Table of Contents 

1 INTRODUCTION ...........................................................................................1

1.1 What Is the Capital Investment Plan?................................................................ 1

1.2 The Capital Investment Plan Allocates Funds to Priority Projects................. 1

1.3 The Air Traffic Organization and the CIP......................................................... 1

2 OTHER PLANNING EFFORTS COMPLEMENT THE CIP ...........................3

2.1 The FAA Aerospace Forecast Projects Future Workload................................ 3

2.2 Concept of Operations Describes Future ATC Capabilities............................. 3

2.3 NAS Architecture and Target System Description detail 

NAS systems and services..................................................................................... 4

2.4 Capacity Plans Analyze NAS Issues.................................................................... 4

3 FAA STRATEGIC PLAN IDENTIFIES MISSIONS AND GOALS .................5

3.1 Government Performance and Results Act Requires a Performance Plan..... 5

3.2 FAA Strategic Goals, Objectives, and Performance Targets ........................... 5

3.3 Additional Department of Transportation (DOT) Goals Relate to 

FAA Goals.............................................................................................................. 6

3.3.1 Environmental Stewardship............................................................................ 6 

3.3.2 Security ........................................................................................................... 6 

4 CAPITAL INVESTMENT PROJECTS AND FAA’S VISION FOR THE 

FUTURE ........................................................................................................6

4.1 Surface Radar Systems Increase Safety in Airport Operating Areas.............. 6

4.1.1 Runway Incursion Radars............................................................................... 7 

4.2 Aviation Safety Oversight Systems...................................................................... 7

4.2.1 Aviation Safety Analysis System.................................................................... 8 

4.2.2 Safety Management System............................................................................ 8 

4.3 Automation Systems............................................................................................. 8

4.3.1 En Route Automation Systems....................................................................... 9 

i
4.3.2 Terminal Automation.................................................................................... 10 

4.3.3 Oceanic Automation ..................................................................................... 11 

4.4 En Route and Terminal Surveillance Systems Improve ATC Efficiency...... 11

4.4.1 Terminal Surveillance................................................................................... 12 

4.4.2 New Technology to Improve Safety............................................................. 12 

4.5 Navigation Systems Define ATC Route Structure........................................... 12

4.5.1 Sustaining Existing Navigation Systems...................................................... 13 

4.5.2 Satellite Navigation....................................................................................... 13 

4.5.3 Transition to Navigation System of the Future............................................. 13 

4.6 Communication Systems Increase Capacity .................................................... 13

4.6.1 Sustaining the Existing Systems................................................................... 14 

4.6.2 The Next Generation Radio Communication (NEXCOM) System.............. 14 

4.6.3 Data Link Systems........................................................................................ 14 

4.7 Traffic Flow Management: A Source of Air Traffic Efficiencies................... 15

4.7.1 Free Flight Phase 2 Implementation ............................................................. 15 

4.7.2 Air Traffic Management ............................................................................... 15 

4.7.3 Air Traffic Control System Command Center.............................................. 16 

4.7.4 Next Generation Traffic Flow Management................................................. 16 

4.8 Weather Sensing and Display Systems Provide Accurate Information......... 16

4.8.1 Improved Weather Information for En Route Facilities............................... 17 

4.8.2 Wind Shear Detection systems ..................................................................... 17 

4.8.3 Future Improvements in Weather Systems................................................... 17 

4.9 Infrastructure Replacement: Modernization of the NAS ............................... 17

4.9.1 En Route Facilities........................................................................................ 18 

4.9.2 Terminal Facilities........................................................................................ 18 

4.9.3 Unmanned Facilities..................................................................................... 18 

4.9.4 Voice Switches.............................................................................................. 18 

4.9.5 Electrical Power Systems.............................................................................. 19 

4.10 Improved Management Tools Accommodate Expansion ............................... 19

4.10.1 NAS Infrastructure Management System (NIMS) ....................................... 19 

4.10.2 FAA Telecommunications Infrastructure ..................................................... 20 

4.11 Protect FAA’s Critical Infrastructure .............................................................. 20

4.11.1 Facility Security Risk Management.............................................................. 20 

4.11.2 Information Security ..................................................................................... 20 

5 CONCLUSION.............................................................................................21

6 APPENDICES TO THE CAPITAL INVESTMENT PLAN ............................21

ii
Appendix A........................................................................A-1 

Appendix B ........................................................................B-1 

Appendix C........................................................................C-1 

Appendix D........................................................................D-1 

Table of Figures 

Figure 1. Relationship of Tower, Terminal, and En Route Air Traffic Control................ 9 

Figure 2. U.S. Oceanic Airspace...................................................................................... 11 

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Capital Investment Plan 

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Federal Aviation Administration National Airspace System

Capital Investment Plan for Fiscal Years 2005–2009 

1 Introduction 

1.1 What Is the Capital Investment Plan? 

The Federal Aviation Administration (FAA) Capital Investment Plan (CIP) is a five-year 

financial plan that allocates funding to National Airspace System (NAS) projects. It is 

based on a detailed analysis of project funding by FAA functional working groups. It is 

developed consistent with the technical planning in the NAS Architecture. The CIP 

includes estimates for the current fiscal year budget and for each of the next four years’ 

expenditures for each line item in the Facilities and Equipment budget. It provides a 

clear understanding of how much modernization we can do in that five-year timeframe. 

Consistent with appropriations legislation, the total funding estimates in the CIP equal the 

Office of Management and Budget’s (OMB) estimates for the same timeframe. 

In developing the CIP, we analyze our needs for modernization and allocate funding 

based on how the CIP projects support the FAA strategic goals and performance targets. 

The five-year plan gives us a broader view of NAS modernization and helps us to: 

• Successfully manage projects with a high degree of complexity. 

• Focus our investments on strategic goals, such as reducing capacity constraints 

at the largest airports and improving system efficiency. 

• Integrate planning for implementing all the new systems to ensure financial 

support for interdependent systems. 

1.2 The Capital Investment Plan Allocates Funds to Priority Projects 

The CIP’s detailed financial plan is essential to the FAA for allocating present and future 

resources to complete capital investment projects. Because it takes several years to 

implement many of the projects, we must allocate future-year resources in advance. 

However, future-year estimates for total FAA capital investment funding are limited to 

the OMB future year estimates for Facilities and Equipment in the President’s Budget. 

This restriction requires us to choose among modernization alternatives. As a result, the 

CIP only includes projects that most likely will receive funding and that the FAA can 

complete. These future-year estimates, in many cases, also provide a financial baseline 

for individual projects, which we can use to manage these projects against cost and 

schedule targets. 

1.3 The Air Traffic Organization and the CIP 

The FAA has begun the transition of air traffic control and supporting functions to a 

performance based organization called the Air Traffic Organization (ATO). Over the 

next couple of years the ATO will put mechanisms in place to reflect its new 

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management philosophy and structure. Non-air traffic functions such as safety regulation 

and airport grants will be managed by existing organizations within the FAA. This year’s 

CIP reflects plans developed prior to the transition to the ATO, but it is aligned with the 

goals, objectives and performance targets contained in the FAA Flight Plan 2004-2008. 

Future CIPs will be influenced more heavily by the ATO as it participates in developing 

future Flight Plan goals and performance targets. These efforts will be translated into the 

service based capital improvement needs of the ATO and combined with the capital 

needs of existing FAA organizations outside the ATO. 

The ATO has been established to more tightly focus FAA resources on improving the 

services it provides to aviation customers. Five operating service units are being 

established to reflect the direct services that allow aviation customers to fly safely in the 

National Airspace System. These operating units will have a clearly defined mission, a 

common set of goals and a consistent strategy that reflects the needs of customers. ATO 

leadership will have access to an information infrastructure that allows them to use 

accurate, timely data in their decision-making processes to improve air traffic control 

management and timely delivery of new technologies. 

The five operating service units are: 

• En Route and Oceanic - provides en route and oceanic services and the 

capabilities to support those services 

• Terminal - provides terminal services and the capabilities to support those 

services 

• Flight Services - provides overall flight planning and advisory services 

• System Operations - provides national guidance and policy for air traffic 

procedures and airspace issues 

• Technical Operations - provides maintenance, construction and navigation 

services to the ATO 

These service units will have the authority, responsibility, and accountability for 

providing their designated services. Their responsibilities will also include: 

• Planning for the future 

• Developing requirements for equipment to support improved services 

• Completing investment analyses on new equipment 

• Developing and implementing new equipment and procedures 

• Developing performance goals to measure quality of service 

• Balancing improvements to service to meet internal and external goals 

The operating service units have been established and the vice-presidents to run them

have been chosen. They will establish performance metrics to measure their success and 

provide accountability to management and customers. 

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2 Other Planning Efforts Complement the CIP 

2.1 The FAA Aerospace Forecast Projects Future Workload 

The FAA Aerospace Forecast annually projects the level of aviation activity and FAA 

workload for the next 12 years. This forecast is key to the FAA system engineering 

efforts that develop the components of the NAS Architecture. The information enables 

the FAA to develop engineering designs that address anticipated overall growth and 

changes in the tempo of operations at key airports. The forecast also fosters design of 

new, larger systems that must accommodate future air travel demand and that deal with 

the complexities of increased levels of operations at the busiest airports. 

Although growth of air travel is in a temporary decline, commercial air travel in the past 

20 years has more than doubled. We expect this long-term growth trend to resume as the 

overall economy improves this year and next. The FAA expects air travel to reach the 

levels attained in 2000 within the next two or three years and then resume more normal 

growth rates. 

It is important to remember that the high level of activity during 2000 often exceeded the 

capacity of the airport and airway system, resulting in congestion and delay. During the 

late 1990s and in 2000, the FAA was falling behind in our attempts to modernize the 

NAS. Simultaneously, we were providing new airspace capacity to handle the needs of 

the growing aviation industry. Because of the long lead times for implementing 

improvements, the CIP must plan for a substantial level of capital investment during the 

present slowdown in the industry. As demand builds, we will be able to reach and 

maintain the airspace capacity necessary to serve the growing aviation industry. 

Several factors support the projections of continued growth in aviation. The general 

economy has begun to return to higher growth rates. Demand for leisure travel has 

increased because of increasing consumer preference for air travel, increasing disposable 

income, and lower relative fares. The globalization of industry continues leading to 

greater demand for business air travel. Use of regional jets for service to smaller markets 

has made air travel more available and appealing for people living in those communities, 

and the continuing success of low-cost service and falling real fares is generating 

increased demand. By 2006, both the total number of instrument flight rule (IFR) 

operations at towers and the number of IFR operations handled by en route centers is 

forecasted to return to and then exceed past peaks. 

2.2 Concept of Operations Describes Future ATC Capabilities

The FAA and the aviation industry jointly developed the RTCA NAS Concept of 

Operations and Vision for the Future of Aviation (Conops). The Conops details the 

consensus view of what air traffic control capabilities should be available in the future. 

This view sees a future air traffic control system that will allow all customers to operate 

without undue constraint in a system that enhances today’s high level of safety while 

providing equitable access. The Conops is the starting point for determining the shape of 

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the system of the future. The operating capabilities outlined in the Conops become the 

conceptual framework for designing the systems and operating procedures that will be 

implemented over the next several years. 

2.3 NAS Architecture and Target System Description detail NAS systems and 

services 

The NAS Architecture is a Web-based information system that describes the systems and 

services provided for the NAS. It starts by describing the key elements of the services 

provided to aviation customers and then translates that information into NAS systems and 

components. The NAS Architecture identifies the current capabilities and how they will 

evolve over the next 15 years to meet the future needs of the FAA and its customers. It 

also shows system and component cost and schedule. The NAS Architecture identifies 

the interactions between systems and serves as the basis for future capital investment. 

To provide a view of the NAS Architecture at a specific point in time, the FAA has 

developed a Target System Description (TSD) to help define what actions need to occur 

between now and 2015 to satisfy customer concerns and accommodate aviation growth. 

The TSD sets a target for the system configuration in 2015, and it identifies the new 

component systems that must be developed to meet that target. By setting a goal for 

modernization at a specific point in time, the TSD promotes planning efforts to identify 

the specific steps necessary to reach that configuration by 2015, and it becomes a 

valuable vehicle for discussing with customers progress toward the system of the future. 

The TSD has been incorporated into the NAS Architecture. 

Many of the projects and concepts developed to support the TSD and NAS Architecture 

will not be implemented until after 2009. Budget estimates in the CIP do not extend 

beyond 2009. However, the vision of the future contained in the NAS Architecture is 

used to supplement the discussion of current projects supporting the functional areas 

presented in following sections of the CIP. As with any plan, not every component will 

be implemented exactly as described in the NAS Architecture, but many of the TSD 

capabilities will be complete by 2015. The future vision defined in the NAS 

Architecture, including the TSD, helps shape financial planning for the CIP timeframe. 

2.4 Capacity Plans Analyze NAS Issues 

The Airport Capacity Enhancement Plan (Capacity Plan) and the Operational Evolution 

Plan (OEP) are near to mid-term plans that address capacity issues in the NAS. 

Recommendations in the Capacity Plan and OEP help set priorities for projects in the 

CIP. These two plans analyze issues related to present operations and recommend nearterm changes that will enhance capacity and improve NAS performance. These plans 

often include recommendations for specific CIP projects and implementation schedules 

that will yield capacity gains. 

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3 FAA Strategic Plan Identifies Missions and Goals 

3.1 Government Performance and Results Act Requires a Performance Plan 

The Government Performance and Results Act (GPRA) of 1993 requires that all Federal 

agencies develop a strategic plan and a performance plan. These plans identify key 

agency missions and set goals for improving the outcomes of agency services. Agencies 

expend substantial effort in developing these plans, which OMB and the Congress use to 

judge whether or not Federal agencies are accomplishing their stated purposes. The 

OMB puts a high priority on developing strategic plans, and the President’s Management 

Agenda includes a goal for improving the ties between an agency’s performance goals 

and its budget. 

The Flight Plan 2004-2008 is the FAA’s new strategic plan. It contains the broad 

strategic goals that define the fundamental purposes of the agency. Under each of the 

broader goals is a list of objectives, strategies, and initiatives that articulate the actions

the FAA believes are necessary to accomplish those goals. Each objective also has a 

measurable performance target. These targets set a specific level of achievement in a 

specific timeframe to meet the objectives. 

Consistent with the President’s Management Agenda, most of the capital investment 

projects in the CIP have been linked to a goal and objective. The list of goals, objectives, 

and the related projects appear in Appendix A. Because of the complexity of the NAS, 

there are normally several projects that are grouped under a single objective and its 

related performance targets. This is because the projects all contribute to that objective 

and its performance targets, and, in many cases, the projects are interdependent. 

Determining the contribution of each individual project to a performance target would 

require arbitrary allocation of benefits and would introduce a level of complexity that 

would detract from the focus on key agency goals and minimize the value of performance 

management. It is also important to note that some of the objectives are supported by 

operating and airport grant programs, and these objectives do not have corresponding 

capital investment projects. 

3.2 FAA Strategic Goals, Objectives, and Performance Targets 

The FAA strategic goals are: 

• Increased Safety: Achieve the lowest possible accident rate and constantly 

improve safety. 

• Greater Capacity: Work with local governments and airspace customers to 

provide capacity in the United States airspace system that meets projected

demand in an environmentally sound manner. 

• International Leadership: Increase the safety and capacity of the global civil 

aerospace system in an environmentally sound manner. 

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• Organizational Excellence: Ensure the success of the FAA’s mission through 

stronger leadership, a better trained workforce, enhanced cost-control measures, 

and improved decision-making based on reliable data. 

3.3 Additional Department of Transportation (DOT) Goals Relate to FAA Goals 

The DOT Strategic Plan contains goals for security and environmental stewardship. 

These goals apply to all DOT modes. The FAA has not explicitly included them in its 

Strategic Plan, but there are some projects that relate directly to these goals. The related 

DOT goals and objectives follow. 

3.3.1 Environmental Stewardship 

Objective: Promote transportation solutions that enhance communities and 

protect the natural and built environment

3.3.2 Security 

Objective: Balance homeland and national security transportation requirements 

with the mobility needs of the Nation for personal travel and commerce 

4 Capital Investment Projects and FAA’s Vision for the Future 

This section highlights some of the major programs in the FAA’s Capital Investment Plan 

(CIP), and the projects within these programs that form the core of FAA’s modernization 

plans for the next five years. The CIP contains projects that are already under contract, as 

well as new initiatives. These projects support the FAA Flight Plan 2004-2008, and they, 

in some cases, are the prelude to completing the longer-term vision of the Target System

Description. 

4.1 Surface Radar Systems Increase Safety in Airport Operating Areas 

Surface radar systems support the safety initiatives described in the FAA Flight Plan to

reduce runway incursions. To prevent accidents on airports runways and taxiways, air 

traffic controllers need to have precise information on the location of aircraft and other 

vehicles in the airport operating areas. These radars are especially valuable in decreased 

visibility conditions and in locations where tower controllers cannot see some segments 

of the runways and taxiways. In the near term, the FAA will complete installation of

additional radars. In the intermediate term, the FAA will upgrade the software that 

provides automated warnings of potential runway incursions. For the longer term, the 

FAA will develop the capability to data-link displays of ground traffic information and a 

moving map of the airport surface to pilots in the cockpit. 

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Capital Investment Plan 

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4.1.1 Runway Incursion Radars 

To protect against runway incursions at busy airports that do not already have airport 

surface radars, the FAA is installing the Airport Surface Detection Equipment – Model X 

(ASDE-X). This system uses advanced technology to detect aircraft and ground vehicles 

in the airport operating area. In addition to the ASDE-X radar system that detects 

location of aircraft on the surface of an airport, advanced technology is used to pinpoint 

the exact position of aircraft and vehicles. We will deploy ASDE-X at 25 operational and 

four support sites. 

The FAA has installed ASDE-Model 3 at more than 40 locations. This system provides 

controllers a radar display of aircraft and vehicles in the airport operating area during 

low-visibility conditions. The ASDE-3 is now enhanced with the Airport Movement 

Area Safety System, which gives automated runway incursion warnings. Controllers can 

use these systems to alert pilots and ground-vehicle operators that a runway incursion has 

occurred, so they can avoid accidents. Funding is requested to modernize these systems 

so that they continue to operate efficiently over the next ten years. In addition, the 

advanced technology that uses electronic aids to detect aircraft and ground vehicle 

location, developed in the ASDE-X program, will initially be added to seven of the 

ASDE-3 systems and is being considered for all ASDE-3s. 

4.2 Aviation Safety Oversight Systems 

There are about 20,000 aircraft in commercial service and over 200,000 in general 

aviation. The FAA has licensed more than 600,000 pilots and over 300,000 mechanics. 

Due to the large number of commercial and general aviation operators, aviation 

personnel, and repair facilities, the FAA needs automated tools to track their safety 

records and to ensure that they adhere to regulations and standards. 

Aviation safety systems support safety regulation and monitoring programs by collecting 

data used to assist in: 

• Issuing licenses and certificates to ensure that aviation personnel meet established 

qualifications and that manufacturing and repair facilities conform to standards 

for design and modification of aircraft 

• Monitoring both the companies and the personnel that provide aviation services to 

ensure that safety is given the highest priority 

In the near term, the FAA will continue developing computer databases that provide 

safety inspectors the information they need on FAA regulations, operating policies and 

procedures, and the historical safety and violation records of companies and aircraft they

inspect. In the intermediate term, the FAA will enhance those computer systems by 

standardizing the architecture and adding more sophisticated communication links. For 

the longer term, the FAA will increase the processing power of the software to assist

inspectors in analyzing information and targeting inspection efforts to focus on the most 

significant problem areas. 

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4.2.1 Aviation Safety Analysis System

The Aviation Safety Analysis System supports a number of databases used in the safety 

program. The databases include records of licenses and certificates, violations of FAA 

regulations, and accident and incident data for individuals and airlines. These databases 

support analysis and enforcement activities of FAA safety inspectors and certification 

staff. Future plans call for modernizing the computer system architecture to ensure 

compatibility among the diverse databases and increase the number of ways the data can 

be accessed. Diversity in connecting to the databases needs to be improved to support 

inspectors who require access to the information from remote locations. 

4.2.2 Safety Management System

Consistent with International Civil Aviation Organization (ICAO) recommendations, the 

FAA is upgrading its capabilities for safety risk assessments. These assessments will 

apply to introduction of new and modified equipment, operational procedures associated 

with that new equipment, and airspace redesign to enhance capacity. These new efforts 

will organize existing processes to coordinate analysis of safety issues, and they will 

enhance the consistency of safety risk assessments. In addition, the FAA will ensure 

more rigorous documentation of safety assessments to make certain that future 

assessments can benefit from work previously done. 

4.3 Automation Systems 

Automation systems are central to modern air traffic control. They process data from 

radars and other computers to provide a continuous display of aircraft location and 

provide air speed and altitude information to the air traffic controller. Having this data on 

radar displays increases the number of aircraft a controller can safely handle. FAA 

facilities have used automation systems since the 1970s and must continually upgrade 

them. Work on the next round of upgrades is progressing and should be substantially 

completed in the CIP’s five-year timeframe. In the mid and long term, the NAS 

Architecture proposes improving the information flow of air traffic information and 

merging some automation functions. This will increase air travel efficiency and allow 

transition to a standardized display system for both en route and terminal control 

facilities. 

As shown in Figure 1, when aircraft proceed from takeoff to landing, three different 

facilities generally provided air traffic control. The airport traffic control tower directs 

traffic on the airport surface through takeoff. After the aircraft is in the air and about five 

miles from the airport, a terminal facility using radar control takes over. Normally, as the 

aircraft is climbing toward cruise altitude and is less than 30 miles from the airport, the 

terminal facility transfers control of the aircraft to an en route facility. En route control 

continues until the aircraft is about 30 miles from its destination airport, where it is 

handed off to a terminal facility again and then to an airport tower. Both terminal and en 

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route facilities use radar surveillance and automation systems to assist controllers in 

providing adequate separation between aircraft. 

Tower Tower 

Te Terminal rminal 

En Route/Oceanic

Tower Tower 

Te Terminal rminal 

En Route/Oceanic

 

Figure 1. Relationship of Tower, Terminal, and En Route Air Traffic Control 

4.3.1 En Route Automation Systems 

Currently, en route facilities handle about 44 million aircraft per year at 21 facilities. In 

ten years, this workload is forecast to grow about 25 percent. To accommodate that 

growth, the FAA must modernize its en route automation systems. In the near term, the 

FAA will continue to upgrade the existing en route automation systems by replacing 

peripheral components and the displays. During this period, the FAA will be planning

and designing a replacement system that requires rewriting the software and installing

new computers. The replacement is planned for about 2010. The new system will 

support added capabilities planned for the longer-term such as interactive flight planning, 

reduced horizontal separation for aircraft, and sharing of air traffic information for 

collaboration on strategies to decrease delays. 

This replacement program, En Route Automation Modernization (ERAM), will 

modernize the en route environment and infrastructure to provide a modular, expandable, 

and supportable system. The major new elements ERAM will address are safety logic in 

the backup system, flexible routing, utilization of surveillance information, and the ability 

to integrate new capabilities without costly redesigns. 

ERAM will replace the existing en route control automation system. A major component 

of the existing system is the Host Computer. It processes and formats flight plan and 

aircraft position information for display on the air traffic controller workstations. It also 

calculates the speed at which the aircraft is moving over the ground and can project the 

aircraft’s position for a short time into the future. The basic software architecture of the 

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Fiscal Years 2005-2009 

Host Computer is over 30 years old, which is obsolete by modern engineering standards, 

and it is costly to maintain. 

The current backup for the Host Computer is the Direct Access Radar Channel (DARC). 

This system lacks many of the Host’s functions, and when this back up system is used 

during a Host failure, increased separation between aircraft is necessary which results in a 

reduction in airspace capacity. With ERAM, primary and backup systems will have the 

same capabilities and functions will be added to provide end-to-end flight routing across 

airspace boundaries. 

The Peripheral Adapter Module Replacement Item (PAMRI) is another system that 

supports the Host Computer. The PAMRI receives data from the radars that determine 

aircraft position, flight plan data from computer tapes, and communications from other 

air traffic facilities and formats that information for the Host Computer. The FAA is 

replacing PAMRI with a new system called the En Route Communication Gateway 

(ECG) beginning in 2004 as part of the en route modernization program. The existing 

PAMRI needs replacing to remain compatible with Host Computer upgrades. 

In addition to the computer systems and software, several outdated Host Computer 

peripherals need to be replaced. Over the next five years, the FAA will be replacing 

obsolete and worn-out storage devices, printers, and other input/output devices used with 

the Host Computer. The new peripherals have more capacity and are more efficient to 

operate. 

As we approach the 2015 timeframe, efforts to standardize the platforms used in en route 

and terminal systems will be part of the engineering design. 

4.3.2 Terminal Automation 

Terminal air traffic control facilities handle about 50 million instrument operations at

airports per year, and that number is expected to increase by about 20 percent over the 

next 10 years. Given that travel demand tends to concentrate service at the busiest

airports, and that there are constraints on building new runways, this amount of growth 

will require more sophisticated automation tools to sustain airport capacity during periods 

when adverse weather currently causes a reduction in the capacity available under Visual 

Flight Rules (VFR) conditions. Upgraded terminal automation systems will expand the 

capacity to accommodate aviation growth at airports. 

In the near term, the FAA is replacing the existing terminal automation systems with the 

Standard Terminal Automation Replacement System (STARS). Replacement will take 

place over several years. These new systems will be able to handle new automation tools 

that will maximize use of available runway capacity. These tools, coupled with new 

traffic management tools discussed in paragraph 4.7.2, will improve efficiency of 

operations at major airports and complement the new capabilities provided by the en 

route automation modernization program. By 2015, the FAA will be developing a 

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Capital Investment Plan 

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standardized platform for en route and terminal systems and better integrating the 

functionality between the two systems. 

To date, the FAA has deployed 13 systems, including the first two key sites at Syracuse, 

New York, and El Paso, Texas, and a fully operational system at Philadelphia. We will 

be installing the remaining STARS systems with all planned features over the next 

several years. 

4.3.3 Oceanic Automation 

The FAA controls traffic over a large part of the North Pacific and about half of the 

North Atlantic, shown as the white areas in Figure 2. Radar surveillance is not available 

in the majority of oceanic airspace, and this currently means that aircraft may be required 

to maintain separation up to 100 miles to ensure safe flight. With the implementation of 

new technology, we will be able to reduce separation of aircraft on oceanic flights using 

automatic dependent surveillance and satellite communication links coupled with a 

system that provides a computer display of oceanic traffic. With demand for 

international travel growing faster than demand for domestic travel, aircraft currently 

cannot always be assigned the altitude or route that is either the most fuel efficient or 

shortest duration during oceanic travel. By reducing separation in oceanic travel, 

controllers can assign more aircraft to preferred altitudes and routes. The new 

automation systems are scheduled to be operational at the three oceanic control centers 

(Oakland, New York, and Anchorage) beginning in 2004. 

U.S. Oceanic Airspace

Figure 2. U.S. Oceanic Airspace 

4.4 En Route and Terminal Surveillance Systems Improve ATC Efficiency 

Surveillance systems significantly improve the efficiency of air traffic control. When air 

traffic controllers have a precise image of aircraft position, they can safely use reduced 

separation between aircraft. Ground-based radars currently provide the majority of 

surveillance information. Primary radars provide aircraft location information by 

transmitting a radar signal and then detecting the reflected energy from the surface of the 

aircraft. Secondary radars transmit a signal, which triggers a transponder in the aircraft to 

reply with altitude information and a code that identifies the aircraft. This system also 

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measures the location of the signal to determine aircraft location. The FAA has replaced 

a portion of the primary and secondary terminal radars in use and will be replacing the 

remainder over the next several years. 

In the near term, the FAA will focus on replacing older systems. For the future as 

outlined in the NAS Architecture, the FAA is planning to supplement the ground-based 

radars with a system that reports aircraft location to FAA air traffic facilities by using a 

satellite-based communication link and the onboard navigation systems in the aircraft. 

