National Airspace System

Capital Investment Plan

Fiscal Years 2001 - 2005

Internet Version

Federal Aviation Administration
i

Contents

1 NAS Modernization

Economic Vitality Linked to Aviation

4 Objectives of the FAA 5-Year Plan (FY 2001 - FY 2005)

Ensure Availability of Existing Services while Modernizing the NAS to

Accommodate Aviation Growth

9 The Modernization Challenge

Aviation Industry Growth Exceeding NAS Capacity

11 NAS Sustainment and Enhancements

Ensuring Existing Services Remain Available while Accommodating

Aviation Growth

14 En Route/Oceanic

Congestion at Merge Points Needs to Change Through Modernization

19 Arrival/Departure

Need to Use Existing Runways More Efficiently

22 Navigation/Landing

Navigation Limited by Fixed Ground Locations

25 NAS Management & Aeronautical Information

Efficient Planning by the FAA and NAS Users Requires Improved Data

and a Greater Quantity of Shared Information

27 FAA Workplace

29 Conclusion

Appendix A Goal Matrix

Prepared by the Office of System Architecture and Investment

Analysis, ASD-1, as directed in Public Law 106-69, the FY 2000

appropriations.
1

NAS Modernization

Economic Vitality Linked to Aviation

America's aviation industry is soaring into the 21st century, with projected

increases in business, recreational, and personal travel. U.S. airlines alone

expect that they will carry twice as many passengers by the year 2015 as they do

today.1

In order to manage this increased load on the National Airspace System (NAS),

the air traffic control system and supporting services must be state-of-the-art, led

by a coordinated long-term modernization effort. NAS users — general aviation,

airlines, and the military — must also make a significant investment in avionics

to take advantage of new capabilities.

This report documents a capital investment performance plan linked to Office of

Management and Budget (OMB) future year funding levels over a

5-year window of FAA’s long-range NAS modernization plan.

NAS Architecture

In January 1999 the FAA Administrator approved the NAS Architecture,

representing the aviation community consensus on modernization. The

Architecture’s purpose is to provide a consistent view of changes in the NAS,

planning for the transition to free flight. This document represents a snapshot in

time of a larger architecture database used to maintain configuration control on

modernization and infrastructure sustainment and to trace technical and

programmatic interdependencies.

The NAS Architecture is based on life cycle cost estimates, which include costs

for research, procurements and installation, as well as upgrades, maintenance,

decommissioning, and associated personnel costs. Internet access to the NAS

Architecture is available through http://www.nas-architecture.faa.gov/cats/

The NAS Architecture represented a long-term plan for the evolution of the

NAS, both sustainment and enhancements, to 2015 and beyond. This Capital

Investment Plan (CIP) aligns the architecture to the OMB 5-year budget

planning guidance.

FAA CIP is a 5-Year Plan Within OMB Projections

This CIP reflects the next 5 years of the NAS Architecture. It is aligned with the

fiscal year (FY) 2000 capital appropriations received from the Congress, with

the President’s FY 2001 budget submittal, and OMB funding projections for

FY 2002 through FY 2005.

The CIP also reflects present understanding about what investments can or

should be made given the complexity of some projects and the need to maintain

sufficient managerial control to safeguard taxpayer resources. The CIP

 

1

Air Transport Association speech at the 1997 FAA Forecast Conference

Economic Impact of Civil Aviation on the U.S. Economy – 2000, March 2000, presents impact based on 1998 data
2

represents a balanced portfolio of investments between safety, security, and

efficiency. Safety and security will continue to have the highest priority for

capital investment spending. Efficiency improvements must focus first on

sustaining existing services necessary to provide separation, navigation,

communications, and traffic flow management. New improvements in how

services are provided to the users are provided where affordable. As funding

increases over the 5 years, there is a balanced portfolio of sustained and

improved NAS services tied to delivery of capabilities and benefits.

Capital Investment Appropriations Have Decreased

As Air Travel Has Increased

Capital Investment Plan Highlights

Previous versions of the FAA’s CIP have contained summaries of needs beyond

the capital funding level as budgeted. This alignment of the current CIP to the

future year budget projections ties the modernization to the estimated and future

year budgets.

The planned initial operational capability and full operational capability of

capital investments are presented. These dates are based on the expected

funding profiles for programs and indicate when investments begin providing

benefits. The NAS Architecture continues to cover modernization through

2015. Some of the projected impacts of the funding guidance are included in

this report.

This CIP focuses on services provided within the NAS, such as separation

assurance, traffic synchronization, navigation, and strategic traffic flow

management — and capabilities necessary to improve services. Capabilities are

made up of specific programs tied to specific budget line items. Services and

capabilities have been grouped by flight phase.

Significant Progress Has Been Made

Towards NAS Modernization

Q No Y2K impact

Q All 20 en route centers and 3

oceanic centers have new central

processors (HOCSR)

Q All 20 en route centers have fully

operational new controller displays

Q Operational testing of the new

terminal automation system

(STARS) is under way at two

terminal facilities

Q New weather automation system is

currently undergoing testing at

initial operational site

Q 442 of 569 automated weather

sensor systems are operational

Q New ASR-11 terminal radars are

undergoing testing at initial

operational sites

Q The 44th ARSR-4 is commissioned

Q ASDE-3 commissioned at 34 sites

Q AMASS is installed at 23 total sites

Q Last ASR-4 removed

Q Last ASR-9 commissioned (134

total)

Q 7 additional Mode-S systems

commissioned (143 total/124

commissioned)

2.4

2.3

2.2

2.1

2.0

1.9

1.8

F&E Funding ($ Billions)

Enplanements (Millions)

400

500

600

700

800

FY93 FY94 FY95 FY96 FY97 FY98 FY99 FY00

Appropriations

Enplanements

2.350

2.210

2.088

1.921

1.938

1.876

1.900

2.075

490

520

540

570

600

640

680

720
3

 The National Airspace System (NAS) is comprised of the people,

procedures, equipment, and airports that combined provide the NAS air

traffic services

The NAS service providers

include:

· FAA

· DoD

· Private services providing

· Weather

· Communications

· Flight planning support
4

Objectives of the FAA 5-Year Plan

(FY 2001 - FY 2005)

Ensure Availability of Existing Services while

Modernizing the NAS to Accommodate Aviation

Growth

With the FY 2001 budget, the FAA will use capital resources to continue

technological change, protect our investment in the infrastructure, and provide

the levels of safety, security, and efficiency needed to operate the National

Airspace System. Within this plan funding is provided for systems that support

safety inspections and airport security detection equipment to enhance the safety

and security to the flying public. Explosive detection equipment investment

levels are set through FY 2005 so as to meet passenger and baggage screening

equipment needs. Protection of the public must be a partnership with the FAA,

airlines, and airports with possible sharing of capital costs to deploy these

systems. In addition, information security is essential, the agency must protect

sensitive information and prevent intrusion. This work is being accomplished

within a broader information technology strategy.

Beyond 2001, our investments must expand to improve delivery of those

services that support efficiency gains required for economic growth in the

aviation sector. Aviation users and service providers agree that the need to

modernize is urgent. The number of passengers has kept pace with the growth in

the economy and is projected to increase by 25 percent between now and 2005;

air carrier operations are forecast to increase 15 percent in the same time period.

The FAA's long-range modernization plan must be implemented, backed by

adequate and stable funding. To this end, the Administration’s budget and

out-year funding guidance provide for improvements necessary to support

growing demand.

This capital investment profile for FY 2001-2005 takes the FAA from achieving

marginal, site-specific, incremental gains in capacity and delay reduction, to

necessary national changes that go to the heart of capacity and efficiency

improvements. When combined with procedural and airspace changes, the

capabilities and tools in this 5-year plan represent the funding profiles allowing

the FAA to improve services commensurate with the projected growth in

aviation. This plan represents an unprecedented partnership with the aviation

users. Many of these users would prefer greater capitalization to produce

benefits earlier, but this CIP balances the investments across three key

categories:

· modernizing of the existing critical infrastructure to sustain services,

· providing new safety and security capabilities, and

· introducing new capabilities to improve efficiency.

The NAS Architecture’s capital

resource priorities are:

Q Sustain current NAS services and

the facilities necessary to deliver

these services while ensuring

safety

Q Support safety initiatives that

improve current safety services

and reduce accident and incident

rates as traffic grows

Q Deploy security measures to

reduce risk to the travelling public

and our workforce

Q Add new capabilities to improve

efficiency, capacity, access,

predictability, and flexibility in

delivery of services
5

These investments must be achieved within two guidelines: safety will not be

compromised and will be improved, and the FAA must keep annual costs to the

FAA and the users at a reasonable level through improved business practices.

Linking CIP Performance to Agency Goals

Appendix A, Goal Matrix, contains the DOT, FAA and program goals for

capital programs. Not all agency goals are dependent upon a capital investment.

Those goals supported by capital investments are provided. Safety, security, and

efficiency goals are defined separately. Programs are grouped by their major

emphasis. Many programs address multiple goals. For example, weather

programs contribute both to safety and efficiency, but are presented within one

or the other matrix. Program goals are expressed in terms of program

accomplishments in 2000, 2001, and key events occurring between 2002 and

2005.

Program accomplishments for 2000 represent the activities to be completed for

the funding provided by the Congress in this fiscal year. Program

accomplishments for 2001 are dependent upon funding at the level of the

Administration’s capital budget request. Key events between 2002 and 2005

assume the 2001 funding level and the out-year profiles defined for these

programs through 2005.

FAA intends to measure its performance in capital modernization against its

program goals set forth in Appendix A. Any changes in funding profiles in the

future will be assessed against these performance goals.

Throughout the balance of the CIP, program accomplishments are highlighted

and tied to specific areas of modernization grouped by sustainment needs and

flight domains.

Modernization By 2005

The FY 2001 budget and the balance of the CIP allow the FAA to continue

working toward modernization focused on user benefits to be in place in 2005,

while addressing the critical infrastructure needs for continuing delivery of

service. Where practical, implementations have been phased to provide partial

benefits prior to 2005. An example is Free Flight Phase 1 and Free Flight

Phase 2. Free Flight Phase 1 provides early benefits to selected locations agreed

to in partnership with the users, while Free Flight Phase 2 deploys the same

capabilities at additional locations. Some long-range programs in the

architecture will begin deployment, but will not be completed by 2005.
6

Significant Modernization Programs Completed and Services

Being Delivered Before the End of 2005

Weather Systems

Integrated Terminal Weather Service (ITWS)

Next Generation Weather Radar (NEXRAD)

Weather and Radar Processor (WARP)

Terminal Doppler Weather Radar (TDWR)

Weather Systems Processor (WSP)

Automated Surface Observing System (ASOS)

Low-level Windshear Alerting System (LLWAS)

Communications

Tower Data Link System Upgrades (TDLS)

Graphical Weather Service/Flight Information Service (GWS/FIS)

Controller/Pilot Data Link Build 1/1A

Multi-sector Oceanic Data Link Services

Future Telecommunications Infrastructure (FTI)

Enhanced Terminal Voice Switches (ETVS)

Flight Service Station Voice Switches

Navigation

TACAN Antenna Upgrades

Distance Measuring Equipment (DME)

Non Directional Beacons (NDB)

GPS Local Area Augmentation (LAAS) Category I

GPS Wide Area Augmentation (WAAS) en route and

VNAV/LNAV landing

Surveillance

Airport Surface Detection Equipment (ASDE-3)

Airport Movement Area Safety System (AMASS)

Airport Surface Detection Equipment (ASDE-x)

Precision Runway Monitor (PRM)

Air Traffic Control Beacon Interrogator (ATCBI-6)

Air-to-air Automatic Dependent Surveillance – Broadcast (ADS-B)

Air-to-ground ADS-B at Selected locations

Mode Select Surveillance Upgrades

Automation

Host Hardware Replacement (HOCSR)

En Route Display Replacement (DSR)

En Route Communications Gateway (ECG)

Terminal Early Display Configurations (EDC)

Free Flight Phase 1

Enhanced Traffic Management System (ETMS)

Advanced Technologies and Oceanic Procedures (ATOP)

Critical Systems Information Security Measures

Facilities

Power Systems Upgrades

Large TRACON Consolidations

Physical Security Measures
7

Some key modernization programs continue beyond 2005, but have deliveries

and become operational at certain sites before 2005.

Significant Modernization Programs and Services Continuing

Delivery Beyond 2005

Communications

Next Generation Air-Ground Communications – Digital Voice

Communications (NEXCOM)

Controller/Pilot Data Link Communications Build 2 and 3

Navigation

GPS Wide Area Augmentation (WAAS) – Full Capabilities

GPS Local Area Augmentation (LAAS) Category I/II/III

Surveillance

Terminal Surveillance Radar (ASR-11)

Air-to-ground ADS-B

Automation

Standard Terminal Automation Replacement System (STARS)

En Route Automation Modernization (eRAM)

 In addition to these modernization programs, there continues to be investment

in sustainment and replacement of facilities, facility and equipment leases,

communications upgrades, environmental and occupational health upgrades, and

related support activities for safety, security, and efficiency improvements.

For FY 2001 through 2005, the FAA is proposing to spend a total of $13.115

billion on NAS sustainment and modernization. This does not include

adjustments as a result of the Aviation Investment Reform Act for the 21st

Century (AIR-21). These adjustments will be reflected in the FY 2002 through

2006 CIP. The allocation of this expenditure is depicted in the charts below.

The categories can be summarized as follows.

· ATC Services and Facilities Sustainment: At almost 50 percent, this

category represents the capital resources necessary to sustain services.

· Personnel: This includes FAA personnel and support contractors directly

involved in the engineering, acquisition, and installation of systems and

services.

· New ATC Services: Free Flight Phase 1, data link, and Safe Flight 21 are

examples of the programs included in this category.

· Federal Programs: This category includes such programs as hazardous

material cleanup, facility security risk management, airport explosive

detection systems, and programs to enhance physical and information

security.

· FAA Workplace: Automation support for safety inspectors, support of

training and test facilities, NAS performance monitoring, and process

improvements are included.
8

In FY 2001 through 2005, the FAA will spend a total of

$13.115 billion on NAS sustainment and modernization

2001-2005

$13.115B

Personnel

18%

$2.516B

New ATC

Services

18%

$2.229B

Federal Programs

7%

$.975B

FAA Business

Processes

9%

$1.169B

ATC Services

and Facilities

Sustainment

48%

$6.226B

TY

$

M

0

500

1000

1500

2000

2500

3000

3500

2001 2002 2003 2004 2005
9

The Modernization Challenge

Aviation Industry Growth Exceeding NAS Capacity

There is an increasing demand for NAS services. More people want to fly and

the number of flight operations is increasing. With this growth, the flying public

and the flight provider share common expectations. The expectation is that a

flight can be planned that meets arrival and departure time objectives, provides

for a reasonable time en route, and is always safe and secure. Once begun, the

expectation is that the flight will be safe and that each segment of the itinerary

will be stable and not experience major delay. This is true for all classes of

users including the general aviation pilots, who expect continued and expanded

access to airspace and to services that are predictable, available, and affordable.

The airline expects that airport delays will not disrupt the subsequent flight of

that aircraft. It is this predictable dispatch reliability that sustains hubbing and

allows passengers to meet their connections without excessive delay or missed

connections. The Department of Defense expects to have access to the airspace

for training and national defense, as well as be able to deploy in support of

national foreign policy.

The FAA’s role in meeting these expectations is:

· to efficiently and effectively keep individual aircraft safely separated,

· to provide for sustained flow of flights between the origination and

destination airports, and

· assure that the flow does not become too complex or the instantaneous

volume too large for the system to be managed safely.

Air traffic control and management is supported by communications, navigation,

surveillance, automation, procedures, airspace design, and flight inspection

which provides the structure of sectors, routes, and instrument procedures. The

complexity is managed through traffic restrictions and sector limits. The

separation assurance so necessary for safety is implemented with procedures and

separation standards and is protected by conflict alerts. In all cases the methods

are based on the most common traffic case while seeking to avoid worse case

delay outcomes.

The tools used to manage traffic flow today are generally static and based on an

examination of historical traffic. Improvements to date have focussed on

exploiting the marginal capacity left in the system to provide increased

throughput and improved flight efficiency. These efforts have been effective, at

current traffic levels, in managing flow and complexity and adding some flightby-flight gains. But the forecasted growth in demand for aviation services can

not be met by localized improvements to the system.

