{"papers":[{"id":1,"slug":"atp-1500-hour-rule","title":"What Happened When Congress Required Both Pilots in Commercial Air Transport to Hold an ATP Certificate?","abstract":null,"status":"preprint","git_repo":null,"git_path":"whitepapers/ATP-1500-Hour-Rule.md","git_commit":null,"doc_url":"/whitepapers/ATP-1500-Hour-Rule.html","preprint_url":null,"defense_url":"/whitepapers/ATP-1500-Hour-Rule-Argument-Notes.html","data_url":null,"supplemental_url":null,"created_at":"2026-06-13T16:53:50.066Z","updated_at":"2026-06-13T19:37:54.035Z","authors":[{"name":"FRISA Principal Investigator","role":"Principal Investigator","order":1}]},{"id":2,"slug":"atp-environmental-record","title":"Two Sentences for Eight Million Flight Hours: The Environmental Record of the Congressional ATP Mandate","abstract":null,"status":"preprint","git_repo":null,"git_path":"whitepapers/ATP-Rule-Environmental-Record.md","git_commit":null,"doc_url":"/whitepapers/ATP-Rule-Environmental-Record.html","preprint_url":null,"defense_url":"/whitepapers/ATP-Rule-Environmental-Record-Argument-Notes.html","data_url":null,"supplemental_url":null,"created_at":"2026-06-13T16:53:50.080Z","updated_at":"2026-06-13T19:37:54.035Z","authors":[{"name":"FRISA Principal Investigator","role":"Principal Investigator","order":1}]},{"id":3,"slug":"atp-safety-ledger","title":"The 1,500-Hour Rule on Safety Terms: Origin, Comparison, Coverage, and a Net Expected-Lives Ledger","abstract":null,"status":"preprint","git_repo":null,"git_path":"whitepapers/ATP-Rule-Safety-Ledger.md","git_commit":null,"doc_url":"/whitepapers/ATP-Rule-Safety-Ledger.html","preprint_url":null,"defense_url":"/whitepapers/ATP-Rule-Safety-Ledger-Argument-Notes.html","data_url":null,"supplemental_url":null,"created_at":"2026-06-13T16:53:50.094Z","updated_at":"2026-06-13T19:37:54.035Z","authors":[{"name":"FRISA Principal Investigator","role":"Principal Investigator","order":1}]},{"id":4,"slug":"licensing-rent-extraction","title":"Closing the Door: Professional Licensing, the Safety Pretext, and the Economics of Rent Extraction","abstract":null,"status":"preprint","git_repo":null,"git_path":"whitepapers/Licensing-Rent-Extraction.md","git_commit":null,"doc_url":"/whitepapers/Licensing-Rent-Extraction.html","preprint_url":null,"defense_url":"/whitepapers/Licensing-Rent-Extraction-Argument-Notes.html","data_url":null,"supplemental_url":null,"created_at":"2026-06-13T16:53:50.104Z","updated_at":"2026-06-13T19:37:54.035Z","authors":[{"name":"FRISA Principal Investigator","role":"Principal Investigator","order":1}]},{"id":5,"slug":"platte-valley-n94am-prereg","title":"Pre-registration — Platte Valley diversion: a flight-mission noise/exposure measurement (N94AM)","abstract":"PRE-REGISTRATION (locked 2026-06-14, before data collection). OBJECTIVE: test whether diverting repetitive practice flying from the in-town training pattern to Platte Valley (18V) reduces population-weighted community noise exposure. HYPOTHESIS: because the diversion routes circuits over sparsely-populated farmland (few residents under the path), the population-weighted Complaint Index (CCI) over the receptor polygon falls substantially vs the baseline in-town pattern, even with per-pass dBA unchanged. METHOD: a measurement flight in aircraft N94AM on 2026-06-14 flies the defined Platte Valley diversion profile to/around 18V; we record the GPS track with per-point altitude (alt_msl) and capture path noise, then compute community-noise dose and CCI under the real population grid with (1000/AGL)^2 altitude attenuation. PRE-SPECIFIED PRIMARY OUTCOME: % reduction in population-weighted exposure (CCI) for the diversion route vs the baseline in-town pattern. SECONDARY: audible flights and P90 dBA at fixed receptors. Analysis is locked before the flight; the raw track and results will be published openly regardless of outcome. AIRCRAFT: N94AM. CAMPAIGN: Platte Valley diversion (plattv).","status":"pre_registered","git_repo":null,"git_path":"","git_commit":null,"doc_url":"","preprint_url":"","defense_url":null,"data_url":null,"supplemental_url":null,"created_at":"2026-06-14T20:47:02.956Z","updated_at":"2026-06-14T20:47:03.057Z","authors":[]},{"id":6,"slug":"unleaded-transition","title":"Unleaded-Avgas Adoption on the Front Range, by the Gallon","abstract":"A measured study, extrapolated from several days of ADS-B flight data each year. FRISA reconstructed avgas burn over the Denver-Boulder-Greeley corridor for 2023 through mid-2026: about 216,000 gallons of leaded avgas and roughly 435 kilograms of lead, with aircraft of unknown type given the fleet-average fuel mix. About 78% of those gallons came from aircraft that can fly today on Swift UL94, an unleaded avgas on sale now; the convertible share holds within two points each year. The high-octane fifth runs on the two unleaded 100-octane fuels, GAMI G100UL and Swift 100R, which now serve nearly the entire piston fleet. 