This is called Automatic Dependent Surveillance-Broadcast (ADS-B), and it is in limited 

use in a few air traffic control facilities. By using multiple sources of location 

information, controllers can provide reduced separation and accommodate a larger 

number of aircraft in any given segment of airspace. 

4.4.1 Terminal Surveillance 

Several projects are underway to replace the surveillance radars and beacon interrogators 

(secondary radars) that provide position information to controllers. The Airport 

Surveillance Radar – Model 11 (ASR-11), which has a digital output, will replace ASR-8 

and earlier model analog radars. The FAA has already replaced about half of the terminal 

radars with the Airport Surveillance Radar – Model 9 (ASR-9), which is also a digital 

radar. The ASR-11 program will replace all older surveillance radars but the ASR-9s, 

consistent with plans to renovate the existing ASR-9s, to extend their life. The ASR-11 

transmits data in a digital format, because the new terminal automation systems called 

STARS require digital information. The FAA is replacing older Air Traffic Control 

Beacon Interrogators (ATCBI) with the new ATCBI-6. The FAA has previously 

replaced the older terminal ATCBI systems with a system known as Mode-S, and the 

older en route ATCBI systems are now being replaced with ATCBI-6. 

4.4.2 New Technology to Improve Safety 

In addition to supplementing existing radars to allow reduced separation between aircraft, 

the automatic dependent surveillance system can help prevent accidents. There have 

been several fatal aviation accidents involving controlled flight into terrain due to poor 

awareness of terrain hazards near the route of flight. The Safe Flight 21 Capstone 

program in Alaska is working with the aviation community to evaluate the benefits of

providing additional information to pilots through an affordable terrain database and 

display. Use of this database coupled with use of Global Positioning System (GPS) 

navigation capability and the Wide Area Augmentation System can warn pilots about 

high terrain near the flight path of the aircraft. 

4.5 Navigation Systems Define ATC Route Structure 

Most current navigation aids are ground based. One of the most important systems from

an air traffic control perspective is the network of about 1,000 very high frequency omnidirectional range (VOR) aids to navigation that define the route structure. In addition, 

there are about 1,000 instrument landing systems (ILS) that provide pilots precision 

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Fiscal Years 2005-2009 

guidance for low-visibility approaches to airports. These systems will remain as the 

primary navigation aids in the near term. In the intermediate and far term, there will be a 

partial transition to satellite navigation systems with augmentation. 

4.5.1 Sustaining Existing Navigation Systems 

There will be a continuing need to sustain existing navigation systems. After the partial 

transition to augmented satellite navigation systems, the FAA will maintain a minimum

number of existing systems to backup the new services. In addition, there will be a shortterm demand for new ILSs. As new runways are built at larger airports and other 

locations qualify for an ILS, they will be installed. Several other CIP projects are 

necessary to support these new installations. An ILS requires one or more runway visual 

range sensors to report runway visibility to pilots and controllers. Precision approaches 

also require approach lights for the runway to help the pilot see the runway while the 

aircraft descends to the minimum altitude allowed. A minimum system of VOR aids will 

require renovation. In addition such services as weather broadcasts on the VOR 

frequency of stations that are eliminated will have to be hosted on other systems. 

4.5.2 Satellite Navigation 

Global Positioning System (GPS) satellite navigation augmented with the Wide Area 

Augmentation System is a very accurate system that can provide substantial benefits to 

pilots. It will allow pilots with properly equipped aircraft the opportunity to fly direct 

routes using a technique called area navigation (RNAV). The advantage of RNAV is that 

pilots can request direct routes between geographic points rather than using the current 

airways which are based on flying between radio navigation aids. This can save both 

time and distance. The FAA commissioned the Wide Area Augmentation System in July 

2003. 

4.5.3 Transition to Navigation System of the Future 

Planning is underway to determine how to integrate expanded navigation services into the 

National Airspace System. Detailed studies are in progress to determine the optimal mix 

of current systems and augmented satellite navigation systems. The FAA anticipates that 

augmented satellite navigation will replace a portion of existing systems, including the 

instrument landing systems that provide precision guidance to runways. A transition of 

this magnitude will require equipment and procedure changes to take advantage of the 

increased capabilities of these new systems. It may require or allow redesign of the 

airspace that is based on existing navigation aids. 

4.6 Communication Systems Increase Capacity 

As the number of aircraft using air traffic control services increases, the radio frequencies 

used by controllers for communication with pilots become more congested. To ensure 

enough capacity to handle future demand, we must upgrade the radios used by 

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controllers. In addition, the introduction of data-link communications can improve 

efficiency and provide more comprehensive information to the cockpit.

In the near term, capital investment will support renovation and expansion of current 

systems plus the beginning phase of a transition to a more capable future system. The 

FAA must replace a limited number of existing and backup systems each year. There is 

also a need to relocate remote communication sites as airspace is changed to reflect new 

traffic patterns. In the intermediate term, the FAA is planning a transition to the next

generation communication system that effectively provides additional frequencies and a 

data-link capability. The long-term improvements will introduce more systematic use of 

data link to support many of the planned efficiencies provided by other programs. 

4.6.1 Sustaining the Existing Systems 

There are about 3,000 remote communication facilities that enable controllers and flight 

service specialists to talk to pilots that would otherwise be out of range of their radios. 

These remote facilities receive the radio transmissions from pilots and transfer them to 

FAA facilities on telephone lines. In addition, there are backup communication sites that 

allow contact with pilots, if the primary sites fail. Until the FAA replaces this equipment, 

the Agency must renovate it. 

In addition, airspace changes to accommodate changes in flight patterns often require that 

these facilities be relocated to ensure radio contact can be maintained. Investment for 

this purpose will continue after a transition to new radio technology. 

4.6.2 The Next Generation Radio Communication (NEXCOM) System

The Next Generation Communication System (NEXCOM) uses digital technology and 

increases the number of channels per existing assigned frequency to provide more 

capacity. The NEXCOM uses the radio frequencies assigned to the FAA, but it increases 

the capacity of these frequencies up to four times. Using a technology that allows four 

separate channels on one frequency, NEXCOM will increase the voice channels for 

communication between pilots and controllers and enable one of the new channels to 

support data link communications. The switch to digital technology will also provide 

technical advantages over the existing analog technology. We will implement NEXCOM 

incrementally, switching to digital radios over the next several years and adding 

enhancements during and after transition. 

4.6.3 Data Link Systems 

Data-link technology allows facilities on the ground to transmit text messages and, in 

some applications, graphics to aircraft in flight. The Aeronautical Data Link program is 

developing a data-link system for text messages. The system can provide controllers and 

pilots an alternate automated communications path separate from the voice radio 

communications path, which can become congested in busy terminal areas. Data-link 

also allows the pilot to save the message and check it as necessary. Currently, flight-plan 

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clearances are being transmitted from air traffic control facilities to pilots by data-link at 

29 airports. The Controller Pilot Data Link Communication (CPDLC) system is in 

operation at the Miami en route control center, and it is being used to test operational 

procedures to be used if the system is implemented at additional locations. 

Graphics messages on data link can include weather maps and forecasts and displays of 

nearby air traffic. They will help pilots make more informed decisions. Two key issues 

in implementing data link are: (1) to ensure that the message being transmitted is not 

altered or truncated in transit and (2) to assure both the pilots and controllers that the 

source of the message is legitimate. Many of the service improvements planned for the 

NAS Architecture will rely on using data link to share airspace status information and 

help pilots plan for less restricted routes of travel.

4.7 Traffic Flow Management: A Source of Air Traffic Efficiencies 

Many of the efficiencies in handling air traffic result from improvements in air traffic 

management. Using predictive software, the FAA can forecast traffic demand throughout 

the system and take actions to minimize delays caused by adverse weather or localized 

system problems. The Air Traffic Control System Command Center coordinates with 

traffic management units in larger air traffic facilities to manage traffic flows to match 

capacity and prevent delays. In the en route phase of flight, controllers use automation 

software to provide more efficient routing. 

4.7.1 Free Flight Phase 2 Implementation 

During the Free Flight Phase 1 program, the FAA installed the Traffic Management 

Advisor (TMA) in seven en route centers. This automation system has increased the 

average number of aircraft handled during peak hours at an airport within the range of 

3 to 5 percent, which can significantly reduce delays. Free Flight Phase 2 installed TMA 

at Jacksonville, Florida in FY 2003, and it will install TMA at two additional centers. 

The FAA will be using the User Request Evaluation Tool (URET) at ten en route centers 

by the end of FY 2004. We will begin use of the tools at seven additional centers in FY 

2005, and we will complete installations in FY 2006. The URET allows an air traffic 

controller to project an aircraft’s flight route into the future and determine whether a 

change in route will create conflicts with other traffic. Using this information, a 

controller can approve more direct routing as requested by pilots, which normally saves 

flight time and fuel. Free Flight Phase 2 will also sustain and improve Collaborative 

Decision Making tools that we use to communicate with airline operations centers. This 

allows us to collaborate with customers to determine the best way to manage potential 

delays due to adverse weather or other airspace congestion problems. 

4.7.2 Air Traffic Management 

In addition to the Free Flight Phases 1 and 2 automation aids, the FAA is using several 

other software automation aids at en route centers and towers. These national-scale 

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management tools balance traffic loads and maximize air traffic flow within the 

constraints of the national airspace. The automation tools developed for the air traffic 

management program, coupled with the tools deployed by the Free Flight program, 

reduce delays and increase our ability to accommodate arriving aircraft by 5 percent. We

must replace the software and hardware that support these tools to improve the efficiency 

of the computer systems that we use for air traffic management. Modernizing this 

infrastructure will also enable continued development of products and services to more 

effectively manage the flow of air traffic. 

4.7.3 Air Traffic Control System Command Center 

The Air Traffic Control System Command Center (Command Center) located at 

Herndon, Virginia tracks all air traffic in the United States and uses sophisticated 

software tools to predict problems or delays in the system. These tools support 

collaborative decision-making between the FAA and airline operations centers. We will 

make enhancements to the Flight Schedule Monitor, Post Operations Evaluation Tool, 

and the Route Management Tool to improve the effectiveness of this existing software. 

After collaborating with commercial customers, the Command Center can coordinate 

with FAA field facilities to select the best strategies for regulating traffic flows in the 

system to prevent large hub airports from being saturated with more traffic than the 

airport can handle. We must also coordinate with the Department of Defense and 

international air traffic control facilities when military operations or international traffic 

are expected to impact operational flows. 

4.7.4 Next Generation Traffic Flow Management 

The NAS Architecture envisions an enhanced decision support system to provide 

increased information exchange between service providers and FAA customers via 

System Wide Information Management (SWIM). This would include exchanges of 

changes in routing, weather or congestion to permit increased collaboration with external 

customers. The Next-Generation Traffic Flow Management also provides for real time

and post-event analysis, increases predictability of system operation and manages pre and 

post-flight information. 

4.8 Weather Sensing and Display Systems Provide Accurate Information 

Accurate information on weather is essential to both the safety and efficiency of flight. 

Pilots request routes that allow them to avoid hazardous weather. Winds at flight 

altitudes can significantly affect the speed of travel, and pilots try to take advantage of 

favorable winds and minimize the impact of unfavorable winds. Improvements to 

weather reporting and forecasting provide significant benefits. 

In the near term, the FAA will upgrade the Weather and Radar Processing System that 

provides weather data to the en route centers. In the intermediate term, the FAA will 

implement improved weather products that provide more precise estimates of the location 

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of weather hazards and the intensity of meteorological events. It is anticipated that 

commercial sources may also offer data-link weather information to pilots. For the 

longer term, FAA is working on a new en route weather reporting and display system that 

will collect data from more sources and provide more accurate predictive information on 

the future weather. 

4.8.1 Improved Weather Information for En Route Facilities 

Accurately depicting and forecasting weather is key to increasing efficiency of air traffic 

control. The Weather and Radar Processor (WARP) provides timely weather radar 

information to the controllers, traffic management specialists, and the Center Weather 

Service Unit meteorologists at the en route centers. In addition the Corridor Weather 

Integrated System, developed in conjunction with the Integrated Terminal Weather 

System program, provides a display of weather along heavily traveled routes. Controllers 

use this information to advise pilots of the routes least affected by weather, and air traffic 

flow managers use it to decide how to apply advanced air traffic management tools. 

Having better information about the weather and a shared situational awareness, center 

air traffic controllers can improve the efficiency of traffic flows and minimize delays 

caused by having to avoid bad weather. We will upgrade WARP to be compatible with 

the upgraded weather radars operated by the National Weather Service, add software 

products developed by the weather research program, and start work on developing a 

more capable future system. The equipment is installed at all the en route centers. 

4.8.2 Wind Shear Detection systems 

The FAA has installed Terminal Doppler Weather Radars (TDWR) at 45 large airports 

with the highest wind shear risk. The TDWR displays show areas of wind shear and gust 

fronts, which enable tower controllers to warn pilots of existing wind shear conditions. 

The existing TDWR systems have had maintenance problems, and we need to invest 

capital in a service life extension program to ensure that these vital safety systems operate 

reliably through 2020. 

4.8.3 Future Improvements in Weather Systems 

The NAS Architecture contains plans for a comprehensive weather information system 

that will improve the real-time transfer of weather information to pilots and controllers. 

Both text information and weather graphics will be available and can be displayed on a 

color display in the cockpit, as well as on the controller’s display, to assist pilots in 

choosing a route of flight to avoid severe weather problems. 

4.9 Infrastructure Replacement: Modernization of the NAS 

The FAA has several billion dollars worth of installed infrastructure to support air traffic 

control and other services. The infrastructure includes buildings to house air traffic 

control automation, communication, surveillance, and navigation equipment and 

electrical power systems, and connecting communication infrastructure. These buildings 

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Fiscal Years 2005-2009 

and related infrastructure require modernization and periodic replacement. Replacing 

deteriorated facilities and adding more modern infrastructure reduces outages and 

prevents delays. Modernization also keeps the FAA abreast of changes in aviation 

technology. 

Efforts in this area will continue through and beyond 2015. One major impact of 

implementing the NAS Architecture will be the need to build new facilities to house new 

equipment. New equipment and capabilities often require more space than is available in 

existing facilities. Relocating equipment also often requires additional investment in 

infrastructure. 

4.9.1 En Route Facilities 

The Air Route Traffic Control Centers house the en route centers, and modernization is 

ongoing to keep these facilities in good operating condition and to accommodate growth 

in workload. We must maintain roofs, update electrical wiring as new equipment is 

installed, and upgrade the heating and ventilating systems to protect the sensitive 

electronic equipment housed in the centers. This program is essential for NAS 

modernization, and we must sustain it well into the future. 

4.9.2 Terminal Facilities 

The towers and terminal radar control (TRACON) facilities that control traffic in the 

areas near airports require modernization for a number of reasons. In some cases, new 

airport construction has restricted visibility of the runways and taxiways; thus, the towers 

need to be higher so that controllers can clearly see the airport operating area. In other 

cases, the facility is too small for installation of new automation equipment. Also, 

existing facilities are old and deteriorating. FAA has over 400 FAA and contract air 

traffic control towers, and, as towers age, they require new infrastructure or replacement. 

FAA replaces about 5-10 towers per year and will continue replacing or modernizing

towers well into the future. 

4.9.3 Unmanned Facilities 

The FAA must maintain the permanent buildings that house thousands of remote radios, 

navigational aids, and radars used for air traffic control to prevent damage to the 

electronic equipment. Failure of this equipment can cause air traffic delays; therefore, it 

is crucial that the FAA maintains and modernizes these buildings to ensure continued and 

reliable operation of the equipment inside. 

4.9.4 Voice Switches 

Controllers must communicate with other air traffic control facilities either by voice radio 

or through automation-system-generated messages. A communications switch that serves 

the entire facility transfers these messages from the telephone lines to the controllers. We 

must modernize these switches to take advantage of improvements in technology and to 

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Fiscal Years 2005-2009 

provide more efficient service. We are replacing 10 to 20 voice switches annually at 

towers and TRACON facilities and will continue to do so until the voice switches have 

been modernized. 

The large voice switches at the en route centers have aging components, and the FAA is 

beginning engineering work on a program to replace these switches. The current switches 

were installed under the Voice Switching and Control System program. In the near term, 

the FAA is performing a service life extension program, which includes replacing the 

voice switch control units at all the en route facilities. We must make substantial future 

investment in voice switches to modernize and eventually replace these switches. 

4.9.5 Electrical Power Systems 

Many FAA facilities have electrical generators and large battery banks that ensure 

continuity of electrical power during commercial power outages. The air traffic control 

system requires these backup systems to maintain reliability and to minimize disruptions

to air traffic. When complete electrical outages occur, aircraft are separated manually, 

which is very inefficient and severely restricts capacity. The existing emergency 

generators are very old, and, in many cases, the manufacturers have gone out of business. 

We must replace these systems to preserve reliability of the air traffic control facilities.

4.10 Improved Management Tools Accommodate Expansion 

Some CIP projects are directed at helping the FAA manage capital investment more 

efficiently. Improved management requires adoption of best business practices; 

improvements in information technology systems to automate cost and schedule 

estimates; automation of engineering design; and support from external contractors. As 

with private industry, we have benefited from using computer-aided design tools. 

Contractors also provide expertise in developing specifications and documentation of 

building and equipment configurations. This has helped us manage the large base of 

high-technology equipment that comprises the air traffic control system. Other examples 

of improved management tools are: 

4.10.1 NAS Infrastructure Management System (NIMS) 

The NIMS program moves toward centralizing management of FAA’s maintenance 

functions and develops the infrastructure for remote monitoring of the operational status 

of FAA’s equipment. Growth in the number and sophistication of FAA facilities has led 

the FAA to find more efficient ways to maintain all new equipment. We manage our 

maintenance from a National Operations Control Center and three regional Operational 

Control Centers. Newer FAA equipment has remote maintenance monitoring built in, 

and the remote facilities transmit system status data to centralized maintenance 

management facilities. The regional maintenance centers can then send field technicians 

to repair outages or take preventative measures when the information transmitted 

indicates that performance has deteriorated. This reduces the number of technicians at 

remote locations and allows us to use them more efficiently. 

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Fiscal Years 2005-2009 

4.10.2 FAA Telecommunications Infrastructure 

Communication is an integral part of air traffic control. The FAA needs an efficient and 

modern telecommunications system both to perform its air traffic functions and to 

manage our many dispersed facilities. We have contracted with a major 

telecommunications provider to support communications among the facilities. This new 

approach will be more efficient than the existing system and provide us with more 

software tools to measure communications use and allocate the costs to organizations

more accurately. 

4.11 Protect FAA’s Critical Infrastructure 

Executive Orders have reinforced the need and stiffened the guiding principles for 

protecting the critical infrastructure of the United States. The air traffic control system is 

part of this critical infrastructure. The FAA has two major programs to protect 

infrastructure: one protects facilities and employees from physical threats; the other 

protects air traffic control information technology systems. 

In the near- and longer term, the need to enhance security will continue. The most 

immediate steps are to improve security for manned facilities and to protect critical 

information- technology systems. We are resolving initial shortcomings while working 

to keep up with predicted threats and advances in detection technology to block 

sophisticated electronic intruders. 

4.11.1 Facility Security Risk Management 

The first step in Facility Security Risk Management is to assess FAA’s facilities to 

determine their vulnerabilities and compliance with Department of Justice security 

standards. We certify buildings when they are in compliance with standards and bring 

buildings needing additional security measures into compliance. We have developed a 

prioritized listing of our staffed facilities to identify modifications, procedures, and 

measures to enhance the security and safety of FAA personnel and facilities. Security 

systems include surveillance systems, intrusion detection systems, and access control 

systems. 

4.11.2 Information Security 

In the past, many air traffic control automation systems were closed systems with 

proprietary software. These systems were very resistant to unauthorized entry. In 

modernizing its automation systems, the FAA has incorporated more commercial 

software, which creates a new vulnerability. We are assessing the vulnerabilities of all 

our critical systems and determining what protections we must add to prevent 

unauthorized access and disruption of the air traffic control system. We must also use an 

intrusion detection system so that we are aware of any efforts, successful or not, to gain 

access to our information-technology systems. Improving information security will be a 

growing expense for many years into the future. 

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Capital Investment Plan 

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5 Conclusion 

There are several important reasons for preparing the 5-year CIP in addition to the 

legislative mandate. Given the challenges of dealing with growth and changes in 

technology, the FAA must look to the future to ensure that we are addressing capacity 

and reliability issues. If we do not plan for the system of the future, we will not be able 

to accommodate predicted travel demand, and NAS performance will deteriorate. The 

high standards of performance for FAA equipment and automation systems require 

lengthy testing and implementation schedules. We must plan now for modernization to 

ensure that new equipment can be installed and operational in time to be ready for the 

future. 

To facilitate decisions on the system of the future, the FAA has developed the Target

System Description (TSD) as part of the NAS Architecture. The TSD establishes a 

benchmark for the structure of the air traffic control system in 2015. This provides the 

longer-range target for planning and the basis for an estimate of the resources to meet that 

vision of the future. Our partners in the aviation world are also interested in the structure 

of the future system, and they are recommending technology change and improved 

operating procedures. These changes require resources, and we must articulate the need 

for system improvements in the CIP and the TSD. The CIP provides visibility into the 

scope and planned schedule for capital expenditures planned for the next 5 years. This 

information allows an informed dialogue on the pace and content of our near term

modernization efforts 

6 Appendices to the Capital Investment Plan 

The CIP contains four appendices: 

Appendix A 

• Lists FAA strategic goals, objectives, and performance targets 

• Associates CIP projects with strategic objectives and performance targets 

Appendix B 

• Lists CIP projects with over $5 million in annual expenditures 

• Provides description of project and relationship of project to strategic goals 

• Lists FY 2003 Program accomplishments 

• Lists FY 2004 Output goals 

• Lists FY 2005 Output goals 

• Lists key events 2006–2009 

Appendix C 

• Provides estimated expenditures 2005–2009 by Budget Line Item

Appendix D 

• Defines acronyms 

21
Federal Aviation Administration 

National Airspace System 

Capital Investment Plan 

Appendix A 

Fiscal Years 2005 – 2009 

Capital Investment Plan

Fiscal Years 2005-2009

APPENDIX A 

GOAL MATRIX 

This year’s, Capital Investment Plan (CIP) projects have been connected to the goals, objectives and 

performance targets in the Federal Aviation Administration (FAA) Flight Plan 2004-2008. As such,

Appendix A has been revised to reflect the alignment of projects with FAA goals and objectives consistent 

with the new FAA Flight Plan 2004-2008. In general, many FAA capital investments will contribute to 

more than one, goal, objective and performance target, Appendix A will reflect an alignment of that project 

to the goal, objective and performance target(s) where its contribution is most significant. CIP projects 

with Fiscal Year (FY) 2005 funding are included in this Appendix. 

For ease of clarification, the following definitions are provided a general description of the structure of the 

FAA Flight Plan 2004-2008 and a systematic way to relate the objectives and performance targets to

projects in the CIP. 

STRATEGIC GOAL 

A general statement of the broad agency purpose in carrying out its mission, such as: “Achieve the lowest

possible accident rate and constantly improve safety.” 

OBJECTIVE 

A statement of a specific emphasis area that will contribute to the overall goal, such as: “Reduce the 

commercial airline accident rate.”

PERFORMANCE TARGET 

A quantifiable measure of the improvement in a goal area that sets a target for specific improvements in 

outcomes that affect FAA customers, such as: “Reduce airline fatal accident rate by 80 percent from the 

1994-1996 baseline by 2007 and maintain the low rate in FY 2008 and beyond.” 

i

Capital Investment Plan Appendix A 

Fiscal Years 2005-2009

1. STRATEGIC GOAL: INCREASED SAFETY

FAA Strategic Goal: Achieve the lowest possible accident rate and constantly improve safety.

• FAA Objective 1: Reduce the commercial airline fatal accident rate. 

− FAA Performance Target: Reduce airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 

2008 and beyond. 

FY 2005 BLI CIP # CIP Name 

1A02B W03.03-01 Terminal Doppler Weather Radar (TDWR) – Service Life 

Extension Program

1A05A A17.00-00 Aviation Safety Analysis System (ASAS) 

1C01J M42.01-00 Safer Skies

1C01M M34.01-00 Airport Technology - ATDP

1C02A M12.00-00 Aircraft and Related Equipment Program 

1C02C M12.01-02 Aircraft Related Equipment – Simulator Replacement – Airbus

Simulator 

1C03A M24.00-00 National Aviation Safety Data Analysis Center (NASDAC) 

3A04A N04.03-00 Visual Navaids – ALSIP Continuation 

• FAA Objective 2: Reduce the number of fatal accidents in general aviation. 

− FAA Performance Target: By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 

(from 385, which represents the average number of fatal 

accidents for the baseline period of 1996-1998).

FY 2005 BLI CIP # CIP Name 

1B01B M36.02-00 Safe Flight 21 – Ohio Valley Prototype Project

1B01C S10.02-00 Automatic Dependent Surveillance Broadcast (ADS-B) – ATDP 

1C01H M35.01-00 General Aviation/Vertical Flight Technology – ATDP 

2A12A C20.03-00 Aeronautical Data Link – Flight Information Service (FIS) 

TBD N12.01-00 Wide Area Augmentation System (WAAS)

4C06A F05.03-00 AFSS Facilities Sustainment 

4C07A A07.00-00 Operational and Supportability Implementation System (OASIS) 

for Flight Service Automation System (FSAS) 

4C08A C03.01-00 WMSCR Transition

5A11A A08.01-00 NOTAMS Infrastructure/Distribution 

1
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009 1. Strategic Goal: Increased Safety

 (continued)

• FAA Objective 3: Reduce accidents in Alaska.

− FAA Performance Target: Reduce accidents in Alaska for general aviation and all Part

135 operations by 20 percent by FY 2008 (from the 2000-

2002 average of 130 accidents per year to no more than 104 

accidents per year).

FY 2005 BLI CIP # CIP Name 

1B01A M36.01-00 Safe Flight 21 – Alaska Capstone Initiative 

• FAA Objective 4: Reduce the risk of runway incursions.

− FAA Performance Target: Reduce the number of most serious runway incursions

(Category A and B) at towered airports by at least 48 percent 

by FY 2008 (from the 2000-2002 baseline average of 52 per 

year to no more than 27 per year). 

FY 2005 BLI CIP # CIP Name 

1A03A S09.01-00 Airport Surface Detection Equipment - Model X (ASDE -X) 

1A03B S09.03-01 Airport Surface Detection Equipment - Model 3X (ASDE-3X) – 

Upgrade ASDE-3 Sites w/Multilateration/ADS-B for Initial 7 sites 

1C01B S09.02-00 Runway Incursion Reduction Program (RIRP) – ATDP 

• FAA Objective 5: Reduce cabin injuries caused by turbulence.

− FAA Performance Target: Reduce serious injuries from turbulence accidents by 33 

percent by FY 2008 (from the FY 1996-2000 average of 18 

injuries per year to no more than 12).

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this 

Objective and Performance Target in the FY 2005 Budget. 

• FAA Objective 6: Measure the safety of the U.S. civil aviation industry with a composite index.

− FAA Performance Target: By FY 2006, implement a single, comprehensive index that

provides a meaningful measure of the safety performance of

the U.S. civil aviation system.

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this 

Objective and Performance Target in the FY 2005 Budget. 

2
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009 1. Strategic Goal: Increased Safety

(continued)

• FAA Objective 7: Ensure the safety of commercial space launches.

− FAA Performance Target 1: No fatalities or serious injuries to the uninvolved public during 

the commercial space launch or reentry activities. 

− FAA Performance Target 2: No significant damage to property that is not associated with 

the flight during commercial space launch or reentry activities.

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this 

Objective and Performance Target in the FY 2005 Budget. 

• FAA Objective 8: Enhance the safety of FAA's air traffic systems.

− FAA Performance Target 1: Apply safety risk management to all significant changes in the 

NAS.

− FAA Performance Target 2: Reduce the number of most serious air traffic control

operational errors (Categories A and B) by 15 percent, to no

more than 563 by FY 2008.