Delays are not just a problem for the major airports. The NAS has seen an

increase in the use of regional jets, whose operations are expected to grow from

3.5 percent to 14 percent of air carrier operations by 2003, Regional jets are

increasing service to smaller airports, extending the reach of carriers into hubs,

The NAS is critical to the

Nation's economy

Q 4.7 percent of Gross Domestic

Product

Q $976 billion in economic

activity

Q 10.9 million jobs

Q market for new aircraft in next

20 years - $1 trillion

NAS Air Traffic Services include:

Q Separation Assurance – ensures

aircraft maintain a safe distance from

other aircraft, terrain, obstacles, and

certain airspace not designated for

civil air travel

Q Navigation – provides navigational

guidance to enable NAS users with

suitable avionics to operate their

aircraft safely and efficiently under

different weather conditions

Q Traffic Synchronization – supports

expeditious flight sequencing for the

large number of aircraft using the

NAS during any given period

Q Traffic Management – Strategic

Flow –provides for orderly flow of

air traffic from a system perspective

Q Flight Planning – provides both flight

plan support and data processing

Q Advisory – provides weather, traffic,

and NAS status information to pilots

Q Emergency and Alerting – monitors

for distress or urgent situations

(in-flight and on the ground) and

provides appropriate response

Q Airspace Management – provides

design, allocation, and stewardship

of the national airspace resource

Q Infrastructure/Information

Management – management and

operation of the infrastructure and

optimal use of NAS resources.

includes systems such as

surveillance, communication,

navigation aids, automation, and the

radio spectrum which supports these

aeronautical services.
10

and providing increased alternatives. The increase in operations is reflected in

increased demand in the altitudes at which jets fly - increasing the pressure on

airspace above Flight Level 280 (28,000 feet). Delays caused by increasing

demand for use of high-altitude airspace are putting pressure on the air traffic

control system.

With Increase Usage of Regional Jets, Traffic

Growth Also Affects Medium and Small Airports2

 

2

 Growth in the Regional Jet Traffic in the U.S. Air Traffic Management System, Dr. W. W. Trigeiro, February 1999, MITRE Corporation, Center

for Advanced Aviation System Development

1998 est

Jumbo Jets

Widebodies

Narrowbodies

Regional Jets

Props: Large

Props: Mid-size

Props: Very Small

Props: Small

Number of Operations

1998 est. 2003
11

NAS Sustainment and Enhancements

Ensuring Existing Services Remain Available while

Accommodating Aviation Growth

There are two aspects of NAS Modernization. The first includes critical

infrastructure to ensure continuity of air traffic control services. Critical

infrastructure includes existing and replacement:

· Communications, navigation/landing, and surveillance systems,

· Weather detection and reporting systems,

· Air traffic control computers and displays for oceanic, en route, terminal,

and tower controllers,

· Facilities, power generation, and back-up systems, and

· Flight inspection aircraft.

The second aspect includes providing new systems with enhanced capabilities to

benefit the aviation community including:

· Increased accuracy and availability of position information to the pilot,

· Improved resolution of congestion throughout the NAS,

· Tools to help controllers manage traffic growth,

· Improved collaboration between the FAA and the users based on a common

and shared situational awareness, and

· Improved weather information for general aviation pilots, the airlines, and

controllers.

For several years, the FAA has taken an aggressive approach to NAS

modernization. Based on OMB budget guidance and aviation community input,

FAA has allocated a considerable portion of FAA’s capital investment to the

addition of new capabilities, services, and technologies. Examples include Wide

Area Augmentation System (WAAS), Free Flight Phase One (FFP1), and

Aeronautical Data Link.

Risk of service failure and associated delays increases as systems age. While

high redundancy in the NAS and the elimination of most single points of failure

through backup systems have helped keep system reliability high, the risk of a

major outage is always present. The aviation system is highly interdependent

and any major outage will have a ripple effect across the country. Recent

system failures have significantly affected entire regions of the United States. A

major outage causes increased delays, increased separation between aircraft, or

diversion to neighboring airports - all focused on ensuring that safety is always

maintained.

Highlighted in the following sections are examples of key sustainment and

enhancement activities underway. These sections have been organized around

the major services provided by the FAA. To reduce repetition, major air traffic

control services are grouped together and the facilities, automation,

How are NAS enhancements

determined?

The FAA and the aviation community

have jointly developed a concept of

operations on how the NAS should

operate in the future. All the actions

required to satisfy the operational

concept have been defined. These

actions include technology, facilities,

procedures, rule changes, and

people. The NAS Architecture

documents all these actions and

ensures they are considered in the

FAA budget. The Congress

authorizes and appropriates funds

for NAS enhancement to support

growth in air transportation.
12

communications, navigation, and surveillance programs providing the services

are discussed as a unit.

The following paragraphs describe the FAA 5-year plan. Programs critical to

operation of the NAS and those of significant interest in the aviation community

are addressed. A full listing of programs may be found in the 5-year budget

spreadsheet. The four sections discussing air traffic control services are as

follows.

En Route/Oceanic: This section covers those capabilities needed while an

aircraft traverses the airspace (cruise) between originating and destination

airports. This section includes both the en route and oceanic domains.

Arrival/Departure: This section covers those capabilities needed while an

aircraft is on the airport surface, while taking off, and while landing.

Navigation/Landing: This section covers navigation aids that provide point-topoint guidance information and position data to aircraft in flight.

NAS Information and Aeronautical Information: This section addresses

programs that facilitate the sharing of information between the FAA and the

aviation community.

An additional section, FAA Workplace, addresses activities intended to improve

the way the FAA operates. These activities are focused on ways to sustain our

working environment.
13

NAS Infrastructure Overview

The basic facilities, equipment, interconnecting networks, and operational software programs needed to operate the

NAS are called the “infrastructure”. These interconnected, interoperating, and interdependent sets of systems are

located in approximately 1,800 facilities — airport towers, flight service stations, terminal facilities, en route

centers, the Air Traffic Control System Command Center outside Washington DC, and in approximately 13,500

unstaffed facilities. The NAS interfaces with commercial, general aviation, and military aircraft, and airline

operation centers, as well as external data sources, such as the National Weather Service, the U.S. Customs Service,

the Department of Defense, and foreign civil aviation authorities. The NAS infrastructure includes several thousand

pieces of maintainable equipment including radars, communications switches, ground-based navigation aids,

computer displays, and radios used in NAS operations. NAS components represent billions of dollars in investment

by the Government. Additionally, the aviation industry has made significant investments in ground facilities and

avionics systems designed to use the NAS.

When a controller views an aircraft position on a display, the representation is the result of the interaction of more

than 50 processing systems. Each of these systems provides information that is time-synchronized and

geographically consistent with all processed information across the airspace system. To ensure flight safety, each of

the systems must operate on a 24-hour, round-the-clock basis. To maintain system reliability, operations

automatically switch to back-up components when there is a failure in a primary system. Data processed includes

aircraft position, flight planning, surveillance, communications, and weather.

The FAA must maintain the NAS infrastructure to the standards, technology, and power requirements of commercial

equipment and facilities found in other highly redundant systems like telecommunications, power production and

distribution, banking, and health care. The challenge is that the safety expectations to which the general public

holds aviation are significant higher than those for any other critical infrastructure services provided to our citizens.
14

En Route/Oceanic

Congestion at Merge Points Needs to Change

Through Modernization

En Route and Oceanic services focus on control of aircraft after

take-off and before landing. En route centers provide air traffic control services

for domestic air traffic. The United States has been delegated responsibility for

80 percent of the world's controlled oceanic airspace by the International Civil

Aviation Organization (ICAO). We provide this oceanic control at three oceanic

centers (New York, Oakland, and Anchorage).

In the domestic airspace, the air traffic controller relies on radar for position

information. Aircraft fly either direct routes or follow a fixed route structure,

often preventing pilots from flying the most efficient route by taking advantage

of favorable winds. Within this fixed route structure, merge points are created

where major traffic flows cross or converge. Controllers use these merge points

as references to maintain separation and manage the arrival flows to major

airports. The merge points are also the airspace areas where increased volumes

of traffic cause congestion.

Air traffic control over the ocean is substantially different from that provided

over land, since there are few reliable surveillance systems that can provide

exact aircraft position, and pilots are not in direct radio contact with controllers.

Radio position reports from on-board aircraft navigational systems are

transferred from the pilot to the controller through a private service provider.

Due to the uncertainty in position report reliability, overseas flights are assigned

to “tracks”, which have greater separation margins to ensure safety. These

wider separations cause some flights to be assigned less than optimum altitude,

and there is insufficient opportunity to adjust altitudes to conserve fuel.

Additional tracks and access to optimum altitudes would reduce fuel

consumption and costs substantially.

The implementation of improved aircraft navigational performance, automatic

dependent surveillance in oceanic airspace, data link communications, and better

automation tools are designed to overcome these current limitations in the

Oceanic domain.

Old Technology Will Not Support Future Traffic Demands

The evolution towards increased efficiency and flexibility under instrument

flight rules requires significant improvements in en route and oceanic

automation systems and controller decision support tools. Major steps have

been completed towards the replacement of aging automation hardware

infrastructure. But before new applications and improved services can be

provided, the remaining hardware must be replaced and significant software

changes are required. En route automation will accomplish this with a phased

approach. Oceanic automation will use a more integrated systems approach.

The size and scope of the specific automation systems dictate the different

approaches.

En Route and Oceanic Automation

programs provide the hardware,

software, and interconnecting

networks required to process and

display the data used by en route and

oceanic controllers to ensure safe

separation of aircraft during the cruise

phase of flight.
15

En route automation is in a sustainment mode

The en route NAS operational software provides the critical flight data

processing (FDP) for filing and updating of flight plans for the total NAS.

Flight service stations, terminal, and tower automation systems all access flight

plan information through the en route centers, where all flight plans are

processed. These processors also provide the radar processing (RDP) that feeds

the controller displays serving the en route domain. The Direct Access Radar

Channel (DARC) system provides back up for the en route controllers, but there

is no back up for FDP, other than the redundancy built into the en route

automation.

During the past several years significant progress has been made in modernizing

the en route automation hardware systems. The Host/Oceanic Computer System

Replacement (HOCSR) program re-hosted existing en route automation

software on to new Y2K-compliant processors. This hardware replacement was

completed in a record 18 months. New controller displays (Display System

Replacement or DSR) are fully operational at all 20 en route centers, and were

placed into operation ahead of schedule at 16 of the centers.

Even with all this progress, numerous studies have shown that current en route

ATC capabilities are failing to keep pace with the growth in en route traffic and

the resulting congestion. Much of the en route automation hardware has been

recently replaced, but there are key components of the primary and back-up

systems that still require immediate replacement and are supported in this CIP.

While the FAA has made significant progress in replacing en route displays,

computers, and other hardware, the en route software is 1970s vintage. The

replacement of the en route software with maintainable, highly reliable

computer code requires significant requirement definition and funding. Recent

software failures point to the need to work both a sustainment and replacement

strategy. A comprehensive strategy for en route automation modernization

(eRAM) is currently under development and will be completed this calendar

year. To complete replacement of the en route software successfully, significant

planning and a long lead-time will be required. The program will be developed

with a target completion date of 2008. That is the time frame where

supportability concerns for both the software and hardware merge and new

software can be ported onto new hardware at its next replacement cycle.

Because of the complexity of this task, the current funding profile listed in this

plan is for planning purposes only and is contained within the en route

automation budget line item (2A01). Program estimates will be refined

following more detailed analysis.

Pressing issues exist in oceanic airspace

The pressing oceanic issues raised by the users are somewhat different in the

Atlantic and Pacific oceanic airspace, but the need for modernization is clear in

both domains.

In the Atlantic, capacity is the immediate focus. Air traffic routes are primarily

in non-U.S. airspace. Much of the merging of traffic into the Atlantic route

Evolution of En Route automation (HOST)

operating systems:

Q Installed 1971, IBM real-time

operating system firmware specially

modified for FAA

Q Rehosted in 1987

Q Rehosted again in 1999

Q Original 1971 software remains core

of en route NAS

The United States currently manages

and controls 21 million square miles of

the world’s controlled oceanic

airspace.

1

U.S. Oceanic Airspace

En Route Subsystems:

3,670K Developed Operational Lines of Code

 HOST URET DSR HID TMA CPDLC DARC WARP

 CCLD pFAST

800

600

400

200

0

800

500

670

50

830

300

120

400

1. ICAO Oceanic Chart Data
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structure is done in U.S. airspace, and we are approaching the point where

existing capacity will be fully utilized.

In the Pacific, because of the more modern fleet equipage and often very long

flights (14 to 20 hours), there are significant user benefits to be gained by

modernizing the oceanic air traffic control system. Modernization will allow the

fleet to take full advantage of modern avionics. Reducing aircraft separation

standards and providing optimum cruise altitudes will allow aircraft to take

increased advantage of winds aloft, resulting in increased fuel efficiencies,

savings in fuel costs, and increased capacity. Modernization of today’s obsolete

system is necessary to provide these benefits. In fact, without modernization,

with the current traffic growth projections, the increased traffic density could

force increased separation standards, which will cause a reduction in current

capabilities and less efficient oceanic operations for air carrier operations.

The proposed oceanic funding expects to implement the first system in 2002,

with the last system implemented in 2006. Evaluations are currently underway

to define the acquisition strategy and funding may need to be adjusted for

FY 2002 and beyond.

Need to Move More Aircraft Through Selected Airspace

Increasing efficiency during cruise is accomplished by:

· reducing bottlenecks at merge points, i.e., improving transition between en

route and terminal airspace,

· improving ability to safely accommodate aircraft-requested flight plan

changes, and

· improving availability of weather information.

The en route software architecture, implemented in 1971, was based on fixed

routes and very structured flight planning processes. The future NAS concept of

operations requires aircraft to be allowed to fly direct routes to their destination

and to easily plan routes that take advantage of favorable winds or avoid

hazardous weather. This requires fundamental changes in the way controllers

deal with increased traffic loads, and new controller tools are essential to meet

these traffic demands safely. These tools are included in a program called Free

Flight Phase 1.

Controller productivity, in terms of the amount of traffic that individual

controllers can safely handle, must increase and improved decision support

capabilities are essential to improving productivity. En route tools, such as

conflict probe and traffic management advisor, are being added external to en

route software to expedite user benefits.

These tools are short-term solutions designed to address specific problems and

provide user benefits. The long-term solution requires fundamental changes in

the underlying en route software architecture to provide the necessary

foundation for increased system-wide capacity, allowing controllers to work

more aircraft in the airspace.

Free Flight is defined as a safe and

efficient operating capability under

instrument flight rules in which the

operators have the freedom to select their

path and speed in real time. Air traffic

restrictions are only imposed to ensure

separation, to preclude exceeding airport

capacity, to prevent unauthorized flight

through special use airspace, and to

ensure safety of flight. Restrictions are

limited in extent and duration to correct the

identified problem. Any activity which

removes restrictions represents a move

towards free flight."

From the RTCA Government/Industry

Free Flight Action Plan, August 1996

Free Flight Phase 1 (FFP1) provides for

the limited deployment of five initial core

capabilities (URET, TMA, pFAST, CDM,

SMA) to manage risk while incrementally

providing early benefits to users. FFP1 is

chartered to implement capabilities that

provide early, measurable benefits to the

aviation community and provide a vital

start to the agency’s evolution to free flight

by 2002. For more information, visit the

website at http://ffp1.faa.gov

User Request Evaluation Tool (URET)

provides an automated conflict probe tool

that will enable en route controllers to

manage user requests for route and

altitude changes by alerting controllers of

potential traffic conflicts up to 20 minutes

ahead. It also checks for conflicts

between routes and special use airspace

boundaries.
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This CIP deploys URET’s core capabilities at the initial seven en route centers

to continue as planned, with the final system installed in 2002.

This CIP provides TMA's basic functions at the initial seven en route

center/airport pairs to continue as planned, with the final system installed in

2002.

Free Flight Phase 1 has significant but limited objectives. Resources will have

to be managed to sustain existing capabilities while expanding to additional sites

agreed to by the FAA and the user community (Free Flight Phase 2).

This CIP recommends $50 million in FY 2001for Free Flight Phase 2 to

continue high-value work in traffic management and collaborative decision

making and to start work needed to expand locations where the tools would be

used. FY 2002-2005 funding continues tool deployment. Deployment of

conflict probe to an additional nine en route centers will be completed by FY

2005. Deployment of TMA single-center to an additional four en route centers

is planned to begin in FY2005.

En Route Weather Improvements

This CIP provides for continuing the development of WARP Stages 1 and 2.

WARP is currently undergoing testing at its first operational site. Stage 3

FY 2000 activities will be delayed due to the need to use Stage 3 funds to offset

Stage 1 and 2 telecommunication costs, completing Stage 3 in FY 2003.

