annual meeting in 1957, Mr. Guggenheim panies involved. pointed out that "despite various actions taken in the past year, danger of air collisions are still At the 1953 meeting, Mr. Guggenheim an­ very real," and called for prompt action to improve nounced that the nation's scheduled domestic air traffic control, the development of means to airlines in 1952 had achieved the lowest accident prevent or suppress fire in aircraft following a rate of any year in the history of commercial crash, and the requirement of more training for aviation. "But," he warned, "the volume of air private pilots. The Committee endorsed the Air traffic is increasing so rapidly that only by an Traffic Control program and report by the Curtis ever-increasing effort can we advance or even Committee. A representative of CAB reviewed hold the gains we have made." new licensing requirements for private pilots, and other committee members pointed out the possible By the time of the annual meeting of 1954, the deleterious effects of jet noise. Center had begun an intensive long-range program to stimulate development of what are now known Safety problems arising from jet transports as V/STOL aircraft which, as Mr. Guggenheim continued to concern the Foundation Committee put it in announcing the program, "can in theory at the 1958 meeting. Mr. Guggenheim commented counteract the law of gravity by taking off and that "The hazards of the new age (of jets) must landing safely without forward speed." When this be clearly recognized and promptly dealt with, development has been achieved, he said, "many through national legislation, international agree­ phases of the problem of aviation safety will have ment and joint action by the industry." He also been measurably simplified." pointed out that the rising demands of space research were absorbing a large portion of avail­ At the meeting of May 9, 1955, five years after able technical personnel and government research the establishment of the Center, Mr. Guggenheim funds, and were resulting in curtailment of re­ noted further advances in safety, and again ob­ search for air transport and private flying. Repre­ served that a "technical evolution" of considerable sentatives of the Weather Bureau outlined a pro­ significance was beginning to emerge in aviation: gram to improve the organization and activities the development of steep gradient aircraft. In this of the Bureau, and pointed out that weather year the Center issued a report on its first study research funds had been reduced at the same time

20 air traffic was increasing. The CAA Administrator seriously hampering accident investigations. endorsed the proposed new Weather Bureau plan. At the twelfth annual meeting, on May 17, 1962, Air traffic control and jets were a matter of Mr. Guggenheim again declared that the airlines continuing concern in 1959. "In the near future were operating unprofitably, and warned that we can look for still further hazards to overcome "in spite of regulations, there may be forces acting in air traffic," the Chairman said, "as a result to the detriment of safety in an unhealthy of the operations of supersonic craft on the one industry." hand, and the advent of vertical and steep gradient aircraft on the other." He expressed the feeling At the 1963 meeting, Mr. Guggenheim recom­ that the regulated airlines were currently earning mended to the Foundation Committee the estab­ too little money to provide capital for expansion, lishment of a new committee, the Policy Com­ modernization and safety. Members of the Com­ mittee, with General Quesada as its chairman. mittee again commented that space research The recommendation was adopted, and other was eclipsing important unfinished aircraft re­ changes were made in the committee structure of search. General Quesada, new Administrator of the Center. The former Executive Committee was the FA A, suggested that more civilian members renamed the Technical Committee, a designation should be added to the National Space Council, more in keeping with its real function. Dr. Ross A. as neither FAA or CAB were currently repre­ McFarland outlined problems being investigated sented. There was considerable discussion on the at the Harvard-Guggenheim Center for Aviation proposed 60-year age limit for airline pilots. Health and Safety of which he is Director. Among them were medical services at airports, pilot work­ The period between the annual meeting of 1959 loads, effects of low humidity in the cockpit, and and that of 1960 witnessed a definite setback in advance studies on health aspects of the super­ air safety. At the 1960 meeting, Mr. Guggenheim sonic transport. The FAA Director of Aircraft noted that there had been eleven fatal accidents Development Service reviewed a number of FAA in the previous twelve months, killing 362 persons projects affecting general aviation safety. — nearly triple the fatalities of the previous year. Committee members brought up the importance At the fourteenth meeting, in 1964, Mr. Gug­ of human factors in both civil and military flying, genheim outlined five areas which he suggested and the possibility that the initial cause of an needed special attention: (1) installation of accident might often be a supervisory error. The modern approach and landing lights at every air­ representative of NASA defended the Administra­ field used by scheduled airlines, (2) solution of tion's allocations for space research, saying that the problem of occasional loss of control in flight more money in fact was available for non-space produced by turbulence, (3) improvement and research than in the past, although on a percent­ employment of automatic devices to record flight age basis the amount appeared to be smaller. The information, (4) prevention of mid-air collisions, Director of Army Aviation reviewed the hazards and (5) improved exchange of accident prevention of helicopter and light plane accidents, and sug­ information among airlines, manufacturers and gested better crashworthiness requirements. regulatory agencies. Mr. Boyd of CAB, Mr. Halaby of FAA and General Quesada discussed at length By the following year things were somewhat the legal implications of accident investigation. better, so far as safety was concerned, but the Development and use of flight recorders with Chairman warned that "there is certainly no room additional parameters were endorsed by several here for complacency; our goal must be not members, and concern was expressed that FAA improvement, but perfection." He expressed research and development funds might be drasti­ particular concern about the safety record of cally cut by Congress. private flying, and asked for improved weather forecasting, more and better airports, and wider At this meeting the new Policy Committee use of up-to-date airport equipment. Najeeb presented two resolutions: the first asking greater Halaby, new administrator of FAA, discussed pro­ efforts to solve the turbulence problem, and the grams instituted by him since taking office. Alan second urging avoidance of "the danger and eco­ Boyd, new chairman of CAB, pointed out some of nomic waste that would result if the exacting the legal problems following accidents which were technological task of developing a sound super-

