**Appendix B - Life Cycle Cost Analysis**

# Introduction {#introduction .Appendix-1}

Since ADS-B technology is heavily dependent on a Global Navigation
Satellite System (GNSS), the Surveillance and Broadcast Services (SBS)
program was required to identify a backup system or strategy in the
event of a GNSS outage - local or global. This Life Cycle Cost Analysis
was performed to identify and assess the costs associated with each
alternative backup strategy. The results of this analysis, coupled with
the technical evaluations, will support the selection of a recommended
backup strategy.

Seven different strategies were examined that use ground-based and/or
avionics-based methods for providing backup surveillance
capabilities: 1) Secondary Radar; 2) Passive Multilateration; 3) Active
Multilateration; 4) SSR and DME/DME/IRU for AT, SSR and eLoran for GA;
5) SSR, DME/DME/IRU and SATNAV for AT, SSR and SATNAV for GA; 6) SATNAV
only; and 7) SATNAV with Terminal SSR.

For all strategies, costs were estimated starting in fiscal year 2009
(FY 2009) and ending in FY 2035. Costs are presented in Present Value by
applying OMB circular No a94, using a discount rate of 2.9%. All costs
shown are point estimates, and have not been risk adjusted. Qualitative
assessments of confidence in these cost estimates are provided
separately in the sections below.

#  Ground Infrastructure Life Cycle Cost Analysis  {#ground-infrastructure-life-cycle-cost-analysis .Appendix-1}

A variety of estimating methodologies were used to derive ground
infrastructure life cycle costs: vendor inputs, historical data,
analogies to other FAA systems, and parametric modeling. The FAA
Standard Work Breakdown Structure (WBS) was used to model the estimated
costs. The FAA will bear the full cost burden of the ground
infrastructure for any given backup strategy; no ground infrastructure
costs are assigned to the user for any backup strategy.

## Strategy 1 - Secondary Radar {#strategy-1---secondary-radar .Appendix-2}

[Infrastructure Requirements]{.underline}

The terminal secondary radars (SSRs) at the top 40 airports, in terms of
capacity, will be retained in this strategy, which currently consist of
Mode S SSRs exclusively; the remaining complement of terminal SSRs will
be decommissioned, which currently include a mix of ATCBI-4, ATCBI-5,
and (remaining) Mode S SSRs, and the SSR portion of ASR-11s.
Additionally, 150 en route SSRs will be retained, which currently
consist of a mix of Mode S and ATCBI-6 SSRs. As with all the backup
strategies being considered, all current terminal primary radars (PSRs)
will be retained, which consist of a mix of ASR-8 and ASR-9 PSRs, and
the PSR portion of ASR-11s. There are no automation changes required by
this strategy, and no new or updated avionics will be required. All
systems will be located at existing FAA surveillance facilities.
Replacements to the infrastructure being retained will be required as
legacy radar systems reach the end of their respective life cycles. This
strategy requires the continued use of Mode A/C/S transponders;
therefore there are no dependencies on rulemaking timelines, as existing
transponder carriage rules will continue to apply. Table B2-1a shows
baseline and future system quantities required for this strategy.

Table B2-1a: System Quantities, Strategy 1

  ------------- -------------- --------- -------------- --------- -------------------------
  **System**    **Baseline               **Future                 **Schedule**
                Quantity**               Quantity**               

                **Terminal**   **En      **Terminal**   **En      
                               Route**                  Route**   

  ASR-8         32             n/a       32             n/a       No Change

  ASR-9         117                      117                      

  ASR-11 (PSR   66                       66                       
  Only)                                                           

  ASR-11 (SSR   66             0         0              0         All systems to be
  Only)                                                           decommissioned over a 7
                                                                  year period from
                                                                  2018-2024

  ATCBI-4/5     32                                                

  ATCBI-6       0              123       0              123       No Change

  Mode S        117            27        40             27        77 terminal systems to be
                                                                  decommis-sioned over a 7
                                                                  year period from
                                                                  2018-2024
  ------------- -------------- --------- -------------- --------- -------------------------

[Ground Rules and Assumptions]{.underline}

As with all the strategies, this analysis excludes all costs associated
with PSRs throughout the life cycle of the ADS-B program, since each of
these systems will be required for all backup strategies being
considered, and provide no discriminating factors between strategies
upon which to base a comparison. This analysis also excludes all costs
associated with SSRs that would have been incurred regardless of the
backup strategy selected; i.e., only those costs that will be incurred
to sustain or replace the SSRs that will be retained beyond 2020 were
included. Beyond 2020, this strategy will retain approximately half of
the SSRs for the remainder of the life cycle of the ADS-B program
(through 2035). Projected costs associated with decommissioning SSRs
fall well within the margin of error for this analysis, and are not
accounted for separately.

The analysis life cycle extends from FY 2009 to FY 2035. The radar
Economic Service Life (ESL) is assumed to be 20 years. When existing
radars reach the end of their life cycle, those that will be retained in
this strategy will be replaced with similar technology. The replacement
will begin 3-5 years after the ESL to acknowledge that the FAA often
sustains these systems beyond the 20 year ESL. Future replacement costs
of systems being retained beyond 2020 (i.e., replacement of Mode S and
ATCBI-6 systems) are included in the analysis, and are based on the
ATCBI-6 Capital Investment Plan (CIP), scaled to appropriate system
quantities.

A 15% factor on acquisition cost was used to account for technical
refresh costs on systems being retained, and spread evenly over the ESL.
Operations and Maintenance (O&M) costs are included, and will accrue
throughout the life cycle. For ASR-11 radars, only the costs associated
with decommissioning the secondary radar portions of these systems were
included in this analysis. These costs were derived by analogy to
ATCBI-6 costs, applying a 23% factor for F&E and a 38% factor for O&M to
account for the secondary radar portions.

Table B2-1b shows the ground infrastructure life cycle cost estimate by
year for this strategy.