Stage 3 is necessary to provide national deployment of icing and turbulence

forecasts, more cost-effective distribution of weather products from the NWS,

improved weather products to the FFP1 tools, and to implement interface

upgrades to remain compatible with NEXRAD weather radar upgrades

Improving Quality and Reliability through Integrated Digital

Communication

Air traffic management depends on timely and accurate transmission of

information during flight planning, in flight, and for airport operations. With the

projected growth in air traffic, today's communications systems must be

modernized to handle the additional demand and the need for faster and clear

transmission. Controller-pilot communication is currently limited by channel

availability. The FAA is currently experiencing frequency shortages for new

services in the Very-High Frequency spectrum at several locations within the

NAS. The locations with shortages will increase over the next several years.

This puts a premium on converting to digital communications to recover needed

spectrum.

The next generation air-ground communications (NEXCOM) program began in

1998. The FAA is working through ICAO. On April 7 international standards

were forwarded to the Air Navigation Commission for approval. A draft system

specification has been developed. A test bed for evaluating prototypes, to define

system interfaces, and conduct operational capability testing is under

development. This CIP supports the NEXCOM multi-mode digital radio

contract award in 2002. The radio will be capable of operating in the digital or

analog modes. Initially, the radio will be deployed for use in the analog mode.

A NEXCOM system development contract will be awarded in 2003 to develop

Weather And Radar Processor (WARP)

system provides a mosaic of next

generation weather radar (NEXRAD)

images to the new en route color radar

displays so that controllers can see a

sophisticated weather depiction along with

aircraft targets. Currently, the weather

information provided to en route

controllers comes from long-range

surveillance radar systems, which are not

well suited for this weather detection.

How old are the NAS communication

systems?

Q 50,000 VHF/UHF radios, 20 years

Q 701 remote center air/ground

systems, 23 years

Q 1,285 remote transmitter/receivers,

18 years

Traffic Management Advisor (TMA)

provides controllers with the capability to

develop arrival sequence plans for

selected airports, including assignments to

the runway that best use available airport

capacity. TMA computes the aircraft’s

estimated arrival time at key arrival points

to ensure aircraft meet flow constraints

established by terminal management

coordinators.
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the components and provide the integration needed to operate the system in full

digital mode in accordance with ICAO standards. The NEXCOM radios will

operate in analog mode until 2008 when selected airspace will be converted to

digital operations based on aircraft equipage. This transition will occur first in

the high altitude airspace freeing up necessary spectrum to meet analog airground service requirements. The existing analog air-ground communications

system will be maintained and augmented as necessary while NEXCOM radio

implementation proceeds.

The Back-up Emergency Communication (BUEC) network provides the

back up for the primary radio communications between the en route controllers

and the aircraft. Four of the 20 required centers have been completed. This CIP

enables the remaining centers to be completed by 2005.

Increase the Accuracy and Availability of Position Information

The current en route air traffic control beacon interrogator (ATCBI) radars will

be replaced with new digital radar, the ATCBI-6. A study on ATCBI-4/5

obsolescence determined that approximately 70 percent of boards in those

systems already contained obsolete parts. The funding profile completes

commissioning of ATCBI-6 radars by 2005.

How old are the NAS beacon systems?

243 ATCBIs with an average age of 23

years

Air Traffic Control Beacon Interrogator

(ATCBI-6) is the new secondary

surveillance radar that can selectively

interrogate individual aircraft, and provide

more precise tracking information to the

Host en route automation system. The

improved tracking data will be used by the

new automation tools (User Request

Evaluation Tool and Conflict Probe)

designed to support Free Flight. The

continued use of secondary surveillance

radar will enable the NAS to maintain full

service in en route domestic airspace

during the introduction of automatic

dependent surveillance.
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Arrival/Departure

Need to Use Existing Runways More Efficiently

Arriving and departing aircraft are sequenced in and out of the airport by air

traffic controllers at the terminal radar approach control (TRACON) facilities.

Maintaining a steady flow of aircraft, particularly during peak periods, can be

improved by providing controllers with tools for sequencing and spacing aircraft

more precisely. The objective is to reduce variability in arrival timing and

optimize use of airspace to squeeze out remaining limited capacity from

available runways.

Tower controllers manage and control the airspace within approximately 5 miles

of an airport, including taxiways and runways on the ground. Tower controllers

control ground operations on airport taxiways and runways and take-off and

landing traffic. Towers are provided with flight planning information by the en

route computer suite. Weather information is available from the weather

processing and distribution communication network.

Terminal facilities provide air traffic control services for an airspace around an

airport, usually below 10,000 feet above the ground. The terminal controller

establishes and maintains the sequence and separation of aircraft taking off and

landing, or operating within the terminal airspace. Terminals are connected with

local towers and overlaying air route traffic control centers. Automation

provides surveillance and position data on aircraft under terminal control to

specialized displays within the tower. Selected terminal facilities are connected

to traffic flow management systems at the Air Traffic System Command Center.

Weather information is available from the weather processing and distribution

communication network.

Old Technology Will Not Support Future Traffic Demands

The FAA and the Department of Defense will replace all terminal automation

systems in the NAS with the STARS. This is an all-digital system based on

open-system architecture, with modern color displays and distributed processing

networks. STARS will replace systems at 173 FAA and 199 Department of

Defense radar approach control facilities and associated towers, over

approximately 9 years. The sequence of deployment for STARS systems

(by location) will be defined in August 2000. This schedule will then drive

digital radar deployment schedules and facility upgrades. The current

automation equipment and the military programmable indicator data processor

will be decommissioned. STARS pre-planned product improvements will

incrementally provide new functionality and enhancements.

Need to Accommodate Increased Demand for Flights and Better

Ways to Use Existing Runways

Deployment and integration of the pFAST provides controllers with runway

assignments and sequence numbers. This information allows controllers to

assign runways according to user preference and local airport constraints.

Automated Radar Terminal System

(ARTS) currently provides automation

support for the terminal controller

· 131 ARTS IIA/E initially deployed in the

early 1980s

· 59 ARTS IIIA/E initially deployed

beginning in 1970

· 5 micro EARTS initially deployed in the

late 1970s

Standard Terminal Automation

Replacement System (STARS) provides

new color displays, new computer

workstations, and new commerciallybased software, customized to incorporate

human factors concerns, allowing the FAA

to move to a uniform system at all terminal

facilities

STARS, in its early display configuration,

has been delivered to El Paso, Texas and

Syracuse, New York for initial key site

testing.

passive Final Approach Spacing Tool

(pFAST) is an automated tool that assists

terminal controllers in sequencing aircraft

that are approaching the airport from

different directions and balancing aircraft

flows to multiple runways. pFAST

presents a recommended order for aircraft

on arrival. In later developments, FAST

becomes more "active" by using real-time

aircraft performance data to generate

speed and handling advisories to refine

the recommended spacing and sequence.
20

With this tool, controllers are able to reduce the number and duration of in-flight

delays caused by congestion at busy airports.

pFAST and Traffic Management Advisor tools, used in conjunction with

airspace redesign and new procedures, increase the effective capacity of existing

runways at airports that have multiple runways.

This CIP provides for the deployment of pFAST’s core capabilities at the initial

five airports to continue as planned in FFP1, with the final FFP1 system

installed in FY 2002. To avoid a gap in support, additional funds will be

allocated to provide maintenance support at these initial sites. Funding for

additional deployments will begin in FY 2005.

Continue to Improve Airborne and Ground Safety and Efficiency -

Provide Common Situational Awareness

By sharing more detailed terminal weather between controllers, airlines, and

pilots better utilization of existing runways is possible.

Current terminal Doppler radar systems at the larger airports and the weather

sensor capability at other airports provides weather information to air traffic

controllers. The improved information from the terminal Doppler radar is only

available on a separate weather display, not directly on the controller’s display.

The forecast from ITWS will improve safety by providing advance notice on

severe weather, as well as improving efficiency in terminal operations.

The ITWS prototypes continue to be used in an operational setting. Operational

test and evaluation for ITWS national deployment will be conducted during

FY 2001. An increase of approximately $4-6 million in infrastructure costs is

provided to prolong the support of the ITWS prototypes until full

implementation in FY 2002. Product improvements begin in FY 2003.

Continue to Improve Safety on the Ground - Reduce Runway

Incursions

One of the FAA's key safety initiatives is the reduction of runway incursions.

This is any occurrence at an airport involving an aircraft, vehicle, person, or

object on the ground that creates a collision hazard or results in loss of

separation with an aircraft taking off, intending to take off, landing, or intending

to land. The FAA is working with the aviation community to identify various

educational programs and technological advances through which incursions can

be reduced.

AMASS combines information from airport terminal and surface surveillance

systems to predict conflicts between arriving and departing aircraft and

vehicles/aircraft on the airport surface. Audible and visual alerts of runway

incursions are provided to assist controllers in taking actions to prevent an

accident. Initially, AMASS will be deployed at approximately 34 high-activity

airports. Due to production delays, modifications required resulting from

development and operational testing, human factors modifications, and actions

required to provide for system life cycle support, the commissioning of the first

system is now scheduled for June 2001; the last system commissioning is

Integrated terminal weather system

(ITWS) integrates all relevant weather

data available in the terminal area,

including data downlinked from the

aircraft, to automatically provide current

weather situation and very accurate

forecasts approximately 30 minutes

into the future. Products generated by

ITWS include windshear and microburst

prediction, storm cell and lightning

information, terminal area winds aloft,

runway winds, short-term ceiling and

visibility predictions.

Airport movement area safety system

(AMASS) receives airborne aircraft target

information from the airport surveillance

radar, flight plan information from the

terminal automation system, and ground

surveillance data from the terminal

automation system and ground traffic

information from the Airport Surface

Detection Equipment Model 3 (ASDE-3)

surface radar. AMASS determines if there

are existing or potential conflicts between

aircraft taking off or landing and other

aircraft on the surface and provides a

conflict alert to the ground controllers.
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scheduled for November 2002. In FY 2002 and 2003 a third phase of human

factors work begins that adds system improvements.

Increase the Accuracy and Availability of Position Information

Three models of airport surveillance radar (ASR-7, -8, and -9) are in use to

provide surveillance coverage of the terminal airspace. The analog ASR-7

and -8 radars, which have been in service since the 1970s, are incompatible with

STARS and have reached the end of their useful lives. The ASR-7 and -8 radars

are paired with ATCBI-4 and -5 secondary surveillance radars. The ASR-7 and

-8 radar and their associated ATCBIs will be replaced with new ASR-11 radars

beginning in 2002. Testing of the ASR-11 is underway for a production

decision in August 2000, the same time as the deployment sequence for STARS

is defined. The ASR-11 and STARS deployment schedules are to be coordinated

by location so that ASR-8 digitizers will not be necessary and the ASR-11s can

arrive and be commissioned before STARS is commissioned. Early ASR-11

deliveries are targeted toward replacement of the older ASR-7 radar systems.

Funding planned within this CIP will enable the first production ASR-11 to be

commissioned October 2002. Two pre-production systems have been installed.

Three production systems were procured with prior year funding. There are

14 systems to be procured in FY 2000 and 16 systems planned in FY 2001.

How old are the terminal radar

systems?

· 31 ASR-7s are beyond useful life

· 64 ASR-8s are over 20 years old

· 134 ASR-9 are less than 15 years old

Airport Surveillance Radar (ASR-11)

which consists of a primary radar paired

with a new Air Traffic Control Beacon

Interrogation (ATCBI) radar will provide

improved aircraft and weather detection

and aircraft tracking compared with the

ASR-7 and ASR-8 radar it replaces, in a

digital format needed for STARS.
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Navigation/Landing

Navigation Limited by Fixed Ground Locations

The FAA, the Department of Defense, and nonfederal agencies operate more

than 4,300 ground-based electronic navigational aids that broadcast navigation

signals within a limited area. This network of navaids enables users with

suitable avionics to navigate en route and safely fly non-precision (course

guidance only) and precision approaches (course and glide path guidance) in

most meteorological conditions. The greatest reduction in airport capacity

occurs when weather reduces the visibility and runways cannot be used for

arrivals.

The FAA also provides a variety of approach lighting systems that enhance pilot

transition from instrument reference to visual reference for landing. The

instrument approach procedure published for a particular runway dictates how

sophisticated the approach lighting system needs to be for that runway. A

precision landing procedure to a 200-foot decision height with 1⁄4 mile visibility

requires a more complex approach lighting system than a procedure with a

400-foot minimum descent altitude and 1 mile visibility.

The FAA and the user community are transitioning to satellite navigation to

enhance safety, expand capacity and improve efficiency. With augmentation by

WAAS and LAAS, the GPS system is expected to deliver en route/terminal

navigation and all-weather precision approaches throughout the Nation’s

airspace. During the transition to satellite navigation, existing ground-based

navigation aids will be sustained, allowing users to equip with suitable avionics.

Some new instrument landing systems (ILS) that have already been purchased

will be installed and additional units will be procured for new runway

applications.

Increase the Accuracy and Availability of Position

Information to the Pilots

Satellite-based navigation, augmented by WAAS and LAAS systems, will meet

the demand for additional navigation and landing capabilities and improve

safety while avoiding the cost of replacing, expanding, and maintaining many of

today's ground-based navaids. The development of WAAS and LAAS systems

will provide the basis for NAS-wide direct routing, provide guidance signals for

precision approaches to most runways in the NAS, and reduce the variety of

navigation avionics required aboard aircraft. Operational efficiency and safety

will be improved by adding thousands of precision and non-precision

approaches at many airports lacking such capabilities today. This effort directly

addresses one of the major safety issues — controlled flight into terrain.

When safety is assured and initial operating capability (IOC) is achieved,

WAAS will augment GPS to provide en route/terminal navigation as well as

precision instrument approach capability in a limited coverage area.

What is a Navaid?

A Navaid is any visual or electronic

device, airborne or on the surface, that

provides point-to-point guidance

information and position data to aircraft in

flight.

The advantages of satellite-based

navigation are:

Q availability of signals to determine one’s

position where ground-based navaids

do not exist (i.e., in the ocean, in low

altitude en route and at many general

aviation airports)

Q additional position accuracy required to

allow all-weather usage of existing

runways - increased NAS safety,

predictability and capacity.

Global positioning system (GPS)

is a U.S. satellite-based radio navigation

system composed of 24 orbiting satellites

that provides position, velocity, and

measurement data. By picking up signals

from four or more satellites, GPS receivers

on the ground or in the aircraft can

determine location within approximately

330 feet of the exact position. GPS alone

does not meet the accuracy, availability,

and integrity requirements critical to safety

of flight. Signal augmentation is required

for most landing operations.

Wide area augmentation system

(WAAS) enhances GPS signals to provide

more precise location information to an

accuracy of approximately 9 feet. WAAS is

designed to use ground receivers

(reference stations) covering wide areas

throughout the U.S. to cross check GPS

signals and then relay integrity and

correction information to aircraft via

geostationary communication satellites.

WAAS enhances availability by using

these satellites to provide a GPS-like

navigation signal.
23

In FY 2000, 50 precision approaches and 450 non-precision approaches will be

developed. Some operational restrictions will be necessary until more wide-area

reference stations and satellite-based communication systems are available.

Through 2005, additional reference stations, master stations, and

communications circuits, and equipment upgrades will be installed.

Some operational restrictions will continue until additional satellite-based

communication systems are available. Communication services from one or two

additional geostationary satellites (total of 3 or 4) are needed for WAAS to

achieve its full operational capability. When additional communication

satellites and reference stations are installed, WAAS will meet the performance

requirements for system integrity. WAAS cannot reach full operational

capability without the additional satellite-based communication services. The

acquisition strategy to deliver these additional satellite-based communication

services will be resolved in FY 2001.

FY 2001 funding provides for upgrades to the WAAS hardware, software

development, the addition of information security capabilities, development of

dual-frequency avionics standards, and certification. It also provides for

aeronautical surveys for development of instrument approaches, flight

inspection of the new instrument approaches, maintenance of a GPS database for

private pilots, and deployment of mobile ground and airborne interference

detection equipment. Funding will be used to develop the engineering data

needed to support the acquisition or lease of additional geostationary satellites.

The user community has formed a Satellite Navigation Users Group (SNUG)

that is working in conjunction with the FAA to define the transition to satellite

navigation. The SNUG is defining the transition from ground-based

navigational aids to the global positioning system. The users are supporting the

implementation of WAAS and LAAS and will make recommendations to the

FAA on the transition strategy in August 2000.

LAAS will be deployed at approximately 160 airports. LAAS will provide

precision instrument approach capability to all suitably equipped runways and

aircraft. LAAS also provides the airport surface navigation signals needed for

precise taxiing in low-visibility conditions. LAAS will also be installed to

provide basic approaches to airports outside WAAS coverage and in

mountainous terrain.

FY 2001 funding planned in this CIP will allow FAA to test LAAS CAT I

systems, develop the CATII/III specification, and develop the Request for

Proposal for CAT III full-scale development. CIP funding will enable 60 LAAS

CAT I systems to be purchased beginning in 2002. The CAT II/III systems will

begin development in 2003 and will be purchased beginning in 2005.