21 sonic transport were permitted to become 'a race to assist in accident investigation and in moni­ to be first'." toring operations for greater efficiency.

The following year, 1965, the Chairman was The last annual meeting of the Foundation Com­ able to report appreciable progress regarding air mittee was held on May 22, 1967. Mr. Guggenheim turbulence, but little progress in the other safety noted that in the previous two or three years the areas he had named in 1964. A survey of fatal safety of flying had been about equal to that of airline accidents throughout the world in 1964, the rails, despite the enormous comparative and he said, had shown that 30 per cent occurred in the absolute growth of air travel. Of the other two approach and landing phase of operations, and principal forms of mass transportation, automo­ again called for the installation of modern ap­ biles and buses, scheduled aircraft were far safer proach and landing aids at all airports. He also than cars, and were better than twice as safe (in noted recent evidence that alcoholism was an 1966) as inter-city buses. "Flight safety seems to important cause of accidents in private flying. have progressed rather well," he remarked, "but Mr. Halaby endorsed studies on the economics of flying is still not safe enough." The FAA Director safety proposed by Mr. Lederer as a guide to of Flight Standards Service outlined proposed effective use of limited research and development new regulations on evacuation and exit require­ funds. Newton Lieurance, of the Weather Bureau, ments developed by FAA with the active coopera­ pointed out the need for better weather informa­ tion of the industry and the Center. These regula­ tion for jet operations, especially in parts of the tions, effective on new jet transports within two world where weather data is scant or lacking. years, are also in some respects retroactive to existing aircraft. The Policy Committee recommended a study to assure "high standards of public safety" and The Policy Committee made three recommen­ "economic feasibility" in the supersonic program: dations: (1) that the National Transportation use of telemetering on supersonic transport flights Safety Board search for ways to accelerate the ex­ to provide a continuous record of performance change of accident prevention information among data, and development of increased spiral stability those with need to know, "without the restraints in light aircraft used in private flying. imposed by legal involvements, loss of prestige, or strained employee-management problems," At the 1966 annual meeting Mr. Guggenheim (2) that the FAA and the National Transportation said: "We are approaching, but we have not yet Safety Board take more positive action to prevent reached the goal we announced sixteen years ago: accidents associated with the use of alcohol during to make flying the safest form of transportation. or before flights, particularly in private flying, A 'breakthrough' or series of breakthroughs must and (3) that flight recorders with additional para­ be made if we are to reduce appreciably the per­ meters be developed and installed on passenger centage of fatalities." The Policy Committee again aircraft. strongly endorsed the use of flight recorders, both

APPENDIX B: SPECIAL PUBLICATIONS OF THE AVIATION SAFETY CENTER

Survey of Research Projects in the Field of Avia­ designers and public a reference to projects under­ tion Safety. Edited by R. M. Woodham, revised way to improve safety. and printed annually, with a substantial portion distributed gratis to those organizations assisting Design Notes. A single page bulletin illustrat­ in the project. Other copies distributed to univer­ ing and describing a design error causing an acci­ sities, airlines, news media, technical press. Re­ dent or incident. Prepared by William Lewis, West mainder made available for sale thru the List of Coast representative, and distributed monthly by Publications. Purpose was to give the engineers, the Flight Safety Foundation to a mailing list of

22 over 10,000. Purpose was to prevent repetition of and general press in a briefing session in Washing­ errors in design. ton, D. C. September 1960.

Human Factors Bulletin. A single page bulletin Perspectives in Air Safety, by Jerome Lederer. illustrating human factors problems and supply­ Review of aviation safety problems balancing ing human data in table or curve form for ready maximum safety against cost, weight, and operat­ application by engineers or operators. Bulletins ing factors. Presented before the ASME Aviation were prepared by human factors specialists, psy­ and Space Conference, Washington, D. C. June chologists, or engineers, or abstracted from latest 1962, on the occasion of Mr. Lederer's receiving data or reports by the Associate Director. Distri­ the Daniel Guggenheim Medal for 1961. bution made 4 to 6 times a year thru the Flight Safety Foundation mailing list. Purpose was to call attention of engineers and designers to the Aircraft Fluids Fire Hazard Symposium. Pro­ existence of such information. ceedings of the Symposium held by the Center in June, 1966, at Fort Monroe, Virginia, on modi­ Design for Safety, Human Factors Bulletins. fied fuels. Considered a milestone in this area. Handbooks prepared from Design Notes or Human Factors Bulletins, to collect a portion of Air Turbulence — A Bibliography Covering Phy­ these bulletins in permanent form for distribution sical, Meteorological and Operational Aspects. A and sale to the industry at the modest price of 274-item bibliography, listing NASA and other 50$ each with reduction for quantities. Colleges scientific reports through 1965. Compiled by and technical schools have ordered these in large R. M. Woodham in December 1965. numbers.