Table B2-1b: Ground Infrastructure Cost Summary, Strategy 1 (\$M,
Present Value)

<table style="width:100%;">
<colgroup>
<col style="width: 12%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 8%" />
</colgroup>
<tbody>
<tr class="odd">
<td></td>
<td><strong>2009</strong></td>
<td><strong>2010</strong></td>
<td><strong>2011</strong></td>
<td><strong>2012</strong></td>
<td><strong>2013</strong></td>
<td><strong>2014</strong></td>
<td><strong>2015</strong></td>
<td><strong>2016</strong></td>
<td><strong>2017</strong></td>
<td><strong>2018</strong></td>
<td><strong>2019</strong></td>
<td><strong>2020</strong></td>
<td><strong>2021+</strong></td>
<td><strong>Total</strong></td>
</tr>
<tr class="even">
<td><blockquote>
<p>FAA Costs</p>
</blockquote></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>F&amp;E</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>11.5</td>
<td>11.4</td>
<td>11.2</td>
<td>11.1</td>
<td>222.9</td>
<td>268.1</td>
</tr>
<tr class="even">
<td>O&amp;M</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0.3</td>
<td>0.6</td>
<td>0.9</td>
<td>172.1</td>
<td>173.9</td>
</tr>
<tr class="odd">
<td>Total Costs</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>11.5</td>
<td>11.7</td>
<td>11.8</td>
<td>12.0</td>
<td>395.0</td>
<td>442.0</td>
</tr>
</tbody>
</table>

## Strategy 2 - Passive Multilateration {#strategy-2---passive-multilateration .Appendix-2}

[Infrastructure Requirements]{.underline}

This strategy will require the installation of 1,780 receive-only (RO)
ground stations. Terminal coverage will require 280 ROs, broken down
into clusters of 7 ROs that will cover each terminal area (equivalent
coverage volume of an existing terminal SSR) at the top 40 airports, in
terms of capacity. En route coverage will require 1,500 ROs, broken down
into clusters of 10 ROs at 150 locations (each cluster providing
coverage equivalent to the coverage volume of an existing en route SSR).
It should be noted, however, that this strategy will leverage the
planned ADS-B ground station infrastructure, such that ADS-B ground
stations will be able to serve as ROs for passive multilateration by the
nature of their performance requirements; this analysis assumes that the
ADS-B infrastructure will account for one multilateration ground station
per cluster, thereby reducing the requirement for the
multilateration-specific infrastructure to 6 ROs for each terminal area
cluster, and 9 ROs for each en route cluster, for a total of 1590 ROs.
Two processors will be required per cluster for processing
multilateration data, for a total of 380 processors. This analysis also
assumes that 50% of the ground stations sites required for terminal
coverage will be greenfield sites (no existing infrastructure currently
in place), and 80% of the ground station sites required for en route
coverage will also be greenfield sites.

This strategy will maintain the secondary radar infrastructure until the
Passive Multilateration infrastructure is completed, at which time all
secondary radars will be retired. As with Strategy 1, all terminal
primary radars will be retained. No new or updated avionics will be
required for this strategy. Table B2-2a shows baseline and future system
quantities required for this strategy.

[Ground Rules and Assumptions]{.underline}

The analysis includes all costs associated with Passive Multilateration
for a life cycle beginning in FY 2009 and ending in FY 2035, with all
systems being commissioned by FY 2020. Automation development costs were
included in the analysis, and based on analogy to the ASDE-X program.
Construction and installation costs were also based on analogy to the
ASDE-X program. Greenfield site costs account for telecommunications and
utility infrastructure, as well as more extensive construction and
installation requirements. Technical refresh costs were included for all
hardware and software, and is estimated at 20% of the acquisition cost
for two

Table B2-2a: System Quantities, Strategy 2

  ------------- -------------- --------- -------------- --------- -------------------------
  **System**    **Baseline               **Future                 **Schedule**
                Quantity**               Quantity**               

                **Terminal**   **En      **Terminal**   **En      
                               Route**                  Route**   

  ASR-8         32             n/a       32             n/a       No Change

  ASR-9         117                      117                      

  ASR-11 (PSR   66                       66                       
  Only)                                                           

  ASR-11 (SSR   66             0         0              0         All systems to be
  Only)                                                           decommissioned over a 7
                                                                  year period from
                                                                  2018-2024

  ATCBI-4/5     32             0                                  

  ATCBI-6       0              123                                

  Mode S        117            27                                 

  ROs           40\*           150\*     280            1500      1590 additional systems
                                                                  to be deployed and
                                                                  commissioned over an 8
                                                                  year period from
                                                                  2012-2020
  ------------- -------------- --------- -------------- --------- -------------------------

\*Quantity of planned ADS-B ground stations to be deployed that will
also serve as ROs for passive multilateration.

refresh cycles. O&M costs accrue throughout the life cycle, and were
based on analogy to ASDE-X. Projected costs associated with
decommissioning SSRs fall well within the margin of error for this
analysis, and are not accounted for separately. As with all the
strategies, this analysis excludes all costs associated with PSRs
throughout the life cycle of the ADS-B program. Table B2-2b shows the
ground infrastructure life cycle cost estimate by year for this
strategy.

