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Developments in crew resource management (CRM) have progressed from the introduction of training programs to the evaluation of CRM skills, particularly for multicrew cockpits. European regulators responsible for flight operations and flight crew licensing (Joint Aviation Authorities, 1996, 1997 are introducing requirements for the training and assessment of pilots' nontechnical skills. This article reports a review of the literature and a survey of current practice in the development and use of behavioral marker systems for training and assessing nontechnical CRM skills in international and domestic (UK) airlines. In general, there appears to be a wide range of practice in the design and implementation of behavioral markers systems within CRM programs. Emerging issues relating to content validity of marker systems and rater reliability are likely to become the focus of both researchers' and pilots' interest.Initial efforts to assess the value and impact of crew resource management (CRM) have consisted of standard training evaluation techniques based on pilots' opinions of the quality and relevance of the programs, in the United States (Gregorich & Wil-

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NASA has developed the Terminal Sequencing and Spacing (TSS) system, a suite of advanced arrival management technologies combining timebased scheduling and controller precision spacing tools. TSS is a ground-based controller automation tool that facilitates sequencing and merging arrivals that have both current standard ATC routes and terminal Performance-Based Navigation (PBN) routes, especially during highly congested demand periods. In collaboration with the FAA and MITRE's Center for Advanced Aviation System Development (CAASD), TSS system performance was evaluated in human-in-the-loop (HITL) simulations with currently active controllers as participants. Traffic scenarios had mixed Area Navigation (RNAV) and Required Navigation Performance (RNP) equipage, where the more advanced RNP-equipped aircraft had preferential treatment with a shorter approach option. Simulation results indicate the TSS system achieved benefits by enabling PBN, while maintaining high throughput rates-10% above baseline demand levels. Flight path predictability improved, where path deviation was reduced by 2 NM on average and variance in the downwind leg length was 75% less. Arrivals flew more fuel-efficient descents for longer, spending an average of 39 seconds less in step-down level altitude segments. Self-reported controller workload was reduced, with statistically significant differences at the p<0.01 level. The RNP-equipped arrivals were also able to more frequently capitalize on the benefits of being "Best-Equipped, Best-Served" (BEBS), where less vectoring was needed and nearly all RNP approaches were conducted without interruption.