Air Safety Digest. A four-page bulletin contain­ Safety Research Bulletin. A series of bulletins ing briefs on safety research, educational pro­ listing technical reports and data published by grams, statistics and miscellaneous notes on government or private agencies which contributed aviation safety, digested from many sources, both significantly to the improvement of aviation here and overseas. The bulletin was issued quar­ safety. Each bulletin covered one or two subjects terly and distributed with Design Notes and Hu­ and was distributed to engineers and scientists man Factors Bulletins, to generate and stimulate to inform them of research in other fields which interest in all aspects of aviation safety. might affect their own programs. Issued bi­ monthly, beginning in May, 1967. Prepared by Safety Through Steep Gradient Aircraft, by R. M. Woodham and distributed to a selected Jerome Lederer and R. M. Woodham (1955), with list of engineers, operators, and government an introduction by Dr. Theodore P. Wright. A agencies. review of helicopters and unconventional aircraft using rotors, deflected thrust, or jet flaps for Long Time No See —A Manual on General take-off, flight and landing. Its purpose was to Aviation Utilization of Rescue-aid and Survival stimulate further attention to this important type Equipment, by Gloria W. Heath. Published in of aircraft, now called V/STOL, and its advan­ May, 1968 and produced under a cooperative grant tages for short-range operation in congested areas. from The Bill and Jackie Clark Memorial Founda­ tion, the manual includes a discussion of the pres­ Steep Gradient Aircraft — Supplement, by R. M. ent search situation and prospects for being aided Woodham (1956). A continuing review of steep by the SAR (Search and Rescue) system; equip­ gradient aircraft, including economic analyses of ment being utilized by leading corporate fleets operations. and private pilots; actual search case-histories; how search results can be improved, and recom­ Current State of Aviation Safety. Condensa­ mendations for SAR-oriented programs to im­ tion of eleven papers presented to the aviation prove the overall general aviation safety record.

23 PROFESSIONAL STAFF

THE DANIEL AND FLORENCE GUGGENHEIM AVIATION SAFETY CENTER AT CORNELL UNIVERSITY

JEROME LEDERER, Director (1950-1968). Formerly head of the Safety Bureau of the Civil Aeronautics Board; Director of the Airlines War Training Institute in World War II; Consulting Operations Analyst for the U. S. Army Air Forces; Founder and former Di­ rector of the Flight Safety Foundation; and (cur­ rently) Director of Manned Space Flight Safety of the National Aeronautics and Space Ad­ ministration.

RULAND M. WOODHAM, Associate Director (1950-1968). Formerly Ad­ ministrator, Standard Aeronautical Indexing System; Class Desk Officer in Engineering Divi­ sion of the Bureau of Aeronautics, U. S. Navy; served in the Engineering, Accounting and Office Management Divisions of the Wright Aeronau­ tical Corporation; participated in the development of the Curtiss Hawk, Falcon and Condor series of military aircraft at Curtiss Aeroplane and Motor Company.

BOSCO R. STANOJLOVIC, Overseas Representative (1959-1968). Formerly Chief of Staff of Royal Yugoslav Air Force in Egypt; Flight Safety Officer, British Royal Air Force Headquarters Transport Command; Flight Safety Officer in the British Far East Air Force at Singapore; and in the Directorate of Flight Safety, Air Ministry, London.

GLORIA W. HEATH, Assistant Director, Consultant (1965-1968). For­ merly Director of Special Affairs, Special Assist­ ant to Managing Director of the Flight Safety Foundation, and a Founding Member of this organization. Special Assistant to the Chief Engi­ neer of Aero Insurance Underwriters; Operations Analyst to the Engineering Department of Amer­ ican Export Airlines; and Women's Air Force Service Pilot, World War II.

WILLIAM L. LEWIS, West Coast Representative (1950-1954). Associ­ ated with aviation since World War I; designed own plane in 1925; associated at various times with Douglas, Lockheed, North American, Ryan, and Hughes aircraft companies in California. Liaison with USAF Directorate of Aerospace Safety and airlines and manufacturers on the West Coast.

24 CONTRIBUTIONS TO FLYING SAFETY 1950-1968

THE DANIEL AND FLORENCE GUGGENHEIM AVIATION SAFETY CENTER AT CORNELL UNIVERSITY • 470 PARK AVENUE SOUTH, NEW YORK, N.Y. 10016 • 127 PEPYS ROAD, LONDON, S.E. 14