Table B2-2b: Ground Infrastructure Cost Summary, Strategy 2 (\$M,
Present Value)

<table style="width:100%;">
<colgroup>
<col style="width: 12%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 8%" />
</colgroup>
<tbody>
<tr class="odd">
<td></td>
<td><strong>2009</strong></td>
<td><strong>2010</strong></td>
<td><strong>2011</strong></td>
<td><strong>2012</strong></td>
<td><strong>2013</strong></td>
<td><strong>2014</strong></td>
<td><strong>2015</strong></td>
<td><strong>2016</strong></td>
<td><strong>2017</strong></td>
<td><strong>2018</strong></td>
<td><strong>2019</strong></td>
<td><strong>2020</strong></td>
<td><strong>2021+</strong></td>
<td><strong>Total</strong></td>
</tr>
<tr class="even">
<td><blockquote>
<p>FAA Costs</p>
</blockquote></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>F&amp;E</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>3.0</td>
<td>7.4</td>
<td>98.5</td>
<td>129.4</td>
<td>122.8</td>
<td>86.6</td>
<td>62.0</td>
<td>38.5</td>
<td>37.0</td>
<td>78.3</td>
<td>663.5</td>
</tr>
<tr class="even">
<td>O&amp;M</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>3.3</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>4.1</td>
<td>5.4</td>
<td>11.9</td>
<td>16.6</td>
<td>471.5</td>
<td>512.8</td>
</tr>
<tr class="odd">
<td>Total Costs</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>3.0</td>
<td>10.7</td>
<td>98.5</td>
<td>129.4</td>
<td>122.8</td>
<td>90.7</td>
<td>67.4</td>
<td>50.4</td>
<td>53.6</td>
<td>549.8</td>
<td>1176.3</td>
</tr>
</tbody>
</table>

## Strategy 3 - Active Multilateration {#strategy-3---active-multilateration .Appendix-2}

[Infrastructure Requirements]{.underline}

This strategy will require 1,100 ground stations, of which 550 will be
receive-only (RO) and 550 will be receive/transmit (RT). Terminal
coverage will require 200 ground stations, grouped in clusters of 5
(approximately 2-3 ROs and 2-3 RTs in each cluster, depending on
geometry requirements) that will cover each terminal area (equivalent
coverage volume of an existing terminal SSR) at the top 40 airports. En
route coverage will require 900 ground stations, grouped in clusters of
6 (approximately 3 ROs and 3 RTs in each cluster, depending on geometry
requirements) at 150 locations (each cluster providing coverage
equivalent to the coverage volume of an existing en route SSR). Unlike
Strategy 2, due to the nature of the active multilateration performance
requirements, the planned ADS-B ground station infrastructure cannot be
significantly leveraged to reduce the total number of
multilateration-specific ground stations. Two processors will be
required per cluster for processing multilateration data, for a total of
380 processors. This analysis also assumes that 40% of the ground sites
required for terminal coverage and 80% of the ground station sites
required for en route coverage will be greenfield sites.

This strategy will maintain the secondary radar infrastructure until the
Active Multilateration infrastructure is completed, at which time all
secondary radars will be retired. No new or updated avionics will be
required. As with Strategy 1, all terminal primary radars will be
retained. Table B2-3a shows baseline and future system quantities
required for this strategy.

Table B2-3a: System Quantities, Strategy 3

  ------------- -------------- --------- -------------- --------- -------------------------
  **System**    **Baseline               **Future                 **Schedule**
                Quantity**               Quantity**               

                **Terminal**   **En      **Terminal**   **En      
                               Route**                  Route**   

  ASR-8         32             n/a       32             n/a       No Change

  ASR-9         117                      117                      

  ASR-11 (PSR   66                       66                       
  Only)                                                           

  ASR-11 (SSR   66             0         0              0         All systems to be
  Only)                                                           decommissioned over a 7
                                                                  year period from
                                                                  2018-2024

  ATCBI-4/5     32             0                                  

  ATCBI-6       0              123                                

  Mode S        117            27                                 

  ROs           0              0         100            450       All systems to be
                                                                  deployed and commissioned
                                                                  over an 8 year period
                                                                  from 2012-2020

  RTs                                    100            450       
  ------------- -------------- --------- -------------- --------- -------------------------

[Ground Rules and Assumptions]{.underline}

The analysis includes all costs associated with Active Multilateration
for a life cycle beginning in FY 2009 and ending in FY 2035, with all
systems being commissioned by FY 2020. Automation development costs were
included in the analysis, and based on analogy to the ASDE-X program.
Construction and installation costs were also based on analogy to the
ASDE-X program. Greenfield site costs account for telecommunications and
utility infrastructure, as well as more extensive construction and
installation requirements. Technical refresh costs were included for all
hardware and software, and are estimated at 20% of the acquisition cost
for two refresh cycles. O&M costs accrue throughout the life cycle, and
were based on analogy to ASDE-X. Projected costs associated with
decommissioning SSRs fall well within the margin of error for this
analysis, and are not accounted for separately. As with all the
strategies, this analysis excludes all costs associated with PSRs
throughout the life cycle of the ADS-B program. Table B2-3b shows the
ground infrastructure life cycle cost estimate by year for this
strategy.

Table B2-3b: Ground Infrastructure Cost Summary, Strategy 3 (\$M,
Present Value)

<table style="width:100%;">
<colgroup>
<col style="width: 12%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 8%" />
</colgroup>
<tbody>
<tr class="odd">
<td></td>
<td><strong>2009</strong></td>
<td><strong>2010</strong></td>
<td><strong>2011</strong></td>
<td><strong>2012</strong></td>
<td><strong>2013</strong></td>
<td><strong>2014</strong></td>
<td><strong>2015</strong></td>
<td><strong>2016</strong></td>
<td><strong>2017</strong></td>
<td><strong>2018</strong></td>
<td><strong>2019</strong></td>
<td><strong>2020</strong></td>
<td><strong>2021+</strong></td>
<td><strong>Total</strong></td>
</tr>
<tr class="even">
<td><blockquote>
<p>FAA Costs</p>
</blockquote></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>F&amp;E</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>3.0</td>
<td>7.3</td>
<td>103.2</td>
<td>132.2</td>
<td>125.3</td>
<td>86.3</td>
<td>29.8</td>
<td>36.3</td>
<td>24.8</td>
<td>69.4</td>
<td>617.6</td>
</tr>
<tr class="even">
<td>O&amp;M</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>1.9</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>2.4</td>
<td>3.6</td>
<td>4.4</td>
<td>9.6</td>
<td>215.0</td>
<td>236.9</td>
</tr>
<tr class="odd">
<td>Total Costs</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>3.0</td>
<td>9.2</td>
<td>103.2</td>
<td>132.2</td>
<td>125.3</td>
<td>88.7</td>
<td>33.4</td>
<td>40.7</td>
<td>34.4</td>
<td>284.4</td>
<td>854.5</td>
</tr>
</tbody>
</table>