FY 2005 BLI CIP # CIP Name 

1C01L M08.32-01 Safety Analysis and Assessment - ATDP 

1C04A M08.32-02 Safety Management System

** END OF INCREASE SAFETY STRATEGIC GOAL**

3
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009

2. STRATEGIC GOAL: GREATER CAPACITY 

FAA Strategic Goal: Work with local governments and airspace users to provide capacity in the U.S. 

airspace system that meets projected demand in an environmentally sound 

manner.

• FAA Objective 1: Increase airport capacity to meet projected demand. 

− FAA Performance Target 1: Achieve an airport arrival efficiency rate of 96 percent at the 

35 OEP airports by FY 2008.

− FAA Performance Target 2: Increase the Airport Arrival Capacity at the 35 OEP airports

from 50,550 arrivals per day, the 2000-2002 baseline, to at 

least 53,600 per day by FY 2008.

− FAA Performance Target 3: Open as many as nine new runways, while increasing the 

annual service volume (ASV) of the 35 OEP airports by at

least one percent annually, measured as a five year moving 

average, through 2008.

FY 2005 BLI CIP # CIP Name 

1C01C M08.28-00 System Capacity, Planning, and Improvements – ATDP

1C01D M08.29-00 Operations Concept Validation – ATDP

1C01E M08.27-00 NAS Requirements Development

TBD A04.01-00 Standard Terminal Automation Replacement System (STARS) – 

Development and Procurement

2A01B A03.04-01 Terminal Sustainment

2A01C C20.04-00 Tower Data Link Services 

TBD A04.05-01 Standard Terminal Automation Replacement System (STARS) – 

Tech Refresh

2A04A F01.02-00 ATCT/TRACON Establish/Sustain/Replace – ATCT/TRACON 

Replacement 

2A05A F01.01-00 ATCT/TRACON Establish/Sustain/Replace – ATCT/TRACON 

Modernization

2A05B F01.01-01 ATCT/TRACON Establish/Sustain/Replace – STARS Facility 

Upgrades 

2A05C F02.10-00 Large TRACONs – Advanced Facility Planning

2A06A S03.02-01 Terminal Radar (ASR) Program – ASR-11- ASR-7/ASR-8 

Replacement, DOD Takeover, New Establishments 

2A07A S03.01-01 Terminal Radar (ASR) Program – ASR-9 SLEP 

2A08A S08.00-00 Precision Runway Monitor (PRM) 

2A09A F02.11-01 Large TRACONs – Houston Area Air Traffic System (HAATS) 

2A13B A24.03-00 Free Flight Phase Two (FFP2) – Traffic Management Advisor

(TMA) – Single Center 

3A03A N03.01-00 Instrument Landing Systems (ILS)

3A05A N08.02-00 Runway Visual Range (RVR) – Replacement/Establishment 

3A06A N09.00-00 Distance Measuring Equipment (DME) 

3A07A N04.01-00 Visual Navaids – Visual Navaids for New Qualifiers 

3A08A N04.04-00 Visual Navaids – Sustain, Replace, Relocate 

4
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009 2. Strategic Goal: Greater Capacity

(continued)

• FAA Objective 1: Increase airport capacity to meet projected demand. 

FY 2005 BLI CIP # CIP Name 

3A11A A14.00-00 Instrument Approach Procedures Automation (IAPA)

3A11B A14.01-00 IAPA - National Aeronautical Charting Office (NACO) 

4A02A C05.02-00 Enhanced Terminal Voice Switch (ETVS)

4A03A F10.00-00 Airport Cable Loop Systems Sustained Support

4C01A C14.00-00 Critical Telecommunications Support

4C03A C06.01-00 Communications Facilities Enhancement – Expansion

4C03C C06.04-00 Communications Facilities Enhancement – UHF Replacement

4C03B C06.03-00 Communications Facilities Enhancement – Air/Ground 

Communications RFI Elimination

5A05A F04.01-00 DOD/FAA ATC Facility Transfer/Modernization – Original 

Program

5A08A F12.00-00 FAA Buildings & Equipment Sustain Support – 

Modernize/Improve 

• FAA Objective 2: Make air traffic flow over land and sea more efficient.

− FAA Performance Target 1: Maintain average en route travel times among the eight major 

metropolitan areas. 

− FAA Performance Target 2: Beginning in FY 2005, increase to 80 percent the number of

oceanic en route altitude change requests that are granted 

through the end of FY 2008 

FY 2005 BLI CIP # CIP Name 

1A01A W02.02-00 Weather Radar Program – NEXRAD Open Systems Upgrades 

1A01B W02.03-01 Medium Intensity Airport Weather System (MIAWS) 

TBD W07.01-00 Integrated Terminal Weather System (ITWS) – ITWS 

Development/Procurement

1A04B W07.02-00 Corridor Integrated Weather System (CIWS)

1C01A M08.28-01 Separation Standards – ATDP

1C01I M08.28-03 Domestic Reduced Vertical Separation Minima (RVSM) – ATDP

2A02A S02.03-00 Secondary Surveillance – ATC Beacon Interrogator (ATCBI) 

Replacement 

2A03A S04.02-03 Long Range Radar (LRR) Program – LRR Improvements – 

Infrastructure Upgrades/Sustain 

2A12B C20.02-01 Aeronautical Data Link – CPDLC Build 1/1A

2A15A W01.02-02 Automated Surface Observing System (ASOS) – Pre-Planned 

Product Improvements (P3I) 

2A15B W01.02-03 Automated Surface Observing System (ASOS) – Standalone 

Weather Systems 

2A15C W01.02-04 Automated Surface Observing System (ASOS) – Data Displays 

5
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009 2. Strategic Goal: Greater Capacity

(continued)

• FAA Objective 2: Make air traffic flow over land and sea more efficient.

FY 2005 BLI CIP # CIP Name 

2B01A C21.01-01 Next-Generation VHF A/G Communication System (NEXCOM) – 

Segment 1a 

2B01B C21.01-02 Next-Generation VHF A/G Communication System (NEXCOM) – 

Segment 1b 

2B02A A01.10-01 En Route Automation Modernization (eRAM) 

2B02B A01.10-02 En Route Automation Modernization (ERAM) – Radar Position 

Tech Refresh – R Side Upgrades 

2B02C A01.07-01 En Route Enhancements

2B02D A01.03-00 HOST/Oceanic Computer System Replacement (HOCSR) 

2B02E A01.12-01 En Route Communications Gateway (ECG)

2B02F A01.09-01 En Route System Modification 

2B02G A01.13-01 En Route Automation Program – Initial Academy Training System

(IATS)

2B03A W04.02-00 Weather and Radar Processor (WARP) – Stage 3 – Sustain

Weather Ops 

2B03B W04.03-00 Weather and Radar Processor (WARP) – Tech Refresh/Product

Upgrades - Global Weather Information System (GWIS) 

3A02A N06.00-00 Very High Frequency Omni-directional Radio Tactical Air

Navigation (VORTAC)

3A09A A10.03-00 Advanced Technologies and Oceanic Procedures (ATOP) 

3A10A C01.01-01 Voice Switching and Control System (VSCS) – VSCS Control

System Upgrade 

3A10B C01.02-01 Voice Switching and Control System (VSCS) – Tech Refresh 

4A01A F25.00-00 Relocate Guam CERAP 

4A02B C05.02-02 Command Center Conference Control System 

4B01A F06.01-00 ARTCC Plant Modernization/Expansion – ARTCC Modernization 

4C04A C23.00-00 Voice Recorder Replacement Program (VRRP) 

4C09A F11.00-00 Power Systems Sustained Support

4C12A M15.01-00 NAS Spectrum Engineering Management – NAS Spectrum

Engineering Sustained Support

4C12B M15.02-00 NAS Spectrum Engineering Management – Frequency Interference

Support/Resolution 

5A13A M17.00-00 Test Equipment Modernization/Replacement 

6
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009 2. Strategic Goal: Greater Capacity

• FAA Objective 3: Increase or improve airspace capacity in the eight major metropolitan areas and 

corridors that most affect total system delay: New York, Philadelphia, Boston, 

Chicago, Washington/Baltimore, Atlanta, Los Angeles Basin, and San 

Francisco.

− FAA Performance Target: Achieve an increase in the Airport Arrival Capacity for the 

eight major metropolitan areas from 21,290 arrivals per day

from the 2000-2002 baseline to at least 22,000 per day by

2008.

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this 

Objective and Performance Target in the FY 2005 Budget. 

• FAA Objective 4: Increase on-time performance of scheduled carriers.

− FAA Performance Target: Through FY 2008, increase the percentage of all flights

arriving within 15 minutes of schedule at the 35 OEP airports

by seven percent, as measured from the three year FY 2000-

2002 baseline.

FY 2005 BLI CIP # CIP Name 

2A13A A24.02-00 Free Flight Phase Two (FFP2) – User Request Evaluation Tool

(URET)

2A13C A24.04-00 Free Flight Phase Two (FFP2) – Collaborative Decision Making

(CDM) 

2A14A A05.01-02 Traffic Flow Management Infrastructure – Current Enhanced 

Traffic Management System Operations 

2A14B A05.01-06 Traffic Flow Management Infrastructure – Infrastructure 

Modernization

2A14C A05.03-06 ATM Functionality Development/Deployment – Departure 

Spacing Program

5A18A M08.06-00 Program Support Leases 

5A24A M03.02-00 Center for Advanced Aviation System Development

• FAA Objective 5: Address environmental issues associated with capacity enhancements.

− FAA Performance Target 1: Reduce the number of people exposed to significant noise

through FY 2008, as measured by a three year moving 

average, from the three-year average for calendar years 2000-

2002.

− FAA Performance Target 2: Improve aviation fuel efficiency per revenue plane-mile by

one percent per year through FY 2008, as measured by a three 

year moving average, from the three year average for calendar 

years 2000-2002.

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this 

Objective and Performance Target in the FY 2005 Budget. 

**END OF GREATER CAPACITY STRATEGIC GOAL**

7
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009

3. STRATEGIC GOAL: INTERNATIONAL LEADERSHIP 

FAA Strategic Goal: Increase the safety and capacity of the global civil aerospace system in an 

environmentally sound manner.

• FAA Objective 1: Promote improved safety and regulatory oversight in cooperation with bilateral, 

regional, and multilateral aviation partners.

− FAA Performance Target 1: Provide new or expanded technical assistance and training to 

30 key countries or regional authorities.

− FAA Performance Target 2: Conclude new bilateral agreements recognizing safety 

certification and approval systems with 10 key countries or

regional authorities.

− FAA Performance Target 3: Secure a 100 percent increase, over FY 2003 levels, in

intellectual and financial assistance for international aviation 

activities from the U.S. and international government

organizations, multilateral banks, and industry.

− FAA Performance Target 4: Support creating at least four new regional aviation authorities 

or organizations capable of meeting globally accepted safety 

and efficiency standards. 

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this Objective 

and Performance Targets in the FY 2005 Budget. 

• FAA Objective 2: Promote seamless operations around the globe in cooperation with bilateral, 

regional, and multilateral aviation partners.

− FAA Performance Target 1: Ensure the U.S., ICAO and other international partners 

implement new techniques and key operational procedures in

a consistent and timely manner.

− FAA Performance Target 2: Implement RVSM in the North American Region by January 

2005.

− FAA Performance Target 3: Ensure that international environmental standards, 

recommended practices, and guidance material adopted by

ICAO are globally and uniformly applied, reflect the best 

available technology, provide real environmental benefit and 

are economically sound.

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this 

Objective and Performance Targets in the FY 2005 Budget. 

**END OF INTERNATIONAL LEADERSHIP STRATEGIC GOAL** 

8
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009

4. STRATEGIC GOAL: ENVIRONMENTAL STEWARDSHIP 

DOT Strategic Goal: Reduce pollution and other adverse effects of transportation and transportation

facilities. 

• DOT Objective 1: Adopt transportation policies and promote technologies that reduce or eliminate 

environmental degradation.

FY 2005 BLI CIP # CIP Name 

5B01A F13.03-00 Tower Fire Life Safety

5B01B F13.03-00 OSHA/Environmental Standards Compliance 

5B01E F13.03-01 NAS Facilities OSHA Environmental Policy Development – AEE 

5B02A F13.01-00 NAS Facilities OSHA & Environmental Standards Compliance –

Fuel Storage Tanks 

5B03A F13.02-00 NAS Facilities OSHA & Environmental Standards Compliance –

Environmental Cleanup / HAZMAT 

**END OF ENVIRONMENTAL STRATEGIC GOAL**

5. STRATEGIC GOAL: SECURITY

DOT Strategic Goal: Balance homeland and national security transportation requirements with the 

mobility needs of the Nation for personal travel and commerce. 

• DOT Objective 1: Support and implement U.S. security strategies and plans related to

transportation. 

FY 2005 BLI CIP # CIP Name 

4C10A C18.00-00 Command and Control Communications (C3)

5A14A F24.00-00 Facility Security Risk Management 

**END OF SECURITY STRATEGIC GOAL**

9
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009

6. STRATEGIC GOAL: ORGANIZATIONAL EXCELLENCE 

FAA Strategic Goal: Ensure the success of the FAA's mission through stronger leadership, a better 

trained workforce, enhanced cost-control, and improved decision-making based 

on reliable data. 

• FAA Objective 1: Make the organization more effective with stronger leadership, increased 

commitment of individual workers to fulfill organization-wide goals, and a 

better prepared, better trained, diverse workforce.

− FAA Performance Target 1: Increase Employee Attitude Survey scores in the areas of

management effectiveness and accountability by at least five

percent.

− FAA Performance Target 2: Directly relate 100 percent of all employee performance plans 

to FAA strategic goals and their organization's performance

plans.

− FAA Performance Target 3: Reduce the time it takes to hire mission critical positions by 20

percent over the FY 2003 baseline. 

FY 2005 BLI CIP # CIP Name 

2C01A M29.00-00 ATOMS Local Area/Wide Area Network 

2C02A M26.00-00 NAS Management Automation Program (NASMAP) 

5A15A M31.00-00 NAS Information Security – Information Systems Security

5A16A M10.00-00 Distance Learning

• FAA Objective 2: Control costs while delivering quality customer service. 

− FAA Performance Target 1: By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 

percent of the currently unfunded portion of the Flight Plan.

− FAA Performance Target 2: Complete the closeout of 100 percent (FY 2001 baseline) of

cost reimbursable contracts by the end of FY 2004 and

maintain timely closure of future contracts. 

 

FY 2005 BLI CIP # CIP Name 

4C02A C26.01-00 FAA Telecommunications Infrastructure (FTI) 

4C05A M07.02-00 NAS Infrastructure Management System (NIMS) – Phase 2

4C11A F18.00-00 Aeronautical Center Infrastructure Modernization 

5A01A/5A02A F14.00-00 System Support Laboratory Sustained Support

5A03A F16.00-00 William J. Hughes Technical Center Building and Plant Support 

5A10A F17.00-00 Computer Aided Engineering Graphics (CAEG) Replacement 

5A12A M21.03-00 Logistics Support Systems & Facilities – Asset and Supply Chain

Management 

5A17A M03.01-00 System Engineering and Development Support 

10
Capital Investment Plan Appendix A 

Fiscal Years 2005-2009 6. Strategic Goal: Organizational Excellence

(continued)

• FAA Objective 2: Control costs while delivering quality customer service. 

FY 2005 BLI CIP # CIP Name 

5A19A M05.00-00 NAS Regional/Center Logistics Support Services 

5A20A F19.00-00 Mike Monroney Aeronautical Center Lease 

5A21A M22.00-00 NAS Implementation Support Contract (NISC) 

5A22A M02.00-00 Technical Support Services Contract

5A23A M08.14-00 Continued General Support – Resource Tracking Program (RTP) 

• FAA Objective 3: Make decisions based on reliable data to improve our overall performance and

customer satisfaction. 

− FAA Performance Target 1: Make sure 80 percent of critical acquisition programs are both

on schedule and within 10 percent of budget. 

− FAA Performance Target 2: Achieve 90 percent of all performance targets in the Flight 

Plan.

− FAA Performance Target 3: Increase agency scores on the America Customer Satisfaction 

Index. 

− FAA Performance Target 4: Achieve 90 percent of the milestones for the agency

information security plan by 2008.

FY 2005 BLI CIP # CIP Name 

None None Currently no Facilities & Equipment project supports this 

Objective and Performance Target in the FY 2005 Budget. 

**END OF ORGANIZATIONAL EXCELLENCE STRATEGIC GOAL**

11
Federal Aviation Administration 

National Airspace System 

Capital Investment Plan 

Appendix B 

Fiscal Years 2005 – 2009 

Capital Investment Plan

Fiscal Years 2005-2009

APPENDIX B 

DETAILED PROGRAM PLAN DATA 

LINKING FAA CIP PROJECTS TO GOALS

As stated in Appendix A, this year’s Capital Investment Plan (CIP) projects are connected to the goals,

objectives and performance targets in the FAA Flight Plan 2004-2008. Since projects are linked to a single

objective, the data provided in Appendix B describes how these projects contribute to the performance 

targets under those objectives. 

FORMAT

Appendix B is organized by budget line item (BLI) consistent with the President’s Budget to Congress for

fiscal year (FY) 2005. Several CIP projects may be included in one BLI. In those cases, when all of the 

CIP projects pertain to one specific purpose, they are grouped. However, when the CIP projects have 

different purposes, they are described with separate CIP entries. 

Programs/projects in Appendix B contain a Program Description and Relationship to Performance Target 

description. FY 2003 Accomplishments, FY 2004 Performance Output Goals, FY 2006-2009 Performance 

Output Goals for all Facilities and Equipment (F&E) funded CIP projects are reported as outlined below. 

BLI numbers with an X (i.e., 1A06X) are used to designate programs/projects that are not in the FY

2005 President’s Budget (Facilities & Equipment). Accordingly, their inputs are reflected as follows: 

• Programs/projects reporting only FY 2003 accomplishments and/or FY 2004 Performance Output

Goals based on FY 2003/2004 funding received. Operations funding will fund the sustainment of

the programs. 

• Programs/projects representing new starts or future programs not currently in the President's 

budget will report future year Performance Output Goals based on projected funding. 

Remaining CIP Programs/projects are required to reflect FY 2003 Accomplishments and FY 2004-2009 

Performance Output Goals, with the exception of the following: 

 

• Programs/projects that do not exceed $5M annually. 

• Programs/projects that fund support contracts (such as CAASD, SETA, NISC) or fund program 

support leases. 

Where, ***Not Applicable***, is reflected in the FY 2003 Accomplishments or 2004-2009 Output

Goals sections, it denotes that no funding was allocated for that fiscal year. 

EXAMPLE

The following example illustrates how the project data provided is used to support the FAA Flight Plan

Goal, Objective, and Performance Target, along with a sample format of CIP project inputs: 

PROGRAM DESCRIPTION

Airport Surface Detection Equipment – Model X (ASDE-X) is a modular surface surveillance system

capable of processing radar, multilateration, and Automatic Dependent Surveillance-Broadcast (ADS-B) 

i
Capital Investment Plan Appendix B

Fiscal Years 2005-2009

sensor data that provides seamless airport surface surveillance to air traffic controllers. The ASDE-X 

system was designed.... 

RELATIONSHIP OF PROGRAM TO FAA STRATEGIC GOAL, OBJECTIVE, AND 

PERFORMANCE TARGET

• FAA Strategic Goal – Increased Safety. 

• FAA Objective 4 – Reduce the risk of runway incursions. 

• FAA Performance Target – Reduce the number of the most severe (Category A & B) of runway 

incursions at towered airports by at least 48 percent by FY 2008 (from the 2000-2002 baseline 

average of 52 per year to no more than 27). 

RELATIONSHIP TO PERFORMANCE TARGET

The reduction in runway incursions will be accomplished through the use of a modular surface surveillance 

system capable of processing radar, multilateration, and automatic dependent surveillance broadcast sensor 

data. The result will be increased airport safety through enhanced situational awareness. 

PROGRAM PLAN FY 2005 – PERFORMANCE OUTPUT GOALS

• Deliver and install 13 out of 29 ASDE-X units and achieve operational readiness on 7 sites. 

ii 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009

Table of Contents 

 

ACTIVITY 1: IMPROVE AVIATION SAFETY ........................................................................ 1

1A01, Next Generation Weather Radar (NEXRAD)...................................................................................... 1

1A02, Terminal Doppler Weather Radar (TDWR) ........................................................................................ 2

1A03, Airport Surface Detection Equipment – Model X (ASDE-X)............................................................. 3

1A04, Aviation Weather Services Improvements .......................................................................................... 4

A, Integrated Terminal Weather System (ITWS) – ITWS Development/Procurement, W07.01-00 ............ 4

B, Corridor Integrated Weather System (CIWS), W07.02-00 .................................................................... 5

1A05, Aviation Safety Analysis System (ASAS)........................................................................................... 6

1A06X, Weather Systems Processor.............................................................................................................. 9

1A07X, Low Level Windshear Alert System (LLWAS) – Upgrade.............................................................. 9

1A08X, Integrated Flight Quality Assurance (IFQA) .................................................................................. 10

1B01, Safe Flight 21 (SF-21) ....................................................................................................................... 11

A, Safe Flight 21 – Alaska Capstone Initiative, M36.01-00 ..................................................................... 12

B, Safe Flight 21 – Ohio Valley Prototype Project, M36.02-00 and Surface Moving Map, M36.02-01.. 13

C, Automatic Dependent Surveillance Broadcast (ADS-B) – 

Advanced Technology Development and Prototyping, S10.02-00 ........................................................... 14

1C01, Advanced Technology Development and Prototyping ...................................................................... 16

A, Separation Standards – ATDP, M08.28-01 ......................................................................................... 16

B, Runway Incursion Reduction Program (RIRP) – ATDP, S09.02-00 ................................................... 17

C, System Capacity, Planning, and Improvements – ATDP, M08.28-00 ................................................. 18

D, Operations Concept Validation – ATDP, M08.29.00.......................................................................... 20

E, Software Engineering Research Center (SERC) – ATDP, M28.01-00 ................................................ 21

F, Airspace Management Laboratory – ATDP, M08.28-02..................................................................... 22

G, National Airspace System Requirements Development – ATDP, M08.27-00...................................... 24

H, General Aviation / Vertical Flight Technology – ATDP, M 35.01-00................................................. 24

I, Domestic Reduced Vertical Separation Minima (RVSM) – ATDP, M08.28-03.................................... 25

J, Safer Skies – ATDP, M42.01-00........................................................................................................... 25

K, NAS Development System Assurance – ATDP, M31.01-01................................................................. 27

L, Safety Analysis and Assessment - ATDP, M08.32-01 .......................................................................... 28

M, Airport Technology – ATDP, M34.01-00............................................................................................ 28

1C02, Aircraft Related Equipment Program ................................................................................................ 30

A, Aircraft Related Equipment Program, M12.00-00 .............................................................................. 30

B, Aircraft Related Equipment Program – Boeing Simulator Replacement, M12.01-01 ......................... 33

C, Aircraft Related Equipment Program – Airbus Simulator, M12.01-02.............................................. 34

1C03, National Aviation Safety Data Analysis Center (NASDAC)............................................................. 34

1C04, Safety Management System............................................................................................................... 35

1C05X, Runway Incursion Reduction Program – Louisville Technology Demonstration........................... 36

ACTIVITY 2. IMPROVE THE EFFICIENCY OF THE AIR TRAFFIC CONTROL SYSTEM...... 37

2A01, Terminal Automation Program.......................................................................................................... 37

A, Standard Terminal Automation Replacement System – Development and Procurement, A04.01-00.. 37

B, Terminal Sustainment, A03.04-01........................................................................................................ 39

iii
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Table of Contents 

C, Tower Data Link Services, C20.04-00................................................................................................. 40

2A02, Air Traffic Control Beacon Interrogator - Replacement.................................................................... 41

2A03, Air Traffic Control En Route Facilities Improvements..................................................................... 43

2A04, Terminal Air Traffic Control Facilities – Replace............................................................................. 44

2A05, ATCT/Terminal Radar Approach Control Facilities – Improve........................................................ 45

A, ATCT/TRACON Establish/Sustain/Replace – ATCT/TRACON Modernization, F01.01.00 and 

B, STARS Facility Upgrades, F01.01-01 ................................................................................................. 45

C, Large TRACONs - Advanced Facility Planning, F02.10-00 ............................................................... 46

2A06, Terminal Digital Radar (ASR-11) ..................................................................................................... 47

2A07, Airport Surveillance Radar (ASR-9) ................................................................................................. 49

2A08, Precision Runway Monitor................................................................................................................ 50

2A09, Houston Area Air Traffic System (HAATS)..................................................................................... 51

2A12, Aeronautical Data Link (ADL) Applications .................................................................................... 52

A, Aeronautical Data Link – Flight Information Service (FIS), C20.03-00............................................ 52

B, Aeronautical Data Link – CPDLC Build 1/1A, C20.02-01.................................................................. 54

2A13, Free Flight Phase 2 ............................................................................................................................ 55

A, Free Flight Phase 2 (FFP2) – Integration, A24.01-00........................................................................ 55

B, Free Flight Phase 2 (FFP2) – User Request Evaluation Tool (URET), A24.02-00 ........................... 56

C, Free Flight Phase 2 (FFP2) – Traffic Management Advisor (TMA) – Single Center, A24.03-00 ..... 57

D, Free Flight Phase 2 (FFP2) – Collaborative Decision Making (CDM), A24.04-00.......................... 58

2A14, Air Traffic Management (ATM)........................................................................................................ 59

A, Traffic Flow Management Infrastructure – Current Enhanced Traffic Management System 

Operations, A05.01-02 ............................................................................................................................. 59

B, Traffic Flow Management Infrastructure – Infrastructure Modernization, A05.01-06...................... 61

C, ATM Functionality Development/Deployment – Departure Spacing Program, A05.03-06 ............... 62

2A15, Automated Surface Observing System (ASOS) ................................................................................ 63

2A16X, Terminal Applied Engineering ....................................................................................................... 64

2A17X, New York Integrated Control Complex (NYICC).......................................................................... 65

2A18X, Information Display System (IDS) for Terminal Facilities ............................................................ 66

2A19X, System Wide Information Management (SWIM)........................................................................... 67

2B01, Next Generation VHF Air-to-Ground Communications System (NEXCOM).................................. 68

2B02, En Route Automation Program.......................................................................................................... 69

A, En Route Automation Modernization (eRAM), A01.10-01 .................................................................. 69

B, En Route Automation Modernization (eRAM), Radar Position Tech Refresh – 

R Side Upgrades, A01.10-02.................................................................................................................... 70

C, En Route Enhancements, A01.07-01 ................................................................................................... 71

D, Host and Oceanic Computer System Replacement (HOCSR), A01.03-00........................................... 72

E1, En Route Communications Gateway (ECG) Program, A01.12-01 and 

E2, En Route Communications Gateway (ECG) – Technical Refresh, A01.12-02................................... 73

F, En Route System Modification, A01.09-01 .......................................................................................... 74

G, Initial Academy Training System (IATS), A01.13-01 .......................................................................... 75

X, Flight Data Input/Output (FDIO) Replacement, A01.11-01................................................................ 76

2B03, Weather and Radar Processor (WARP)............................................................................................. 76

iv
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Table of Contents 

2C01, Air Traffic Operations Management System (ATOMS).................................................................... 78

2C02, NAS Management Automation Program (NASMAP)....................................................................... 79

ACTIVITY 3. INCREASE CAPACITY OF THE NAS............................................................. 80

3A01, Wide Area Augmentation System (WAAS) for GPS ........................................................................ 80

3A02, VHF Omni-directional Range (VOR) With Distance Measuring Equipment (DME)....................... 81

3A03, Instrument Landing Systems (ILS) – Establish ................................................................................. 82

3A04, Approach Lighting System Improvement Program (ALSIP) ............................................................ 83

3A05, Runway Visual Range ....................................................................................................................... 84

3A06, Distance Measuring Equipment (DME) ............................................................................................ 84

3A07, Visual Navaids – Establish/Expand................................................................................................... 85

3A08, Navigation and Landing Aids – Service Life Extension (SLEP)....................................................... 86

3A09, Oceanic Automation Program (OAP)................................................................................................ 87