Previously acquired CAT I systems will be upgraded to CAT III.

Safe Flight 21 and Capstone Deliver New Cockpit Technology

Cockpit Display of Traffic Information (CDTI) is the avionics technology that

enables the pilot to electronically “see and avoid” other aircraft. Using

automatic dependent surveillance -broadcast (ADS-B), the aircraft emits a signal

Local area augmentation system

(LAAS) provides precise correction

data to airborne and surface receivers

that will result in navigation accuracy

of less than 40 inches to distances of

20 miles or more from the airport.

Such accuracy is beneficial for

instrument landings in all weather

conditions.
24

that tells its position to other ADS-B equipped aircraft in the area. This

information is visually depicted on a CDTI display in the cockpit.

Safe Flight 21 is a government/industry initiative to evaluate and validate the

capabilities of advanced communication, navigation, and surveillance

technologies by means of operational demonstrations. Associated air traffic

control and pilot procedures will be developed at the same time. Safe Flight 21

demonstrations and evaluations will involve validation of the following free

flight operational enhancements:

· Delivery of weather and other information to the cockpit,

· Cost effective methods for reducing controlled flight into terrain,

· Improved terminal operations in low visibility,

· Enhanced see-and-avoid between pilots,

· Enhanced en route air-to-air operations,

· Improved surface surveillance and navigation for the pilot,

· Enhanced airport surface surveillance for the controller,

· ADS-B for surveillance in non-radar controlled airspace

· ADS-B improvements in surveillance in radar controlled airspace

The first operational demonstration and evaluation was successfully flown in the

Ohio Valley region in July 1999. Link evaluation testing and data collection

also began in 1999. FY 2000 and 2001 funding is being used to complete these

demonstrations, and select a preferred ADS-B link technology in 2001.

The Alaskan Region’s "Capstone Program" is an accelerated effort to improve

aviation safety and efficiency through installation of government-furnished

GPS-based avionics and data link communications in commercial aircraft

serving the Yukon-Kuskokwim delta area. In addition to the avionics, Capstone

will deploy a ground infrastructure to improve safety and enable eventual

implementation of new procedures. Ground systems will be used beginning in

January 2000 to validate three of the nine high-priority Free Flight operational

enhancements. Validation of other operational enhancements will be undertaken

in future years.

Automatic dependent surveillancebroadcast (ADS-B) uses satellite

navigation to enable aircraft to broadcast

information such as identification,

position, altitude, velocity and intent.

This broadcast information may be

received and processed by other aircraft

or ground systems for use in improved

situational awareness, conflict avoidance,

surveillance, and airspace/surface

management.

In FY 2001 combined efforts in Ohio

Valley and Alaska will provide:

· improved terminal operations in low

visibility

· final approach spacing

· enhanced see and avoid

· traffic situational awareness

· improved surface navigation for pilots

· airport surface situational awareness

· enhanced surface surveillance for the

controller

The first three enhancements to begin

validation in Alaska are:

· Flight Information Services (FIS)

· Cost Effective Controlled Flight Into

Terrain (CFIT) Avoidance

· Enhanced See and Avoid

Safe Flight 21

· ADS-B testing in Ohio Valley

· Operational Evaluation of

free flight capabilities

· Air carrier avionics

· Efficiency focused

Capstone

· GPS approaches

· Weather in the cockpit

· ADS-B testing

· GPS routes

· Weather

· Data link

· Safety focused
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NAS Management & Aeronautical

Information

Efficient Planning by the FAA and Airlines Requires

Improved Data and a Greater Quantity of Shared

Information

The NAS is a complex, highly interactive "system of systems" involving a large

number of subsystems and components on the ground and in the aircraft,

including facilities, equipment, and computer hardware and software as well as

the people who enable hundreds of thousands of users to fly safely every day.

The NAS must continue to evolve towards a more integrated information

sharing system to support the collaborative decision process required for both

tactical and strategic operations.

Airlines and FAA Working Jointly to Resolve Congestion

Throughout the NAS

Air traffic management encompasses traffic flow management and air traffic

control capabilities and is designed to minimize air traffic delays and congestion

while maximizing overall NAS throughput, flexibility, and predictability.

Traffic flow management is the strategic planning and management of air traffic

demand to ensure safe and efficient traffic flow through the FAA-controlled

airspace. To support this mission, traffic management personnel use a

combination of automation systems and procedures. Modernizing traffic flow

decision support includes new capabilities that will provide:

· more timely and precise data exchange between traffic managers and airline

operation centers,

· enhanced analytical and display capabilities to facilitate FAA and industry

collaboration in response to temporarily reduced NAS capabilities,

· more precise tools to analyze flow control data, performance, and decision

making, and

· improved awareness of the status of NAS resources.

While core Enhanced Traffic Management System (ETMS) operations are

sustained, development and deployment of additional collaborative decision

making tools will continue. Areas of improvement will include:

· maximizing common situational awareness by improving information

exchange, implementing common display mechanisms, and upgrading the

communication infrastructure,

· increasing data items and airports from which NAS status information is

collected and shared with the aviation community,

· expanding the number of sites for initial collaborative routing, and

· enhancing the ground delay program to increase focus on ensuring equitable

allocation of limited resources to balance demand density across the NAS.

Collaborative decision making (CDM) is

the set of tools providing decision support

services to the FAA and airlines as they

work together to resolve NAS congestion

conditions.

CDM enables the FAA and the airlines to

negotiate ground delay impacts prior to

implementation. These negotiations allow

airlines to improve their ability to serve

their customers.

The airlines are investing their own funds

to participate in exchange of information

for CDM.
26

The general focus on collaborative decision making tools is expansion of

common situational awareness between the FAA and aviation community.

The implementation of these additional functions are planned to begin in

FY 2001 and continue beyond FY 2005.

FAA Shares Arrival information with Airlines to Expedite Gate

Turn-around Time

The Surface Movement Advisor tool enhances information sharing at airports.

Initially, the airport ramp towers will be provided with a one-way feed of current

traffic information previously unavailable to them. The information provided to

ramp control operators includes aircraft identification and aircraft position in the

terminal airspace, which could be used to compute estimated touchdown time.

Sharing aircraft arrival data with the airlines enhances the airport's decisionmaking capability regarding the surface movement of aircraft, gate preparations,

and other airport services.

To avoid a gap in SMA support, additional funds will first be allocated to

provide maintenance support, additional funds will be allocated to provide

maintenance support at the FFP1 sites.

Provide Flight Planning Support to the General Aviation Community

The Flight Service Specialists provide flight planning and weather briefing

services to the general aviation community at 61 locations. The current system

must be replaced both to resolve an increasingly difficult logistic supportability

problem and to provide improved weather information to the general aviation

community.

Studies on hardware supportability and spare parts availability have shown that

several key components of the Flight Services Automation Systems (FSAS) are

becoming unavailable and unsupportable. Suppliers who designed and built

many of these components have left the business and there are limited

replacement supply sources.

The OASIS program has been adjusted. Program restructuring has been initiated

that will delay completion of software development, revise the deployment

schedule, reduce the level of technical support, and revise the overall funding

profile. The OASIS implementation plan has been restructured and the rate of

deployment has been slowed. In FY 2000 a single system will be deployed and

ready for initial daily use. In FY 2001 three systems will be procured, installed,

and tested, with the first operating capability in FY 2002 and the last planned for

FY 2005.

Surface movement advisor (SMA)

collects and shares ground movement

information on the airport surface with

the FAA, airline ramp control operations,

and airport management. This will allow

users to better coordinate ground support

operations, allocating resources such as

ramp and airport services in a more

efficient manner.

Operational and supportability

implementation system (OASIS) is the

improved automated flight service station

system that integrates flight data

processing with new weather graphics

and interactive briefings. The modular

design of OASIS will allow growth to

support future requirements.
27

FAA Workplace

Many of the NAS buildings are approaching the end of their 30-40 year life

cycle. Much of the plant equipment (air conditioning, electrical, etc.) has also

exceeded its 20-year life cycle. This CIP provides funding for NAS facilities to

sustain operations of these facilities, thereby ensuring an appropriate operating

environment for FAA employees and equipment.

The NAS Needs Constant, Consistent Power

The FAA must provide a reliable standby power source for critical and essential

air traffic control services. Currently, the FAA can neither control, nor ensure

reliable commercial power service due to the aging power system infrastructure.

To improve the quality of power, engine generators, uninterruptable power

supplies, direct current power systems, battery replacements, battery monitoring

systems, power distribution systems, lightning protection, and power cabling

will need to be upgraded.

Ninety-three percent of engine generators currently operating have exceeded

their 15-year economic service lives. The trend of the last 10 years shows a

correlation between the number of standby backup power outages and the aging

of the current supply of generators. The average age of an uninterruptable

power supply is 15 years. There were 215 power-related delays in FY 1998 and

301 in FY 1999.

Many of the building electrical wiring distribution systems were constructed in

the 1950’s and 1960’s to the standards of the time. The older codes and

standards were sufficient for powering and protecting tube-type electronics and

computers, but not the newer solid-state digital equipment. Improvements in

bonding, shielding, and grounding, upgrades to power distribution, and safety

are funded.

OSHA/HAZMAT

Environmental and employee safety issues affect ongoing NAS operations and

construction/installation projects to modernize the NAS. Concerns include areas

such as asbestos, climbing hazards, fire protection, hazardous chemicals, fuel

storage tanks, and cleanup of waste sites. In 1998, there were over 200 outages

and interruptions to operations. Funding is provided to continue modifications

to address health and safety concerns.

Accessibility

Most FAA buildings are still inaccessible to the disabled, requiring modification

to meet federal standards. The Facility Accessibility Work Group has

documented a need for $79.5 million to remove barriers to people with

disabilities in FAA facilities. This CIP includes funding to continue

improvements.

Maintain Air Route Traffic Control Centers (ARTCC)

There are 20 ARTCC’s and 3 combined en route radar approach control

facilities (CERAP’s). Ongoing facilities condition assessments of these

How safe are NAS facilities?

The advancing age of facilities also

contributes to environmental and

employee safety concerns. These

issues interfere with NAS operations

and with installation of new equipment

into these facilities.
28

buildings have identified inadequate power, heating, ventilation, and general

building and utility deficiencies. Deferred roofing projects, for example, have

led to leaks that not only damage or disable NAS equipment, but also result in

the release of asbestos and the shutdown of air traffic operations. This CIP

includes funding for these activities in FY 2001, with continuing growth through

FY 2005.

Maintain Airport Traffic Control Towers (ATCT) / Terminal Radar

Approach Control (TRACON) Facilities

In FY 2000 the FAA regional offices submitted project requests totaling over

$97 million for terminal building upgrades and improvements, including

replacing obsolete electronic equipment, rehabilitating administrative and

equipment space due to local traffic growth, and building expansion. In FY 2000

the Congress appropriated $145.8 million for terminal and tower sustainment

and modernization. This CIP increases funding for these activities in

FY 2001, with continuing growth through FY 2005.

Maintain Flight Service Stations

Of the 75 Flight Service Station buildings in the FAA, 61 are Automated Flight

Sevice Stations (AFSS), 11 owned by the FAA, 24 leased to the FAA at a

nominal rate of $1 per year, and 26 leased below market rate.

Unstaffed Facilities Also Need Sustainment

Unstaffed buildings and structures house critical communication, surveillance,

and navigation equipment. The facilities and buildings are deteriorating. These

conditions are causing NAS equipment reliability problems with out-oftolerance building temperatures.

In FY 2000 $4 million was identified for unstaffed facility sustainment. In

FY 2001 this increases with modest growth through FY 2005.

Seismic Safety and Mitigation

The FAA, under a program administered by the Federal Emergency

Management Agency (FEMA), has identified funding for seismic assessments of

facility engineering requirements for FY 2002 through FY 2004 ($5.1 million

total) to support FEMA funding of critical improvements at federal facilities

beginning in FY 2005.

Maintain Airborne Mission Capabilities

A fleet of flight inspection aircraft must be properly equipped to perform

approximately 9,800 facility inspections annually to ensure the integrity of the

NAS. These consist of approximately 800 commissionings, 400

reconfigurations, 6,500 periodic inspections, and 2,100 special inspections. The

aircraft must also perform worldwide flight inspection missions to fulfill

commitments to 45 foreign governments on all continents under State

Department agreements. Six of the nine international flight inspection aircraft

have an emergency support role for the Department of Defense to enable

military deployments.

How old are the towers and

TRACONs?

Q 464 Towers* (269 FAA operated/195

contract towers)

Q Average age 26.4 years

Q 172 TRACONs*

Q Average age 22.2 years

Q Replacement value for FAA-owned

facilities - $675M

* includes 160 Tower/TRACON

combinations

NAS has a total of 13,485 unstaffed

facilities

Navigation Facilities - 9,126

Communication Facilities - 3,877

Weather Facilities - 115

Surveillance Facilities - 367
29

Research aircraft must be maintained to perform airborne testing and evaluation

to support advanced aviation technologies, NAS modernization, procedural

development, and human performance.

General aviation aircraft must be maintained to provide Aviation Safety

Inspection pilots with currency/proficiency training required for regulation and

certification of the general aviation community and associated aircraft

operations. The aircraft also provide proficiency flying while supporting the

air transportation needs for the Department of Transportation and to the National

Transportation Safety Board and Federal Emergency Management Agency in

response to transportation safety events and national disasters.

Conclusion

The FAA and the aviation continue to increase collaboration on needed changes

to modernize the NAS and recognize we are operating in a constrained fiscal

environment. This CIP and the NAS Architecture are the documents that project

the 5-year funding profile, with the NAS Architecture providing long term

projections to 2015. The NAS Architecture can be reached on-line at

http://www.nas-architecture.faa.gov/cats/.

While the FAA's goals focus on safety, security, and improved efficiency, the

infrastructure necessary to deliver existing services must be supported. This

Capital Investment Plan reflects that. Funds have also been allocated for new

ATC services and for the tools necessary to deliver and improve air traffic

services.

Since the NAS Architecture represents a longer overall view of NAS

modernization than this 5-year plan, the architecture will continue to be the

primary means of maintaining consensus on NAS modernization, preparing the

capital budgets, tracking requirements, and measuring progress in

modernization. It will be updated and used to drive decisions affecting delivery

of services and capabilities to reflect the Administration’s priorities.

Appendix A links capital programs to agency goals.
A-1

Appendix A

Goal Matrix

This appendix contains program goals for capital programs. Safety, security, and

efficiency goals are defined separately. Programs are listed by the goal they

most directly impact. Many programs address multiple goals. For example,

weather programs contribute both to safety and efficiency, but are presented

within one or the other matrix. Program goals are expressed in terms of

program accomplishments in calendar year 2000, 2001, and key events

occurring between 2002 and 2005. The program descriptions and budget line

items are provided.

Program accomplishments for 2000 represent the activities to be completed for

the funding provided by the Congress in this fiscal year. Program

accomplishments for 2001 are dependent upon funding at least to the level of the

Administration’s capital budget request. Key events between 2002 and 2005

assume the 2001 funding level and the out-year profiles for the programs based

on current priorities.
A-2

DOT Goal: Safety - Promote the public health and safety by working toward the elimination of transportation-related deaths, injuries,

and property damage.

FAA Goal: Safety – By 2007, reduce U.S. aviation fatal accident rates by 80 percent from 1996 levels.

FAA Achievement Performance Goals:

· Fatal Aircraft Accident Rate – By 2007, reduce the U.S. commercial aviation fatal accident rate per aircraft departure, as measured by

the three-year moving average, by 80 percent from the three-year average for 1994-6.

· Fatal Aircraft Rate – Reduce the fatal aviation accident rate for commercial air carriers from a 1994-1996 baseline of 0.037 fatal

accidents per 100,000 flight hours. The 2000 target is 0.033 per 100,000 – with the reduction to be achieved in 6 key areas outlined in the

Safer Skies Agenda.

· General Aviation Fatal Aircraft Rate – Reduce the general aviation fatal accident rate from a 1994-96 average of 1.67 per 100,000 flight

hours. Reduce the total number of general aviation fatal accidents to no more that 350 by the year 2007.

· Dangerous Goods – Decrease the rate of air shipment hazardous materials incidents by the year 2000 from a 1998 base.

· Airport Accidents/Incidents – By 2007, reduce (by X percent from baseline levels) the rate of airport accidents/incidents (i.e.,

accidents/incidents in which an aircraft leaves the pavement or in which Aircraft Rescue and Fire Fighting responds) that result in injury to

persons or damage to aircraft. (Note: This is a new measure—data/baseline to be developed over 2000).