## Strategy 4 - SSR and DME/DME/IRU for AT, SSR and eLoran for GA {#strategy-4---ssr-and-dmedmeiru-for-at-ssr-and-eloran-for-ga .Appendix-2}

[Infrastructure Requirements]{.underline}

This strategy will require three basic infrastructure components. The
first is a network of approximately 1100 DME ground stations, which will
support DME/DME/IRU positioning capability for properly equipped (large)
Air Transport aircraft in en route airspace. This network is the same as
that currently planned as part of the NAS navigation backup capability,
and so no additional DME infrastructure beyond this will be required for
this strategy. The second component is a network of 19 eLoran ground
stations, which will support eLoran positioning capability for properly
equipped Regional Jet and General Aviation aircraft in en route
airspace. This network will include one new tower and 5 tower Service
Life Extension Programs (SLEPs) for Loran stations in Alaska, a SLEP and
a new building for a Loran solid-state transmitter, and moving the Port
Clarence, AK Loran station to Nome, AK. The last basic component for
this strategy is a network of 40 terminal SSRs, which will provide
backup surveillance capability in high density terminal airspace for all
aircraft equipped with legacy Mode A/C/S transponders.

This strategy will maintain the secondary radar infrastructure until the
required backup ground infrastructure is in place, and all aircraft in
the required airspace are equipped with the proper avionics, at which
time all secondary radars except the 40 terminal SSRs required by this
strategy will be retired. As with Strategy 1, all terminal primary
radars will be retained. Table B2-4a shows the baseline and future
system quantities required for this strategy.

Table B2-4a: System Quantities, Strategy 4

  ------------- -------------- --------- -------------- ---------- -------------------------
  **System**    **Baseline               **Future                  **Schedule**
                Quantity**               Quantity**                

                **Terminal**   **En      **Terminal**   **En       
                               Route**                  Route**    

  ASR-8         32             n/a       32             n/a        No Change

  ASR-9         117                      117                       

  ASR-11 (PSR   66                       66                        
  Only)                                                            

  ASR-11 (SSR   66             0         0              0          All systems to be
  Only)                                                            decommissioned over a 7
                                                                   year period from
                                                                   2018-2024

  ATCBI-4/5     32             0                                   

  ATCBI-6       0              123                                 

  Mode S        117            27        40             0          77 terminal systems and
                                                                   all en route systems to
                                                                   be decommissioned over a
                                                                   7 year period from
                                                                   2018-2024

  DME           n/a            1025      n/a            \~1100\*   \~75 additional systems
                                                                   to be deployed and
                                                                   commissioned over a 6
                                                                   year period from
                                                                   2008-2014

  eLoran                       19                       19         No Change
  ------------- -------------- --------- -------------- ---------- -------------------------

\*Part of NAS Navigation Evolution plan, no additional infrastructure
required by this strategy.

[Ground Rules and Assumptions]{.underline}

Costs for eLoran ground infrastructure are based on FAA/Volpe eLoran
cost estimates, and include maintenance costs of the system starting in
FY 2009. DME ground infrastructure costs were not captured as part of
this analysis, since the FAA will fund the required DME infrastructure
in order to support NAS backup navigation capabilities, regardless of
the NAS ADS-B backup strategy selected. Costs associated with retaining
the 40 terminal SSRs are accounted for; projected costs associated with
decommissioning the remaining SSRs fall within the margin of error for
this analysis, and are not accounted for separately. New or upgraded
avionics required for this strategy are discussed in detail in Section
B3. Table B2-4b shows the ground infrastructure life cycle cost estimate
by year for this strategy.

Table B2-4b: Ground Infrastructure Cost Summary, Strategy 4 (\$M,
Present Value)

<table style="width:100%;">
<colgroup>
<col style="width: 12%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 8%" />
</colgroup>
<tbody>
<tr class="odd">
<td></td>
<td><strong>2009</strong></td>
<td><strong>2010</strong></td>
<td><strong>2011</strong></td>
<td><strong>2012</strong></td>
<td><strong>2013</strong></td>
<td><strong>2014</strong></td>
<td><strong>2015</strong></td>
<td><strong>2016</strong></td>
<td><strong>2017</strong></td>
<td><strong>2018</strong></td>
<td><strong>2019</strong></td>
<td><strong>2020</strong></td>
<td><strong>2021+</strong></td>
<td><strong>Total</strong></td>
</tr>
<tr class="even">
<td><blockquote>
<p>FAA Costs</p>
</blockquote></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>F&amp;E</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>10.4</td>
<td>19.1</td>
<td>25.0</td>
<td>14.0</td>
<td>15.0</td>
<td>47.8</td>
<td>131.3</td>
</tr>
<tr class="even">
<td>O&amp;M</td>
<td>14.2</td>
<td>13.8</td>
<td>13.4</td>
<td>13.0</td>
<td>12.6</td>
<td>12.3</td>
<td>11.9</td>
<td>11.6</td>
<td>11.3</td>
<td>11.0</td>
<td>10.7</td>
<td>10.5</td>
<td>224.5</td>
<td>370.8</td>
</tr>
<tr class="odd">
<td>Total Costs</td>
<td>14.2</td>
<td>13.8</td>
<td>13.4</td>
<td>13.0</td>
<td>12.6</td>
<td>12.3</td>
<td>11.9</td>
<td>22.0</td>
<td>30.4</td>
<td>36.0</td>
<td>24.7</td>
<td>25.5</td>
<td>272.3</td>
<td>502.1</td>
</tr>
</tbody>
</table>

## Strategy 5 - SSR, DME/DME/IRU and SATNAV for AT, SSR and SATNAV for GA {#strategy-5---ssr-dmedmeiru-and-satnav-for-at-ssr-and-satnav-for-ga .Appendix-2}