3A10, Voice Switching and Control System (VSCS) .................................................................................. 88

3A11, Instrument Approach Procedures Automation (IAPA)...................................................................... 89

3A12X, Visual Navaids – Replace Visual Approach Slope Indicator (VASI) with 

Precision Approach Path Indicator (PAPI)................................................................................................... 90

3A13X, Aircraft Fleet Modernization .......................................................................................................... 91

3A14X, Local Area Augmentation System (LAAS) for GPS ...................................................................... 92

3A15X, Required Navigation Performance.................................................................................................. 93

3A16X, Non-Directional Beacon Facilities – Sustain .................................................................................. 94

ACTIVITY 4. IMPROVE RELIABILITY OF THE NAS.......................................................... 96

4A01, Guam CERAP – Relocate.................................................................................................................. 96

4A02, Terminal Voice Switch Replacement (TVSR)/Enhanced Terminal Voice Switch (ETVS).............. 96

A, Voice Switches – Enhanced Terminal Voice Switches (ETVS), C05.02-00 ........................................ 96

B, Command Center Conference Control System (CCS) – 

Replace Operational Telephone System (OTS), C05.02-02 ..................................................................... 97

4A03, Airport Cable Loop Systems – Sustained Support............................................................................. 98

4B01, ARTCC Building Improvements/Plant Improvements...................................................................... 99

4C01, Critical Telecommunications Support ............................................................................................. 100

4C02, FAA Telecommunications Infrastructure (FTI)............................................................................... 101

4C03, Air/Ground Communications Infrastructure .................................................................................... 102

4C04, Voice Recorder Replacement Program (VRRP).............................................................................. 104

4C05, NAS Infrastructure Management System (NIMS)........................................................................... 104

4C06, Flight Service Station (FSS) Modernization.................................................................................... 105

4C07, FSAS Operational and Supportability Implementation System (OASIS)........................................ 107

4C08, Weather Message Switching Center Replacement (WMSCR)........................................................ 108

4C09, Electrical Power Systems – Sustain/Support ................................................................................... 108

4C10, National Airspace System Recovery Communications (RCOM).................................................... 109

v 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Table of Contents 

4C11, Aeronautical Center Infrastructure Modernization .......................................................................... 111

4C12, Frequency and Spectrum Engineering ............................................................................................. 112

4C13X, Alaskan NAS Interfacility Communications System (ANICS) .................................................... 113

ACTIVITY 5. IMPROVE THE EFFICIENCY OF MISSION SUPPORT .................................. 115

5A01, NAS Improvement of System Support Laboratory.......................................................................... 115

5A02, William J. Hughes Technical Center Facilities................................................................................ 115

5A03, William J. Hughes Technical Center Infrastructure Sustainment.................................................... 116

5A04, En Route Communications and Control Facilities Improvements................................................... 117

5A05, DoD/FAA Facilities Transfer .......................................................................................................... 119

5A06, Terminal Communications – Improve............................................................................................. 119

5A07, Navigation and Landing Aids – Improve......................................................................................... 120

5A08, Federal Aviation Administration Buildings and Equipment............................................................ 120

A, Modernize/Improve FAA Buildings and Equipment Sustain Support, F12.00-00 ............................ 120

B, Seismic Safety Risk Mitigation, F12.01-01 ........................................................................................ 121

5A09, Air Navigational Aids and ATC Facilities (Local Projects)............................................................ 122

5A10, Computer-Aided Engineering Graphics (CAEG) Modernization.................................................... 123

5A11, NAS Aeronautical Information Management Enterprise System (NAIMES)................................. 125

5A12, Logistics Support Systems and Facilities (LSSF)............................................................................ 126

5A13, Test Equipment – Maintenance Support for Replacement .............................................................. 127

5A14, Facility Security Risk Management................................................................................................. 128

5A15, Information Security........................................................................................................................ 129

5A16, Distance Learning............................................................................................................................ 131

5A17, System Engineering and Development Support .............................................................................. 131

5A18, Program Support Leases.................................................................................................................. 132

5A19, Logistics Support Services (LSS).................................................................................................... 133

5A20, Mike Monroney Aeronautical Center Leases.................................................................................. 133

5A21, Transition Engineering Support....................................................................................................... 134

5A22, Technical Support Services Contract (TSSC).................................................................................. 135

5A23, Resource Tracking Program (RTP) ................................................................................................. 135

5A24, Center for Advanced Aviation System Development (CAASD)..................................................... 136

5B01, NAS Facilities OSHA and Environmental Standards Compliance.................................................. 136

A, NAS Facilities OSHA and Environmental Standards Compliance .................................................... 137

B, NAS Facilities OSHA Environmental Policy Development, F-13.03-01 ........................................... 138

5B02, Fuel Storage Tank Replacement and Monitoring ............................................................................ 139

5B03, Hazardous Materials Management................................................................................................... 140

vi
Capital Investment Plan Appendix B

Fiscal Years 2005-2009

ACTIVITY 1: IMPROVE AVIATION SAFETY 

1A01, NEXT GENERATION WEATHER RADAR (NEXRAD) 

FY 2005 Request $4.9M

• Weather Radar Program – NEXRAD Open Systems Upgrades, W02.02-00

• Medium-Intensity Airport Weather System (MIAWS), W02.03-01 

Program Description 

There are 158 NEXRAD systems in operation. This modern, long-range weather radar detects, analyzes,

and displays severe weather information on air traffic controllers’ consoles, enabling improved definition

of location, timing of arrival, and severity of weather conditions to enhance both flight safety and airspace

capacity. The open system upgrades to the radar’s processors and receiver extend NEXRADs capabilities 

in improved data quality and detection ability. The upgrades provide faster update rates for critical air 

traffic control decision-making with a 6-month software update cycle that allows faster system

advancements. 

The MIAWS is a weather radar processor display system that provides enhanced six-level weather data to

medium-intensity airports. Cost/benefit analysis does not support installation of the more expensive 

Terminal Doppler Weather Radar or Weather Systems Processor at these airports. MIAWS mainly 

provides a real-time display of storm positions and estimated storm tracks using NEXRAD products as the

primary input to a MIAWS product-generation and display system. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The NEXRAD program contributes to the FAA’s aviation goal of improving efficient air traffic flow over

land and sea by detecting weather precipitation intensity and providing this data in varied displays to air 

traffic control facilities. This program incorporates technology upgrades to the existing NEXRAD system

to improve its detection capability and update rates.

Fielding 40 MIAWSs contributes to the goal of improving efficient air traffic flow over land by providing

information to controllers that enables them to warn pilots of severe weather conditions. The system will

be deployed to those airports with limited wind-shear detection capabilities and will provide near real-time

weather information to air traffic controllers and increase the number of airports with severe weatherwarning capability. 

FY 2003 Program Accomplishments 

• Completed last of 12 NEXRAD Rotary Uninterruptible Power Supply upgrades. 

• Completed last of 12 Open Radar Product Generator upgrades. 

• Developed MIAWS Final Requirement Document. 

• Generated MIAWS Business case. 

Program Plan FY 2004 – Performance Output Goals 

• Complete initial NEXRAD radar data acquisition development.

• Start deploying radar acquisition upgrade to beta test sites.

• Start dual-polarization prototyping for production readiness.

• Deliver signed MIAWS Final Requirements Document. 

1
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Ensure MIAWS Joint Resources Council 2 Decision is made. 

• Award production contract to supply four to six airports with MIAWS. 

Program Plan FY 2005 – Performance Output Goals 

• Award production contract to supply the remaining 34 to 36 airports with MIAWS. 

• Start deploying RDA production upgrades. 

• Begin enhancement cycle for NEXRAD RDA upgrades. 

• Complete last NEXRAD site with RDA upgrades for operational use. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue MIAWS installations at the remaining 34 to 36 airports. 

• Initiate technology refresh to MIAWSs. 

• Start dual-polarization development.

1A02, TERMINAL DOPPLER WEATHER RADAR (TDWR) 

FY 2005 Request $8.0M

• Terminal Doppler Weather Radar – Product Improvements, W03.02-00 

• Terminal Doppler Weather Radar – Service Life Extension Program, W03.03-01 

Program Description 

The primary mission of the TDWR is to enhance the safety of air travel through timely detection and

reporting of hazardous windshear in and near an airport’s terminal approach and departure zone by 

detecting microburst and gust fronts. TDWRs are installed at higher-density airports with high occurrences

of thunderstorms and provide controllers information on severe weather so that they can issue warnings to

pilots. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The TDWR program provides accurate and timely detection of hazardous aviation weather conditions such

as windshear and gust fronts. TDWRs are operational at 45 airports and detect and display hazardous wind 

shear events in and near the airport’s approach and departure zones. 

The product improvements contribute to safety goals by improving detection of microbursts and gust

fronts, and by providing this information graphically on displays used by air traffic controllers in the tower

cab with aural alarms. Timely display of this information enables air traffic controllers to issue advisories 

to both aircraft in flight and on the ground preparing for departure. 

The TDWR service life extension program contributes to safety goals by improving TDWR software

architecture integration and replacing existing components with more reliable components, enabling the

TDWR to continue operation until 2020. 

FY 2003 Program Accomplishments 

• Commissioned the last of 47 systems at John F. Kennedy International Airport (JFK). 

• Completed deployment of the Radar Product Generator re-host.

• Completed backup communication installs at 23 of 43 TDWR sites. 

2 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Program Plan FY 2004 – Performance Output Goals 

• Start Direct Digital Controller rehost installs. 

• Continue backup communication installs. 

Program Plan FY 2005 – Performance Output Goals 

• Complete implementation of remaining product improvements, including backup communications. 

• Initiate deployment of elevation bull gear. 

• Continue completing Direct Digital Controller rehost installations. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to implement major elements of the TDWR service life extension program, including

elevation bull gear replacement, direct digital controller replacement, antenna motor replacement, and 

radar data acquisition retrofit. 

1A03, AIRPORT SURFACE DETECTION EQUIPMENT – MODEL X (ASDE-X) 

FY 2005 Request $51.3M

• Airport Surface Detection Equipment – Model X (ASDE-X), S09.01-00

• Airport Surface Detection Equipment – Model 3X (ASDE-3X) – Upgrade ASDE-3 Sites 

w/Multilateration/ADS-B for Initial 7 sites, S09.03-01

Program Description 

The ASDE-X is a modular surface surveillance system that can process radar, multilateration, and 

Automatic Dependent Surveillance-Broadcast (ADS-B) sensor data, which provides seamless airport 

surface surveillance to air traffic controllers. The ASDE-X system is for second-tier airports and a Product

Improvement/Upgrade for ASDE-3 Airport Movement Area Safety System airports. The FAA announced 

in June 2000 that the ASDE-X program would deploy 25 operational systems and 4 support systems. 

Additionally, the ASDE-X Product Improvement/Upgrade for ASDE-3 sites will be deployed at nine 

operational ASDE-3 sites, for a total of 34 operational systems and 4 support systems. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 4 – Reduce the risk of runway incursions. 

• FAA Performance Target – Reduce the number of the most severe (Category A & B) of runway 

incursions at towered airports by at least 48 percent by FY 2008 (from the 2000-2002 baseline 

average of 52 per year to no more than 27). 

Relationship to Performance Target 

The primary benefit of the ASDE-X is increased airport safety through enhanced air traffic control

situational awareness. The ASDE-X conflict-detection alerting equipment (with multilateration) will 

provide detailed coverage of runways and taxiways, and alert air traffic controllers (visually and aurally) to

potential collisions alerts. The ASDE-X depicts aircraft and vehicle position using identification

information overlays on a color map showing the surface movement area and arrival corridors. The ASDEX assists air traffic controllers by identifying the location of surface traffic during Visual Meteorological 

Conditions, as well as during instrument meteorological conditions when inclement weather impairs 

visibility from the tower. 

FY 2003 Program Accomplishments 

• Completed site acceptance testing on March 23, 2003. 

• Completed ASDE-3X critical design review on September 24, 2003. 

• Completed operational testing on May 2, 2003. 

• Completed initial operating capability at key site(s) on June 5, 2003. 

3 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Completed final design review on June 26, 2003. 

• Completed in-service decision on October 30, 2003. 

• Conducted independent operational test and evaluation on August 29, 2003. 

• Delivered ASDE-3X prototype to Louisville, KY, on August 14, 2003. 

Program Plan FY 2004 – Performance Output Goals 

• Achieve Operational Readiness Date (ORD) at St. Louis. 

• Achieve ASDE-3X Interface ORD at key site. 

• Achieve safety logic ORD at key Site. 

• Deliver and install six ASDE-X Systems. 

Program Plan FY 2005 – Performance Output Goals 

• Deliver and install two ASDE-3 product improvement upgrades. 

• Deliver and install 11 ASDE-X systems. 

• Achieve dual ASDE-3 Radar ORD at Dallas/Ft. Worth, TX. 

• Achieve ASDE-3 and Surface Movement Radar ORD at Atlanta, GA. 

• Achieve remote tower ORD at key site. 

• Achieve ORD at three sites. 

Key Events FY 2006-2009 – Performance Output Goals 

• Deliver and install 18 ASDE-X Systems. 

• Achieve ORD at 20 sites. 

• Achieve dual Surface Movement Radar ORD at key site. 

1A04, AVIATION WEATHER SERVICES IMPROVEMENTS

FY 2005 Request $4.0M for item B 

• A, Integrated Terminal Weather System (ITWS) – ITWS Development/Procurement, 

W07.01-00 

• B, Corridor Integrated Weather System (CIWS), W07.02-00 

A, INTEGRATED TERMINAL WEATHER SYSTEM (ITWS) – 

ITWS DEVELOPMENT/PROCUREMENT, W07.01-00 

Program Description 

ITWS provides full-color graphic displays of essential weather information to promote the safety, 

efficiency, and capacity of air traffic control operations. ITWS products meet the specific needs of pilots, 

controllers, and air traffic managers and are immediately usable without further meteorological 

interpretation. ITWS also predicts weather conditions 20 minutes into the future. ITWS uses inputs from

numerous weather radar systems and FAA and National Weather Service sensors located at or near the

airport such as; Terminal Doppler Weather Radar, Airport Surveillance Radar, Next Generation Weather 

Radar, Low Level Windshear Alert System, Airport Surface Observing System and aircraft and other 

National Weather Service weather information systems. ITWS products include windshear and microburst

predictions, storm cell and lightning information, and terminal area winds aloft.

ITWS will be deployed to 34 Terminal Radar Approach Control Facilities and will provide weather 

information to 49 high-activity airports that have demonstrated a significant convective weather history. 

The system displays hail, lightning, and tornadoes. Integrating data and products from various FAA and

National Weather Service sensors and specially equipped aircraft (via the meteorological data collection 

and reporting system) provides the accuracy and sophisticated predictions that are essential to ITWS. 

4 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Beginning in FY 2005, increase to 80 percent the number of oceanic

en route altitude change requests that are granted through the end of FY 2008. 

Relationship to Performance Target 

Traffic managers can use ITWS to plan traffic flow reconfiguration and to coordinate with personnel in the 

Terminal Radar Approach Control Facilities, Air Traffic Control Towers, Air Route Traffic Control 

Centers, and the Air Traffic Control System Command Center. 

FY 2003 Program Accomplishments 

• Procured six production systems, delivered five production systems, and completed six installations. 

• Conducted acceptance testing, continued algorithm support, and completed information security

certification on production systems. 

• Continued prototype operations. 

Program Plan FY 2004 – Performance Output Goals 

• Procure one, deliver two, and install two production systems. 

• Conduct acceptance testing, continue algorithm support, procure, test, and accept delivery of the

software engineering environment.

• Continue prototype operations. 

• Begin Terminal Convective Weather Forecast effort. 

• Begin modest enhancements (pre-planned product improvements). 

Program Plan FY 2005 – Performance Output Goals 

• ITWS program is being rebaselined. 

Key Events FY 2006-2009 – Performance Output Goals 

• ITWS program is being rebaselined. 

B, CORRIDOR INTEGRATED WEATHER SYSTEM (CIWS), W07.02-00 

Program Description 

CIWS will improve airspace capacity during adverse weather in congested airspace. The key approach is 

to provide accurate and timely prediction of hazardous weather activity. This improved weather 

information will provide common situational awareness across multiple domains. 

The CIWS prototype demonstration began in 2001 and is being evaluated at 13 FAA locations in the area

encompassing New York, Philadelphia, Boston, Chicago, and Washington/Baltimore. When investment

analysis activities are completed, CIWS procurement activities and integration with other NAS systems

(Weather and Radar Processor and ITWS, for example) will begin. CIWS operational readiness is planned 

for 2007.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity. 

• FAA Objective 2 – Improve efficient air traffic flow over land and sea. 

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

5 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Relationship to Performance Target 

The CIWS will improve airspace capacity by providing improved prediction of adverse weather. The

CIWS prototype demonstration efforts have shown that finer positional and temporal resolution of storm 

location can improve airspace capacity in congested airspace. Air routes can be kept open longer before 

being impacted by weather and can be reopened earlier. Similarly, better knowledge of future storm

position enables controllers to reroute pilots around storms more efficiently. Increased information on 

current and predicted storm heights allows users to identify opportunities to safely fly over storm areas. 

Finally, increased common situational awareness of expected weather events will improve collaborative

decision-making among NAS users and traffic managers in all domains. 

FY 2003 Program Accomplishments 

• Expanded CIWS sensor input to include selected Airport Surveillance Radars (ASR-9). 

• Continued operation and evaluation of CIWS prototypes. 

Program Plan FY 2004 – Performance Output Goals 

• Continue operation and evaluation of CIWS prototypes. 

• Initiate investment analysis activities for integration of CIWS into the NAS. 

Program Plan FY 2005 – Performance Output Goals 

• Complete investment analysis phase (Joint Resources Council 2b milestone). 

• Continue operation and evaluation of CIWS prototypes. 

• Begin CIWS procurement activities. 

Key Events FY 2006-2009 – Performance Output Goals 

• Award contract in FY 2006 to install and integrate CIWS into the NAS. 

• Establish CIWS operational capability in FY 2007. 

1A05, AVIATION SAFETY ANALYSIS SYSTEM (ASAS) 

FY 2005 Request $12.9M

• Aviation Safety Analysis System (ASAS), A17.00-00 

Program Description 

The ASAS program provides automation hardware, software and communication process updates to

support aviation safety information databases. The safety workforce uses these databases to certify and 

regulate aircrews and airlines, and other licensed companies in aviation. Having information available

improves ability of safety personnel to develop safety regulations and oversee the civil aviation industry. 

The information technology infrastructure and software systems also enhance data and information sharing 

that promotes safe and secure aviation practices through FAA’s partnership with the commercial aviation 

community. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

Inspection and review of airline safety programs and practices are integral to the FAA safety program. The

ASAS provides information on the safety record of an airline and the actions required to meet regulations

and directives. Having this information allows the safety inspectors to determine if the airline is in 

6 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

compliance with good safety practices. This step is essential in the prevention of accidents and reduction 

of fatal accident rate. 

FY 2003 Program Accomplishments 

• Performed Document Imaging Workflow Subsystem (DIWS) application enhancements, analysis and 

design of Airman Medical Examiner Internet data validation; began analysis and preparation for

implementing improved telecommunication capabilities in order to deploy native DIWS capabilities 

Civil Aero Medical Institute to regional offices. 

• Performed Compliance and Enforcement Tracking Subsystem (CETS) redesign from client-server to

Web-based application. 

• Developed Administration and Compliance Tracking in the Integrated Office Network Subsystem

(ACTIONS) application enhancements. 

• Analyzed and designed Compliance Assessment Reporting System (CARS); integrated CARS data 

into CETS. 

• Performed Covered Position Decision Support Subsystem (CPDSS). 

• Performed Clinic Health Awareness Program System (CHAPS) analysis. 

• Completed DRS upgrade; initiated National Transportation Safety Board recommendations upgrade. 

• Deployed the Integrated Airman Certification and/or Rating Application. 

• Completed Joint Resources Council Phase 1, Mission Need Analysis, for the Regulation and

Certification Infrastructure for System Safety (RCISS) program. 

• Began efforts for Aerospace Safety Information Management (ASIM). 

• Implemented enhancements to the Facility Security Reporting System. 

• Implemented enhancements to the Crisis Management System. 

• Developed and deployed the Web-based Dangerous Good systems. 

• Completed documents for the Certificate Management Information System. 

• Completed gathering of Project Activity Function Advisory Circular initial requirements. 

Program Plan FY 2004 – Performance Output Goals 

• Complete the President’s Management Plan for performance by integrating Integrated Rulemaking 

Information System with the mainframe historical Federal Aviation Regulations; migrate the

mainframe historical Federal aviation regulations into the Regulatory and Guidance Library. 

• Perform DIWS planned deployments, analysis, and design of secure online data entry by airmen. 

• Redesign, integrate, and deploy the CETS application. 

• Perform ACTIONS planned development.

• Develop CARS manual.

• Perform CPDSS integration into data management systems. 

• Perform CHAPS rehost revisions and system integration. 

• Deploy Office of Certification Associate Administrator for Certification and Regulation (AVR)-wide

software. 

• Continue support for the RCISS program. 

• Develop the FAA Identification Media System (FIMS). 

• Develop and implement the Personnel Access Security System, a national access control and personnel 

directory. 

• Develop and implement the Security and Investigations Information Retrieval System. 

• Develop and implement new modules and functionality for the Investigations Tracking System (ITS). 

• Develop and implement new modules and functionality for the Facility Security Reporting System

(FSRS). 

• Prepare Initial Requirements Document for the ASIM program. 

• Complete testing, training and deployment of the Certificate Management Information System. 

• Release Project Activity Function Advisory Circular. 

Program Plan FY 2005 – Performance Output Goals 

• Complete systems integration for DIWS, CPDSS, CHAPS, Airman Medical Examiner Information 

System and Decision Support System; an airmen access to medical status enhancements. 

7 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Initiate CETS maintenance and support. 

• Complete the Joint Resources Council 2b, Investment Analysis for the RCISS program. 

• Provide support for the RCISS program. 

• Procure RCISS Information Technology infrastructure hardware and software. 

• Develop and implement FIMS. 

• Develop and implement ITS. 

• Develop and implement FSRS. 

• Obtain approval to proceed with the ASIM program.

Key Events FY 2006-2009 – Performance Output Goals 

ASAS consists of three programs: RCISS, Office of Security and Hazardous Materials (ASH) Systems

(ASHS), and ASIM. The output goals are as follows: 

• RCISS - Upgrade hardware such as servers, routers, circuits, and networked printers will be upgraded 

to enable efficient network processing. 

• RCISS - Continue improvement and refreshment to support safety and business functions and 

activities, thus enabling access to required data and FAA national systems and support capabilities. 

• RCISS - Continue technological modernization and technical refreshment of the Associate 

Administrator for Certification and Regulation (AVR) automation platform that supports all other 

AVR automation projects. 

• ASHS - Continued development and further enhancements to the ID Media System. 

• ASHS - Continue development and further enhancements to the National Access Control and 

Personnel directory.

• ASHS - Develop and implement a Document Management System for managing all documents that

agents use in their work tasks. 

• ASHS - Develop and implement an Investigations Tracking System to track the contractor workforce

as well as tracking employees of other government agencies that are working of FAA business. 

• ASHS - Develop additional enhancements for the ad hoc reporting capability, improve ability to

upload photos, upgrading data collection hardware and software, and improve telecommunications 

access from remote sites. FSRS tracks security assessments, inspections, and recommendations for 

remediation of FAA facilities. 

• ASHS - Redesign and implementation of the replacement for the Aircraft Detection and Processing 

Terminal system currently in place. El Paso Intelligence Center’s Aircraft Detection and Processing 

Terminal system is used by law enforcement and other organizations to locate and track certain inflight aircraft. 

• ASHS - Develop and implement an automated system for the submission of fingerprints to Office of

Personnel Management for checking criminal records. 

• ASIM - Continue to develop the Aviation Medical Examiner Information Subsystem. 

• ASIM - Continue to enhance capabilities of the CETS. 

• ASIM – Continue to develop CETS by establishing clinical care module and develop training materials.

• ASIM - Design and develop new correspondence tools to create and maintain official communication;

Expand functionality beyond Part-67 position (i.e., security specialist and non-FAA flight crew positions);

Integrate Occupational Medical Surveillance Program; Move airmen medical certification data to

electronic media; Instant airman certification under the CPDSS.

• ASIM - Analyze/revise application/user processes; Develop training materials and conduct user

training; Analyze and develop web-based interface to replace legacy interface; Re-host client server to

web-based; Enable external interfaces to commercial realm; Move airmen medical certification data to

electronic media; Instant airman certification under the DIWS.

• Integrate CETS data with Decision Support System. 

8 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

1A06X, WEATHER SYSTEMS PROCESSOR

FY 2005 Request $0.0M

• ASR Weather Systems Processor (ASR-WSP) – Tech Refresh / Product Improvement, 

W09.01-00 

Program Description 

The WSP is a cost effective alternative to the Terminal Doppler Weather Radar (TDWR) and provides 

weather situational awareness for tower and Terminal Radar Approach Control Air Traffic Control

(TRACON) personnel. The Airport Surveillance Radar Model 9 (ASR-9) provides the sensor function. 

The WSP interfaces directly to the ASR-9 using ASR-9 radar data to generate weather products. The WSP 

provides prediction data for gust fronts and storm-cell motion that will impact flight operations. To 

improve flight safety, WSPs are installed at medium- and large-sized airports that do not have a TDWR 

which can detect and warn pilots of hazardous windshears and micro bursts. All WSPs will be operational 

by FY 2004, with the technology refresh program starting in FY 2007 to replace obsolete hardware; this 

will enable the system to operate beyond 2010. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The WSP warns air traffic controllers of windshear and microburst events that they can communicate to

pilots in the air or those preparing for departure. 

FY 2003 Program Accomplishments 

• Operational Suitability Demonstration last key site at Albuquerque, NM. 

• Placed 18 WSP systems into operation for a total of 21. 

• Delivered the last 10 systems for a total of 39. 

Program Plan FY 2004 – Performance Output Goals 

• Install the last site at Tucson, AZ. 

• Commission the remaining 18 systems for a total of 39. 

• Transition Intermediate Contractor Depot Logistic Support to Contractor Depot Logistic Support. 

Program Plan FY 2005 – Performance Output Goals 

• Put system in operation.

Key Events FY 2006-2009 – Performance Output Goals 

• Develop requirements for WSP technology refresh. 

1A07X, LOW LEVEL WINDSHEAR ALERT SYSTEM (LLWAS) – UPGRADE

FY 2005 Request $0.0M

• Low Level Windshear Alert System – Disposal/Decommissioning of LLWAS-2, W05.02-02 

Program Description 

The LLWAS network expansion (NE) program upgrades nine existing LLWAS-2 sites to the LLWAS-NE

configuration. LLWAS-NE is in use at airports where the airport radar with a Weather System Processor 

9 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

(WSP) is not located optimally for providing windshear information. The LLWAS pole relocation project 

improves current performance by relocating/replacing anemometers and poles. The LLWAS sustainment 

program upgrades all standalone LLWAS-2 systems to the LLWAS-NE performance level. The relocation 

and sustainment upgrades result in the LLWAS-relocation/sustain configuration. The LLWAS 

Disposal/Decommissioning program dismantles and disposes of LLWAS-2 systems that have been

replaced by WSP or Terminal Doppler Weather Radar systems. Disposal of 40 LLWAS-2 systems is

scheduled to begin in FY 2004 and will restore the sites to the original condition. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The LLWAS Upgrade program contributes to the FAA safety goal of reducing fatal aviation accident rates 

by improving the sensors that provide the information to air traffic controllers who issue windshear alerts to 

pilots. Windshear conditions are common in areas where thunderstorms are frequent. Hazardous 

windshear and microburst conditions can occur at low altitudes near airports and pose a significant threat to

aircraft during takeoff or landing. LLWAS provides real-time detection of these weather events that affect 

flight safety. LLWAS provides coverage at airports with no other windshear detection capability, and it can 

also effectively complement radar detection of windshear by measuring wind velocity at several points on 

an airport surface. 