· Operational Errors and Deviations (Air Traffic) – Reduce the rate of operational errors and deviations by 10% from 1994 baselines.

The 2000 targets are 0.486 errors and 0.097 deviations per 100,000 activities.

· Commercial Space Transportation – Experience no fatalities and injuries to the public and significant damage to property caused by

U.S. commercial space transportation.

· Systems Acquisition and Integration (Human Factors) – Ensure human factors policies, process, and best practices are integrated in the

research and acquisition of 100 percent of FAA aviation systems and policies.

· Runway Incursions – Reduce the number of runway incursions to a level 15% below a 1997 baseline of 292 incursions. The CY 2000

target is at or below 248 incursions.
A-3

FAA Achievement Focus Area, Accident Prevention: Prevent accidents before they happen through appropriate,

targeted, systematic interventions in the aviation system.

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1A01

2A12

Aviation Weather Services

Improvements - (ITWS)

improves the detection,

forecasting, processing, and

delivery of aviation weather

information to pilots, airline

operations centers and controllers.

It provides value-added, timely,

and accurate weather forecasts

and special products to users. The

ITWS provides terminal aviation

weather data and integrated

products from other sensors

including terminal Doppler

weather radar (TDWR),

NEXRAD, LLWAS and ASOS.

ITWS will cover 45 high-activity

airports that have significant

convective weather

· Conduct ITWS Test

Readiness Review

· Deliver 4 first article systems

· Complete algorithm testing

· Complete factory and site

acceptance testing

· ITWS First system available

for operational use in 2002

· ITWS Last system available

for operational use in 2003

·Beginning in 2003, develop

and integrate new algorithms

and/or upgrades such as dry

microburst

prediction/detection and

terminal forecast products

based on a maturing aviation

weather research

· Deliver 24 systems in 2002;

commission 11 systems

· Deliver 9 systems in 2003;

commission 21 systems
A-4

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1D02 Wide Area Augmentation System

(WAAS) – provide navigation

and landing capability to make

GPS fully usable for all phases of

flight. Adds instrument

approaches at general aviation

airports and vertical guidance for

safety.

· Develop flight inspect

WAAS instrument

procedures

· Continue analysis on point to

point optimal routing.

· Continue analysis on

precision approach

improvements

· Define safety algorithm

problems and define changes

· Complete program definition

· Perform final qualification

test, evaluation, and

contractor acceptance

inspection

· Develop flight inspect

WAAS instrument

procedures

· Implement safety logic

improvements

· Continue navigation and

landing enhancements with

emphasis on interference

· Under Review

1F01 Automatic Dependent

Surveillance Broadcast (ADS-B) -

a surveillance system that will

enable free flight capabilities,

minimize runway incursions,

increase runway safety and

provide coverage in existing nonradar areas

· Develop of ADS-B

procedures and technology

for enabling paired approach

to closely spaced parallel

runways, and RTCA and

international ADS-B

standards for use in

surveillance

· Develop

standards/procedures for

runway occupancy awareness

and departure spacing

· Complete Phase 2 of

Operational Safety

Assessment

· Complete 1090 Minimum

Operational Performance

Standard (MOPS)

· Complete Cockpit Display of

Traffic Information (CDTI)

MOPS

· Begin Universal Access

Transceiver (UAT) MOPS

development in 2002

· Develop

procedures/standards for

applications involving Traffic

Information Service (TIS-B)

in 2002

· Complete UAT MOPS

development in 2003
A-5

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1F01

2B22

Runway Safety Program

(formerly Runway Incursion) -

initiates, promotes, and manages

initiatives that prevent incidents

and accidents attributable to

runway incursions

· Complete initial

multilateration/ADS-B, data

fusion, loop technology at

Dallas, TX

· Complete Phase II of loop

technology system at Long

Beach, CA

· Develop procedures,

education and training, and

airport improvements

· Develop data fusion

technology and other primary

surveillance systems,

evaluation of new

technologies

· Extend the Dallas Fort Worth

(DFW) evaluation of Airport

Surface Detection Equipment

Next Generation (ASDE-X)

· Complete system evaluation

of DFW in 2002

· Continue research on

potential technology solutions

for low-level airports

including ADS-B and vehicle

operations for investment

decision in 2003

· Develop procedures,

education and training, and

airport improvements

1F02 Safe Flight 21 - a

government/industry cooperative

effort to develop and demonstrate

a set of enhancements that

facilitate free flight capabilities,

minimize runway incursions, and

provide coverage in existing nonradar areas

· Complete the Link

Evaluation data analysis final

report

· Install Bethel, Alaska ground

stations

· Alaska Region certification

of Micro-En Route

Automated Radar Tracking

system for use with ADS-B

· Demonstrate, validate and

analyze in a real world

environment the capabilities

of advanced communication,

navigation and surveillance

· Complete air traffic

procedure development for

terminal and en route use

· Complete installation of

ground infrastructure beyond

2005

· Site delivery for Ohio River

Valley and Alaska in 2005

· Develop and demonstrate a

set of operational

enhancements that facilitate

free flight capabilities and use

of ADS-B datalink

2A02 Next Generation Weather Radar

(NEXRAD) - national network of

weather radars currently in use

that detects, processes,

distributes, and displays

hazardous and routine weather

information

· Begin development, test,

production, and delivery of

weather software and radar

hardware upgrades; funding

also supports site preparation,

equipment transition and

National Weather Service

(NWS)/FAA services

· 1of 118 NEXRAD Upgrade

systems available for

operational use

· Last NEXRAD Upgrade

system available for

operational use in 2005
A-6

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2A04 Weather and Radar Processor

(WARP) - automated system that

collects, processes, and

disseminates NEXRAD data and

other weather data to air route

traffic control center (ARTCC)

controllers, traffic management

specialists, and ARTCC weather

service unit meteorologists.

WARP provides the most timely

and accurate weather forecast

products to other NAS systems.

· Complete WARP Stage 1 /2

system testing e at the Fort

Worth ARTCC

· Complete system

requirements and design

review for WARP Stage 3

weather information network

server (WINS) to support

FFP1

· Complete deployment of

WARP Stage 1 /2 systems

· Achieve last system available

for operational use at 20

ARTCC’s

· Implement WARP Stage 3

WINS to support FFP1 at 7

sites

· Begin development of other

WARP Stage 3 critical

operational changes,

upgrades, and new interfaces

· Interface with National

Weather Service Aviation

Weather Information system

for pilots by 2002

· Implementation of interface

with Integrated Terminal

Weather System by 2003

2B01 Terminal Doppler Weather Radar

(TDWR) - detects windshear

events such as microbursts, gust

fronts, and related hazardous

wind shear in the vicinity of

airport approach and departure

corridors for pilots and controllers

· Complete 45th site system

available for operational use

and begin product

improvements

· Complete installation of last

2 of 47 systems (Midway and

New York systems)

· Implement technology

upgrades including

replacement of the main

computer/processor in 2003

2B03 Airport Surface Detection

Equipment (ASDE-3) - radar

system installed at 34 highactivity airports that detects and

displays aircraft and vehicle

movement on the airport surface,

allowing controllers to effectively

manage airport surface operations

during low-visibility conditions

such as rain, fog, and night

operations

· Complete installations for 39

of 40 systems

· Complete the procurement of

the transmitter modification

· Complete delivery of the 40

systems

· Begin service life extension

program to upgrade

microprocessors

· Complete last system

available for operational use

in 2002

· Procure and install 40 new

ASDE-3 displays in 2002
A-7

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2B04 Airport Movement Area Safety

System (AMASS) - enhances the

function of the ASDE-3 radars

installed at 34 high-activity

airports by providing automated

visual and aural alarm alerts and

warnings to aid in the prevention

of accidents from runway

incursions and other hazards

· Complete development,

operational, and IOT&E

testing

· Complete delivery of the 38

of 40 systems

· Complete delivery of the

40th system

· First system available for

operational use

· Last system for operational

use in 2002

· All systems fully operational

in 2003

2B16 Airport Surveillance Radar (ASR)

Weather Systems Processor

(WSP) – establishes terminal

aviation weather capability at

ASR equipped airports which do

not receive the terminal Doppler

weather radar, have high exposure

to wind shear, and conduct

medium to high amounts of air

traffic operations

· Deliver 5 first article systems

and begin testing

· Award production option for

20 systems

· Begin deployment and

commissioning of 1st of 20

systems

· Award production option for

remaining 12 systems

· Complete deployment and

commissioning of all 37

systems in 2002

2B21 Precision Runway Monitor

(PRM) – provide capability to

conduct simultaneous

independent instrument flight

rules (IFR) approaches to parallel

runways spaced less than 4300 ft.

apart, thus returning lost capacity,

reducing delays, and improving

fuel savings

· Initiate installation at

Philadelphia (PHL) and John

F. Kennedy (JFK) airports

· Commission PRM at PHL

and JFK airports

· Initiate contract to build

system 5 for Atlanta (ATL)

in 2002

· Commission PRM at ATL in

2004
A-8

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2B22 Airport Surface Detection

Equipment (ASDE-X) - provides

seamless airport surface

surveillance coverage at up to an

additional 66 airports not covered

by the ASDE-3 and AMASS

· Develop system specification

· Award production contract

for 1 system

· Conduct IOT&E

· Perform human factors

evaluation

· Incorporate required system

modifications

· Commission first unit in

2003

· Exercise contract options for

remaining systems in 2002

2C02 Automated Surface Observing

System (ASOS) – automated

weather data acquisition,

processing, recording, display,

and transmission of wind,

temperature, dew point,

atmospheric pressure,

precipitation, visibility, and/or

cloud height information

· Deploy 1 of 34 ASOS

automated weather sensor

systems

· Deploy 6 of 9 ASOS

Controller Equipment -

Information Display System

(ACE-IDS)

· Deploy 1 developmental and

test Automated Observation

for Visibility, Cloud Height

and Cloud Coverage

(AOVCC) system

· Deliver 1st Stand Alone

Weather Sensors (SAWS) to

keysite

· Deploy remaining 33 ASOS

automated weather sensor

systems

· Deploy remaining 3 ACEIDS

· Implement product

improvements and upgrades

to ASOS

· Deliver 59 operational and 3

support SAWS

· Perform ASOS product

improvements and upgrades

· Procure and implement New

IDS, up to 400 sites

· Deliver 60 SAWS in 2002

2C04 Weather Message Switching

Center Replacement (WMSCR) –

collects, stores, and distributes

weather data and notices to

airmen (NOTAM) data

· Sustain WMSCR hardware

and software through 2005

· Sustain WMSCR hardware

and software through 2005

· Sustain WMSCR hardware

and software through 2005
A-9

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2D06 Low Level Wind Shear Alert

System (LLWAS) – provides

runway-oriented detection and

warning of microburst and

windshear conditions at nine sites

collocated with terminal TDWR

systems, in addition provides

wind speed and direction

information to TDWR

· 9 LLWAS Network

Expansion(NE) sites are

commissioned

· Complete the radio buy

supporting DT&E testing

· Commission 30 LLWAS

sustainment systems

· Commission 9 LLWAS

sustainment systems in 2002

· Upgrade the 9 LLWAS NE

sites in 2002

· Commission Daytona Beach

LLWAS in 2002

2D07 Approach Lighting System

Improvement Program (ALSIP) –

procures and installs frangible

approach lighting equipment,

including approach lighting

system with sequenced flashing

lights (ALSF-2) and mediumintensity approach lighting system

with runway alignment indicator

lights (MALSR) lighting systems

· Procure 12 of 80 ALSF-2

systems

· Deliver of 11 of 80 ALSF-2

systems

· Deliver 17 of 292 MALSR

systems

· Install 1 of 80 ALSF-2

systems

· Deliver 12 of 80 ALSF-2

systems

· Perform regional installations

for 4 MALSR and 2 ALSF-2

locations in 2002

· Perform regional installations

for 5 MALSR and 2 ALSF-2

locations in 2003

· Perform regional installations

for 5 MALSR and 2 ALSF-2

locations in 2004

· Perform regional installations

for 5 MALSR and 2 ALSF-2

locations in 2005

2D08 Runway Visual Range (RVR) –

provides a standardized,

instantaneous, and accurate

method of measuring actual

meteorological visibility on

precision approach equipped

runways

· Procure 20 of 604 visibility

sensors

· Procure 40 of 581 sensor

interface cards

· Install 10 of 264 RVR

systems

· Install 53 of 544 sensor

interface cards

· Install 12 of 264 RVR

systems in 2002

· Install 13 of 264 RVR

systems in 2003
A-10

Budget

Line

 Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2E05 Air Navigational Aids and ATC

Facilities – a program to handle

expeditiously unforeseen

circumstances of various local

emergencies in the course of

daily operations

· Respond to unplanned

emergencies that demand

immediate action and provide

minor site specific

adjustments

· Respond to unplanned

emergencies that demand

immediate action and provide

minor site specific

adjustments

· Respond to unplanned

emergencies that demand

immediate action and provide

minor site specific

adjustments
A-11

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2B08 NAS Facilities Occupational

Safety and Health Administration

(OSHA) & Environmental

Standards Compliance -

implements programs for OSHA

and Environmental Compliance,

Fire Life Safety and Energy

Conservation

· Implement

OSHA/environmental/energy

plans, actions and activities

including fire life safety

upgrades and training

· Standardize required OSHA

and environmental training

courses, and fire life safety

upgrades at towers

· Implement a Lockout/Tagout

program to protect FAA

employees from injury or

death in 2002

· Implement energy

efficient/conservation efforts

in 2002

· Support the FAA equipment

and facilities

decommissioning program in

2002

3A02 Hazardous Materials

Management - ensures

compliance with statutory

mandates and identify appropriate

procedures for proactively

managing hazardous materials to

prevent future environmental

contamination and notices of

violations

· Perform site investigations,

hazardous materials

management, drilling of

monitoring wells,

remediation of ground water

contamination, and physical

removal of contaminated

soils

· Implement air pollution

controls

· Identify undiscovered waste

sites resulting from FAA

operations

· Perform remediation of

environmentally

contaminated sites through

2005

FAA Achievement Focus Area, Safety Information Sharing and Analysis: Develop partnerships with the

aviation community to share data and information supporting safe, secure aviation.
A-12

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

3A04 ASAS (Aviation Safety Analysis

System)- provides the FAA safety

and security workforce with

automated tools that integrate

safety related information in a

common data base linked to the

FAA's business process

· Complete the Flight

Standards Service (AFS)

Enterprise-wide asset and

resource baseline, definition

and transformation strategy;

and implement budget and

resource configuration

tracking and change

management process

· Begin automation integration

activities and create Decision

Support Databases

· Deliver AFS information

services

3A09 Safety Performance Analysis

System (SPAS) – provides an

automated capability to analyze

safety-critical areas, using

performance indicators designed

for the needs of Aviation Safety

Inspectors

· Complete initial SPAS II

training and deployment

· Begin development of SPAS

II software enhancements to

support a larger inspector

user population through a

distributed client/server

design and enhanced

functionality

· Analysis and Development of

Upgrades and Enhancements

SPAS releases and training

3A12 National Aviation Safety Data

Analysis Center (NASDAC) -

computer analysis system that

integrates data from regulatory

Aviation Safety Analysis System

(ASAS) databases and from air

traffic, airport, airway facilities

and other government data

sources for safety research

· Joint development with

National Aeronautical and

Space Administration of a

model international data

registry

· Complete engineering

support and migrate

NASDAC services to FAA

lines of business

· Implement Aviation Safety

Data Encyclopedia System on

internet and alpha test

· Standardize critical aviation

safety data elements

· Expand data and information

sharing agreements to other

US government agencies and

university research

community

· Prototype application of

advanced analysis tools

aviation safety data

· Provide widespread

availability and use of safety

event precursor analysis tools

in 2002

· Expand data and information

sharing agreements to

international governmental

agencies and some domestic

aviation industry entities

· Prototype web-based

application for the delivery of

new analysis tools in 2002
A-13

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1F01 General Aviation Vertical Flight

Program - develop guidance to

FAA and industry on use of

Global Positioning Satellite

(GPS) -based routes to comply

with Safer Skies agenda

· Development of guidance to

FAA and Industry on use of

GPS-based routes.

· Development of guidance to

FAA and Industry on use of

GPS-based routes.

· Development of guidance to

FAA and Industry on use of

GPS-based routes.

3A04 Flight Standards System Safety –

new automation tools for

implementing the System Safety

approach to oversight of air

carriers and general aviation

operators

· Develop improved system

safety-based surveillance job

aids, provide assistance and

direction to use the aids, and

integrate them into the

Aviation Transportation

Oversight System (ATOS)

data reporting module

· Develop and provide an

ATOS standardization

seminar

· Implement new training

programs and adjust staffing

per new standards for new air

carrier certification and

surveillance process

· Develop Phase II inspector

training and automation

enhancements

· Complete analysis to

determine feasibility of

expanding ATOS beyond

FAR part 121 air carriers

3A08 Integrated Flight Quality

Assurance (IFQA) - develop

capability for collecting and

analyzing digital data from flight

data recorders.