[Infrastructure Requirements]{.underline}

This strategy will require three basic infrastructure components. As
with Strategy 4, the first component is a network of approximately 1100
DME ground stations, which will support DME/DME/IRU positioning
capability for properly equipped (large) Air Transport aircraft in en
route airspace. This network is the same as that currently planned as
part of the NAS navigation backup capability, and so no additional DME
infrastructure beyond this will be required for this strategy. Unlike
Strategy 4, however, the second component required by this strategy is a
constellation of 21 GPS satellites that incorporate L5 signal
capability, and a constellation of 24 Galileo satellites. These
constellations will provide enhanced SATNAV capability for properly
equipped aircraft in all airspace. However, since the use of enhanced
SATNAV will not fully mitigate multi-frequency interference, another
component will be required to ensure that surveillance in high density
terminal areas is maintained under these conditions. Therefore, as in
Strategy 4, the last component required is a network of 40 terminal
SSRs, which will ensure backup surveillance capability in high density
terminal airspace for all aircraft equipped with legacy Mode A/C/S
transponders.

This strategy will maintain the secondary radar infrastructure until the
required backup ground infrastructure is in place, and all aircraft in
the required airspace are equipped with the proper avionics, at which
time all secondary radars except the 40 terminal SSRs required by this
strategy will be retired. As with Strategy 1, all terminal primary
radars will be retained. Table B2-5a shows baseline and future system
quantities required for this strategy.

Table B2-5a: System Quantities, Strategy 5

  ------------- -------------- --------- -------------- --------- -------------------------
  **System**    **Baseline               **Future                 **Schedule**
                Quantity**               Quantity**               

                **Terminal**   **En      **Terminal**   **En      
                               Route**                  Route**   

  ASR-8         32             n/a       32             n/a       No Change

  ASR-9         117                      117                      

  ASR-11 (PSR   66                       66                       
  Only)                                                           

  ASR-11 (SSR   66             0         0              0         To be decommissioned
  Only)                                                           completely over a 7 year
                                                                  period from 2018-2024

  ATCBI-4/5     32             0                                  

  ATCBI-6       0              123                                

  Mode S        117            27        40             0         77 terminal systems and
                                                                  all en route systems to
                                                                  be decommissioned over a
                                                                  7 year period from
                                                                  2018-2024

  DME           1025                     \~1100\*                 \~75 additional systems
                                                                  to be deployed and
                                                                  commissioned over a 6
                                                                  year period from
                                                                  2008-2014

  GPS Satellite 0                        21\*\*                   Systems to be deployed
  (L5)                                                            and commissioned over a
                                                                  10 year period from
                                                                  2008-2017

  Galileo       0                        27\*\*\*                 Systems to be deployed
  Satellite                                                       and commissioned over a 9
                                                                  year period from
                                                                  2007-2015
  ------------- -------------- --------- -------------- --------- -------------------------

\*Part of NAS Navigation Evolution plan, no additional infrastructure
required by this strategy.

\*\*Guaranteed quantity (at 98% availability), per current U.S. policy,
no additional satellites required by this strategy.

\*\*\*Part of European GNSS implementation, no additional satellites
required by this strategy.

[Ground Rules and Assumptions]{.underline}

SATNAV constellation costs were not captured as part of this analysis,
since it is assumed that these will be implemented regardless of any
projected surveillance backup positioning requirements. Also, as with
Strategy 4, DME ground infrastructure costs were not captured as part of
this analysis, since the FAA will fund the required DME infrastructure
in order to support NAS backup navigation capabilities, regardless of
the NAS ADS-B backup strategy selected. Costs associated with retaining
the 40 terminal SSRs are accounted for; projected costs associated with
decommissioning the remaining SSRs fall within the margin of error for
this analysis, and are not accounted for separately. New or upgraded
avionics required for this strategy are discussed in detail in Section
B3. Table B2-5b shows the ground infrastructure life cycle cost estimate
by year for this strategy.

Table B2-5b: Ground Infrastructure Cost Summary, Strategy 5 (\$M,
Present Value)

<table style="width:100%;">
<colgroup>
<col style="width: 12%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 8%" />
</colgroup>
<tbody>
<tr class="odd">
<td></td>
<td><strong>2009</strong></td>
<td><strong>2010</strong></td>
<td><strong>2011</strong></td>
<td><strong>2012</strong></td>
<td><strong>2013</strong></td>
<td><strong>2014</strong></td>
<td><strong>2015</strong></td>
<td><strong>2016</strong></td>
<td><strong>2017</strong></td>
<td><strong>2018</strong></td>
<td><strong>2019</strong></td>
<td><strong>2020</strong></td>
<td><strong>2021+</strong></td>
<td><strong>Total</strong></td>
</tr>
<tr class="even">
<td><blockquote>
<p>FAA Costs</p>
</blockquote></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>F&amp;E</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>8.4</td>
<td>8.2</td>
<td>8.1</td>
<td>8.0</td>
<td>41.0</td>
<td>73.7</td>
</tr>
<tr class="even">
<td>O&amp;M</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0.1</td>
<td>0.1</td>
<td>100.2</td>
<td>100.4</td>
</tr>
<tr class="odd">
<td>Total Costs</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>8.4</td>
<td>8.2</td>
<td>8.2</td>
<td>8.1</td>
<td>141.2</td>
<td>174.1</td>
</tr>
</tbody>
</table>

## Strategy 6 - SATNAV only {#strategy-6---satnav-only .Appendix-2}

[Infrastructure Requirements]{.underline}

This strategy will require a constellation of 21 GPS satellites that
incorporate L5 signal capability, and a constellation of 24 Galileo
satellites, which will provide enhanced SATNAV capability for properly
equipped aircraft in all airspace. This strategy will rely solely on the
positioning capabilities supported by enhanced SATNAV, without any other
ground-based surveillance infrastructure.

This strategy will maintain the secondary radar infrastructure until all
aircraft in the required airspace are equipped with the proper avionics,
at which time all secondary radars will be retired. As with Strategy 1,
all terminal primary radars will be retained. The avionics requirements
for this solution are discussed in detail below in Section B3. Table
B2-6 shows baseline and future system quantities required for this
strategy.