94UL reaches 100+ airports; a fleet-wide FAA authorization is expected around 2027 and Colorado law ends leaded sales at five Front-Range airports by January 1, 2030. Where 94UL already sells, adoption trails eligibility on price and habit. Conclusion-first, ~590 words. Revision 2026-12-29.","status":"in_development","git_repo":null,"git_path":"research/unleaded-transition/PRE-REGISTRATION.md","git_commit":null,"doc_url":"/whitepapers/Unleaded-Eligibility-By-Hours.html","preprint_url":"","defense_url":null,"data_url":null,"supplemental_url":null,"created_at":"2026-06-30T00:46:03.329Z","updated_at":"2026-06-30T20:56:08.616Z","authors":[]},{"id":7,"slug":"unleaded-landscape","title":"Unleaded Avgas on the Front Range: A Factual Summary (Mid-2026)","abstract":"A plain-language, general-public summary of the unleaded-avgas transition (categorized survey), written to pin down facts with their limits and promise nothing. Covers the replacement fuels (Swift UL94, Swift 100R, GAMI G100UL, UL100E) and their approval status; the national aircraft-count vs fuel-volume eligibility figures; distribution, supply, and standards constraints; and the Colorado HB24-1235 2030 deadline. The eligibility-by-hours point is FRISAs unverified estimate, borrowed and cited from the science companion (slug unleaded-transition) and flagged as a hypothesis. Caveated throughout; figures current as of mid-2026. Revision: 2026-12-29.","status":"in_development","git_repo":null,"git_path":"research/unleaded-landscape/PRE-REGISTRATION.md","git_commit":null,"doc_url":"/whitepapers/Unleaded-Avgas-Explained.html","preprint_url":"","defense_url":null,"data_url":null,"supplemental_url":null,"created_at":"2026-06-30T00:54:03.563Z","updated_at":"2026-06-30T05:35:12.213Z","authors":[]},{"id":8,"slug":"evtol-kbdu","title":"eVTOL Service from Boulder Municipal (KBDU): Range, Reach, and Demand","abstract":"FRISA white paper (survey). A neutral listing of the facts relevant to scheduled passenger eVTOL service from Boulder Municipal, taking no position. Covers maturity (US type certification expected ~2027; EHang certified in China for scenic flights), range and reach (useful range ~50-100 mi; reachable connectors from KBDU are the Front-Range fields and Denver International; mountains lie beyond), high-altitude performance (Boulder ~5,288 ft, summer density altitude ~8,000-8,500 ft, ~12-16% hover-power penalty, high-elevation hover data an open need), demand (~$3-6/seat-mile fares, airport-connector willingness-to-pay, the helicopter-shuttle precedent), environmental profile (zero direct emissions, NASA-measured ~45 dBA cruise, conditional lifecycle carbon), and cost. References annotated with a two-sentence summary each. ~620 words. Revision 2026-12-30.","status":"in_development","git_repo":null,"git_path":"research/evtol-kbdu/PRE-REGISTRATION.md","git_commit":null,"doc_url":"/whitepapers/eVTOL-From-KBDU.html","preprint_url":"","defense_url":null,"data_url":null,"supplemental_url":null,"created_at":"2026-06-30T18:15:10.519Z","updated_at":"2026-06-30T20:46:36.658Z","authors":[]},{"id":9,"slug":"ga-co2-baseline","title":"Front-Range General-Aviation CO2: A Baseline Estimate from ADS-B","abstract":"A measured baseline of general-aviation CO2 over the Front Range, on the same ADS-B fuel-burn pipeline as the FRISA unleaded work. For every archival flight track within 35 nm of the Denver-Boulder-Greeley corridor (six airports), fuel burn is reconstructed and converted to CO2 with EPA emission factors (8.31 kg/gal avgas, 9.75 jet, 8.78 mogas). Representative full years run about 1,070 tonnes of GA CO2 (2024 and 2025), split roughly half piston avgas and half turbine jet-A, with