· Hardware, software,

communication

infrastructure, system

design/development,

installation and support,

training.

· Hardware, software,

communication

infrastructure, system

design/development,

installation and support,

training.

· Hardware, software,

communication

infrastructure, system

design/development,

installation and support,

training

FAA Achievement Focus Area, Certification and Surveillance: Develop new approaches to working with others

on certification, inspection, and surveillance and target FAA resources.
A-14

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

3A10 Performance Enhancement

Management (PENS) – mobile

electronic tools (hardware and

software) for Aviation Safety

Inspectors

· Hardware: 1200 notebooks

delivered

· Software: Interface

applications

· Hardware: 312 laptops

delivered

· Software: Interface

applications

· Initiate development of

software migration into palm

computing applications

4A01 NAS Modernization Safety

Assessment – identifies system

requirements, potential safety

hazards and develops mitigation

strategies for those hazards that

have either an unacceptable

consequence or an unacceptable

probability of occurring

· Develop FAA System Safety

handbook and training

program on safety assessment

methods

· Conduct training session for

engineers

· Complete and document

analyses of at least 2

components (i.e. ADS-B,

controller-pilot data link

communications (CPDLC))

of NAS modernization and

initiate a review of NAS

systems data collection and

storage needs

· Safety assessments

institutionalized for NAS

modernization in 2001
A-15

DOT Goal: Security – Advance the nation’s vital security interests by ensuring that the transportation system is secure and available

for defense mobility, that our borders are safe from illegal intrusion, and by promoting worldwide economic growth and stability.

FAA Goal: Security - Prevent security incidents in the aviation system.

FAA Achievement Performance Goals:

· No Security Incidents – Security incidents means criminal or terrorist acts against commercial passenger air transportation that is subject

to security regulation during which weapons, firearms, incendiary or explosive devices are used.

· Explosive and Weapons Detection – Increase the ability of screeners to detect improvised explosive devices and weapons in checked and

carry-on baggage and on the person with no significant increase in operational impact by 2003.

· Compliance with Security Requirements – Increase as measured by compliance audits.

· Risk and Vulnerability at Airports and Airway Facilities – Reduce by 2005 as measured by risk assessments.

· Aviation Security –

Ø X

1

 percent improvement from a 1998 base by FY 2000 in detection of improvised explosive devices and weapons in carry-on baggage

with no significant increase in operational impact.

Ø X

1

 percent improvement from a 1998 base by FY 2000 in detection of improvised explosive devices and weapons carried on the

person with no significant increase in operational impact.

Ø Increase the percentage of selected passengers’ checked bags screened with explosives detection systems from a 1998 base by FY

2000 while achieving X1 percent detection of improvised explosive devices.

Ø Improve cargo security by an X1 increase from a 1997 base in the detection of improvised explosive detection devices in small

packages accepted from unknown shippers by air carriers for air transportation.

· Aviation Security – Convene voluntary consortia at 170 airports, and provide tools and assistance to airports that maintain consortia.

· Access Controls – Increase the aviation system’ ability to sustain compliance with security requirements by X1 percent by FY2000 from a

1998 base year.

· FAA Security - By 2000 fully implement security enhancement and accredit all FAA staffed facilities

 

1

 The percent improvement is security sensitive information and not provided in this plan.
A-16

FAA Achievement Focus Area: Security Baseline – Continue to improve the baseline security system for civil

aviation and address vulnerabilities that may remain

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

3A11 Facility Security Risk

Management (FSRM) – upgrade

staffed facilities in accordance

with security standards

· Upgrade/ accredit 8 facilities

· Assess 200 Level I and II

facilities

· Procure X-ray and metal

detectors, closed circuit

television, and intrusion

detection devices

· Facility upgrade and

accreditation of 66 facilities

· Procure additional security

systems

· Continue upgrades and

accreditation of 933 Level I,

II, III, and IV facilities

· Procure additional security

systems based on

Congressional or National

Security Council direction

3A14 Explosives Detection Technology

– a multi year program to deploy

explosive detection devices and

advanced security equipment to

U.S. airports

· Deploy Threat Image

Protection (TIP) ready

screener assist x-ray devices

· Complete analysis of Notice

of proposed Rulemaking for

Computer-Assisted

Passenger Prescreening

System (CAPPS)

· Deploy 24 of 202 Explosive

Detection Systems (EDS)

· Deploy 100 of 1153

explosive trace detection

devices (ETD)

· Deploy an automated

passenger profiling system

· Deploy 422 of 581 TIP

screener assist x-ray devices

· Deploy 30 of 30 threat

containment units at airports

· Publish final rule requiring

the use of CAPPS with bag

match and EDS screening

· Deploy 24 of 202 EDS for

screening of checked

baggage

· Deploy 304 of 1153 ETD

· Deploy 139 of 581 TIP ready

screener assist x-ray devices

in 2002

· Deploy 62 of 202 EDS in

2002

· Deploy 219 of 1153 ETD in

2002

· Realize 100% screening of

baggage and carry-on of

selected passengers.
A-17

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

3A13 Information Systems Security

(ISS) –implement a system to

ensure the critical infrastructure

computer and communication

systems are protected from threat

of attacks by terrorists or hackers

· Ensure that the 9 mission

critical systems are secure

against unauthorized access

and cyberattack

· Expand the computer security

incident response capability

· Publish the information

systems security architecture

document

· Conduct vulnerability

assessments on NAS systems

· Implement countermeasures

based on vulnerability

assessment and incident

report analyses

· Achieve a 20% increase of

systems completing

Vulnerability Assessments

and a 10% increase of

systems obtaining security

certification and

authorization

· Begin implementation of

critical infrastructure plan in

2002

· Critical systems protected by

2003

· Full compliance with FAA

Order 1370.82 in 2005

FAA Achievement Focus Area: FAA Information Systems Security Program: Develop and implement a

comprehensive information security program to protect the National Airspace systems.
A-18

DOT Goal: Mobility – Shape America’s future by ensuring a transportation system that is accessible, seamless, and efficient, and

offers flexibility of choices

FAA Goal: System Efficiency – Provide an aerospace transportation system that meets the needs of users and is efficient in

the application of FAA and aerospace resources

FAA Achievement Performance Goals:

· System Flexibility – Reduce total number of published ATC preferential routes by 7 percent from the 1994 baseline by 1998.

· User Access – Reduce the average call waiting time for Automated Flight Service Stations (AFSS) by 20 percent from the 1994 baseline

by 1999.

· System Delays – Reduce the rates of volume – and equipment-related delays by 20 percent from the 1994 baseline by the year 2000.

· Aviation Delays – Reduce the rate of air travel delays by 5.5% from a 1992-1996 baseline of 181 delays per 100,000 activities. The FY

2000 target is 171 per 100,000 activities.

· System Capacity – Increase system capacity attributable to runways at the 25 busiest airports by 1 percent annually in the year 2000 from

the baseline year 1998.

· Runway Pavement Condition – Maintain in good or fair condition at least 93 percent of runways of all commercial service airports and

reliever airports, as well as selected general aviation airports.

· Flight Route Flexibility – Increase the number of flight segments that aircraft are able to fly off ATC-preferred routes to 80% from a

1996 baseline of 75%. The 2000 goal is 80%.

· GPS Landing Approaches – Increase access to the nation’s airports during adverse weather conditions by publishing 500 GPS/WAAS

approaches per year for the next 2 years, from a prior year (FY 1995 – 1998) baseline of 1,453 approaches. The FY 2000 target is to

complete at least 2,453 approaches total.

· Airport Accessibility – Assist in the planning and development of a national system of airports, as identified in the National Plan of

Integrated Airport Systems (NPIAS), that are geographically accessible for at least 98 percent of U.S. residents.

· Operation Availability of Key Services – Improve service delivery by maintaining operational availability of equipment at current levels

while minimizing the impact.

· Develop and Deploy Integrated Systems – Put into operational service 100 percent of the integrated systems necessary to delivery the

capabilities required to modernize the NAS according to the JRC approved NAS architecture.

· Aircraft Noise Exposure – Reduce the number of people in the U.S. exposed to significant aircraft noise by at least 64 percent from the

1995 baseline of 1.7 million. The FY 2000 target is at or below 600,000.
A-19

FAA Achievement Focus Areas: Free Flight- Within safety and environmental considerations, work toward giving aircraft the

opportunity to fly in a way that gives them the most benefit as they define it.

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1A06 Free Flight Phase 1 (FFP1) – a

program that will incrementally

deploy computer-based decision

support tools by December 2002.

The 5 core capabilities in FFP1

are: Surface Movement Advisor

(SMA), Collaborative Decision

Making (CDM), User Request

Evaluation Tool (URET) Core

Capability Limited Deployment

CCLD), passive Final Approach

Spacing Tool (pFAST), and

Traffic Management Advisor

Single Center (TMA/SC)

· SMA available to 4

remaining airports

· Procure and deliver first 5 of

8 TMA systems

· TMA first Planned Capability

Available (PCA)

· Procure and deliver first 5 of

6 pFAST systems

· PFAST first PCA

· SMA deploy at 3 locations

· Complete Initial Daily Use at

Minneapolis

· Conduct IOT&E for TMA;

· Add military Special Use

Airspace information to

CDM

· Procure and deliver CDM

NASSI communications and

hardware elements

· CDM last PCA

· Develop a CDM

collaborative routing

capability and NAS status

database

· Complete URET CCLD

Build 1 software

· Deliver 3 of 7 URET CCLD

systems

· Deploy TMA to 3 of 7 sites

· TMA Initial Daily Use in 4

locations

· pFAST Initial Daily Use in 3

additional locations

· Conduct IOT&E for TMA

· Operate and maintain 6 SMA

sites and Atlanta prototype

· Deploy URET CCLD to last

4 of 7 sites in 2002

· Deliver URET CCLD Build 2

software in 2002

· URET CCLD PCA in 2002

· Deploy TMA hardware to

Chicago

· TMA last PCA in 2002

· Deploy pFAST at last site

2002

· pFAST PCA in 2002
A-20

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1A07 Free Flight Phase 2 (FFP2) – a

geographic expansion of the FFP1

tools, deployment of

controller/pilot data link

communications (CPDLC) into

the en route domain , extension of

the CDM capabilities, and an

acceleration of priority research

projects

· FFP2 has no Funding in 2000 · Engineering for geographical

expansion of TMA, pFAST

and URET capabilities

· Implemented En route

congestion management and

routing analysis tools (CDM)

· Initiate training development

for URET

· Develop and begin deploying

pFAST and TMA by 2005

· Deploy URET Build 3 to 9

additional sites

· Continue deployment of

CDM enhancements
A-21

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1A02 Oceanic Automation Systems

(OAS) - develop, produce, and

maintain a long term Advanced

Oceanic Automation System

(AOAS).

· Complete Advanced Oceanic

Automation System (AOAS)

with the completion of MultiSector Oceanic Data Link

New York Initial Operating

Capability (IOC) and system

available for operational use

1A02 Advanced Technologies &

Oceanic Procedures (ATOP) –

new acquisition to address long

term Oceanic automation

requirements. This acquisition

will provided new hardware and

software with related NAS

benefits, and provide the best

value for the government.

Oceanic modernization program

will also provide improved

controller pilot data link

communications (CPDLC), Air

Traffic Services Interfacility

Communications (AIDC),

automatic dependent surveillance

addressable (ADS-A) and

enhanced controller tools.

· ATOP Joint Resources

Council (JRC) and

Screening Information

Request (SIR) release

· Award ATOP contract

· Complete IOT&E

· Perform Air Traffic Control

facility oceanic modifications

to NY, Oakland, and

Anchorage

· Begin controller training on

ATOP functionality

· Deploy ATOP to New York,

Oakland and Anchorage.

· Provide AIDC services

· Enhance controller tools and

add automatic dependent

surveillance addressable

1A03 Next Generation Air/Ground

(A/G) Communications System

(NEXCOM) – provide a new A/G

communications system to satisfy

· Approve Program Plan and

Functional Specification for

NEXCOM

· Test and evaluate prototype

NEXCOM equipment,

including simulations

· NEXCOM release of Multi-

· Contract award for

NEXCOM MDR in 2002

· Complete NEXCOM OT&E

in 2002

FAA Achievement Strategy: NAS Modernization: Using the NAS Architecture as the guideline, continually

refine and update the NAS to achieve efficient aerospace systems and operations
A-22

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

requirements that cannot be met

using the current voice

communications system

Mode digital radio (MDR)

SIR

· Complete NEXCOM MDR

IOT&E in 2002

· Deploy NEXCOM MDR

beginning in 2002

· NEXCOM System contract

award in 2003

· Begin deploying NEXCOM

System in 2005

1A04/

2A01

En Route Automation – replace en

route automation infrastructure to

increase system capacity and

reduce equipment-related delays

· Display System Replacement

(DSR) acceptance at final site

· Complete DSR system

available for operational use

at final 12 sites

· Implement Host Oceanic

Computer System

Replacement (HOCSR)

Phase 2 at 20 en route sites

· Complete development and

testing of HOCSR Phase 2

for Oceanic sites

· Perform IOT&E Assessment

of HOCSR Phase 2 En Route

· Complete DSR transition to

In-Service Management

· Develop and procure

hardware/software for an En

route Communications

Gateway (ECG) to replace

PAMRI functionality

· Replacement of HOCSR

peripherals for al l air route

traffic control centers

(ARTCCs)

· Maintain en route software

development support and

implement upgrades

· Continue en route domain

infrastructure (ERDI) efforts

to sustain automation

systems including Direct

Access Radar Channel

(DARC), Voice Switching

and Control System (VSCS),

HID/NAS LAN, and DSR

· System Deployment of ECG

to En Route Centers

· Deployment of HOCSR

peripherals to En Route sites

· Begin design development of

en route software (Host) reengineering

· Continued sustainment of

ERDI efforts to restore en

route automation systems
A-23

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

· Procure and install Flight

Data Input/Output hardware

replacement

1A05/

2A05

En Route Controller Pilot Data

Link Communications (CPDLC) –

provides a two-way digital

exchange of Aeronautical

Telecommunication Network

compliant air traffic control

messages between ground and air

· Contract award for Build 1

Data Link Applications

Processor (DLAP)

Integration

· CPDLC Build-1A Software

contract award

· Host CPDLC Build 1 DLAP

CDR

· Achieve flight Information

Service (FIS) IOC

· Complete Build 1 software

development

· Conduct Build 1 OT&E

· Implement limited CPDLC

Build 1 capabilities at key

site IOC (Miami Center) in

2002

· Complete CPDLC Build 1

IOT&E Assessment in 2002

· Complete OT&E of

integrated HOST and DLAP

components in 2002

· National deployment of

CPDLC Build 1A to all 20 en

route ARTCCs

1A05/

2A05

Tower Data link Services (TDLS)

– provides data link capabilities

and associated benefits to 58 high

density airport traffic control

towers

· TDLS Technology

Refreshment CDR and Final

Design Review (FDR)

· Memorandum of agreement

(MOA) execution with Port

Authority of New York and

New Jersey for TDLS system

for Teterboro Airport

· National deployment of the

TDLS technology

refreshment platform at a

limited rate

· Continue establishment of

data link capabilities within

the NAS

· Assume full FAA

maintenance support of

TDLS in 2002

· Complete deployment of

TDLS in 2003

1A05/

2A05

Graphical Weather Service

(GWS) – provides FAA graphics

and text weather products and

other flight information services

(FIS) data to industry for

implementation of FIS data link

(FISDL)

· GWS/FISDL IOC

· Achieve flight Information

Service (FIS) IOC

· GWS/FISDL Testbed (VDL3) delivery· GWS/FISDL final site

delivery in 2002
A-24

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1B01/

2B02

Standard Terminal Automation

Replacement System (STARS) –a

new system to replace Automated

Radar Tracking System (ARTS).

It will provide a modern capable

system to meet expanding ATC

needs beyond the year 2000. The

STARS system will provide new

color displays, computer

workstations, and commerciallybased software to allow FAA to

move toward a uniform baseline at

all terminal facilities.