Table B2-6: System Quantities, Strategy 6

  ------------- -------------- --------- -------------- --------- -------------------------
  **System**    **Baseline               **Future                 **Schedule**
                Quantity**               Quantity**               

                **Terminal**   **En      **Terminal**   **En      
                               Route**                  Route**   

  ASR-8         32             n/a       32             n/a       No Change

  ASR-9         117                      117                      

  ASR-11 (PSR   66                       66                       
  Only)                                                           

  ASR-11 (SSR   66             0         0              0         All systems to be
  Only)                                                           decommissioned over a 7
                                                                  year period from
                                                                  2018-2024

  ATCBI-4/5     32             0                                  

  ATCBI-6       0              123                                

  Mode S        117            27                                 

  GPS Satellite 0                        21\*                     Systems to be deployed
  (L5)                                                            and commissioned over a
                                                                  10 year period from
                                                                  2008-2017

  Galileo       0                        27\*\*                   Systems to be deployed
  Satellite                                                       and commissioned over a 9
                                                                  year period from
                                                                  2007-2015
  ------------- -------------- --------- -------------- --------- -------------------------

\*Guaranteed quantity (at 98% availability), per current U.S. policy, no
additional satellites required by this strategy.

\*\*Part of European GNSS implementation, no additional satellites
required by this strategy.

[Ground Rules and Assumptions]{.underline}

As with Strategy 5, SATNAV constellation costs were not captured as part
of this analysis, since it is assumed that these will be implemented
regardless of any projected surveillance backup positioning
requirements. Therefore, this strategy does not incur any additional
costs for ground infrastructure beyond what is required for ADS-B.
Projected costs associated with decommissioning SSRs fall within the
margin of error for this analysis, and are not accounted for separately.

## Strategy 7 - SATNAV with Terminal SSR {#strategy-7---satnav-with-terminal-ssr .Appendix-2}

[Infrastructure Requirements]{.underline}

As in Strategy 6, this strategy will require a constellation of 21 GPS
satellites that incorporate L5 signal capability, and a constellation of
24 Galileo satellites, which will provide enhanced SATNAV capability for
properly equipped aircraft in all airspace. Unlike Strategy 6, however,
this strategy will also require a network of 40 terminal SSRs, which
will ensure backup surveillance capability in high density terminal
airspace for all aircraft equipped with legacy Mode A/C/S transponders.

This strategy will maintain the secondary radar infrastructure until the
required backup ground infrastructure is in place, and all aircraft in
the required airspace are equipped with the proper avionics, at which
time all secondary radars except the 40 terminal SSRs required by this
strategy will be retired. As with Strategy 1, all terminal primary
radars will be retained. Table B2-7a shows baseline and future system
quantities required for this strategy.

Table B2-7a: System Quantities, Strategy 7

  ------------- -------------- --------- -------------- --------- -------------------------
  **System**    **Baseline               **Future                 **Schedule**
                Quantity**               Quantity**               

                **Terminal**   **En      **Terminal**   **En      
                               Route**                  Route**   

  ASR-8         32             n/a       32             n/a       No Change

  ASR-9         117                      117                      

  ASR-11 (PSR   66                       66                       
  Only)                                                           

  ASR-11 (SSR   66             0         0              0         To be decommissioned
  Only)                                                           completely over a 7 year
                                                                  period from 2018-2024

  ATCBI-4/5     32             0                                  

  ATCBI-6       0              123                                

  Mode S        117            27        40             0         77 terminal systems and
                                                                  all en route systems to
                                                                  be decommissioned over a
                                                                  7 year period from
                                                                  2018-2024

  GPS Satellite 0                        21\*                     Systems to be deployed
  (L5)                                                            and commissioned over a
                                                                  10 year period from
                                                                  2008-2017

  Galileo       0                        27\*\*                   Systems to be deployed
  Satellite                                                       and commissioned over a 9
                                                                  year period from
                                                                  2007-2015
  ------------- -------------- --------- -------------- --------- -------------------------

\*Guaranteed quantity (at 98% availability), per current U.S. policy, no
additional satellites required by this strategy.

\*\*Part of European GNSS implementation, no additional satellites
required by this strategy.

[Ground Rules and Assumptions]{.underline}

As with Strategy 5, SATNAV constellation costs were not captured as part
of this analysis, since it is assumed that these will be implemented
regardless of any projected surveillance backup positioning
requirements. Costs associated with retaining the 40 terminal SSRs are
accounted for; projected costs associated with decommissioning the
remaining SSRs fall within the margin of error for this analysis, and
are not accounted for separately. New or upgraded avionics required for
this strategy are discussed in detail in Section B3. Table B2-7b shows
the ground infrastructure life cycle cost estimate by year for this
strategy.

Table B2-7b: Ground Infrastructure Cost Summary, Strategy 7 (\$M,
Present Value)

<table style="width:100%;">
<colgroup>
<col style="width: 12%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 6%" />
<col style="width: 8%" />
</colgroup>
<tbody>
<tr class="odd">
<td></td>
<td><strong>2009</strong></td>
<td><strong>2010</strong></td>
<td><strong>2011</strong></td>
<td><strong>2012</strong></td>
<td><strong>2013</strong></td>
<td><strong>2014</strong></td>
<td><strong>2015</strong></td>
<td><strong>2016</strong></td>
<td><strong>2017</strong></td>
<td><strong>2018</strong></td>
<td><strong>2019</strong></td>
<td><strong>2020</strong></td>
<td><strong>2021+</strong></td>
<td><strong>Total</strong></td>
</tr>
<tr class="even">
<td><blockquote>
<p>FAA Costs</p>
</blockquote></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>F&amp;E</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>8.4</td>
<td>8.2</td>
<td>8.1</td>
<td>8.0</td>
<td>41.0</td>
<td>73.7</td>
</tr>
<tr class="even">
<td>O&amp;M</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0.1</td>
<td>0.1</td>
<td>100.2</td>
<td>100.4</td>
</tr>
<tr class="odd">
<td>Total Costs</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>0</td>
<td>8.4</td>
<td>8.2</td>
<td>8.2</td>
<td>8.1</td>
<td>141.2</td>
<td>174.1</td>
</tr>
</tbody>
</table>

# Avionics Life Cycle Cost Analysis  {#avionics-life-cycle-cost-analysis .Appendix-1}

This analysis documents the avionics assumptions, equipage rates, and
costs for each of the backup strategies. Cost estimates were based on
collective vendor inputs, and were identified only for those additional
avionics components that would be required for the specific backup
strategy, as compared to the ADS-B equipage baseline. The user will bear
the full cost burden of any equipage required to support a given backup
strategy; no equipage costs are assigned to the FAA for any backup
strategy.