the totals a coverage-limited lower bound extrapolated from several sampled days per year, and turbine CO2 additionally conservative. Sets a fixed starting point for later reductions from electrification, operational change, and fuel switching. Pre-registered; drafted and adversarially reviewed by multiple agents. Revision 2027-01-02.","status":"in_development","git_repo":null,"git_path":"research/ga-co2-baseline/PRE-REGISTRATION.md","git_commit":null,"doc_url":"/whitepapers/Front-Range-GA-CO2-Baseline.html","preprint_url":"","defense_url":null,"data_url":null,"supplemental_url":null,"created_at":"2026-07-03T03:07:12.024Z","updated_at":"2026-07-03T03:15:08.894Z","authors":[]},{"id":10,"slug":"empty-claims-not-science","title":"Scientific Integrity: Empty Claims Are Not Science","abstract":"By Benjamin Gatti. An argument that scientific credence and public funds should follow reproducibility, not names. A claim becomes science when anyone can reproduce it; a result no one outside its authors can check is not a finding. An unreproducible claim is not science and not prior art � the rule patent law already applies to non-enabling disclosures � and no one should grant scientific credence, or public funds, to a person or institution that withholds data or countenances fraud, as Stanford and others have done. Opens with Feynman on cargo-cult science; grounded in Claerbout/Donoho, Popper, the Royal Society, Merton, patent-law enablement, and the Open Science Collaboration.","status":"in_development","git_repo":null,"git_path":"whitepapers/Empty-Claims-Are-Not-Science.md","git_commit":null,"doc_url":"/whitepapers/Empty-Claims-Are-Not-Science.html","preprint_url":"","defense_url":null,"data_url":null,"supplemental_url":null,"created_at":"2026-07-06T17:01:33.636Z","updated_at":"2026-07-06T17:17:37.958Z","authors":[]},{"id":11,"slug":"platte-valley-vision","title":"Platte Valley Airport (18V): Development and Utilization Vision","abstract":"A planning-level vision (AACE Class 5) for Platte Valley Airport (18V) at Hudson, Colorado, a privately owned public-use field twenty-two nautical miles northeast of BJC and nearer in traffic time to roughly a fifth of metro Denver than any other GA airport. The document scopes a three-phase, demand-gated build-out of a significant GA and destination-training airport: Phase 1 forms a public district, acquires the 130-acre airside at 90 percent federal participation, restores pavement, and runs a utilization program; Phase 2 adds lighting, weather, an east-side parallel taxiway, widening, and compatible-use ground leases; Phase 3, when measured traffic warrants, adds air traffic services and a privately financed training campus. Full build-out supports about 180,000 annual operations at roughly 2.2 million dollars of total District cash. Cost leadership is the engine that ties the phases together: 18V is designed to be the least expensive place in the region to earn every certificate from private through the 1,500-hour ATP, so cost-sensitive flight schools have a commercial reason to relocate to it and the Denver-hub carriers whose first-officer pipeline it feeds have reason to sponsor it. The federal nexus rests on the 1,500-hour ATP mandate, which multiplied per-pilot training hours sixfold with no matching practice-field capacity, of which corridor congestion, safety-event concentration, and community noise are downstream effects. Technical appendices cover demand and capacity, ground-access catchment, a runway-extension business case cross-referenced to the Centennial (APA) turbine fleet, a regional growth outlook, an airport-environs compatible-use framework, and a cost-leadership and carrier-sponsorship analysis. This is a scoping vision, not a forecast or an FAA Master Plan; figures are planning estimates to be validated by ATADS counts, appraisal, and the formal ALP process. Distinct from the separately registered N94AM diversion noise-measurement pre-registration.","status":"in_development","git_repo":null,"git_path":"whitepapers/Platte-Valley-Vision.md","git_commit":null,"doc_url":"/whitepapers/Platte-Valley-Vision.html","preprint_url":"","defense_url":null,"data_url":null,"supplemental_url":null,"created_at":"2026-07-07T20:23:42.132Z","updated_at":"2026-07-07T21:05:30.294Z","authors":[]}]}