FY 2003 Program Accomplishments 

• Delivered remaining 32 LLWAS-Relocation/Sustain systems. 

• Completed installing 33 LLWAS-RS systems. 

Program Plan FY 2004 – Performance Output Goals 

• Complete last LLWAS- Relocation/Sustain system installation.

• Establish the FAA Depot as the logistics support organization.

• Install LLWAS-NE++ at Juneau, AK. 

• Initiate disposal/decommissioning of LLWAS-2. 

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

1A08X, INTEGRATED FLIGHT QUALITY ASSURANCE (IFQA) 

FY 2005 Request $0.0M

• Integrated Flight Quality Assurance (IFQA), A20.00-00

Program Description 

The IFQA program will develop and implement the electronic capability for collecting and analyzing

aggregate digital flight data that airline operations centers collect from the flight data recorders on aircraft. 

The IFQA system will develop a secure Internet-based FAA electronic data acquisition and information

infrastructure. Implementation will enable the FAA to access airline Flight Operational Quality Assurance 

(FOQA) trend data for NAS oversight purposes, as well as safety improvements in formulating FAA policy

and decision-making to improve safety. 

10 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The IFQA program contributes to the FAA safety goal by providing the electronic capability to collect and

analyze individual aircraft flight data to discover operational safety issues. 

FY 2003 Program Accomplishments 

• Completed operational evaluation and testing.

• Incorporated expanded open and platform independent industry standards and protocols to support

various operating systems and Web-based platforms. 

• Reconfigured servers/firewalls to conform to current Information Systems Security requirements. 

• Transitioned infrastructure from commercial off-the-shelf (COTS) to open source components to

provide no software licensing cost version for airline system installations. 

• Completed courseware development of FOQA training materials for Aviation Safety Inspectors. 

• Developed standard statistical indices for airline aggregate data submissions. 

• Expanded capabilities to provide a data acquisition, information management, and analysis system for 

incident safety and Aviation Safety Reporting System (ASAP) reports. 

• Implemented data to support aeronautical charting for both pilots and Air Traffic Control (ATC) 

derived from FAA and National Imaging and Mapping Agency sources. 

• Developed tools to transform individual airline FOQA, incident safety and ASAP data into the 

Integrated Flight Quality Assurance system standard formats. 

• Developed industry standards, a categorization scheme, and protocols to facilitate airline/industry

sharing for both FOQA and ASAP programs.

• Developed and implemented a method to support industry exchange and consolidation of Traffic Alert 

and Collision Avoidance System (TCAS) FOQA data derived from individual airline programs. 

• Implemented analysis & visualization methods for analyzing TCAS events. 

• Initiated design of industry standards to facilitate airline and industry information sharing and

integration of FOQA and ASAP event data. 

Program Plan FY 2004 – Performance Output Goals 

•   Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

•   Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

1B01, SAFE FLIGHT 21 (SF-21) 

FY 2005 Request $40.5M

• A, Safe Flight 21 – Alaska Capstone Initiative, M36.01-00

• B, Safe Flight 21 – Ohio Valley Prototype Project, M36.02.00

• C, Automatic Dependent Surveillance Broadcast (ADS-B) – Advanced Technology

Development and Prototyping, S10.02-00

11 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

A, SAFE FLIGHT 21 – ALASKA CAPSTONE INITIATIVE, M36.01-00 

Program Description 

The Safe Flight 21 Alaska Capstone Initiative provides an improved ground and air infrastructure that 

furnishes pilots better information about the location and severity of hazardous weather, proximity to

terrain, improved instrument approaches to small airports, and traffic situations to reduce mid-air collisions. 

Additionally, the Capstone program provides improved surveillance information to controllers to assist

them in sequencing, separation, flight following, and search and rescue activities. A more useable

Instrument Flight Rules infrastructure will be provided to enable lower en route and approach/departure

routes. The Capstone program is demonstrating use of ADS-B for two-way communication to and from an 

aircraft. The aircraft position determined from onboard navigation systems is transmitted to an air traffic 

control facility, and information on weather and other aircraft in the area is transmitted from a groundbased transceiver to the pilot.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 3 – Reduce accidents in Alaska. 

• FAA Performance Target – Reduce accidents in Alaska for general aviation and all Part 135 

operations by 20 percent by FY 2008 (from the 2000-2002 average of 130 accidents per year to no 

more than 104 accidents per year). 

Relationship to Performance Target 

The Alaska Capstone program is contributing to the safety objective through a three-phase approach

affecting Bethel, Southeast Alaska, and eventually the entire state. The program will optimize access to

minimum en route altitudes along existing routes and add new instrument procedures in Southeast Alaska,

initiating enhanced capabilities for pilots to see and avoid other aircraft using ADS-B. With improved 

information in the cockpit, pilots will be able to avoid the hazards that are the major causes of accidents in 

Alaska. This information is provided by a terrain database in the aircraft and a moving map to show pilots 

the proximity of hazardous terrain and broadcast information that fills in the surveillance gaps within a 

state that has fewer infrastructures than more populous states. 

FY 2003 Program Accomplishments 

• Purchased ADS-B avionics for participating aircraft in southeast Alaska. 

• Began installing enhanced terrain avoidance avionics in participating aircraft in southeast Alaska. 

• Selected a wide-area multilateration system for the Juneau area of southeast Alaska based on

surveillance requirement and concept of operations. 

• Enhanced the Phase I (Bethel) demonstration area by beginning installation and commissioning of

additional Automated Weather Sensor Systems (AWSS). 

• Began process to upgrade the Phase I ground-based transceivers to provide for simultaneous two-way

link for traffic information to the Air Route Traffic Control Center (ARTCC) and weather information 

to the pilots. 

• Began Joint Resources Council decision process to re-baseline Phase I (Bethel) systems and equipment

and obtain operations and maintenance funding. 

Program Plan FY 2004 – Performance Output Goals 

• Begin installing ADS-B avionics in participating aircraft in southeast Alaska. 

• Install data-link avionics in participating aircraft in southeast Alaska. 

• Install and commission minimum operational performance standards compliant for ADS-B groundbased transceivers in southeast Alaska. 

• Begin installing a wide-area multilateration system for Juneau area of southeast Alaska. 

• Install and commission additional AWSSs. 

• Begin transition process for upgrading ground-based transceivers and avionics to minimum operational

performance standards compliance for aircraft and ground systems in the Phase I (Bethel) area. 

12 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Obtain Joint Resources Council decision for re-baselining Phase I (Bethel) systems and equipment and

obtain operations and maintenance funding. 

• Begin Joint Resources Council decision process to harden Phase II (southeast Alaska) systems and

equipment and obtain operations and maintenance funding.

• Prepare Alaska Statewide Strategy Plan by September 2004.

Program Plan FY 2005 – Performance Output Goals 

• Begin expansion of ADS-B ground stations, AWSS, and surveillance coverage for the remainder of the 

state. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue expansion of ADS-B ground stations, AWSS, and surveillance approach for statewide 

Alaska. 

B, SAFE FLIGHT 21 – OHIO VALLEY PROTOTYPE PROJECT, M36.02-00 AND 

SURFACE MOVING MAP, M36.02-01 

Program Description 

The Safe Flight 21 (SF-21) Ohio Valley Prototype Project is evaluating nine high-priority communication/

navigation/surveillance operational enhancements using ADS-B based on the global positioning system as

well as other information services. The nine operational enhancements are: 

1. Weather and Other Information in the Cockpit;

2. Improvement of Controlled Flight into Terrain Avoidance 

3. Improved Terminal Operations in Low Visibility Conditions 

4. Enhanced See and Avoid 

5. Enhanced En Route Air-to-Air Operations 

6. Improved Surface Operations

7. Airport Surface Display for the Controller 

8. ADS-B for Surveillance in non-radar airspace 

9. ADS-B separation standards establishment

The SF-21 program is establishing pockets of broadcast service technology enhancements to support

demonstration of new technology-driven safety and efficiency benefits. In the Ohio Valley, these 

enhancements are being used to safely increase the flow of air traffic into cargo airports. The expanded and 

shared information on weather and air traffic allows pilots to safely increase the number of arrivals and 

departures and reduce the risk of accidents.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

The SF-21 program focuses near term on general aviation. The program is evaluating and demonstrating

ADS-B and other information service applications that could lead to reducing the number of fatal accidents

in the general aviation community. SF-21 is supporting an initiative to provide Visual Flight Rule pilots

with Instrument Flight Rule like environments by delivering ADS-B, flight information service broadcast,

and traffic information services to key sites in Prescott, AZ, and Daytona Beach, FL. Other pockets of 

13 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

ADS-B implementation will be deployed to support an expanding user community. Surface-moving map

applications will contribute to safer airport surface operations and a reduction in the risk of runway 

incursions. The program is also evaluating applications to support capacity objectives that will increase 

airport capacity to meet projected demand, improve bad-weather departures and landing capacity, and

improve efficient air traffic flow over land and sea. 

FY 2003 Program Accomplishments 

• Installed ADS-B avionics on 85 United Parcel Service (UPS) Boeing 757/767 aircraft for enhanced

situational awareness applications. 

• Obtained signed Memorandum of Agreement from North Carolina State Department of Transportation,

Division of Aviation, to install ADS-B Ground Based Transceivers. 

• Completed 22 initial site surveys and 10 detailed surveys for ADS-B ground station infrastructure in

Prescott, AZ, North Carolina, and Florida. 

Program Plan FY 2004 – Performance Output Goals 

• Conduct additional ADS-B/ Standard Terminal Automation Replacement System integration testing in

the SF-21 test bed in Memphis, TN, and develop software system specifications. 

• Complete installation of ADS-B avionics on UPS Boeing 757/767 aircraft (total of 107) for enhanced

situational awareness applications and collect metric information at Louisville Airport. 

• Install the broadcast support center at the William J. Hughes Technical Center to support general

aviation applications for east coast and Prescott, AZ. 

Program Plan FY 2005 – Performance Output Goals 

• Ensure Joint Resources Council 2A decision on ADS-B deployment (December 2004). 

• Procure and install remaining ADS-B ground stations to support east coast broadcast services

infrastructure.

• Maintain 34 surface moving maps. 

• Procure ADS-B ground station infrastructure for the next pocket of implementation. 

• Produce additional digital surface moving maps and maintain the map database. 

• Assess applications associated with ADS-B and broadcast service technology. 

• Conduct Operational concepts evaluation efforts, operational demonstrations and simulations. 

Key Events FY 2006-2009 – Performance Output Goals 

• Implement Joint Resources Council 2A decision on ADS-B deployment. 

• Assess applications associated with ADS-B and broadcast service technology. 

• Conduct Operational concepts evaluation efforts, operational demonstrations and simulations. 

C, AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) – 

ADVANCED TECHNOLOGY DEVELOPMENT AND PROTOTYPING, S10.02-00 

Program Description 

Participation on various international committees and working groups that support development and 

approval of ADS-B standards allows the FAA to maintain international leadership in this important

activity. This ADS-B standards program is contributing to the Safe Flight 21 program which is evaluating

and demonstrating ADS-B and other information service applications that could lead to reducing the 

commercial airline fatal accident rate, reducing the number of fatal accidents in the general aviation

community, reducing runway incursions, and improving capacity. 

The program improves aviation safety by developing system standards for ADS-B technology in terminal,

en route, and oceanic airspace, as well as on the airport surface. The program is developing domestic, 

(RTCA, Inc.), International Civil Aviation Organization (ICAO) ADS-B performance standards, through

rigorous testing, simulation, and analysis, which will enhance surveillance for pilots and controllers and the 

overall system safety.

14 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

These standards provide the basis for implementing ADS-B technology and related applications and are 

designed to ensure interoperability throughout the aviation community. The ADS-B standards program is

contributing to the Safe Flight 21 program, which is evaluating and demonstrating ADS-B and other

information service applications that could lead to reducing the commercial airline fatal accident rate and

the number of fatal accidents in the general aviation community. 

FY 2003 Program Accomplishments 

• Obtained RTCA approval of 1090 MHz ADS-B Minimum Operational Performance Standards 

(MOPS) Rev A: April 2003.

• Obtained RTCA approval of the Traffic Information Service Broadcast (TIS-B) Minimum Aviation 

System Performance Standards (MASPS): April 2003. 

• Obtained RTCA Plenary approval of Airborne Surveillance Applications (ASA) MASPS: September 

2003. 

Program Plan FY 2004 – Performance Output Goals 

• Prepare/coordinate revisions of TIS-B MASPS to include additional applications. 

• Obtain RTCA Program Management Council approval of ASA MASPS. 

• Prepare/coordinate revisions of Airborne Surveillance Separation Assurance Processing (ASSAP) 

MOPS for additional ADS-B applications. 

• Begin developing Universal Access Transceiver (UAT) ICAO standards and recommended practices 

(SARP). 

• Obtain approval of ICAO SARP validation plan. 

• Continue Package 1, ASA applications coordination with EUROCAE/EUROCONTROL. 

Program Plan FY 2005 – Performance Output Goals 

• Coordinate approval of revisions to UAT ICAO standards and recommended practices. 

• Coordinate approval of revisions to TIS-B MASPS. 

• Coordinate approval of revisions to ASA MASPS. 

• Coordinate approval of revisions to ASSAP MOPS 

Key Events FY 2006-2009 – Performance Output Goals 

• Monitor and update full suite of ADS-B standards to incorporate additional applications. 

15 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

1C01, ADVANCED TECHNOLOGY DEVELOPMENT AND PROTOTYPING

FY 2005 Request $37.3M

• A, Separation Standards – ATDP, M08.28-01 

• B, Runway Incursion Reduction Program (RIRP) – ATDP, S09.02-00 

• C, System Capacity, Planning, and Improvements - ATDP, M08.28-00

• D, Operations Concept Validation – ATDP, M08.29.00 

• E, Software Engineering Research Center (SERC) – ATDP, M28.01-00

• F, Airspace Management Laboratory – ATDP, M08.28-02 

• G, National Airspace System Requirements Development – ATDP, M08.27-00 

• H, General Aviation / Vertical Flight Technology – ATDP, M 35.01-00

• I, Domestic Reduced Vertical Separation Minima – ATDP, M08.28-03 

• J, Safer Skies – ATDP, M42.01-00 

• K, NAS Development System Assurance – ATDP, M31.01-01 

• L, Safety Analysis and Assessment, M08.32-01 

• M, Airport Technology – ATDP, M34.01-00 

A, SEPARATION STANDARDS – ATDP, M08.28-01 

Program Description 

The Separation Standards program is the means by which the FAA exercises leadership in the development 

and implementation of new separation standard values in the high-altitude international airspace within 

which it provides air traffic services, as delegated by the International Civil Aviation Organization. The 

program implements the FAA’s "Strategic Plan for Oceanic Airspace Enhancements and Separation 

Reductions" drawing on complementary contributions from three FAA directorates: Air Traffic Services, 

Certification and Regulation, and Research and Acquisitions. Program contributions result in reduced

separation-standard values, which permit aircraft operators to use international airspace in a more fuelefficient manner, while reducing operational complexity in providing air traffic control through increased

airspace capacity. Each separation change undergoes an extensive safety assessment before

implementation and ongoing monitoring after the date of the change. Recent accomplishments include

conducting a seminar (June 2003) and three task force meetings (January, June, and September 2003) to (1)

prepare for introduction of the Reduced Vertical Separation Minimum (RVSM) – or replacement of the

existing 2,000-foot vertical separation standard with a 1,000-foot value - in all airspace of ICAO’s

Caribbean and South American regions under FAA leadership, and (2) prepare for a safety assessment of 

30-nautical mile (nm) lateral and longitudinal separation standards introduced into a portion of FAAadministered airspace in the South Pacific. In the longer term, the program will introduce reduced 

separation-standard values in West Atlantic and Caribbean airspace and introduce further reduced

horizontal-plane separation values in the Pacific. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Beginning in FY 2005, increase to 80 percent the number of oceanic

en route altitude change requests that are granted through the end of FY 2008. 

Relationship to Performance Target 

The program plans to implement RVSM in January 2005 in all of the airspace of the ICAO’s Caribbean 

and South American regions. The program also aims to introduce 30-nm lateral and longitudinal separation

standards in a portion of FAA-administered Pacific airspace by May 2005. 

16 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

B, RUNWAY INCURSION REDUCTION PROGRAM (RIRP) – ATDP, S09.02-00 

Program Description 

The RIRP will continue research, development, and operational evaluation of technologies to improve

runway safety. In accordance with standing National Transportation Safety Board (NTSB)

recommendations and directions in the FAA Runway Safety Blueprint, research emphasis will continue to

focus on technologies that can be applied cost-effectively at small airports that do not have a surface radar 

and alerting system, as well as on pilot, controller, and vehicle operator situational awareness aids. When 

appropriate, the program will prototype and test effective solutions in an operational setting to validate their 

technical performance and operational effectiveness. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 4 – Reduce the risk of runway incursions. 

• FAA Performance Target – Reduce the number of the most severe (Category A & B) of runway 

incursions at towered airports by at least 48 percent by FY 2008 (from the 2000-2002 baseline 

average of 52 per year to no more than 27). 

Relationship to Performance Target 

The RIRP contributes to safety objectives that will reduce runway incursions. Actions are underway to

support resolution of open NTSB recommendations (A-00-66). These activities include continued 

research, development, and operational evaluation of technologies to improve runway safety. In the near 

term, the RIRP will be conducting evaluations of existing and emerging low-cost technologies that enhance 

pilot and air traffic controller situational awareness using runway status lights and a ground marker system. 

A proof of concept will be developed that leads to a prototype ground movement safety infrastructure to

provide direct warning capability to pilots, drivers, and controllers. The program will also conduct an

integrated assessment of emergent runway safety technologies along with a simulation analyses to assess 

effectiveness, interoperability and level of readiness for operational transition to a NAS ground movement

safety infrastructure. These activities will provide vital information on runway safety technologies and 

their role in reducing fatal accidents and reducing the risk of runway incursions. 

 

FY 2003 Program Accomplishments 

• Completed runway status lights (RWSL) shadow operations 1 testing at Dallas Fort Worth

International Airport (DFW). 

• Installed a ground marker system in an airport equipped with a high runway incursion non-Airport

Surface Detection Equipment (ASDE)/Airport Movement Area Safety System. 

• Developed performance standards/requirements for selected runway incursion reduction technologies. 

• Continued research on potential technology solutions for small to medium-sized airports. 

Program Plan FY 2004 – Performance Output Goals 

• Continue research on potential technology solutions for small to medium-sized airports. 

• Secure approval of construction permit of RWSL airfield lighting equipment at DFW by January 2004.

• Complete the initial phase of ground marker system evaluation at Concord Airport by September 2004. 

• Implement system changes to address anomalies identified during FY 2003 tests and complete shadow

operations retest at DFW by September 2004. 

• Install RWSL prototype at DFW.

• Deliver an interim technology assessment report based on simulations by September 2004. 

Program Plan FY 2005 – Performance Output Goals 

• Continue research on potential technology solutions for small to medium-sized airports. 

• Continue developing performance standards/requirements for selected runway incursion reduction

technologies. 

17 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Conduct an operational evaluation of the RWSL prototype system

• Conduct an operational assessment of the enhanced lighting configuration.

• Develop system specifications for approved project(s). 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue research on potential technology solutions for small to medium-sized airports. 

• Continue developing performance standards/requirements for selected runway incursion reduction

technologies. 

• Execute limited deployment of RWSL at two large airports. 

• Transition approved projects to operational status. 

• Develop system specifications for approved project(s). 

C, SYSTEM CAPACITY, PLANNING, AND IMPROVEMENTS – ATDP, M08.28-00 

Program Description 

The System Capacity, Planning, and Improvements program identifies, evaluates, and formulates capacity 

enhancements for the NAS. Program activities provide performance measurement tools that assist air 

traffic control facility managers; cooperative teams working with airport authorities to analyze alternatives 

for increasing capacity and reducing delays; and Benchmark Reports that analyze and assess current and 

future airport capacity. These activities lead to a more efficient airspace system, domestically and 

internationally, as well as improve the Air Traffic Services Management process to support advancement of 

the FAA’s overall performance. The five major activity areas follow: 

1) The Performance Data Analysis and Reporting System (PDARS) is a fully integrated performance

measurement tool that helps the FAA to improve the NAS. It will allow for baselining and trend 

monitoring of various operations, such as travel times, traffic density, and aircraft interval/acceptance

rates. The expected date for monitoring all 20 domestic ARTCCs and the 35 Operational Evolution

Plan (OEP) airports is FY 2007. 

2) Air Traffic Services Balanced Scorecard (BSE) is a management tool for developing, communicating,

implementing, and managing strategy by developing and linking strategic objectives, measures, 

initiatives, and resources from the highest to the lowest levels of the organization. This business tool

will be designed, developed, and implemented within the Regional, En Route, and Terminal businesses 

to improve efficiency and effectiveness of strategy implementation within the Air Traffic Services 

(ATS) Regional environment. 

3) Airport Capacity Enhancement/Design Studies entail investigating capacity and delay issues at the 

major airports within the NAS. Through computer simulation modeling the FAA works with airports

and other aviation industry stakeholders to conduct studies to improve the operating efficiency of the 

infrastructure. Presently studies are being conducted at Portland International Airport for the purpose 

of location of an additional terminal and a third parallel runway and its use. At the Philadelphia 

International Airport modeling consists of investigating possible relocation of the runways and 

terminals to improve efficiency and reduce delays. 

4) International Terminal Benchmarking Study - involves performing a linked series of bilateral

comparisons of U. S. terminal facilities with similar facilities worldwide. The process consists of 

pairing a particular U.S. airport with a participating foreign airport. Through a comparable analysis of 

staffing, operational, and facility cost data, the FAA can compile a set of measurable performance

metrics and gain a firm understanding of the relative performance of the agency’s terminal service. 

5) New Large Aircraft participation includes modeling, analysis, and procedural development services to

assess the potential impact of large aircraft at airports with high traffic volume. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

18 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• FAA Performance Target – Increase the Airport Arrival Capacity at the 35 OEP airports from

50,550 arrival per day, the 2000-2002 baseline, to at least 53,600 per day by FY 2008. 

Relationship to Performance Target 

This program will facilitate design and/or improvements to new runways, air traffic procedures, and other 

technological implementations to improve airport capacity. It will also modernize the NAS with facilities 

management tools to create new efficiencies in the operating system to increase system capacity.

FY 2003 Program Accomplishments 

• Portland: Collected and verified data inputs and calculation of the model and portions of Phase II

(simulation of the potential improvements).

• Philadelphia: Determined the location of the new runways and terminals. 

• Completed Memphis Design Team Study final draft, and completed several New Large Airport (NLA)

studies/modeling simulations. 

• Published and distributed the 2002 Airport Capacity Expansion Plan.

• International Benchmarks: Completed the pairing of airports and received concurrence from all 

participants and completed the initial collection of staffing, operational, and facility cost data.

• Prototyped En Route BSE tool at Indianapolis, Memphis, and Atlanta ARTCCs. 

• Identified and developed new En Route BSE financial metrics for Air Traffic and Airway Facilities 

management at prototype facilities. 

• Developed Air Traffic Services Management Team approved plan for development and prototyping of

an ASO region integrated en route/terminal BSE tool. 

• Installed and tested PDARS in 12 of the 20 domestic ARTCCs. 

• Completed system operator training in eight centers and scheduled training for the rest of the

connected facilities. 

• Completed installing PDARS at the Jacksonville, Memphis, Atlanta, Miami, and Indianapolis 

ARTCCs. 

• Completed Jacksonville “Q” Route study. 

Program Plan FY 2004 – Performance Output Goals 

• Complete Portland and Philadelphia Capacity Enhancement Studies. 

• Initiate DEN Design Team Study. 

• Publish and distribute the 2003 Airport Capacity Expansion Plan. 

• Initiate Indianapolis Terminal Design Team study and initiate JFK and LAX NLA ground movement

study. 

• International Benchmarks: Complete development of the criteria for analyzing the data between

matched paired airports. 

• International Benchmarks: Present and accept initial data by the matched paired airports. 

• Develop and prototype an ATS integrated en route/terminal BSE tool within ASO region. 

• Identify cost and performance metrics for ASO region BSE tool. 

• Prototype a Web-based software application infrastructure to provide ATS headquarters and ATS

Southern Region managers with centralized access to ASO Region BSE cost and performance

information.

• Complete installing PDARS at all ARTCCs and begin installation at remaining terminal facilities. 

Program Plan FY 2005 – Performance Output Goals 

• Using Capacity Benchmark studies, provide data and analysis for LGA, Newark, and JFK. 

• Publish and distribute the 2004 ACE Plan. 

• Initiate various Design Team and/or NLA studies at the following airports: ATL, HOU, BDL, PHX, 

LAS, EWR, SLC, and SJU. 

• Complete DEN Design Team Study. 

• International Benchmarks: Complete and present analysis of all data between matched paired airports. 

19 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Develop Air Traffic Services Management Team approved plan to develop and prototype an AGL

region BSE tool. 

• Develop and prototype AGL region BSE tool. 

• Identify COTS software for BSE cost and performance reporting and initiative tracking. 

• Develop an ATS/ Air Traffic Operations BSE tool development and implementation plan for all of 

ATS. 

• Implement PDARS lifecycle management upgrades and maintenance. 

Key Events FY 2006-2009 – Performance Output Goals 

• Finalize implementation of the ATS/ Air Traffic Operations BSE tool at all headquarters, region and

ATS field facilities. 

• Complete PDARS terminal facility installations. 

D, OPERATIONS CONCEPT VALIDATION – ATDP, M08.29.00 

Program Description 

The Operations Concept Validation program provides well-defined “validated” operational concepts to

support transition to new equipment planned in the NAS Architecture. It provides information to the

aviation community in developing new procedures to use with new technology being implemented in the 

NAS and the changes in aircraft equipment necessary to be compatible with that technology. Information 

developed includes system specification, roles and responsibilities, procedures, training, and certification 

requirements. Results also define requirements for future systems and help establish specifications for 

acquisition (e.g., en route automation modernization). The operational concept development and validation 

outputs provide for continued development and support of NAS modernization through: (1)

concept/scenario development; (2) concept validation; (3) simulation and analysis; (4) system design; (5) 

metric development; and (6) modeling. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target 

This program improves capacity by reducing the time to implement new technology into the air traffic 

control system. Developing the operational procedures early in the design phase of new equipment reduces

any adaptations and allows users to prepare in advance for implementing technology that will increase 

capacity and reduce delays. 

FY 2003 Program Accomplishments 

• Directly supported development and delivery of the RTCA NAS Concept of Operations and Vision for

the future. 

• Considered capacity utilization benefits of an expanded high altitude concept including strategies for 

point-to-point—no verbal exchange of latitude/longitude or inclusion in flight plans (cognitive and 

situational awareness issues). 

• Performed tradeoff analysis of flight deck automation versus data link requirements in a distributed 

versus central information/flight negotiation and processing (air versus ground). 

• Performed analyses of human performance in new en route/terminal decision support tools with 

recommendation for future builds. 

• Conducted initial evaluation of common trajectory modeling, sensitivity, and fidelity requirements to

support major automation updates. 

20 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Program Plan FY 2004 – Performance Output Goals 

• Develop performance-based air traffic management framework, which includes the ICAO requirement 

to define Required Total System Performance in conjunction with EUROCONTROL. 

• Develop initial draft of the arrival/departure (terminal) airspace evolution concept. 

• Conduct and coordinate an analysis across research facilities into the en route/operational evolution 

including changes in operator’s role and information needs.

• Develop a capability to model air traffic management influences (strategic simulator). 

• Develop criteria for and promote reuse of modernization human-in-the–loop validation exercises,

through publishing of best practice guidance and initial release of the Validation Data Repository to

capture current validation of associated concepts. 

• Continue RTCA support. 

Program Plan FY 2005 – Performance Output Goals 

• Develop detailed concept of operations for evolution of Traffic Flow Management and Collaborative 

Decision Making. 

• Develop gate-to-gate evolution concept for flight data management and planning including

international harmonization of the definition and format for the flight object and new ICAO flight plan. 

• Develop guidance document on fast-time modeling criteria for validation exercises of modernization 

concepts. 