## General Ground Rules and Assumptions {#general-ground-rules-and-assumptions .Appendix-2}

[Equipage]{.underline}

This analysis assumes that aircraft will equip with the backup
capability, if required, at the same time they equip with the ADS-B
capability, which minimizes the time an aircraft is out of service. Only
retrofit equipage is considered in this analysis; those aircraft that
are forward fitted with ADS-B are also assumed to be forward fitted with
the backup capability, and so costs related to those specific aircraft
are not assessed.

For Air Transport (AT) aircraft, equipage with the backup capability
occurs on all aircraft considered for ADS-B retrofit (approximately
2,400 large AT aircraft out of 8,100 total by 2020, and approximately
2,700 regional jet aircraft out of 4,000 total by 2020). This includes
those aircraft ranging from those not equipped with any avionics
required for ADS-B capability, to those that have some latent equipage
related to ADS-B (e.g., aircraft that have GPS installed but no ADS-B
transmitters/receivers). All classes of AT aircraft, grouped into Large
AT and Regional Jet categories, are included in the analysis.

For General Aviation (GA) aircraft, equipage with the backup capability
occurs for 25% of those that will equip with ADS-B (approximately 48,000
out of 210,000 total by 2020), which this analysis assumes represents
the GA Instrument Flight Rules (IFR) fleet. The remaining aircraft of
those equipping with ADS-B will not require the backup capability, since
this analysis assumes that these aircraft will be flying Visual Flight
Rules (VFR) exclusively, or that they would be willing to accept
significantly reduced services in airspace requiring the backup
capability.

[Costs]{.underline}

Only the costs required to obtain the backup capability are considered
in this analysis. These are defined as the additional costs for the
airborne backup capability that were not captured in the previous cost
analysis for the ADS-B program (JRC-2B of June 2006). In most cases,
installation costs are not included, since aircraft are assumed to equip
with the backup capability at the time they equip with ADS-B, and the
additional installation costs associated with the backup capability are
assumed to fall within the margin of error of this analysis. The only
exception to this is in Strategy 4, where the installation costs for an
additional eLoran receive antenna on some aircraft were assumed to be of
significance, and were therefore captured in this analysis.

## Strategies 1, 2 and 3 - Ground-Based Surveillance (SSR and Multilateration) {#strategies-1-2-and-3---ground-based-surveillance-ssr-and-multilateration .Appendix-2}

None of these strategies will require any new or upgraded avionics
beyond what is required to support ADS-B capabilities. Strategy 1
(Secondary Radar) and Strategy 3 (Active Multilateration) will require
all aircraft in the required airspace to retain their legacy Mode A/C/S
transponders to support backup surveillance; Strategy 2 (Passive
Multilateration) will require all aircraft in the required airspace to
have baseline ADS-B "Out" equipage, using one of the two approved links
(1090ES or UAT). Since there will be no additional retrofit equipage
costs incurred to support these backup strategies (above what is
required for ADS-B), no retrofit equipage cost analyses were performed.

## Strategy 4 - SSR and DME/DME/IRU for AT, SSR and eLoran for GA {#strategy-4---ssr-and-dmedmeiru-for-at-ssr-and-eloran-for-ga-1 .Appendix-2}

[Equipage Requirements]{.underline}

This strategy will require all aircraft in the required airspace to have
either DME/DME/IRU or eLoran capability, serving as a backup
surveillance positioning source with appropriate interfaces to ADS-B
avionics, along with legacy Mode A/C/S transponders to support
surveillance in high density terminal areas.

No changes to existing DME/DME/IRU capabilities will be required for
this strategy; DME/DME/IRU capabilities as they are defined for AT
aircraft today are assumed. For those aircraft that will equip with
eLoran instead of DME/DME/IRU, this strategy will require the addition
of eLoran avionics and an eLoran Receive Antenna. Depending on the
particular aircraft, this analysis assumes that eLoran avionics could be
implemented either as a stand-alone receiver with additional processing
to handle switchovers from GPS, or as an integrated GPS/eLoran receiver
with the same functionality.

[Ground Rules and Assumptions]{.underline}

This analysis assumes that all large AT aircraft will have DME/DME/IRU
capability implemented within the required time frame, regardless of any
requirements for backup surveillance positioning in the aircraft.
Therefore, retrofit costs for DME/DME/IRU avionics are not assessed in
this analysis for these aircraft. It is assumed that Regional Jet
aircraft (those without an IRU) will not have DME/DME/IRU capability in
this time frame.

This analysis assumes that all Regional Jet aircraft not already
equipped with an IRU will equip with eLoran using an eLoran module
(approximately \$60K per module) and an eLoran receive antenna. Each
antenna will require an Antenna Installation Kit, which is an additional
installation cost (approximately \$10K per aircraft) that was not
captured in the ADS-B Program's previous cost estimate (JRC-2B of June
2006). For those GA aircraft that equip with eLoran, this analysis
assumes that half of these will be retrofitted with an integrated
GPS/eLoran unit (approximately \$20K per unit), while the remaining half
will be retrofitted with a separate eLoran unit (approximately \$18K per
unit). All solutions will provide an automatic switchover from GPS in
the event of an outage. Table B3-1a shows aircraft retrofit equipage
quantities assumed for this strategy; Table B3-1b shows summary user
costs for this same equipage profile.