· Achieve IOC of Early

Display Configuration (EDC)

at 2 key sites

· Procure 3 ARTS IIIEs

· Deliver 245 of 288 ARTS

color displays (ACDs) IOC

· Achieve DOD Full Service

Level Initial System

Capability

· In Service Decision for EDC

· Complete deliver of 288

ACDs

· Procure 11 of 173 STARS

systems

· Deliver 4 STARS systems

· Continue FAA FSL software

(SW) development and DOD

FSL deployment

· Perform IOT&E Assessment

for EDC

· Complete FAA/DOD FSL

SW development in 2002

· Procure 143 of 173 STARS

systems

· Deliver 7 STARS systems in

2002

· STARS deployment waterfall

(2003 and beyond) under

refinement

2A03 Air Traffic Operations

Management System (ATOMS) –

a personal based computer

operational environment

consisting of local area networks,

data receivers, and/or personal

computers at over 500 field sites

· Develop tools to simplify the

collection and analysis of

operational data

· Create an Operational Data

Warehouse that can be

accessed by both field and

headquarters personnel for

aeronautical information

2A06 ARTCC Building

Improvements/Plant

Improvements – implement

modernization projects at the

facilities to accommodate the

scheduled implementation of NAS

equipment and meet building code

requirements

· Mod 3 for 1 site

· Replace chillers 3 & 4 for

two sites

· Modernize Control Wing

Basement at 2 sites; Replace

chillers at 3 sites;

renovate/expand one

administrative wing.

· Begin Phase II construction

of the HONOLULU CERAP

& demolition of the Diamond

Head Facility

· Construction/Sustaining

Effort for ARTCC Life Cycle

Management

· MOD 2 at 5 sites in 2002

· MOD 2 at 6 sites in 2003

· MOD 2 at 5 sites in 2004

· MOD 4 at 1 site in 2004

· MOD 4 at 3 sites in 2005

· Administrative wing
A-25

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

rehabilitation/expansion

projects

· Replace chillers at 6 sites

2A07 Air Traffic Management (ATM) –

maintain and upgrade the existing

traffic flow management

infrastructure to continue mission

critical Traffic Flow Management

(TFM) operations in 80 air traffic

control facilities

· Fund the 2nd year of a 3 year

nation wide lease and

maintenance for hardware

and communication

equipment

· ORD of Enhanced Traffic

Management System

(ETMS) in new North

Georgia TRACON

· Fund the 3

nd year of a 3 year

nation wide lease and

maintenance for hardware

and communication

equipment

· Continue TFM operations

and maintenance of hardware

deployed in field facilities

· Begin infrastructure reengineering

2A08 Critical Telecommunications

Support (CTS) - enables the FAA

to nationally manage

programmed, unprogrammed, and

emergency telecommunication

network requirements

· Replace 10 air traffic control

tower operational switches in

the Great Lakes region

2A09 Air Traffic Control Beacon

Interrogator (ATCBI)-

Replacement – replaces existing

surveillance ATCBI-4/5

equipment that have reached the

end of their life cycles

· Procure 50 production

ATCBI-6 systems

· Install and test 2 preproduction systems

· Conduct site surveys for 13

sites

· Procure 50 production

ATCBI-6 systems and 38 sets

of spares

· Conduct site surveys

· Install and test 15 production

ATCBI-6 systems

· ATCBI-6 first

commissioning

· Procure 25+ production

ATCBI-6 systems (including

spares, test equipment)

· Install ATCBI-6 systems at 3

systems/month at up to 124

operational sites

· Continue integrated logistics

support

· Complete interface

development and test

· Relocate 25 Mode S systems

to ASR-9 sites
A-26

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

· Establish organic depot

· Deliver last 113 production

ATCBI-6 systems

· ATCBI-6 last commissioning

in 2005

2A10 FAA Telecommunications

Infrastructure (FTI) – replace the

existing telecommunications

services that support critical air

traffic operations

· Request For Information

(RFI) release

· Draft Solicitation

Information Request (SIR)

· Final SIR release

· Initiate Proposal Evaluation

· Award FTI contract

· Contract Bidders Capability

Assessment Demonstration

· Post Award JRC

· Contractor establishes

telecommunications

infrastructure to begin the

transition to FTI services for

the inter-Air Traffic Control

Center telecommunications

backbone at 22 en route

facilities

· In-Service Decision in 2002

· Initiate implementation and

transition activities for

Leased Interfacility NAS

Communications System

(LINCS), FTS-2000,

Administrative Data

Telecommunications

Network (ADTN), Band

Width Management (BWM)

and Data Multiplexing

Network (DMN) in 2002

· Initiate implementation and

transition activities for

NADIN in 2004

· Complete transition to FTI

service for ADTN and BWM

in 2005

· Initiate implementation and

transition activities for

Alaskan NAS Interfacility

Communications System

(ANICS) in 2005

· Complete transition for FTS2000 and LINCS in 2005
A-27

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2A11 Air/Ground Communications

Infrastructure – planned

improvements to the air/ground

communications infrastructure

that include replacement of aging

and increasingly unreliable

equipment, associates site and

facility improvements, including

the establishment of new facilities

intended to broaden

communications coverage

· Procure and install Radio

Frequency Interference (RFI)

Elimination equipment at

remote communications

facilities (RCFs)

· Continue Backup Emergency

Communications (BUEC)

systems integration, site

preparation, and installation

of 60 channels at 4 ARTCCs

(completing 2 of the 4)

· Procure Radio Control

Equipment (RCE) for new

requirements, continue

software upgrades, and install

200 channels

· The Communications

Facilities Expansion (CFE)

program will procure

equipment racks, antennas,

and towers

· Conduct CFE site preparation

and installation at 24 sites

· The CFE program will

procure 375 replacement

radios, equipment racks,

antennas, and towers

· Conduct CFE site preparation

and installation at 8 sites

· Procure and install RFI

equipment to maintain

existing communications

infrastructure

· Continue BUEC systems

integration, site preparation,

and installation of 100

channels at 3 ARTCCs

(completing 2 of 3)

· Procure RCE for new

requirements, continue

software upgrades, and install

200 channels

· The CFE program will

procure 625 replacement

radios, equipment racks,

antennas, and towers

· Conduct CFE site preparation

and installation at 36 sites

· Procure and install RFI

equipment to maintain

existing communications

infrastructure

· Continue BUEC systems

integration, site preparation,

and installation with

replacement completed by

2005

· Procure RCE for new

requirements, continue

software upgrades, and install

200 channels

2A13 Air Traffic Control En Route

Radar Facilities Improvements –

a refurbishment program for

aging, obsolete facilities and

systems

· Remove surplus radar

equipment

· Remove existing towers that

may restrict coverage of the

newly installed ARSR-4

radar

· Facility infrastructure

upgrades

· Upgrade facility

infrastructure to include

transmitter and antenna drive

system refurbishment, tower

removal and refurbishment,

facility environmental

refurbishment

· Facility environmental

· Continue facility

infrastructure upgrades

including transmitter and

antenna drive system

refurbishment, tower removal

and refurbishment

· Continue facility

environmental refurbishment
A-28

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

· Facility environmental

refurbishment

· In-service engineering

support for urgent operational

problems

refurbishment

· In-service engineering

support for urgent operational

problems

· Continue in-service

engineering support for

urgent operational problems

2A14 En route Communications and

Control Facilities Improvements –

collection of improvement

projects required to keep the

national airspace system facilities

efficient and up-to-date

· Complete modernization of

the San Juan CERAP

operations wing 1st floor

2B05 Terminal Air Traffic Control

Facilities Replace – a program to

identify and validate replacement

candidate ATCT/TRACONs that

cannot meet the needs of present

day airport operational

requirements

· Begin activities to replace 4

ATCTs

· Commission 7 ATCTs in FY

2000

· Begin activities to replace 5

ATCTs annually

· Procure equipment for 15

sites per year average

· Commision 35 sites

· Start construction for 8 sites

per year average

· Start activities to replace 8

ATCT/TRACONs in 2002

· Procure equipment for 31

sites

· Commission 7 sites

· Start construction for 24 sites

between 2003 - 2004

2B06 Air Traffic Control Tower

(ATCT)/TRACON Facilities

Improve – upgrade and improve

various terminal facilities and

equipment to meet current and

future operational requirements

· Continue facility

improvements at 26 sites

· Cable loop relocation at St

Louis/Lambert Field

· Upgrade voice switch at

Manchester

· Replace NY TRACON

HVAC

· Improve, repair and sustain

71 sites

· ATCT/TRACON facilities

that are not candidates for

relocation or consolidation

· Add radar positions at 4

ATCT/TRACON facilities

· Add Data Display Systems to

10 ATCT/TRACON facilities

· Replace, improve heating air

conditioning systems at 3

ATCT/TRACON facilities

· Continue facility sustain and

modernize activities. Number

of sites dependent on

Regional priorities and cost

estimates
A-29

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

· Provide ATCT regional

improvements to 21

ATCT/TRACON facilities

2B07 Terminal Voice Switch

Replacement (TVSR)/Enhanced

Terminal Voice Switch (ETVS) –

procures modern Commercial Offthe –Shelf/Non-Development Item

(COTS/NDI) airport traffic voice

switches to replace Electromechanical and aging electronic

switches at ATCTs and TRACON

facilities, and provides voice

switching equipment to support

new terminal and TRACON

establishments

· Procure 10 of 241 ETVS

systems

· Procure 10 of 243 ETVS

systems in 2002

· Procure 17 of 243 ETVS

systems between 2003 and

2004

· Procure 14 of 243ETVS

systems in 2005

2B10 Potomac TRACON –

consolidation of the Dulles,

Reagan National, BaltimoreWashington and Andrews Air

force Base TRACONs into a

single control facility to modify

the associated airspace

· Began construction at site in

Virginia

· Procure air traffic control and

airspace management

systems, telecommunications

equipment, and operational

and administrative furniture

· Commission site in 2002

2B11 Northern California TRACON –

consolidation and integration of

the approach control functions of

Bay, Sacramento, Stockton, and

Monterey TRACONs, as well as

some Oakland ARTCC airspace

· Commission site in 2002

2B12 Atlanta TRACON – consolidation

of the Atlanta TRACON, Macon

· Commission site · Consolidate Macon and

Columbus facilities and
A-30

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

Radar Approach Control and

Columbus TRACON facilities and

airspace

airspace into new facility

2B13 Voice Recorder Replacement

Program (VRRP) – provide

reliable legal recording services,

while reducing maintenance

staffing requirements and logistics

support

· Procure 36 of 513 digital

voice recorder systems

· Procure and deliver 61 of 513

digital voice recorder systems

· Procure remaining 144 digital

voice recorder systems

2B14 NAS Infrastructure Management

System (NIMS) – establish a

National Operations Control

Center (NOCC) and 3

strategically located Operations

Control Centers (OCCs) to

centralize information and

technical expertise

· Procure and deliver first half

of NIMS Initial Hardware

Suites for OCCs

· Three OCCs open with a

standard set of NIMS tools

and procedures

· Begin NIMS Phase 2

· Procure and deliver

remaining NIMS Initial

Hardware Suites for OCCs

· Deploy a COTS/NDI

resource management tool to

the NOCC and the three

OCCs

· Deploy a COTS/NDI based

Enterprise Management tool

· Migrate to new resource

management (RM) database

in 2003

· Deploy RM interface to

support field specialist and

peer system interfaces

· Expand functionality of RM

–include cost metrics and

performance metrics

processing

· Upgrade portable

maintenance terminals to

ensure compatibility with

NIMS functionality

2B15 Airport Surveillance Radar

(ASR)-11 – a digital radar system

with an integrated monopulse

secondary surveillance radar

beacon system acquired to replace

aging ASR-7 and 8 units

· Procure 10 of 112 production

systems and test equipment

· Perform 14 site surveys and

site designs

· Complete system tests for

production

· Procure 16 of 112 production

systems, test equipment, and

initial depot spares/repair

parts with site preparation,

facilities and construction

· Perform 18 site surveys and

24 site designs

· Procure 82 additional

production systems ( number

subject to review of the ASR11 baseline)

· ASR-11 first system

available for operational use

in 2002
A-31

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2B17 DoD/FAA ATC Facility Transfer

Modernization – designates

selected approach controls to be

transferred from the DoD to the

FAA

· Assume operations at Fort

Sill Army radar approach

control, Henry Post Airfield,

Lawton OK

· Assume air traffic services

currently provided by

McClellan AFB, including

Camp Kohler, CA

2B18 Airport Surveillance Radar

(ASR)-9 – procure uninterruptible

power systems (UPS) and engine

generators for specific ASR-9

facilities to reduce outages

· Complete power conditioning

implementation at 24 of 36

ASR-9 upgraded sites

· Implement power

conditioning systems at 4 of

40 ASR-9 locations

· Start replacement of receiver

protectors that have exceeded

their service life

2B19 Mode S Provide – installation of

hardware circuit card assembly’s

and software to deploy Traffic

Information Systems, and

Dynamic Reflectors

· Beacon Interrogator Mode

last system available for

operational use

· Commission 10 of 148 sites · Mode S last system available

for operational use in 2004

2B20 Terminal Applied Engineering –

provides up front planning and

will determine how best to

integrate the modernization of 40

air traffic control systems at over

400 terminal facilities

· Evaluate 53 sites to identify

site specific requirements for

new equipment transition and

integration

· Complete evaluation of 310

additional sites
A-32

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2B23 Terminal Radar (ASR) Improve –

provides incremental

improvements to terminal radars

that are used to determine aircraft

positions approaching, departing,

and passing through terminal

areas

· Provide digital charting

· Replace obsolete solid state

video mapper with modern

equipment at Anchorage

Tower and Fairbanks Tower

Alaska

· Provide video feed from

Richmond ASR-9 capable of

switching between

Richmond, Norfolk, and

Elizabeth City ASRs

· Install ATCBI-5 system at

Nellis AFB

· Procure Micro-EARTS

display at Anchorage

TRACON

· Provide mobile airport traffic

control tower for FY 02

Olympic games

· Continue incremental

improvements

2B24 Terminal Communications

Improve – regional improvement

projects to modify and sustain

systems

· Provide 4 additional VTABS

PEMS at Seattle, WA

ARTCC

· Provide a Systems Atlanta

Information Display System

(SAIDS) data display system

to each operating position at

Fairbanks tower and one at

the Fairbanks AFSS

2C01 Flight Service Station (FSS)

Modernization – procurement of

· HVAC upgrades at 1 site

· Procure and install UPS at 6

· Procure 4 of 61 PCSs

· Continue acquisition of

· HVAC upgrades at 28 sites

by 2005
A-33

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

power conditioning systems (PCS)

for the AFSS to alleviate power

problems and accommodate any

new load requirements from future

systems. Upgrade and sustain

leased and owned Flight Service

stations.

sites

· Bypass switch maintenance

at 4 sites

Power conditioning units (8

sites)

· Upgrade HVAC at 4 sites

· UPS installation at 18 sites

by 2003

· Major rehabilitation at 14

sites. Includes roof, fire life

safety and upgrades to

Occupational Safety and

health Administration

(OSHA) standards by 2005

2C03 Operational and Supportability

Implementation system (OASIS) –

The initial acquisition strategy

was for a Commercial Off-the –

Shelf/Non-Development

Item(COTS/NDI) based leased

service. The current acquisition is

a modified COTS/NDI based

solution. Additional software

development was necessary to

meet operational suitability

requirements. The Flight Service

Automation System hardware and

software; incorporates Graphic

Weather Display system and

Direct User Access Terminal

Service; and provides new

equipment consoles

· Conduct system test and

evaluation at Seattle

· Complete training at Seattle

· Complete new console

installation at Seattle and

Miami

· Continue software

development and testing,

· Complete IOT&E

· Begin deployment of OASIS

· Procure and install 3 systems

· Procure and deliver

remaining 57 OASIS systems

· Receive In Service Decision

at Seattle in 2002

· OASIS lease service first

system available for

operational use – 2002

· OASIS lease service last

system available for

operational use - 2005
A-34

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2C05 Flight Service Station Switch

Modernization – replaces

electronic voice switching systems

at selected stand alone flight

service stations and automated

flight service stations

· Initiate system engineering

and support activities

· Perform operational

capability testing

· Award contract in 2002

· Procure and deliver 67 Flight

Service Station Voice

Switches between 2002 and

2005

2C06 Flight Service Facilities

Improvement – upgrade and

improve flight service facilities

· Replace carpet throughout the

AFSS at Ranch Murieta, CA

· Provide a new FSS building

in Cold Bay, AK

· Replace raised floor carpet

tiles at Great Falls AFSS

· Continue facility upgrade at

various locations

2D01 Very High Frequency

Omnidirectional Radio Range

(VOR) with Distance measuring

Equipment (DME) –establish

VOR/DME facilities

improvements for en route and

terminal air navigation facilities to

provide safe and efficient flights

and landings

· Procure and deliver 203 of

203 TACAN antenna retrofit

kits

· Perform field installation at

183 of 198 sites to sustain

network of low power

TACAN antennas

· Install all TACAN antenna

retrofits by 2003

· Install remaining 15 lower

power antennas by 2005

2D02 Instrument Landing System (ILS)