• Conduct analysis and develop detailed sub-concept for changes in cross-facility coordination (terminal

and en route) to support increased capacity utilization.

• Use the performance framework to set metrics for validation exercises to allow comparability of results 

across program validation efforts in the United States and Europe. 

• Continue RTCA support. 

Key Events FY 2006-2009 – Performance Output Goals 

• Develop and demonstrate the concept for dynamic resectorization for just-in-time delivery of

capability with En Route Automation Modernization deployment. 

• Conduct evaluations and demonstrations on the complementary human performance and controller 

roles and acceptance for increased functionality supported by delivery of En Route Automation

Modernization and Traffic Flow Management, in support of capacity enhancements and efficiency. 

• Develop criteria for evaluation of the standard controller platform to support reduced maintenance, 

training, and increased flexibility in establishing and implementing changes to controller roles and

responsibilities. 

• Continue RTCA support. 

E, SOFTWARE ENGINEERING RESEARCH CENTER (SERC) – ATDP, M28.01-00 

Program Description 

The FAA plans to improve the NAS and reduce NAS and avionics acquisition, development, and 

maintenance costs by implementing new software processes and procedures. These improvements will 

directly benefit passengers, as well as all elements of air transportation, and greatly contribute to the NAS 

safety, security, and efficiency.

The FAA SERC at the William J. Hughes Technical Center was established in 1998 as a focus for applied

research on software-intensive systems. The SERC is an agency wide resource addressing strategic

software technology problems that impact the mission, performance, and enhancement of in-house software

and systems engineering competencies. The SERC's research and development efforts have focused

mainly on two areas: (1) automating much of the process for adapting NAS automation systems such as the 

Standard Terminal Automation Replacement System (STARS); and (2) modeling the impact of COTS on 

NAS system design, development, and maintenance. 

 

21 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The Program supports the FAA Flight Plan safety goal; however, much of the project effort will also assist 

the agency in meeting its organizational excellence goal. 

FY 2003 Program Accomplishments 

• Successfully prototyped the NAS Adaptation Services Environment Domestic RVSM / Adaptation 

Data Mart, which has demonstrated or accomplished the following:

3⁄4 Implemented best engineering practices for selected NAS systems. 

3⁄4 Enabled adaptation of new and legacy NAS systems more rapidly and correctly and lowered total

lifecycle costs. 

3⁄4 Continued exploring and developing new ways to reduce costs in selected NAS domains through 

application of technology. 

Program Plan FY 2004 – Performance Output Goals 

•  Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

F, AIRSPACE MANAGEMENT LABORATORY – ATDP, M08.28-02 

Program Description 

Airspace management and its technology support the FAA’s plan to improve NAS efficiency and 

performance while sustaining the current high levels of safety. The NAS design (e.g., sectors and routes) 

must be continuously reviewed to identify performance improvement alternatives. It is essential that the 

FAA deploy decision-support tools and aeronautical data that will enable NAS performance improvements 

to be engineered for enhanced air traffic control flight operations. Therefore, the agency needs the

capability to operate an analysis, data collection, modeling, measurement, and simulation tools laboratory 

that includes development and use of geospatial analysis tools, statistical methods for operations

management and decision sciences, and environmental (noise) impact analysis tools. 

This initiative will enhance the agency's ability to manage and use aeronautical information to support

airspace management goals. Areas of capability will include: data collection, performance measures, 

analysis, and airspace redesign, as well as the standardization of aeronautical information and processes to

support these functions. By focusing on aeronautical information management, data quality, and workflow

processes, this program will directly affect the success of current operations, area navigation development,

and airspace design alternatives nationally and at local high-density traffic areas such as the New York 

metropolitan area. Furthermore, the Airspace Management Laboratory is the FAA's primary collection 

point and repository for traffic information. The centralized collection of post-operational traffic data and 

metrics is used extensively within airspace management by many FAA organizations and throughout the

U.S. Government for decision support. Environmental design tools developed by the laboratory are used as

part of an airspace project to mitigate aircraft noise and to reduce aircraft emissions. Finally the

22 
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Fiscal Years 2005-2009 Activity 1 

laboratory’s analytical and design capabilities facilitate use of advanced air traffic control decision support 

tools to support agency NAS improvement initiatives. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by FY 2008. 

Relationship to Performance Target 

This program provides process automation to support management and analysis of aeronautical data;

develops and supports airspace tools that allow redesign and analysis of airspace and traffic flows; and 

collects and manages traffic data used in the analysis of airspace designs and for performance metrics.

Optimizing the NAS core capability is one of the FAA’s highest priorities. The agency is investing in core

capability air traffic control/air traffic management decision support tools to improve system performance 

through increased flexibility, predictability and safety. The core tools depend heavily on high-quality data

and the structure of the airspace. Supporting this initiative's data quality, modeling, and analysis capability

goals will centralize national redesign activities and maximize the effect of implementing capability

enhancements. This initiative will benefit the American public economically by improving system

efficiency through use of airline-desired flight profiles. In turn, this will reduce airline operating costs and 

flight delays. Within the domain of system redesign and maturity, savings due to reduced air traffic control

operating costs will be realized by better balancing workload demand generated by user-desired flight

profiles and by reducing facility operating costs. Lower average costs can be realized across the agency by

balancing service delivery through airspace redesign. For this to be successful, the agency should invest in

analysis and engineering of airspace configurations for a rational allocation of NAS resources. 

FY 2003 Program Accomplishments 

• Completed deployment of first-generation obstruction evaluation system. 

• Expanded obstruction evaluation system to handle workflow requirements of non-air traffic divisions. 

• Enabled public to enter obstruction evaluation airport/airspace analysis case, allowing submission of 

7460-1 forms (notice of proposed construction). 

• Implemented initial scanning capability to first region for production of obstruction evaluation cases. 

• Expanded Sector Design and Tool coverage to include advanced functionality for terminals and 

Terminal Radar and Approach Control.

• Extended next-day drill-down capabilities of airspace usage metrics to cover FAA points of delivery

from terminal to center. 

• Developed first generation national system for collecting and archiving high-quality, near-real-time

traffic data. 

Program Plan FY 2004 – Performance Output Goals 

•  Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

23 
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Fiscal Years 2005-2009 Activity 1 

G, NATIONAL AIRSPACE SYSTEM REQUIREMENTS DEVELOPMENT – ATDP, M08.27-00 

Program Description 

The National Airspace System Requirements Development program provides specifications that are used

for identifying and evaluating new technologies to meet the needs of aerospace users and improve system

efficiency. The program also develops plans and new procedures to transition from the existing 

technologies and practices to advanced capabilities that satisfy user needs and impact overall NAS system

capacity. Extensive study and analysis are completed before an investment decision is made. Activities

such as operational concept development, sustainability analysis, simulation, human factors analysis,

procedure development, performance definition, sustainability study, impact analysis, workload analysis,

hazard analysis, and NAS architecture development assist in providing the key discriminating factors 

required for good investment decisions. Specific program examples include requirements development for

runway incursion research and development efforts and Capstone initiatives. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Increase the Airport Arrival Capacity at the 35 OEP airports from

50,550 arrivals per day, the 2000-2002 baseline, to at least 53,600 arrivals per day by FY 2008. 

Relationship to Performance Target 

The requirements development activity is integral to the success of air traffic modernization programs, and

therefore, supports programs that increase capacity. This process improves program quality and increases 

the capacity gains from the pool of investment funds. 

H, GENERAL AVIATION / VERTICAL FLIGHT TECHNOLOGY – ATDP, M 35.01-00 

Program Description 

The GA&VF program conducts research to adapt satellite navigation and automatic dependent surveillance 

technology for the use of light general aviation aircraft and helicopters in low altitude airspace, develops

instrument approach and departure procedures for heliports; and evaluates cockpit technology to enhance 

pilot situation awareness. Procedures and regulations are developed to separate slower highly 

maneuverable aircraft from transport aircraft, thereby improving safety while increasing overall system

capacity and reducing delays. This program also evaluates techniques that enable aircraft operating under

visual flight rules to navigate at a higher level of precision and awareness of the proximity of other aircraft

and obstacles. 

In FY 2005, the GA&VF program will initiate efforts to develop complex approaches for helicopters to

safely avoid obstacles and reduce noise impact on populated areas. Both of these efforts will improve 

access to hospitals for emergency medical services. Work will continue on the development and 

implementation of simultaneous and non-interfering procedures in a congested major terminal area using

separation and approach standards derived from the Wide Area Augmentation System. Research will be

initiated to improve and demonstrate lighting standards for heliports. Both the heliport approach and 

lighting work also support U.S. positions in ICAO standards negotiations. Research to provide information 

for guidance materiel for approval and use of enhanced vision equipment will be conducted. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

24 
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Fiscal Years 2005-2009 Activity 1 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

The GA&VF program contributes to the FAA’s general aviation safety goal by expediting implementation 

of satellite navigation and automatic dependent surveillance technology for use of light general aviation

aircraft and helicopters to reduce controlled flight into terrain accidents and midair collisions. Satellite

navigation technology also permits development of instrument approaches to heliports, which will reduce 

landing accidents. The program also addresses the issue related to loss of efficiency within the NAS due to 

helicopters using the same routes, approaches, and airport runways as transport aircraft.

I, DOMESTIC REDUCED VERTICAL SEPARATION MINIMA (RVSM) – ATDP, M08.28-03 

Program Description 

The Domestic RVSM program is an ICAO approved concept that allows the 1,000-foot vertical separation 

standard that is applied below 29,000 feet to be applied between 29,000 and 41,000 feet. On January 20,

2005, the FAA plans to implement Domestic RVSM from 29,000 to 41,000 feet in the domestic airspace of 

the United States, in the Gulf of Mexico where FAA provides air traffic services, and in San Juan Flight

Information Region airspace. Domestic RVSM at these altitudes will add six new altitudes (30,000,

32,000, 34,000, 36,000, 38,000, and 40,000). These new altitudes will significantly increase airspace

capacity at the core altitude stratum desired by turbojet aircraft operators and provide more opportunity to

air traffic control to grant user-preferred altitudes. For air traffic controllers, Domestic RVSM is expected

to decrease workload associated with the vertical and lateral compression of traffic toward preferred flight

profiles. The practical outcome for operators is reduced fuel burn on any given flight. 

The components of the program are: developing regulations to require aircraft equipage; developing air 

traffic control automation and procedures to use the new separation standards; and training of 9,000 air

traffic controllers, training aviation inspectors, conducting aircraft inspections; and monitoring airspace to

ensure system safety. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

Domestic RVSM is predicted to create savings for aircraft operators by reducing airspace congestion 

through the addition of six available operating altitudes, which allows aircraft to fly at more efficient

altitudes. 

J, SAFER SKIES – ATDP, M42.01-00 

Program Description 

Safer Skies stems from a joint effort between the FAA and users to reduce aviation accident rates by 

analyzing causes of accidents, evaluating pilot actions, and evaluating equipment failures and then

developing and implementing intervention strategies to prevent or reduce factors that cause most aviation

accidents. The FAA and its partners (industry representatives, other Government agencies, and employee

groups) have identified 12 Safer Skies focus areas, many interventions, and numerous safety activities.

Commercial accident reduction efforts involve six focus areas; Approach/Landing Accident Reduction

25 
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Fiscal Years 2005-2009 Activity 1 

(ALAR), Controlled Flight Into Terrain (CFIT), Uncontained Engine Failure, Runway Incursion, Loss of

Control, and Commercial Weather Needs. General aviation focus areas include CFIT, Weather, Runway 

Incursion, Aeronautical Decision Making, Loss of Control, and Survivability as they pertain to general

aviation aircraft. Each focus area contains many interventions. Each intervention in turn may contain

many additional specific activities and product deliverables. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The Safer Skies program contributes to the FAA’s safety goal by analyzing causes of accidents and

developing and implementing intervention strategies to prevent or reduce factors that are the leading causes 

of aviation accidents. The recommendations support capital investments in the focus areas identified by

Safer Skies, and these capital investments are approved based on an economic analysis that shows benefits

will exceed the costs. 

FY 2003 Program Accomplishments 

• Supported the Terminal Area Operations Aviation Rulemaking Committee. 

• Supported the Required Navigation Performance (RNP) program in development of policies and to

provide guidance to FAA and industry as RNP relates to safety. 

• Weather Programs: Assessed existing and emerging weather-related technologies that could affect

commercial and general aviation operations. 

• Mountain Pass Program: Developed approach chart and text information to allow safe navigation of

mountain passes by general aviation. 

• CDTI Enhanced Flight Rules program: Evaluated applications of a Cockpit Display of Traffic 

Information (CDTI) to achieve spacing closer to visual standards. 

• Moving Map Integration program: Evaluated a multifunction display (MFD) and an optional highwayin-the-sky display as part of an avionics package. 

• Conducted a systematic evaluation of the Capstone Phase II MFD. 

Program Plan FY 2004 – Performance Output Goals 

• Continue Mountain Pass Program: Develop approach chart and text information to allow safe 

navigation of mountain passes by General Aviation. 

• Continue Weather Programs: Assess existing and emerging weather-related technologies that do or

could affect commercial and general aviation operations. 

• Controlled Flight Into Terrain (CFIT) - Precision-like Approach Implementation for both commercial

and general aviation; Release Advisory Circulars and guidelines for Federal Aviation Regulations for 

Standard Instrument Approach Procedures (SIAP), develop RNP RNAV guidance.

• Develop operator and inspector guidance on risk assessment tool usage and interactive checklist and

smart alerting systems. 

• Continue development and implementation of Safer Skies interventions for commercial and general

aviation in areas of CFIT, Runway Incursion, ALAR, Loss of Control and Weather focus areas. 

Program Plan FY 2005 – Performance Output Goals 

• Mountain Pass Program: Develop approach chart and text information to allow safe navigation of

mountain passes by general aviation. 

• Continue Weather Programs: Assess existing and emerging weather-related technologies that affect

commercial and general aviation operations. 

• Continue developing and implementing Safer Skies interventions for commercial and general aviation 

in areas of CFIT, Runway Incursion, ALAR, Loss of Control, and Weather focus areas.

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Fiscal Years 2005-2009 Activity 1 

• Conduct modeling scenarios relevant to RNP and Satellite Navigation operations. 

Key Events FY 2006-2009 – Performance Output Goals 

• Mountain Pass Program: Develop approach chart and text information to allow safe navigation of

mountain passes by general aviation. 

• Continue Weather Programs: Assess existing and emerging weather-related technologies that affect

commercial and general aviation operations. 

• Continue developing and implementing Safer Skies interventions for commercial and general aviation 

in areas of CFIT, Runway Incursion, ALAR, Loss of Control and Weather focus areas. 

• Conduct modeling scenarios relevant to RNP and Satellite Navigation operations. 

K, NAS DEVELOPMENT SYSTEM ASSURANCE – ATDP, M31.01-01 

Program Description 

The NAS Development System Assurance program develops tools, techniques, and procedures for ensuring

that information systems security (ISS) services and requirements are integrated and interoperable for

modernized NAS capabilities. The modernized NAS uses commercially based automated information 

systems, increased data sharing, and information networking that introduce new vulnerabilities and security

risks. Risks to the NAS can result in delay, disruption, and denial of air traffic services. This program

creates an integrated security approach for defining effective and suitable NAS-level security requirements 

and engineering tools/procedures that are used by Integrated Product Teams and NAS system developers to

ensure interoperable security solutions for the modernized NAS. 

Relationship of Program to DOT Strategic Goal, Objective, and Performance 

Target 

• DOT Strategic Goal – Security. 

• DOT Objective 1 – Support and implement U.S. security strategies and plans related to 

transportation. 

Relationship to Performance Target 

This program supports the Security goal by developing tools, techniques and procedures for improving the 

security of FAA information systems. Additionally, this program implements Executive Orders for the 

protection of critical transportation infrastructure. 

FY 2003 Program Accomplishments 

• Initiated first phase of NAS-wide ISS requirements development for more integrated security

capability. 

• Conducted FAA cross-domain ISS conferences involving 200 FAA technical personnel.

• Prototyped specialized security engineering training for 80 NAS systems engineers.

• Conducted NAS security reviews and reporting to comply with Federal Information System

Management Act requirements.

Program Plan FY 2004 – Performance Output Goals 

•  Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

27 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

L, SAFETY ANALYSIS AND ASSESSMENT - ATDP, M08.32-01 

Program Description 

The Safety Risk Assessment program aims to bring FAA NAS acquisitions into compliance with the Safety

Management System (SMS) requirements defined by ICAO. The program will modify the Acquisition 

Management System (AMS) System Safety Management Program to meet or exceed internal FAA and

external ICAO requirements for an SMS. In addition, the program will continue to support NAS

modernization efforts by managing the safety assessments required to meet AMS guidance. Part of this

effort includes operating the NAS Modernization System Safety Working Group, which ensures the quality 

of NAS safety products and provides tools and assistance to programs in executing their individual and 

integrated safety program plans. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 8 – Enhance the safety of FAA’s Air Traffic Systems. 

• FAA Performance Target – Apply safety risk management to all significant changes to the NAS. 

Relationship to Performance Target 

This program contributes to the FAA's performance target of applying “SMS to all significant changes to

the NAS” by ensuring that the FAA has an operational SMS for Research and Acquisitions that is

integrated with and a part of the FAA’s overall SMS program. This program will directly affect the FAA’s

ability to manage the safety risk inherent in operating and modernizing the NAS as required by FAA orders 

and ICAO requirements. 

FY 2003 Program Accomplishments 

•   Not Applicable** **

Program Plan FY 2004 – Performance Output Goals 

• Develop and deliver SMS training. 

• Modify the AMS to comply with FAA and ICAO SMS requirements. 

• Modify AMS and Configuration Control Board policy and process to comply with SMS requirements

relative to NAS changes. 

• Deliver the SMS Manual and implementation strategy. 

Program Plan FY 2005 – Performance Output Goals 

• Expand the FAA SMS to fully comply with ICAO requirements. 

Key Events FY 2006-2009 – Performance Output Goals 

• Achieve full implementation of the FAA SMS. 

M, AIRPORT TECHNOLOGY – ATDP, M34.01-00 

Program Description 

The Airport Technology program provides technology solutions that will allow the Nation's airports to 

accommodate the projected traffic growth and establish an operational environment that is free of accidents 

and fatalities. Legislation 49 U.S.C. 47105(b) 3, requires the FAA to develop standards, criteria, and 

guidelines for planning, designing, constructing, operating, and maintaining the massive airport system. 

The U.S. airport system consists of 6 billion square feet of pavement with a replacement value estimated at

$100 billion. There are over 600 million passenger enplanements each year at more than 17,000 landing 

facilities with terminal buildings and access roads. Current trends indicate that the aircraft fleet will not

28 
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Fiscal Years 2005-2009 Activity 1 

only increase in number, but also more importantly, in operating speed, gear loading and configuration, and 

aircraft size; and traffic demands by the year 2010 could double. 

Research is required in the following areas to develop new methods, materials, techniques, and applications

to ensure safety and efficiency, while accommodating the increased capacity: 

1. Airport Pavements: Support continued operation of the National Airport Pavement Test Facility. 

2. Operation of New Large Aircraft (NLA): Support finalizing the development and implementation of

NLA related design and planning standards.

3. Runway Incursions and Visual Guidance Systems support the following initiatives: 

a. Develop standards for automated power and control systems to reduce pilot/air traffic 

controller workload; 

b. Develop and evaluate taxi route and runway holding position markings, signs, and lights;

develop a Smart Lighting Operational Handbook to aid in development of standards for

automated lighting power and control systems to reduce pilot/air traffic controller workload 

and increase pilot situational awareness; 

c. Develop a low-cost airport visual guidance infrastructure through researching remote site 

requirements and utilizing new technologies that provide low-cost, low-maintenance, and 

minimal power requirements for General Aviation Airport Infrastructure; and 

d. With the implementation of Satellite Navigation, the standards to provide a safe landing

environment need to be revised to reap maximum benefit from this alternative to conventional 

Navigational Aids. 

4. Airport Planning: Support modernization of airport planning in four key areas: Terminal Building

Planning, Intermodal Access to Airports, Capacity Planning, and Airport Funding Practices. 

5. Airport Design: Support continued development of updated guidance in the various areas of airport

design standards. 

6. Surface Technology: Support three general areas: Runway Friction, Overruns, and Environmental 

Responsibility.

7. Post-Crash Rescue and Fire Fighting: Support research into development of an Interior Intervention

Vehicle. 

8. Wildlife Hazards Mitigation: Support development of a real-time national bird strike advisory system

that commercial aviation can use. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate FY 2008. 

Relationship to Performance Target 

The Airport Technology program contributes to the FAA's performance target of reducing the fatal aviation

accident rates by developing standards, criteria, and guidelines for planning, designing, constructing, 

operating, and maintaining the airport system. All of these items improve the safety of operations at

airports and reduce the potential for accidents and minimize the possibility of fatalities, in any accidents 

that might occur.

FY 2003 Program Accomplishments 

• Published report # DOT/FAA/AR-02/128, “Paint and Bead Durability Study,” May 2003. 

• Published report # DOT/FAA/AR-TN03/22, “Development of Methods for Determining Airport

Pavement Marking Effectiveness,” May 2003. 

• Completed investigation and provided preliminary findings to Air Traffic on development of

obstruction lighting standards for Wind Turbine Generating Farms. 

29 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Published report # DOT/FAA/AR-03/45, “Test and Evaluation of the Effectiveness of a Small Airport

Firefighting System in Extinguishing Two- and Three-Dimensional Hydrocarbon Fuel Fires,” May

2003. 

• Released beta test version of new airport pavement design program incorporating three-dimensional

finite element response models. 

• Completed testing on four asphalt pavement test items. 

Program Plan FY 2004 – Performance Output Goals 

• Conduct Second-Level Fuselage Access Study. 

• Complete evaluation of Phoenix Firefighting System. 

• Complete full-scale testing of six prospective firefighting agents to replace aqueous film-forming 

foam. 

• Complete data collection of taxiway deviations at JFK. 

• Complete installing Anti-Icing Coating Field Demonstration Bed at O’Hare. 

• Complete Airport Planning Passenger Survey. 

• Complete reconstruction and testing of three concrete pavement test items. 

• Initiate post-traffic testing.

• Refine failure models for rigid pavements. 

• Complete beta testing of new airport pavement design. 

Program Plan FY 2005 – Performance Output Goals 

• Issue report on Moisture/Strength relationship of Engineered Materials Arresting Systems. 

• Develop frangibility requirements for various aircraft categories. 

• Develop lighting standards for Instrument Flight Rules Point-In-Space Operations. 

• Complete testing of Interior Intervention Vehicle. 

• Complete study on equivalency to 1,000-foot runway safety area. 

• Issue conceptual guidance document on terminal planning.

• Continue reconstruction and testing activities on test items.

• Complete evaluation/testing and modification to the new airport pavement design. 

• Evaluate technologies for airport pavement maintenance. 

• Evaluate use of gyratory test methodology for asphalt specifications. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue research to improve airport safety. 

1C02, AIRCRAFT RELATED EQUIPMENT PROGRAM

FY 2005 Request $12.0M

• A, Aircraft and Related Equipment (ARE) Program, M12.00-00 

• B, Aircraft and Related Equipment Program – Boeing Simulator Replacement, M12.01-01 

• C, Aircraft and Related Equipment Program – Airbus Simulator, M12.01-02 

A, AIRCRAFT RELATED EQUIPMENT PROGRAM, M12.00-00 

Program Description 

The ARE Program upgrades FAA aircraft used for safety-related work. Examples of upgrades are: (1)

FAA flight inspection aircraft, avionics, and related systems must be updated to ensure capabilities to

validate and certify the accuracy and integrity of electronic signals emitted by new or modified navigational

aids used in the NAS by commercial and general aviation aircraft; (2) flight inspection aircraft must be 

equipped to validate and certify new instrument flight procedures based on satellite navigation systems

developed for commercial and general aviation pilots to guide aircraft on approach and departure flight

paths at airports; and (3) aviation safety inspectors use FAA aircraft to achieve and maintain their currency

30 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

and proficiency so that they can regulate and certify pilot instructors and test pilots. The FAA aircraft used 

for this purpose must be equipped with modern avionics and instrumentation representative of the

equipment used by the pilots they are checking. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The FAA improves air safety by ensuring that (1) flight inspection aircraft and systems are equipped and

modified to validate and certify the accuracy of navigational aid electronic signals as well as validate and 

certify the safety of approach/departure flight procedures and terminal routes at all airports in the NAS; (2) 

research and development aircraft and flight simulators are equipped to test and evaluate new aviation

technologies for proof of concept, systems integration, equipment, procedures, and related human factors 

impacts; and (3) flight-training mission aircraft are equipped to provide meaningful and relevant aviation

safety inspector (ASI) pilot currency/proficiency experience and training required for ASI’s to regulate and

certify all pilot instructors and test pilots and validate all NAS commercial and civil aircraft operations. 

FY 2003 Program Accomplishments 

• Expanded computerized flight monitoring scheduling system capabilities.

• Continued to develop Wide Area Augmentation System (WASS)/Local Area Augmentation System

(LAAS) software. 

• Installed Terrain Awareness and Warning System in Flight Inspection Aircraft Fleet. 

• Continued Automated Flight Inspection System (AFIS) enhancements in Flight Inspection Aircraft

Fleet. 

• Acquired/installed low-earth orbit (LEO) satellite communications (SATCOM) in Flight Inspection 

Aircraft. 

• Acquired Cockpit Voice Recorder/Flight Data Recorder (CVR/FDR) upgrade (fleet). 

• Acquired and began installation of Radio Frequency Interference/Direction Finder (RFI/DF)

equipment in aircraft. 

• Began developing Next Generation Flight Inspection System (NAFIS). 

• Continued developing/integrating Aviation Systems Information Systems (ASIS) and further 

developed the Flight Inspection Reporting Procedures System (FIRPS). 

• Acquired Advanced Level D Flight Simulator 737-800. 

• Issued contract for acquisition/installation of GNS-530 in Flight Standards Aircraft. 

• Began initial development of requirements document and investment analysis documentation to 

replace the current Flight Standards Aircraft Fleet. 

• Revised the requirement document for the Research and Development Aircraft. 

Program Plan FY 2004 – Performance Output Goals 

• Begin Instrument Landing System/Very High Frequency Omni-direction Range receiver installation in

the Flight Inspection Aircraft. 

• Acquire/install WAAS receivers for the Flight Inspection Aircraft. 

• Acquire/install Terrain Awareness and Warning System in remaining Flight Inspection Aircraft. 

• Install LEO satellite communication in remaining Flight Inspection Aircraft and two aircraft at Federal

Aviation Technical Center and Hangar 6. 

• Continue computerized flight monitoring scheduling system expansion. 

• Continue AFIS enhancements. 

• Continue installation of RFI/DF capability. 

• Install CVR/FDR in agency aircraft to comply with Federal Aviation Regulations. 

• Continue developing NAFIS. 

31 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

• Begin acquiring aircraft collision avoidance system (ACAS II) capabilities for international aircraft. 

• Begin new technology AFIS development to support Future Air Navigation Systems (FANS), ICAO, 

and Agencies Free Flight Program.

• Begin cockpit avionics technology refresh for Flight Inspection Aircraft for area navigation

(RNAV)/Required Navigation Performance capability. 

• Acquire technical and logistics support for the new flight simulator. 

• Continue development and implementation of the national database for all flight programs (ASIS). 

• Continue developing the Flight Inspection Reporting Procedures System (FIRPS). 

• Continue installation of RFI/DF equipment in aircraft. 

• Install GNS-530 in Flight Standards Aircraft. 

• Continue plans to replace the current Flight Standards Aircraft Fleet. 

Program Plan FY 2005 – Performance Output Goals 

• Continue acquisition/installation of CVR/FDR upgrade (fleet). 

• Continue AFIS enhancements. 

• Continue developing NAFIS. 

• Begin replacement of Automated Flight Inspection System Printer/Plotter.

• Continue development and implementation of the national database for all flight programs ASIS. 

• Initiate an Automated Flight Inspection Scheduling/Performance System to reduce flight crew 

workload. 