**Table B3-1a: Aircraft Retrofit Equipage Quantities, Strategy 4\
**

  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------
                  **2012**   **2013**   **2014**   **2015**   **2016**   **2017**   **2018**   **2019**   **2020**   **2021**   **2022**   **Total**

  Large Air       0          0          0          0          0          0          0          0          0          0          0          **0**
  Transport                                                                                                                                

  Regional Jet    0          111        111        111        111        111        122        386        426        475        471        **2435**

  General         1196       4653       4647       4677       4668       4661       4651       4643       4634       4627       4619       **47676**
  Aviation                                                                                                                                 
  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------

Table B3-1b: User Costs Summary, Strategy 4 (\$M, Present Value)

  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------
                  **2012**   **2013**   **2014**   **2015**   **2016**   **2017**   **2018**   **2019**   **2020**   **2021**   **2022**   **Total**

  All Aircraft    19.4       79.1       76.8       75.1       72.9       70.7       69.1       78.3       77.7       76.4       76.1       **771.6**
  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------

## Strategy 5 - SSR, DME/DME/IRU and SATNAV for AT, SSR and SATNAV for GA {#strategy-5---ssr-dmedmeiru-and-satnav-for-at-ssr-and-satnav-for-ga-1 .Appendix-2}

[Equipage Requirements]{.underline}

This strategy will require all aircraft in the required airspace to have
either enhanced SATNAV capability, or a combination of enhanced SATNAV
and DME/DME/IRU capability, serving as a backup surveillance positioning
source with appropriate interfaces to ADS-B avionics. Legacy Mode A/C/S
transponders will also be required to support surveillance in high
density terminal areas.

No changes to existing DME/DME/IRU capabilities will be required for
this strategy; DME/DME/IRU capabilities as they are defined for AT
aircraft today are assumed. Enhanced SATNAV equipage will require the
implementation of L5 and Galileo receive capability, which could be
achieved in several ways. For AT and Regional Jet aircraft, an enhanced
SATNAV module upgrade would be implemented; older AT aircraft would also
need to implement a Multi-Mode Receiver (MMR) upgrade in order to
support the implementation of the enhanced SATNAV module. For those GA
aircraft that would equip with enhanced SATNAV, a GPS replacement unit
capable of supporting L5 and Galileo would be implemented, along with an
antenna upgrade.

[Ground Rules and Assumptions]{.underline}

This analysis assumes that all large AT aircraft will have DME/DME/IRU
capability implemented within the required time frame, regardless of any
requirements for backup surveillance positioning in the aircraft.
Therefore, retrofit costs for DME/DME/IRU avionics are not assessed in
this analysis for these aircraft. It is assumed that Regional Jet
aircraft (those without an IRU) will not have DME/DME/IRU capability in
this time frame.

Costs for all AT and Regional Jet retrofit equipage with an enhanced
SATNAV module upgrade (approximately \$40K per module) are included in
the analysis. Older AT aircraft that cannot support the installation of
the enhanced SATNAV module alone will incur additional MMR upgrade costs
(approximately \$100K per upgrade), which are also included.

For those GA aircraft that will equip with enhanced SATNAV, this
analysis assumes that half of these will be retrofitted with the
enhanced SATNAV capability (approximately \$18K per aircraft), while the
remaining half will have already equipped with enhanced SATNAV,
regardless of ADS-B backup requirements; equipage costs associated with
this latter category are therefore not assessed in this analysis. Table
B3-2a shows aircraft retrofit equipage quantities assumed for this
strategy; Table B3-2b shows summary user costs for this same equipage
profile.

**Table B3-2a: Aircraft Retrofit Equipage Quantities, Strategy 5**

  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------
                  **2010**   **2011**   **2012**   **2013**   **2014**   **2015**   **2016**   **2017**   **2018**   **2019**   **2020**   **Total**

  Large Air       87         151        150        150        289        283        423        390        396        209        201        **2728**
  Transport                                                                                                                                

  Regional Jet    0          111        111        111        111        111        122        386        426        475        471        **2435**

  General         1196       4653       4647       4677       4668       4661       4651       4643       4634       4627       4619       **47676**
  Aviation                                                                                                                                 
  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------

Table B3-2b: User Costs Summary, Strategy 5 (\$M, Present Value)

  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------
                  **2010**   **2011**   **2012**   **2013**   **2014**   **2015**   **2016**   **2017**   **2018**   **2019**   **2020**   **Total**

  All Aircraft    14.3       57.9       56.2       54.8       66.7       64.2       78.1       81.8       81.1       62.2       59.6       **677.0**
  --------------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- ---------- -----------

## Strategies 6 and 7 - SATNAV Only and SATNAV with Terminal SSR {#strategies-6-and-7---satnav-only-and-satnav-with-terminal-ssr .Appendix-2}

Both Strategy 6 (SATNAV Only) and Strategy 7 (SATNAV with Terminal SSR)
will require all aircraft in the required airspace to have enhanced
SATNAV capability; Strategy 7 differs only in the addition of legacy
Mode A/C/S transponder carriage for those aircraft in high density
terminal airspace. From an equipage perspective, all equipage
requirements and ground rules and assumptions that apply to SATNAV
equipage in Strategy 5 apply to both of these strategies as well.
Therefore, no separate retrofit equipage cost analyses were performed;
the relevant retrofit equipage and cost estimates for Strategies 6 and 7
are identical to those of Strategy 5 above, as shown in Tables B3-2a and
B3-2b.

# Life Cycle Cost Analysis Results {#life-cycle-cost-analysis-results .Appendix-1}

Table B4-1 summarizes the results of the life cycle cost analysis for
each strategy.

Table B4-1: Life Cycle Cost Analysis Results

![](media/image1.png){width="6.502777777777778in" height="6.15in"}

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