– establish new, partial and full

Category I/II/III Instrument

Landing Systems and associated

equipment (DME, RVR,

Approach Lighting System With

Sequence Flasher 2 (ALSF-2),

Medium Intensity Approach Light

System with Runway Alignment

Indicator Lights (MALSR)

· Deliver last 9 of 150 ILS

CAT I systems

· Deliver last 3 of 22 ILS CAT

III systems

· Deliver last 12 of 20 ALSF-2

systems

· Deliver last 3 of 52 DME

systems

· Install 4 ALSF-2 and 4

MALSR systems

· Install 6 ALSF-2 and 2

MALSR systems in 2002
A-35

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2D03 ILS Replace Mark 1A,1B, and 1C

– service life extension program

replaces the Mark 1A ILS and the

major subassemblies of the

Mark1B and 1C with current

design/production Mark 1F like

equipment

· Procure and deliver last 100

ILS remote maintenance

monitoring kits

· Procure and deliver last 20

Ancillary equipment sets

2D04 ILS Replace GRN 27 – replaces

older Category II and III ILS

systems with Mark 20 ILS

equipment

· Complete 5 remaining

installations, last system

available for operational use

2D05 Gulf of Mexico Offshore – extend

current VHF communications

coverage in the Gulf airspace and

provide the necessary services to

convert the Gulf airspace to an off

shore control area rather than an

oceanic sector

· Award new contract for VHF

Extended Range Network

(VERN)

· Begin refurbishing the hull

on Buoy 3

· Fund VERN leasedcommunication expenses and

satellite telecommunications

(SATCOM) for Buoy

Communications System

(BCS)

· Complete refurbishing the

hull on Buoy 3 in 2002

2D09 Distance Measuring Equipment

(DME) Sustain – provides for

procurement and installation of

DME systems

· DME contract award

· Procure 15 of 225 DME

systems

· Procure and install 14 of 225

DME systems

· Deliver 29 DME systems

· Procure and deliver

remaining 182 DME systems

between 2002 and 2005

2D11 Non Directional Beacon (NDB)

Facilities – components of the

ground based navigation system

· Procure and install NDB

equipment at Alaskan site

locations

· Continue to procure and

install NDB equipment

· Continue to procure and

install NDB equipment

between 2002 - 2004
A-36

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2D12 Visual Navaids Establish/Expand

– procures and installs visual

navaids including Precision

Approach Path Indicators (PAPIs)

and Runway End Identification

Lights (REILs) to enhance landing

capabilities at designated airports

· Install 14 previously

procured PAPI systems

· Install 24 previously

procured REILs

2D13 LORAN-C

Upgrade/Modernization –

provides navigation and timing

signals to a variety of users

including maritime and aviation

communities

· Continue to upgrade and

modernize LORAN-C

navigation equipment

2D14 Navigational and Landing Aids

Improve – provide NAVAID, ILS,

and glide slope improvements

· In Chantilly, VA move

monitoring and control of ILS

and ancillary equipment from

TRACON to the tower

· In Clarksburg, WVA, remove

obstructions in area

surrounding CKB VOR

· Replace outer markers with

state of the art systems in 7

locations

· Procure and install selfsupporting galvanized steel

tower in Hyannis, MA

· Install RMM system at

Parksburg, WVA, LOC and

CEGS

· Relocate glideslope at

Spokane, WA

· Continue to sustain and

upgrade projects
A-37

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2E01 Alaskan NAS Interfacility

Communications System –

establishes an FAA-owned

communications system within the

Alaskan region that uses satellites

earth stations

· Procure and deliver 4 of 82

ANICS systems, 58 systems

all ready operational

· Procure and deliver 2 of 82

ANICS systems

· Procure and deliver

remaining 18 of 82 ANICS

systems

2E02 Fuel Storage Tank Replacement

Monitoring – sustain Fuel Storage

Tank (FST) systems in its

operational inventory to support

continued operation of missioncritical activities

· Develop compliance

assessment process for

follow-up monitoring of

Regional FST systems

· Support FST cleanup

activities in AAL region

· Participate in FST Product

Team (PT) workshops and

initiatives

· Provide life/cycle

replacement/sustainment of

approximately 3000 FST

systems

· Provide support efforts on

estimated 850

decommissioned CAA

beacon sites

· Conduct compliance

assessment follow-up

monitoring of Regional FST

systems

· Provide life/cycle

replacement/sustainment of

FST systems

· Continue remediation efforts

after FST system

replacements

2E03 FAA Buildings and Equipment –

provide facility replacements and

upgrades to reduce maintenance

requirements associated with an

aging infrastructure

· Repaired/replaced cable,

access roads, grounds, and

roof at the most critical

VORs

· Repaired/replaced electrical

systems, flooring, and plant

equipment at the most critical

ARSRs

· Established/improved

lightning, grounding,

bonding, shielding at limited

RTR locations

· Replace/upgrade outdated

radio communication link

equipment, heating,

ventilation and air

conditioning (HVAC)

systems

· Repair or replace the most

dilapidated shelters for VOR

equipment, radar, radar

microwave links, ILS, engine

generators and

communications outlets

· Repair/improve facility

access roads

· Continue funding for the

most in-need/critical facilities

· Continue funding and repair

and upgrade of buildings for

compliance with laws and

directives with the objective

to reduce the decline in

facility infrastructure

condition by 2005.
A-38

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2E04 Electrical Power Systems –

replace existing non-supportable

engine/generators, obsolete

distribution systems, and upgrade

inadequate lightning protection

and grounding systems

· Deliver 27 of 404 Engine

Generators

· Uninterruptible Power

System first system available

for operational use

· Continue to refurbish or

upgrade facility power in the

NAS (e.g. ups, lightning

protection, battery

replacements, power cable

replacements, battery

monitoring, and DC

systems).

· Initiated installation of the

first Critical Redundant

Power Distribution System

(CRPDS).

· Deliver 30 of 404 Engine

Generators

· Direct Current System first

system available for

operational use

· Replace 36 engine

generators, power

conditioning and battery

monitoring systems

· Deliver last 210 Engine

Generators between 2002 -

2005

· Engine Generator last system

available for operational use

in 2005

· Uninterruptible Power

System last system available

for operational use in 2004

· Direct Current System last

system available for

operational use in 2004

· Complete the initial CRPDS

installation by 2002

· Continue to refurbish or

upgrade power systems in the

NAS

2E06 Computer Aided Engineering and

Graphics (CAEG) Modernization

– replaces the most antiquated

CAEG equipment at sites with the

greatest need and provides

integration/site support to existing

and replacement CAEG systems

· Procure and deliver remaining

12 of 36 High Prod. Plotters

· Procure and deliver an

additional 35 of 77 Medium

Prod. Plotters

· Procure and deliver an

additional 35 of 83

Workstations

· Procure and deliver an

additional 12 of 77 Medium

Prod. Plotters

· Procure and deliver an

additional 13 of 83

Workstations

2E07 Aircraft Related Equipment

Program – responsible to keep the

agency’s aircraft fleet modernized

and mission capable

· Procure and deliver 1of 1

Flight Inspection System

Enhancement

· Procure and deliver 1 of 1

Aviation Standards

· Provide TAWS logistics

support requirements such as

initial spares, training, test

equipment and support

equipment
A-39

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

Information System

· Procure and deliver 1 of 1

Centralized Flight

Monitoring and Scheduling

system

· Procure and deliver 20 of 132

ILS/VOR Aircraft Receiver

replacements

· Procure and deliver first 24

of 54 Enhanced Ground

Proximity Warning System /

Terrain Avoidance System

(EGPWS/TAWS) (Aircraft)

· Procure and deliver 1 of 1

EGPWS/TAWS (B-727

Simulator)

· Procure and deliver first 7 of

54 WAAS Flight Inspection

receivers

· Procure and deliver first 8 of

46 LAAS Flight Inspection

receivers

· Procure and deliver first 35

of 35 BAe-800 Flight

Inspection Aircraft Audio

panels
A-40

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

2E08 Airport Cable Loop Systems

Sustained Support – provides a

redundant communication path

using a fiber optic transmission

system

· Purchase fiber optic

installation equipment

· Complete fiber optic

installations at one or two

large airports

· Begin fiber optic installations

at one or two large airports

· Provide FAA Academy-based

training

· Continue to replace airport

system communication

cabling system where airport

construction or system

installations occur

3A01 NAS Management Automation

Program (NASMAP) – integrates

NAS data and information,

thereby matching data from legacy

and emerging systems to provide

consistent information

· Procure and deliver an

additional 100 of 2646

hardware/software systems

for data translation

· Procure and deliver an

additional 100 of 2646

hardware/software systems

for data translation

· Procure and deliver an

additional 60 of 2646

hardware/software systems for

data translation in 2002

· Procure and deliver an

additional 50 of 2646

hardware/software systems for

data translation in 2003

· Procure and deliver an

additional 50 of 2646

hardware/software systems for

data translation in 2004

· Procure and deliver last 50 of

2646 hardware/software

systems for data translation in

2005
A-41

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

3A03 National Airspace System

Recovery Communications

(RCOM) – procures new

VHF/FM radio equipment to

replace the current VHF/FM

regional networks

· RCOM I (HF Upgrade) last

system available for

operational use

· RCOM II VHF radio systems

contract award

· Procure 28 RCOM II systems

· Procure and deliver 230

RCOM II systems

· Procure 32 Defense Message

Systems

· Procure 270 RCOM II

systems in 2002

· Procure 300 RCOM II

systems in 2003

· Procure 388 RCOM II

systems in 2004

· Procure 600 RCOM II

systems in 2005

3A05 Operational Data Management

System (ODMS) – includes the

National Airspace System

Resources (NASR) portion of the

database which is the official

Aeronautical Information Service

(ASI) data

· Operational implementation

of Obstruction Evaluation

/Airport Airspace Analysis

· Provide Geographical

Information System

algorithms and referential

checks

· Link NASR with the

NOTAMS system

· Establish NASR interfaces

with the FAA’s Airport

Airspace Analysis activities ,

instrument approach

procedure automation

program, and Obstruction

Evaluation/National Airspace

Redesign programs

· Establish and improve the

NASR interface with the

FAA HOST computer

· Begin development of NASR

interfaces with Datalink,

OASIS, STARs, and TDWR
A-42

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

3A06 Asset Supply Chain Management

(ASCM) Logistic Center

Support System (LCSS) – data

repository for real-time asset

identification, status inquiry, lifecycle cost and performance

analysis, and budget management

and investment decision support

· Complete investment

analysis

· Establish system design

baseline

· Establish hardware

infrastructure design

· Begin acquiring hardware for

the operating platform

3A07 Test Equipment Maintenance

Support for Replacement –

acquires replacement test

equipment for field technicians

· Provide portable Instrument

Landing System receiver test

sets and modernized

Communications Service

Monitors

3B01 Distance Learning – provides the

FAA with state-of-the art, quality

course delivery to geographically

dispersed students with a reduced

dependency on travel to

centralized facilities

· Partial replacement of old

computer-based instruction

· Provide technology upgrade

of interactive video

teletraining satellite network

3B02 National Airspace System

Training Facilities – acquire and

install classroom/laboratory

upgrades at the FAA Academy

· Enhance the Academy’s

Tower Operator Training

System/Enhanced Debrief

Stations

· Update air traffic and airway

facilities lab facilities

· Continue training facility

upgrades

3B03 Aeronautical Center Infrastructure

Modernization – a multi-year

program to provide adequate

space, facilities and corresponding

infrastructure at the Aeronautical

Center to house training ,

· Risk to Logistics Center

personnel and unique NAS

repair capability due to

structural failure of the LSF

is being reduced through the

construction of a Technical

· Provide structural upgrades

to the Logistics support

Facility

· Upgrade telecommunications

infrastructure

· Design for renovation of the

Civil Aeromedical Institute

(CAMI) building and award

contract for the first phase of

construction in 2002

· Second phase of construction
A-43

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

logistics, supply support,

engineering, and other functions

supporting the NAS

Support Facility (TSF) to

house this function

for CAMI building

renovation in 2003

· Third phase of construction

for CAMI building

renovation in 2004

· Fourth and final phase of

construction for CAMI

building renovation in 2005

4A01 System Engineering and

Development Support- Procure

the necessary critical technical

expertise to perform the function

of system engineering and

integration for the NAS

Architecture and FAA’s

Acquisition Management system

· Continue system engineering

and integration support for

the NAS and its architecture

· Continue system engineering

and integration support for

the NAS and its architecture

· Continue system engineering

and integration support for

the NAS and its architecture

4A02 Program Support Leases –

provides for the payments of land

and space leases for operational

facilities

· Fund 4,000 existing

operational leases

· Fund 4,000 existing

operational leases

· Fund 4,000 existing

operational leases

4A03 Logistics Support Services (LSS)

– compile and maintain adequate

documentation, suitable for

independent audit, to establish the

capitol cost of facilities

throughout the FAA

· Provide approximately 100

staff years to perform real

property acquisition, material

management and contracting

activities

· Provide approximately 100

staff years to perform real

property acquisition, material

management and contracting

activities

· Provide approximately 100

staff years to perform real

property acquisition, material

management and contracting

activities
A-44

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

4A04 Mike Monroney Aeronautical

Center Leases – provides training,

logistics, aeromedical research,

engineering, maintenance,

administrative, and other support

services for the Federal Aviation

Administration (FAA)

· Continue Aeronautical

Center leases

· Continue Aeronautical

Center leases

· Continue Aeronautical

Center leases

4A05 In-Plant NAS Contract Support

Services – encompasses

furnishing contracting officers and

program managers with expertise

to monitor progress, compliance,

and problems of FAA contractors.

· Continue contracting support

services for capitol

investment plan (CIP) and

CIP related programs

· Continue contracting support

services for capitol

investment plan (CIP) and

CIP related programs

· Continue contracting support

services for capitol

investment plan (CIP) and

CIP related programs

4A06 Transition Engineering Support –

provides support resources to

complete implementation and

integration of virtually every

Capital Investment Plan (CIP)

project that is be installed at FAA

integration of NAS modernization

projects

· Provide an estimated 379

contract personnel support

resources for regional and

headquarters transition

planning and implementation

of NAS programs

4A07 Frequency and Spectrum

Engineering –provides frequency

engineering, radio frequency

interference (RFI) investigation

and resolution, and spectrum

analysis support throughout the

NAS.

· Continue engineering support · Continue engineering support · Continue engineering support
A-45

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

4A08 Permanent Change of Station

(PCS) - consolidation and

commissioning of the identified

TRACONs and facilities will

require permanent change of

station moves for both Airway

Facilities and Air Traffic

personnel

· Supports relocation of

personnel

· Supports relocation of

personnel

· Supports relocation of

personnel

4A09 FAA Corporate System

Architecture – refinement and

implementation of a FAA

Corporate Information

Technology Strategy

· Develop and sustain FAA’s

Information Technology

Strategy

· Secure electronic data

exchange and electronic

signature capabilities

4A11 Resource Tracking Program

(RTP) – RTP is the sole source of

information for the National Work

Plan (NWP).

· Provide centralized national

RTP database

· Provide Integrated Desktop

Support System (IDSS)

project management tool with

integrated RTP

· Provide IDSS engineering

tool

4A12 Center for Advanced Aviation

System Development (CAASD) –

conduct a continuing program of

research, development, system

architecture, and high-level

system engineering to meet FAA's

long-term requirements in support

of the National Airspace System

(NAS)

· Continue research · Continue research · Continue research
A-46

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

5A01 Personnel and Related Expenses –

funds the personnel, travel and

related expenses of the FAA F&E

workforce.

· Fund personnel related

expenses

· Fund personnel related

expenses

· Fund personnel related

expenses
A-47

Budget

Line

Item

Program Description Program Accomplishments

2000

Program Accomplishments

2001

Key Events

2002 -2005

1D01 Local Area Augmentation System

(LAAS) – provide a navigation

and landing capability to make

GPS fully usable for all phases of

flight for Category (CAT) I/ II/III

requirements. Procure 160 LAAS

systems to include 46 CAT I

LAAS and 114 CAT III LAAS.

· Begin acquisition activities to

procure CAT I LAAS

· Begin LAAS Category III

FSD activities in 2002

· Develop a certified CAT I

LAAS in 2002

· Procure 20 of 106 CAT I

LAAS in 2002

· Procure 20 of 106 CAT I

LAAS in 2003

· Procure 20 of 106 CAT I

LAAS in 2004

· Procure 7 of 106 CAT I

LAAS in 2005

· Convert 26 CAT I LAAS to

CAT III in 2005

FAA Achievement Strategy: Systems Integration: - Integrate airport and commercial space requirements into NAS

planning and architecture