• Acquire a High Speed Broad Band Data Link System. 

• Complete ACAS II installation in international and domestic aircraft. 

• Acquire a Heads Up Display with Synthetic Vision for Flight Inspection Fleet. 

• Acquire/equip Joint Precision Approach Landing System navigation system capability for CL-601

Flight Inspection Aircraft. 

• Upgrade the Gulfstream G-IV aircraft located in Hangar 6.

• Continue developing the Flight Inspection Reporting Procedures System. 

• Complete installation of RFI/DF equipment in aircraft. 

• Continue cockpit avionics technology refresh for Flight Inspection Aircraft for RNAV/RNP capability. 

• Continue new technology AFIS development to support FANS, ICAO, and Agencies Free Flight

Program. 

• Acquire/install WAAS receivers for the Flight Inspection Aircraft. 

• Acquisition/lease to replace the current Flight Standards Aircraft Fleet. 

Key Events FY 2006-2009 – Performance Output Goals 

• Acquire/install a Digital Television Positioning System for Flight Inspection Aircraft. 

• Acquire/install an Electronic Flight Bag Display System in FAA Lear 60 and CL 601 aircraft. 

• Integrate the Flight Inspection Reporting Procedures System. 

• Continue new technology AFIS development to support FANS, ICAO, and Agencies Free Flight

Program. 

• Acquire/install a Multi-Mode Receiver. 

• Acquire/replace Flight Inspection Technician Seat on Lear 60 and CL 601 Flight Inspection Aircraft. 

• Acquire/install an enhanced Operator Display on all Flight Inspection Aircraft. 

• Upgrade the Facility Database to support changes in Security and interface requirements. 

• Acquire/install Automatic Dependent Surveillance-Broadcast (ADS-B) equipment in Flight Inspection 

Aircraft. 

• Install and support Joint Precision Approach Landing System navigation system capability for CL-601

Flight Inspection Aircraft. 

• Complete installation of CVR/FDR upgrade (fleet). 

• Continue development/acquisition/installation of NAFIS.

• Acquire/install WAAS receivers for the Flight Inspection Aircraft. 

• Complete replacement of Automated Flight Inspection System Printer/Plotter. 

32 
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Fiscal Years 2005-2009 Activity 1 

• Integrate the Automated Flight Inspection Scheduling/Performance System to reduce flight crew

workload. 

• Continue developing and implementing the national database for all flight programs (ASIS). 

• Continue acquisition of the Flight Standards Aircraft Fleet. 

B, AIRCRAFT RELATED EQUIPMENT PROGRAM – 

BOEING SIMULATOR REPLACEMENT, M12.01-01 

Program Description 

The Boeing Simulator Replacement Program is purchasing a Boeing 737 aircraft simulator, which is

configured like aircraft used in the airline fleet, enabling the FAA to perform meaningful and relevant

evaluations of projects affecting large-transport category aircraft. The simulator can be used for 

operational evaluation of the latest aviation technologies, equipment, and procedures using flight 

simulation rather than actual flight hours, which are very costly. Data gathered from flight simulation 

activities are used to support safety investigations as well as develop regulations. The FAA has awarded a

contract for the simulator, and a building is ready for its installation.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The Simulator Replacement program improves air safety by acquiring an advanced technology flight

simulator to perform meaningful and relevant R&D operational evaluations for large transport category

aircraft representative of the U.S. air carrier industry. These evaluations test performance of new

equipment and use of new procedures to ensure that they are safe for commercial aviation. This program 

also provides capability for Aviation Safety Inspector pilot training and currency/proficiency experience 

required in regulating/certifying all activities comprising U.S. aircraft operations. 

FY 2003 Program Accomplishments 

• Obtained and evaluated proposals from qualified vendors. 

• Awarded the simulator contract. 

• Completed the Preliminary Design Review and the Critical Design Review. 

• Met three contract milestones.

• Began preparation to update facilities. 

• Developed Memorandum of Understanding with Mike Monroney Aeronautical Center for operation 

and support of new simulator.

Program Plan FY 2004 – Performance Output Goals 

• Conduct Test Readiness Review. 

• Upgrade facilities for new simulator. 

• Conduct formal qualification review. 

• Conduct simulator operations/maintenance training. 

• Acquire logistics and support equipment. 

• Decommission 727 simulator. 

• Perform In-House Acceptance. 

• Certify simulator to FAA Level D requirements. 

• Conduct On-site acceptance. 

• Perform first year in-house vendor maintenance and support. 

33 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Program Plan FY 2005 – Performance Output Goals 

• Implement operational evaluation programs. 

• Purchase and implement training courseware for Aviation Safety Inspector training. 

• Second year in-house vendor maintenance and support. 

• Establish long-term contract supported Maintenance and engineering support contract. 

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

C, AIRCRAFT RELATED EQUIPMENT PROGRAM – 

AIRBUS SIMULATOR, M12.01-02 

Program Description 

The program will acquire and install a technologically advanced Airbus fly-by-wire flight simulator. The 

simulator will be used to train flight safety inspectors who flight-check airbus pilots. It will also support

research projects involving the technology used for fly-by wire flight controls. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The Fly-By-Wire Simulator program contributes to the FAA’s air carrier safety goal by purchasing an

aircraft simulator that has the modern configuration of the airline fleet, which enables the FAA to perform 

meaningful and relevant evaluations of projects affecting large-transport category aircraft. 

FY 2003 Program Accomplishments 

•   Not Applicable** **

Program Plan FY 2004 – Performance Output Goals 

•   Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

• Construct facilities to house new-fly-by-wire simulator 

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

1C03, NATIONAL AVIATION SAFETY DATA ANALYSIS CENTER (NASDAC) 

FY 2005 Request $1.6M

• National Aviation Safety Data Analysis Center (NASDAC), M24.00-00

Program Description 

The NASDAC maintains multiple databases on aviation accidents and other factors including aircraft 

maintenance. The databases are used to determine the causes of accidents and identify precursors of

accidents. With the rapid change in information technology, it is necessary to update both the information 

34 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

systems that support the databases and the analytical tools used to study the data. System upgrades include

adding technology to assist researchers using the Internet to analyze safety data and purchasing new

software analytical tools such as pattern recognition technology. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The NASDAC helps reduce accidents by performing data analysis that is used to identify precursors to 

aviation accidents and analyze actions to avoid situations that could lead to an accident. 

1C04, SAFETY MANAGEMENT SYSTEM

FY 2005 Request $1.7M

• Safety Management System, M08.32-02 

Program Description 

The Safety Management System (SMS) program seeks to bring FAA NAS acquisitions into compliance 

with ICAO defined safety management requirements. The program will modify the Acquisition 

Management System (AMS) System Safety Management Program to meet or exceed internal FAA and

external ICAO requirements for an SMS. The program will continue to support on-going NAS 

modernization efforts by managing the safety assessments required to meet AMS guidance. It will also

strengthen the process by expanding the scope of safety reviews and providing standardized criteria for 

making assessments. Part of this effort includes operating the NAS Modernization System Safety Working

Group, which ensures the quality of NAS safety products and provides tools and assistance to programs in

executing their individual and integrated safety program plans. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 8 – Enhance the safety of FAA’s air traffic systems. 

• FAA Performance Target – Apply safety risk management to all significant changes in the NAS. 

Relationship to Performance Target 

The SMS program contributes to the FAA's performance target of applying “SMS to all significant changes 

to the NAS” by upgrading the process for Research and Acquisitions projects so that it is integrated with 

and a part of the FAA’s overall SMS program. These upgraded safety assessments will allow identification 

of safety issues early in the acquisition process. 

FY 2003 Program Accomplishments 

•   Not Applicable** **

Program Plan FY 2004 – Performance Output Goals 

• Develop and deliver SMS training. 

• Modify the AMS to comply with FAA and ICAO SMS requirements. 

• Modify AMS and configuration control board policy and process to comply with SMS requirements

relative to NAS changes. 

• Deliver the SMS manual and implementation strategy. 

35 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 1 

Program Plan FY 2005 – Performance Output Goals 

• Expand the FAA SMS to fully comply with ICAO requirements. 

Key Events FY 2006-2009 – Performance Output Goals 

• Achieve full implementation of the FAA SMS. 

1C05X, RUNWAY INCURSION REDUCTION PROGRAM – LOUISVILLE TECHNOLOGY 

DEMONSTRATION

FY 2005 Request $0.0M

• Runway Incursion Reduction Program – Louisville Technology Demonstration, S09.02-01

Program Description 

This RIRP program supports air traffic control demonstration activities at Louisville International Airport

in Kentucky. Installing infrastructure and conducting evaluation activities will provide valuable insight

into the effectiveness of these systems and their impact on improved safety, security, and efficiency in the

NAS. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The infrastructure put in place under this program and the Safe Flight 21 program allows for the evaluation

of technologies and applications that support safety objectives to reduce the risk of runway incursions. 

These demonstrations offer the FAA the opportunity to collect metrics and analyze data in an operational 

environment, thereby providing the FAA with accurate information to support business case development 

and the decision process for further application to other airports in the NAS. 

FY 2003 Program Accomplishments 

• Initiated installation of vehicle tracking systems. 

• Installed Common Automated Radar Terminal System Model IIIE system at Louisville. 

• Conducted Automatic Dependent Surveillance-Broadcast/Common ARTS integration testing on a 

prototype system installed at the FAA William J. Hughes Technical Center. 

• Awarded contract for a surface management system. 

Program Plan FY 2004 – Performance Output Goals 

• Install a surface management system. 

• Collect metrics and perform evaluations. 

• Complete installation of vehicle tracking systems. 

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

36 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009

ACTIVITY 2. IMPROVE THE EFFICIENCY OF THE 

AIR TRAFFIC CONTROL SYSTEM 

2A01, TERMINAL AUTOMATION PROGRAM

FY 2005 Request $21.7M for items B and C

• A1, Standard Terminal Automation Replacement System – Development and Procurement, 

A04.01-00. 

• A2, Interim Tower Displays, A03.04-02

• A3, Standard Terminal Automation Replacement System – Technology Refresh, A04.05-01 

• B, Terminal Sustainment, A03.04-01 

• C, Tower Data Link Services, C20.04-00 

A, STANDARD TERMINAL AUTOMATION REPLACEMENT SYSTEM – 

DEVELOPMENT AND PROCUREMENT, A04.01-00 

Program Description 

The Standard Terminal Automation Replacement System (STARS) is a new terminal air traffic control

system designed to replace the existing Automated Radar Terminal System (ARTS) assisting controllers in 

separating air traffic during arrivals, departures, and over flights at airports. STARS provides a digital 

system to meet expanding air traffic control needs through 2031. STARS provides new air traffic control 

workstations with state-of-the-art computers, high-resolution color displays, and commercially based 

software to allow the FAA to move toward a standard configuration at all terminal facilities. STARS has 

several significant advantages over the existing systems, such as improved weather display, increased

capacity to accept air traffic control automation improvements, and greater flexibility in allocating air 

traffic resources. The FAA awarded the STARS contract to Raytheon on September 16, 1996, to develop

and deploy 173 new STARS systems. To date, 10 sites have achieved initial operational capability (IOC) 

with STARS FS-2+, the nationally deployable baseline. Current plans are to completely install and 

commission STARS by 2011. 

The Terminal Sustainment program will maintain the existing FAA terminal automation systems (ARTS 

IIIA, ARTS IIE, ARTS IIIE, and associated displays) until STARS replaces them. 

The interim Tower Display (TD) program gives air traffic controllers in the tower cab (who generally 

control aircraft visually) more accurate information on arriving and departing flights by providing them a

radar display. In effect, Tower Display gives the air traffic controllers “an extension of the eye” in the

tower cab environment and allows them to provide radar advisories. The TD program will deploy displays

to selected locations to meet user requirements prior to deployment of the more robust STARS Tower

Display Workstations. For towers within the coverage of a Terminal Radar Approach Control (TRACON), 

the TD program will either relocate existing Digital Bright Radar Indicator Equipment (DBRITE) assets or 

provide Remote ARTS Color Displays to satisfy tower display needs. For towers that do not have the

coverage of a TRACON, the TD program will provide a Stand Alone Tower Display System (SATDS). 

The current acquisition approach for SATDS is to qualify systems from two vendors: Raytheon and 

Lockheed Martin. The Raytheon program, STARS LITE is currently in the final phase of qualification.

The Lockheed Martin program uses the ARTS IE, which is a qualified system. 

The STARS Technology Refresh program will keep the STARS hardware and software current as

technology evolves through the system lifecycle, thus eliminating another major automation acquisition in

the future. 

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Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – (1) Achieve an airport arrival efficiency of 96 percent at the 35 OEP 

airports by FY 2008; (2) Increase the Airport Arrival Capacity at the 35 OEP airports from 50,550

arrivals per day, the 2000-2002 baseline, to at least 53,600 per day by FY 2008; and (3) Sustain

operational availability at 99 percent for the reportable facilities that support the 35 OEP airports. 

Relationship to Performance Target 

To date, STARS FS-2+ has not experienced a full outage. STARS will prevent outages by replacing older

terminal automation equipment with more modern equipment. Installation of capacity enhancing software 

for the airspace near airports will provide additional increases in capacity. STARS also has improved 

controller data display and data manipulation capabilities, thereby increasing the aircraft density without

compromising safety. 

Terminal sustainment reduces outages and thus reduces delays until STARS is installed. Tower displays 

improve the ability of cab controllers to make more efficient use of runway capacity.

FY 2003 Program Accomplishments 

• Upgraded El Paso to Full STARS Full Service (FS)-2+ and Syracuse to FS-1. 

• Conducted STARS FS-2+ Independent Operational Test and Evaluation (OT&E). 

• Received in-service decision (ISD) for STARS FS-2+.

• Achieved Operational Readiness Decision (ORD) with STARS FS-2+ at Philadelphia (PHL). 

• Delivered STARS FS-2+ to 14 sites. 

• Achieved FS-2+ IOC at three additional sites (Miami, El Paso, and Bradley). 

• Initiated 10 Early Deployment Configuration (ECD)-2 upgrades to FS-2+. 

• Achieved IOC at the final three EDC sites. 

• Continued deploying lifecycle maintenance builds for EDC-2, Initial Systems Configuration (ISC), and 

FS-2+. 

• Completed ISC upgrades to FS-2+ at three DoD sites. 

Program Plan FY 2004 – Performance Output Goals 

• Procure 12 STARS systems for deployment. 

• Deploy 12 STARS systems. 

• Continue EDC-2 upgrades to FS-2+. 

• Continue deploying lifecycle maintenance builds for FS-2+. 

• Reduce terminal automation equipment outages by 20 percent at former ARTS IIIA sites using 

STARS.

Program Plan FY 2005 – Performance Output Goals 

• STARS program is being rebaselined. 

Key Events FY 2006-2009 – Performance Output Goals 

• STARS program is being rebaselined. 

• Deploy Tower Displays. 

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Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

B, TERMINAL SUSTAINMENT, A03.04-01 

Program Description 

The Terminal Sustainment program will maintain the existing FAA terminal automation systems

(Automated Radar Terminal System (ARTS) IIIA, ARTS IIE, ARTS IIIE, and associated displays) until

STARS replaces them. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – (1) Achieve an airport arrival efficiency of 96 percent at the 35 OEP 

airports by FY 2008; (2) Increase the Airport Arrival Capacity at the 35 OEP airports from 50,550

arrivals per day, the 2000-2002 baseline, to at least 53,600 per day by FY 2008; and (3) Sustain

operational availability at 99 percent for the reportable facilities that support the 35 OEP airports. 

Relationship to Performance Target 

Terminal sustainment reduces outages and thus reduces delays until STARS is installed. Tower displays 

improve the ability of cab controllers to make more efficient use of runway capacity.

FY 2003 Program Accomplishments 

• Commissioned ARTS IIIE at Potomac TRACON. 

• Commissioned ARTS IIIE at Northern California TRACON (Phase II).

• Delivered and completed transition of ARTS Color Displays at Southern California TRACON. 

• Achieved ARTS IE IOC at Prescott, AZ, September 2003. 

• Achieved ARTS IE IOC at Vero Beach, CA, July 2003. 

• Developed plan and resolved Full Digital ARTS display sites problem.

• Commissioned Digital Bright Radar Indicator Tower Equipment (DBRITE) at Waukesha, WI;

Martha’s Vineyard, MA; and Chandler, AZ.

Program Plan FY 2004 – Performance Output Goals 

• Continue providing software upgrades and hardware maintenance to the Common ARTS systems at

New York, Chicago, Potomac, Southern California, and Northern California TRACONs.

• Continue to provide software upgrades and hardware maintenance support to all 140 Common ARTS 

sites by ensuring that employees are trained and skilled in performing their duties. 

• Continue providing software and hardware enhancements to the Common ARTS systems to fix 

Problem reports, which will enhance the safety of the Common ARTS systems. 

• Reduce the Program Trouble Reports database by 10 percent in FY 2004.

• Plan IOC for these DBRITE sites: Lakeland, FL; Stuart-Whitham, FL; Kellogg, MI; and Kissimmee

Municipal, FL.

• Plan IOC for these stand alone sites: Key West, FL; Traverse City, MI; Grand Canyon, AZ; Whiteman,

CA; and Laredo, TX. 

Program Plan FY 2005 – Performance Output Goals 

• Continue providing software upgrades and hardware maintenance to the Common ARTS systems at

New York, Chicago, Potomac, Southern California and Northern California TRACONs.

• Continue providing software and hardware upgrades and maintenance support to all 140 Common

ARTS sites by ensuring employees are trained and skilled in performing duties. 

• Continue providing software and hardware enhancements to the Common ARTS systems to fix 

problem reports, which will enhance the safety of the Common ARTS systems. 

• Reduce the Program Trouble Report backlog by 10 percent in FY 2005. 

39 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue providing software upgrades and hardware maintenance to the Common ARTS systems at

New York, Chicago, Potomac, Southern California and Northern California TRACONs.

• Continue to provide software upgrades and hardware maintenance support to all 140 Common ARTS 

sites by ensuring employees are trained and skilled in performing duties 

• Continue providing software and hardware enhancements to the Common ARTS systems to fix 

problem reports, which will enhance the safety of the Common ARTS systems. 

• Reduce the Program Trouble Report backlog by 10 percent in each FY. 

C, TOWER DATA LINK SERVICES, C20.04-00 

Program Description 

The Tower Data Link Services (TDLS) system is an integrated, high-availability workstation that supports 

applications programs for Air Traffic Control Towers (ATCT). The TDLS system consists of three ATCT

applications to reduce airport ground delays. Pre-Departure Clearance displays the clearances received 

from Air Route Traffic Control Centers (ARTCC) to the tower. The TDLS operator can append local 

airport departing aircraft operation information and transmit the clearance via a data link to participating 

airline/user computers. The computers in turn deliver the clearance directly to the aircraft (if equipped with

the Aircraft Communications Addressing and Reporting System) or to a departure gate printer. PreDeparture Clearance relieves voice congestion on the existing clearance delivery frequencies. 

Flight Data Input/Output (FDIO) distributes flight plan data, weather information, and general information 

messages from the ARTCC NAS computer to ARTCC peripheral printers and ATCT remote sites. The

FDIO Remote Communications Unit relays messages to and from the Replacement Alphanumeric 

Keyboard (RANK) at the ATCT to the NAS at the ARTCC. TDLS emulates the RANK and cathode ray 

tube (monitor).

The Digital Automatic Terminal Information Service (D-ATIS) displays weather information received via

ATCT weather interface (Airport Weather Information System, Automated Surface Observing System, and 

Systems Atlanta Information Display System). The TDLS operator augments the weather information with 

information specific to the particular airport. D-ATIS automatically generates a synthesized ATIS Voice

Message, providing ATIS data link information to aircraft, airlines, and other users upon request; this

alleviates the current manual generation requirements. D-ATIS sends a text version of the current ATIS 

message to ARINC Inc., which can be retrieved via aircraft equipped with the Aircraft Communications

Addressing and Reporting System. D-ATIS provides local field and weather conditions via an automated

broadcast to en route aircraft in lieu of a controller broadcasting the information. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target 

The TDLS ensures timely delivery of clearances to departing aircraft, thereby reducing ground delays. 

FY 2003 Program Accomplishments 

• Completed the TDLS technology refresh at all 58 existing TDLS sites. 

• Completed update to the Operational Requirements Document. 

• Identified semi-annual software upgrade release bundling/schedule. 

• Completed development, lab, and initial field-testing of first software release (Build I). 

40 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

• Produced two TDLS systems for installation. 

• Transitioned support from Contractor Maintenance Logistics Support (ARINC) to FAA Organic 

support. 

Program Plan FY 2004 – Performance Output Goals 

• Procure materials and produce six additional TDLS systems. 

• Deliver site briefing and perform site surveys at seven sites. 

• Obtain successful Joint Resources Council decision for TDLS re-baseline. 

• Update the TDLS software baseline with Build II and III software enhancements.

Program Plan FY 2005 – Performance Output Goals 

• Produce TDLS systems 12 additional airports. 

• Develop TDLS upgrades to provide Multiple Pre-Departure Clearances. 

• Update the TDLS software baseline with Build IV software enhancements. 

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

2A02, AIR TRAFFIC CONTROL BEACON INTERROGATOR - REPLACEMENT 

FY 2005 Request $15.1M

• Secondary Surveillance – ATC Beacon Interrogator (ATCBI) Replacement, S02.03-00 

• Air Traffic Control Beacon Interrogator Model 6 - Beacon Only Buildings, S02.03-02 

Program Description 

This secondary surveillance system provides data on aircraft position and altitude that significantly

enhances en route air traffic controllers’ ability to separate aircraft, while reducing their workload. The Air 

Traffic Control Beacon Interrogator Model 6 (ATCBI-6) gives air traffic controllers selective interrogation 

capability, not available in the older systems, that significantly improves accuracy of aircraft position and

altitude data provided to ATC automation systems. The ATCBI-6 selectively interrogates individual

aircraft and provides precise tracking information to the Host Computer System. 

The ATCBI-6, in conjunction with co-located primary long-range radar, also provides back-up Center 

Radar Approach surveillance service to numerous Terminal Radar Approach Control facilities in the case 

of lost terminal radar services and/or scheduled maintenance downtime. The ATCBI-6 system is a lowcost, highly reliable, very accurate, and more capable replacement for old, high-cost obsolete beacon 

interrogators with higher failure rates. 

This improved automation tool is designed to support Free Flight and is planned to replace existing 

surveillance ATCBI-4/5 equipment that have reached the end of their lifecycle. The existing beacon 

interrogators are costly to maintain, repair, and support and have a higher risk of failure, which could 

contribute to severe air traffic delays throughout the NAS. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The ATCBI program replaces two obsolete systems: the ATCBI-4 and ATCBI-5. The ATCBI-6 Beacon 

Only Facility Establishment project establishes buildings that will house the new beacon interrogators and 

41 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

adds new coverage that was not there before. The new buildings will help protect the beacon interrogators 

from outage caused by severe weather or other causes. 

FY 2003 Program Accomplishments 

• Placed final order for 42 ATCBI-6 production systems. 

• Completed 35 site deliveries. 

• Completed monopulse beacon test sets interface. 

• Completed developing Occupational Safety and Health Administration (OSHA) ladders. 

• Completed developing the Trolley system. 

• Began procuring and installing OSHA ladders. 

• Completed NAS Infrastructure Management Surveillance (NIMS) interface on beacon on site and 

began NIMS’s interface for Air Route Surveillance Radar (ARSR)-3 and ARSR-4. 

• Continued rotary joint, antenna, and mounting kit installation.

• Conducted 85 site surveys to date. 

• Continued ARSR-3 and ARSR-4/Mode 4 Interfaces. 

• Supported commissioning efforts. 

Program Plan FY 2004 – Performance Output Goals 

• Continue procuring and installing OSHA ladders. 

• Complete ARSR-3 development of OSHA ladders. 

• Continue ARSR-4/Mode 4 Interface development. 

• Procure site spares for 42 ATCBI-6 systems.

• Complete NIMS interface on ARSR-3 and continue on ARSR-4. 

• Continue testing and installing ATCBI-6 systems. 

• Continue rotary joint and antenna installations. 

• Establish FAA program support facility. 

• Complete ARSR-3 rotary joint cutover plan. 

• Complete NAS/NAS Operations Manager training course. 

• Begin producing and installing Mode-S Antenna Modification/Antenna trolley System. 

• Continue conducting site surveys. 

• Continue supporting commissioning efforts.

Program Plan FY 2005 – Performance Output Goals 

• Continue supporting delivery, installing, and site testing of ATCBI-6 systems and site spares. 

• Complete testing and installation of the ARSR-4/Mode 4 Interface. 

• Procure and conduct additional maintenance and operational training. 

• Continue contractor depot-level support services. 

• Complete NIMS interface on ARSR-4. 

• Complete the FAA program support facility. 

• Continue supporting commissioning efforts.

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to support delivery, installation, and site testing of ATCBI-6 systems and site spares. 

• Continue contractor depot-level support services. 

• Conduct additional maintenance and operational training. 

• Continue to support commissioning efforts. 

• Complete full transition of FAA depot support in FY 2006. 

• Complete ATCBI-6 commissioning efforts in FY 2008. 

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Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

2A03, AIR TRAFFIC CONTROL EN ROUTE FACILITIES IMPROVEMENTS

FY 2005 Request $3.0M

• Long Range Radar (LRR) Program – LRR Improvements – Infrastructure 

Upgrades/Sustain, S04.02-03

Program Description 

The Long Range Radar (LRR) program sustains and improves LRRs that provide aircraft position 

information to FAA en route control centers. These radars detect the reflected radar energy to locate

aircraft and provide information for air traffic controller displays. Many existing en route radars are over 

50 years old, and upgrades are necessary to prevent outages and reduce maintenance costs. There is not a 

single contract to perform the necessary upgrades. Contracts for improvements are specific to the 

component being repaired and sometimes specific to the site where the improvement is needed. This

program finances upgrades to the antenna drive systems and improvements to the facility infrastructure

systems, such as power systems, engine generators, environmental control systems, electrical systems, and 

lightning, grounding, bonding, and shielding systems that house these radars. Without these upgrades,

operational problems that occur each year could limit controllers’ ability to detect aircraft that do not 

cooperatively display identification and flight data. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The LRR Program supports the increased capacity goal by decreasing the probability of outages of the 

primary radar. It also enhances air travel security by providing a means to detect aircraft that do not

broadcast position information to air traffic control facilities. Being able to detect and identify aircraft

prevents disruption to capacity caused by unknown aircraft.

FY 2003 Program Accomplishments 

• Completed infrastructure upgrades at 13 additional en route LRR facilities; completed 62 of 126 

facilities (49 percent). 

• Refurbished heating, ventilation, and air-conditioning (HVAC) systems and power panels, improved 

grounding systems, and replaced equipment shelters, where necessary. 

• Performed en route radar in-service engineering. 

• Awarded contract to redesign obsolete components in the Air Route Surveillance Radar Model 4 

(ARSR-4) system. 

• Initiated modifications to improve reliability and availability of ARSR-4 systems. 

Program Plan FY 2004 – Performance Output Goals 

• Complete infrastructure upgrades at 10 additional en route LRR facilities; complete 72 of 126 facilities

(57 percent). Infrastructure upgrades include refurbishing HVAC systems and power panels;

improving lightning protection and grounding systems; and replacing equipment shelters, where 

necessary. 

• Perform en route radar in-service engineering. 

• Complete redesign of obsoletes components in the ARSR-4 systems and begin implementing 

modifications to improve system reliability and availability. 

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Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

Program Plan FY 2005 – Performance Output Goals 

• Complete infrastructure upgrades at 15 additional en route LRR facilities; complete 87 of 126 facilities

(69 percent). Infrastructure upgrades include refurbishing or replacing environmental control systems; 

upgrading lightning; grounding, bonding; and shielding systems, and power control systems, as well as 

modifying equipment shelters. 

• Perform site surveys to finalize longer-term requirements for sustaining primary and/or secondary

radar operations at 126 facilities. 

• Perform en route radar in-service engineering. 

• Complete installing ARSR-4 system modifications to improve system reliability and availability. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete all 126 LRR sites by upgrading en route, beacon-only, ARSR 1, 2, 3, 4, and fixed position 

surveillance sites receiving ATCBI-6 systems, including refurbishment of HVAC systems and power 

panels, grounding systems upgrades, and shelter replacements. 

• Complete LRR site surveys, finalize engineering solutions, and acquire necessary equipment and 

components to replace obsolete or unsustainable infrastructure systems. 

• Begin primary radar decommissioning activities at 126 sites. 

• Perform en route radar in-service engineering in 2006-2009.

2A04, TERMINAL AIR TRAFFIC CONTROL FACILITIES – REPLACE

FY 2005 Request $95.1M

• Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) 

Establish/Sustain/Replace – ATCT/TRACON Replacement, F01.02.00 

Program Description 

The FAA provides air traffic control services from more than 270 ATCT and TRACON facilities and must

continually replace these buildings to ensure an acceptable level of air traffic control services and to meet

current and future operational requirements. The average age of control towers is 27 years, and some are

40 years old. As the volume and complexity of terminal air traffic control increases, so does the need to 

have additional positions in the ATCT/TRACON (i.e., helicopter positions, Visual Flight Rule traffic 

advisories, runway monitors, etc.). Control towers built 20 years ago do not meet today’s operational

requirements. In addition, terminal facilities must conform to current building codes and design standards. 

The ATCTs/TRACONs that cannot meet present-day operational requirements are to be replaced. The 

FAA will also determine the cost and operational benefit of combining TRACONs that have common

boundaries. New facilities will accommodate future growth, current building codes and design standards. 

Terminal facility replacement programs will be funded in four phases to provide sound financial 

management of projects. Phase I includes site selection, and, advanced engineering; Phase II incorporates

electronic equipment procurement, environmental studies and site adaptation; Phase III is facility

construction; Phase IV continues funding for equipment installation, demolition, and restoration. 

Relationship of Program to FAA Strategic Goal, Objective and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target 

Terminal Air Traffic Control Facility programs contribute to the FAA greater capacity goal, by replacing

air traffic control towers to meet current and future operational requirements. Some replacements are

required to accommodate growth in air traffic; others are needed to provide added space for new

equipment; and, in some cases the tower must be replaced to ensure that controllers have an unobstructed 

44 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

view of the runways and taxiways. The average control tower is 27 years old, and as volume and 

complexity of terminal air traffic control increases, so does the requirement for additional positions in the 

ATCT/TRACON. 

New and replacement facilities support the FAA capacity goal, to provide a system that meets or exceeds 

air traffic demand. Strategic location, adequate height, and cab size of an airport traffic control tower will 

provide an efficient working environment, enable controllers to achieve an aerial view of the airport, and 

enable them see aircraft at the outer aircraft movement areas. 

FY 2003 Program Accomplishments 

• Procured equipment for 12 sites. 

• Started construction at four sites. 

• Commissioned five sites. 

Program Plan FY 2004 – Performance Output Goals 

• Start construction at seven sites. 

• Commission eight sites. 

Program Plan FY 2005 – Performance Output Goals 

• Start construction at four sites. 

• Commission three sites. 

Key Events FY 2006-2009 – Performance Output Goals 

• Start construction at 14 sites. 

• Commission 23 sites. 

2A05, ATCT/TERMINAL RADAR APPROACH CONTROL FACILITIES – IMPROVE

FY 2005 Request $55.2M

• A, ATCT/TRACON Establish/Sustain/Replace – ATCT/TRACON Modernization, F01.01.00 

• B, ATCT/TRACON Establish/Sustain/Replace – Standard Terminal Automation Replacement 

System Facility Upgrades, F01.01-01

• C. Large TRACONs - Advanced Facility Planning, F02.10-00

 

A, ATCT/TRACON ESTABLISH/SUSTAIN/REPLACE – 

ATCT/TRACON MODERNIZATION, F01.01.00 AND 

B, STARS FACILITY UPGRADES, F01.01-01 

Program Description 

The FAA must continually upgrade and improve various terminal facilities and equipment to provide an

acceptable level of service and to meet current and future operational requirements. Upgrades and 

improvements include replacing obsolete equipment such as tower cab consoles and rehabilitating

administrative and equipment space due to facility expansion. Upgrades also include additional operating 

positions; training space, base building construction, as well as replacement of undersized generators and 

environmental equipment.

Since their construction, Air Traffic Control Towers (ATCTs)/Terminal Radar Approach Control

(TRACONs) had to address additional operational and safety requirements, including upgraded 

accessibility, hazardous materials, seismic, and security requirements. Facility improvements must

incorporate these new requirements and ensure an orderly transition to the new configuration for 

relocated/replaced equipment with minimal impact on existing operations. The power, heating, ventilation,

and air-conditioning systems at many of the terminal facilities must be upgraded to handle both the new

and old equipment during the in-service change-out. A successful transition of these projects to the new

45 
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Fiscal Years 2005-2009 Activity 2 

configurations is critical. In many towers, there is no room for additional equipment; therefore, base

buildings must be provided or expanded. An initial evaluation by the U.S. Army Corps of Engineers

indicated that a number of FAA ATCTs/TRACONs do not meet current seismic code criteria. This 

program has begun scheduled follow-up evaluations to determine the extent and cost of work needed to

bring the facilities up to a level to withstand a seismic event. 

Relationship of Program to FAA Strategic Goal, Objective and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target 

The ATCT/TRACON Modernization program upgrades and improves facilities to support the NAS 

modernization strategy for achieving efficient aerospace systems and operations. These projects will 

enable facilities to meet current operation, environment, and safety needs economically instead of replacing

or relocating the entire facility. This effort will result in a smooth and orderly transition of new equipment

into FAA's terminal facilities, minimizing disruption of the operating system. This program will also

improve the operational efficiency and environmental systems of obsolete and deteriorated

ATCT/TRACON facilities. The improvements modernize facility infrastructure such as electrical 

distribution systems, heating and air-conditioning, and structural problems to minimize outages that would 

delay air traffic.

FY 2003 Program Accomplishments 

• Improved, repaired and sustained 31 ATCT/TRACON facilities. 

• Added additional positions at six facilities. 

Program Plan FY 2004 – Performance Output Goals 

• Improve, repair and sustain 33 ATCT/TRACON facilities 

• Fund facility design work in support of FY 2006 STARS installations. 

• Add additional positions at three facilities. 

Program Plan FY 2005 – Performance Output Goals 

• Improve, repair and sustain 74 ATCT/TRACON facilities. 

• Add additional positions at five facilities. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue facility sustainment, repair, and modernization work within available funding. 

C, LARGE TRACONS - ADVANCED FACILITY PLANNING, F02.10-00 

Program Description 

The Advanced Facility Planning program identifies operational, facility, and environmental deficiencies 

and provides alternative solutions to correct them. The program funds efforts to bridge the gap between the 

Operational Evolution Plan and Joint Resources Council Milestone 1 (Mission Need Decision) in the

Mission Analysis Process. The program will identify the most cost-effective solutions to ensure that the

facility operations, capacity, and infrastructure needs are met. It will also ensure that coordination and 

planning efforts will be carried out with city, state, industry, and other public agencies to determine 

alternative evaluations and analyses. Advanced Facility Planning can be completed either before and/or

after a decision to impact an Air Traffic Facility. 

46 
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Fiscal Years 2005-2009 Activity 2 

This program will provide advanced studies that may consist of cost/benefit analyses; cost-effectiveness 

analyses; environmental, human resource requirement studies; and studies to determine solutions to 

capacity and delay issues. 

Recent projects include: studies in the Southwest Region for five ATCT/TRACON relocations; support to 

Southern Region to prepare special studies for TRACON consolidation/collocation including airspace

analysis; support to the Simulation and Analysis Group for concept validation; support to the Great Lakes 

Region for airport capacity design study and feasibility studies to determine sites for two new airport 

control towers.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Increase the Airport Arrival Capacity at the 35 OEP airports from

50,550 arrivals per day, the 2000-2002 baseline, to at least 53,600 per day by FY 2008. 

Relationship to Performance Target 

The Advanced Facility Planning program contributes to the FAA’s greater capacity goal by allowing a 

smooth and orderly transition of new equipment into existing or modernized facilities. Conducting studies 

to identify operational needs and physical details of the infrastructure helps in constructing a transition plan

that minimizes transition cost and time. The changing dynamics of the FAA’s ATC system infrastructure

requires continual planning and assessments to achieve overall system efficiency. This program

encompasses advanced studies to identify operational needs and opportunities for modernization,

expansion, replacement, or consolidation of air traffic control facilities. It bridges the gap between 

emerging technologies identified by research facilities (i.e., NASA, MITRE/CAASD Corp., Volpe MIT 

Lincoln Labs, etc.) and implementation into the NAS.

2A06, TERMINAL DIGITAL RADAR (ASR-11) 

FY 2005 Request $107.1M

• Terminal Radar (ASR) Program – ASR-11- ASR-7/ASR-8 Replacement, DoD Takeover, 

New Establishments, S03.02-01

Program Description 

In the Terminal Radar Program, new digital Airport Surveillance Radar Model 11 (ASR-11) radar systems 

will replace existing ASR Models 7/8 (ASR 7/8) primary radar systems and associated Air Traffic Control

Beacon Interrogator Models 4/5 (ATCBI 4/5) secondary radar systems. This will ensure continuation of

surveillance service with improved air detection and expanded six-level weather detection/display 

capability. The digital ASR-11 systems will also provide input required for the Standard Terminal

Automation Replacement System (STARS) and eliminate the need and cost to reengineer/replace obsolete

parts to sustain existing ASR-7/8 systems, which are past their life expectancy. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• Performance Target – Increase the Airport Arrival Capacity at the 35 OEP airports from 50,550 

arrivals per day, the 2000-2002 baseline, to at least 53,600 per day by FY 2008. 

Relationship to FAA Performance Target 

The ASR-11 system increases airport capacity to provide a system that meets or exceeds air traffic demand. 

It improves capacity in the terminal environment around airports by using available resources more

47 
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Fiscal Years 2005-2009 Activity 2 

efficiently to land airplanes, which means an increase in overall capacity. It improves bad weather

departure and landing capacity significantly through improved aircraft detection technology in clutter, and

calibrated six-level weather capabilities. This capability allows for increase of on-time performance of

scheduled carriers, which results in an overall increase in capacity at the airports it supports. On-time

departures from feeder airports, where most ASR-11 radars are located, will significantly improve capacity 

at the Operational Evolution Plan airports they feed into. 

FY 2003 Program Accomplishments 

• Completed Initial Operational Capability at Willow Grove, PA, March 2003. 

• Completed Operational Test at Willow Grove, PA, April 2003. 

• Completed Operational Test at Stockton, CA, May 2003. 

• Completed Initial Operational Capability at West Palm Beach, FL, May 2003. 

• Completed Independent Operational Test and Evaluation at West Palm Beach, FL, July 2003. 

• Issued In-Service Decision September 2003. 

• Procured nine ASR-11 radar systems. 

• Constructed eight radar sites and installed ASR-11. 

• Purchased 12 parcels of land for ASR-11 radar site installation. 

• Conducted 17 site surveys and developed 20 site designs.

Program Plan FY 2004 – Performance Output Goals 

• Complete first Operational Readiness Demonstration (ORD) and commission Willow Grove, PA

(ASR-11 feed to Philadelphia). 

• Complete ORD at seven sites. 

• Procure 12 ASR-11 radar systems. 

• Conduct 17 site surveys. 

• Develop 12 site designs. 

• Procure real estate for 12 ASR-11 radar sites. 

• Start construction at eight radar sites. 

• Dismantle and demolish four radar sites. 

Program Plan FY 2005 – Performance Output Goals 

• Complete ORD at 15 ASR-11 sites. 

• Procure 12 ASR-11 radar systems. 

• Conduct seven site surveys. 

• Develop 14 site designs. 

• Procure real estate for 20 radar sites. 

• Start construction for 20 radar sites. 

• Dismantle and demolish 10 radar sites. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete ORD at 54 ASR-11 sites. 

• Procure 48 ASR-11 radar systems. 

• Develop 14 site designs. 

• Procure real estate for 48 radar sites. 

• Start construction for 48 radar sites. 

• Dismantle and demolish 44 radar sites. 

48 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

2A07, AIRPORT SURVEILLANCE RADAR (ASR-9) 

FY 2005 Request $20.7M

• Terminal Radar (ASR) Program – ASR-9 SLEP, S-03.01-01 

• Terminal Radar (ASR) Program – ASR-9, S-03.01-00

Program Description 

The Airport Surveillance Radar (ASR-9) program provides aircraft detection and separation services at 

congested airports, which reduces aircraft delays and improves safety. The ASR-9 Service Life Extension

Program (SLEP) will ensure that this critical service remains available by replacing obsolete components to 

sustain existing system capabilities. Sustaining the ASR-9/Mode-S systems reduces the risk of outages due

to deterioration and parts obsolescence, and ensures continuation of maximum service capabilities. 

System failures at ASR-9 sites have indicated the criticality of extending the service life. As a result of

these failures, reliability and performance levels have degraded, which adversely affects capacity. The 

Mode-S beacon system operates with the ASR-9, and it provides secondary surveillance and 

communications services through the use of selective interrogation and Traffic Information Service. The

Mode-S was first deployed in the NAS in 1994. Replacement parts and/or redesign of appropriate 

assemblies are required to prevent further degradation of the Mode-S. The SLEP will remedy service

degradation through the development and implementation of system modifications to replace obsolete

components. This will increase reliability, improve performance, and reduce maintenance costs. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to provide a system that meets or exceeds air traffic

demand. 

• FAA Performance Target 1– Achieve an Airport Arrival Efficiency Rate of 96 percent at the 35 

OEP airports by 2008. 

 

Relationship to Performance Target 

The ASR program contributes to the goal of greater capacity by maintaining existing airport capacity and

meeting future air traffic demands. The ASR-9 serves the airports with high activity levels and will not be

replaced by the ASR-11. The SLEP will determine those parts that are most prone to fail and replace them

with more reliable components. This will improve reliability, preventing delays due to radar outages at the 

high activity airports.

FY 2003 Program Accomplishments 

• Continued Occupational Safety and Health Administration (OSHA) modifications at ASR-9 sites. 

• Procured replacement receiver protectors.

• Completed Proof of Design effort. 

• Initiated Diminishing Manufacturing Sources study. 

• Completed SLEP Preliminary Design Review and working engineering model.

Program Plan FY 2004 – Performance Output Goals 

• Commence ASR-9/Mode-S infrastructure modifications. 

• Complete Diminishing Manufacturers Sources study. 

• Complete OSHA modifications at ASR-9/Mode-S sites. 

• Award contract for Remote Monitoring System (RMS) processor replacement. 

• Acquire additional Modulator Pulse Assembly assets. 

• Award contract to replace transmitter backplane wiring/cable harness. 

• Commence replacement of Mode-S beacon antenna. 

• Complete modeling and investment analysis activities for ASR-9/Mode-S SLEP. 

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Fiscal Years 2005-2009 Activity 2 

Program Plan FY 2005 – Performance Output Goals 

• Complete OSHA modifications at ASR-9/Mode-S sites. 

• Continue ASR-9/Mode-S infrastructure modifications. 

• Award contract for replacement of modems. 

• Acquire replacement maintenance terminals. 

• Continue replacing Mode-S antennae. 

• Begin installing replacement RMS processor. 

• Obtain Joint Resources Council investment decision 2A for SLEP. 

• Release Screening Information Request (SIR) 1 for ASR-9/Mode-S SLEP.

Key Events FY 2006-2009 – Performance Output Goals 

• Complete installing replacement components (modems, RMS processors, backplane wiring harnesses,

and Mode-S antennas). 

• Award contract (s) for ASR-9/ Mode-S SLEP. 

• Conduct functional and configuration audits of ASR-9/Mode-S solutions. 

• Conduct developmental test and evaluation of ASR-9/Mode-S SLEP solutions. 

• Conduct operational test and evaluation of ASR-9/Mode-S solutions. 

• Conduct operational readiness demonstration of ASR-9/Mode - solutions. 

• Begin deploying ASR-9/Modes solutions. 

2A08, PRECISION RUNWAY MONITOR 

FY 2005 Request $7.4M

• Precision Runway Monitor (PRM), S08.00-00 

Program Description 

The PRM system is highly accurate, electronic scan (e-scan) radar that tracks and processes aircraft targets 

at a 1-second update rate (as opposed to 4.8 seconds with conventional radars). The PRM system provides 

the controller with automatic alerts and high-resolution displays that, in conjunction with specific 

procedures, enable pilots to fly simultaneous independent approaches to parallel runways spaced less than 

4,300 feet apart. Parallel runways can be used for independent/simultaneous approaches during Visual

Meteorological Conditions; however, in Instrument Meteorological Conditions, closely spaced runways 

cannot be used for independent/simultaneous approaches without PRM technology. The inability of pilots 

to conduct simultaneous approaches during adverse weather reduces throughput and increases delays. 

Initially, five candidate airports with closely spaced (750 feet to 4,300 feet) parallel runways were selected

to receive production PRM systems. The contract was awarded in March 1992 for five production PRM 

systems, associated site and depot spares, and site installations. To date, all the systems have been 

manufactured and procured under this contract. The City of San Francisco procured a sixth system for the

San Francisco International Airport. Three PRM systems have been installed and commissioned, at

Minneapolis, St. Louis, and Philadelphia. Commissioning activities are underway at John F. Kennedy, NY,

and San Francisco, CA. In FY 2003, Congress mandated installing a PRM system at Cleveland, OH, and

procurement of three additional systems for Atlanta, Detroit, and a site to be determined. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 - Increase airport capacity to meet projected demand. 

• FAA Performance Target – Increase the Airport Arrival Capacity at the 35 OEP airports from

50,550 arrivals per day, the 2000-2002 baseline, to at least 53,600 per day by FY 2008. 

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Fiscal Years 2005-2009 Activity 2 

Relationship to Performance Target 

The PRM program supports the FAA greater capacity goal by allowing more aircraft to land during

Instrument Meteorological Conditions at airports with closely spaced parallel runways. Normally, the 

capacity of an airport to handle arriving aircraft is reduced when visibility is restricted, resulting in delays. 

The PRM provides a high update rate radar which feeds a very accurate display of aircraft position, and this

allows controllers to ensure that simultaneous independent approaches to parallel runways, less than 4300 

feet apart, are safe during low visibility conditions. Aircraft approaching an airport, without PRM, during 

low visibility conditions must be alternated along parallel approach paths, and capacity is diminished which 

results in delays. 

2A09, HOUSTON AREA AIR TRAFFIC SYSTEM (HAATS) 

FY 2005 Request $12.0M

• Large TRACONs – Houston Area Air Traffic System (HAATS), F02.11-01 

Program Description 

The FAA Operational Evolution Plan (OEP), dated June 23, 2001, has identified the expansion of George

Bush Intercontinental Airport/Houston (IAH) as a mid-term airport surface project and expansion of the

airspace and procedures serving the Houston terminal area as part of the national airspace review. 

Four airspace studies found that the current terminal/en route airspace and procedures are insufficient to 

support capacity increases stemming from the city of Houston’s airport expansions. The studies are: (1)

Houston Intercontinental Airport, Airport and Airspace Capacity Enhancement Plan, September 1993, (2) 

Airport Capacity Benchmark Report 2001, (3) NAS Operational Evolution Plan – 2001; and (4) MITRE 

report, Houston Gulf Coast Airspace Project Benefits – 2002. 

The HAATS Program will provide the infrastructure, national airspace improvements, and new airspace

and procedures that will support and exceed airport capacities created by the Houston area airport

expansions. The HAATS program will integrate improvements identified in the National Airspace Review 

and benefits from the new runways at IAH. The HAATS program implemented interim airspace

modifications identified in the Spring 2000 and En Route Choke Point initiatives in calendar year 2002. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase Airport Capacity to meet projected demand. 

• FAA Performance Target – Open as many as nine new runways while increasing the Annual 

Service Volume of the 35 OEP airport by at least 1 percent annually, measured as a five-year 

moving average through FY 2008.

Relationship to Performance Target 

The HAATS program will ensure achievement of the OEP and FAA Strategic Goal objectives. The 

capacity resulting from the IAH Airport expansion projects will provide significant benefits to the NAS. 

Current IAH Airport expansion projects will provide a 50 percent increase in arrival capacity effectively

increasing the current arrival flow rate for IAH of 72 per hour under Visual Flight Rules and 64 per hour

under Instrument Flight Rules to 108 per hour Visual Flight Rules and 96 per hour Instrument Flight Rules. 

Implementing the HAATS airspace and procedures modifications will ensure that the terminal/en route 

airspace system provides capacity sufficient to meet/exceed the airport capabilities in the Houston area. 

 

FY 2003 Program Accomplishments 

• Completed installation activities in preparation for the commissioning of Runway 8L/26R at IAH. 

• Submitted terminal airspace modifications for publications. 

• Completed installation of new TRACON positions. 

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Fiscal Years 2005-2009 Activity 2 

Program Plan FY 2004 – Performance Output Goals 

• Commission Runway 8L/26R at IAH with Category (CAT) I/II and III instrument approach procedures

– October 31, 2003. 

• Implement terminal airspace modifications – October 31, 2003. 

• Commission TRACON expansion.

• Initiate construction of the new Instrument Landing Systems (ILS) to support implementation of CAT

II/III approach procedures for Hobby International Airport.

Program Plan FY 2005 – Performance Output Goals 

• Perform site analysis and environmental assessments for new; 

(a) New airport surveillance radar (ASR) systems, 

(b) Air route surveillance radar (ARSR) (Beacon only) system, 

(c) VHF Omni-directional radio range (VORs), 

(d) Remote Center Air/Ground (RCAGs), 

(e) Remote Transmitter/Receiver (RTRs), 

• Initiate acquisition of two ASR systems and one beacon-only ARSR system. 

Key Events FY 2006-2009 – Performance Output Goals 

• Design, construct, certify, and commission new facilities to support the expanded airspace and

procedures modifications including; ASRs, ARSRs, VORs, RCAGs, RTRs, communications network, 

and implement new sectors in ARTCC. 

• Design, develop, flight inspect, and publish the charts and procedures to support the implementation of

the new airspace. 

• Develop, install, and certify modifications to various computer automation programs to accommodate

the new airspace and procedures. 

• Complete airspace modifications identified in the National Airspace Redesign. 

• Complete training of ATS personnel on new facilities, equipment, and airspace/procedures. 

2A12, AERONAUTICAL DATA LINK (ADL) APPLICATIONS

FY 2005 Request $4.0M

• A, Aeronautical Data Link – Flight Information Service (FIS), C20.03-00 

• B, Aeronautical Data Link – CPDLC Build 1/1A, C20.02-01 

A, AERONAUTICAL DATA LINK – 

FLIGHT INFORMATION SERVICE (FIS), C20.03-00 

Program Description 

ADL – FIS is a new system to provide data link broadcasts of graphic and text FIS data including weather

products to the cockpit. This FIS data link (FISDL) system provides pilots timely access to FIS data that is

consistent with FIS information available to air traffic controllers and flight service specialists in the NAS. 

The FISDL service implementation is through a FAA/Industry agreement based on the FAA Airborne FIS

Policy Statement (May 1998) and a supporting FIS Data Link Requirements Document (February 1999). 

The FAA is providing access to the aeronautical spectrum, and program quality assurance and control. An 

industry service provider is furnishing the data processing and communications infrastructure. The first

FISDL ground transmitter site was delivered and commissioned in June 2001. The last site is to be 

delivered and commissioned by June 2004. FISDL is a very high frequency broadcast service. As the 

NAS modernization evolves, the FISDL service will transition to the planned FAA Next Generation Air-toGround Communications (NEXCOM) data link or other suitable FAA data link, such as the Automatic

Dependent Surveillance-Broadcast Universal Access Transceiver. 

52 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

The FIS program will also develop implementation strategies for establishing a national system for 

collecting and disseminating weather reports from low altitude commuter and package carrier operations

through on-board automation and data link communications. These automated meteorological reports will

provide coverage over data void regions and will supplement similar data collected from airline operations

through the Meteorological Data Collection and Reporting System. This task builds on a NASA sponsored

Tropospheric Airborne Meteorological Data Reporting (TAMDAR) sensor. Flight evaluations of the

TAMDAR sensor are planned during FY 2004. Contract award for establishing a national collection 

system is targeted for FY 2008. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

Weather is a major factor in general aviation accidents. Timely access to FIS weather data information 

allows pilots to make early decisions to continue or divert a flight; this leads to improved and safer flight

operations. The national collection of TAMDAR data will enable increased resolution and accuracy in the 

National Weather Service aviation weather forecasts used to support NAS operations in the Integrated

Terminal Weather System and the Weather and Radar Processor resulting in improved predictions of 

hazardous weather conditions that impact the NAS. 

FY 2003 Program Accomplishments 

• Expanded national coverage and operational FISDL services through activation of 60 more ground

stations, resulting in 130 operational out of 180 total (72 percent). 

• Achieved more than 1,000 active users of FISDL services; target is 5,000 by FY 2009 (20 percent). 

• Added area weather products to FISDL service; completing all required basic text products (100

percent). 

• Established specifications to produce prototype TAMDAR sensor. 

Program Plan FY 2004 – Performance Output Goals 

• Complete activation of 50 remaining FISDL ground stations, resulting in 180 operational sites (100

percent). 

• Achieve at least 1,800 active users of FISDL services out of 5,000 planned (36 percent). 

• Evaluate solution alternatives for implementing TAMDAR. 

• Publish Advisory Circulars and a Technical Standard Order supporting FISDL implementation. 

Program Plan FY 2005 – Performance Output Goals 

• Achieve at least 2,600 active users of FISDL services out of 5,000 planned (52 percent). 

• Expand FISDL products to include additional weather products resulting from the FAA Aviation

Weather Research Program.

• Conduct simulation and flight test evaluation of a data link system to collect TAMDAR sensor data. 

• Complete system design and operational concept for a national TAMDAR system. 

Key Events FY 2006-2009 – Performance Output Goals 

• Achieve at least 600 additional active users of FISDL services each year; target at least 5,000 by FY 

2009 (100 percent). 

• Establish transition strategy by FY 2006 for implementing FAA FIS data link service via NEXCOM

and/or Universal Access Transceiver technology. 

• Obtain FAA decision to implement TAMDAR in FY 2006. 

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Fiscal Years 2005-2009 Activity 2 

• Publish standards guidance (RTCA, Inc., Advisory Circulars, Technical Standards Orders) supporting

introduction of TAMDAR service in FY 2007. 

• Implement initial TAMDAR service in FY 2008; equip at least 10 aircraft of planned 200 aircraft (5

percent). 

B, AERONAUTICAL DATA LINK – CPDLC BUILD 1/1A, C20.02-01 

Program Description 

The aviation industry has identified ADL as a source of significant user benefits and one of the key

enabling technologies for “Free Flight.” Implementing En Route Controller-Pilot Data Link

Communications (CPDLC) will provide a two-way digital exchange of Aircraft Telecommunications

Network (ATN)-compliant air traffic control messages between ground and air through a service provider. 

This will provide a fully integrated digital data link communications capability. CPDLC software 

development for the Host Computer System and Data Link Applications Processor and Context

Management Applications Processor will provide ground end system ATN functionality and compliance. 

This will enable the transmission of air traffic control clearances and information to ATN-equipped aircraft. 

The first implementation, CPDLC Build 1, incorporates limited CPDLC capabilities into controller

displays, keyboards, and procedures at the Miami ARTCC. The CPDLC Build 1 ground system

development was completed in September 2001 and the Operational Test and Evaluation was completed in 

February 2002. CPDLC Build 1 Initial Daily Use (IDU) at Miami Center was achieved in October 2002. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The CPDLC Build 1 program contributes to the FAA’s greater capacity goal by reducing voice 

communication frequency congestion. The CPDLC Build 1 prototype allows non-time critical, predefined 

text messages, as well as free-text messages, to be sent to aircraft equipped with digital radios through

service provider’s very high frequency data link mode 2 digital network. Using CPDLC, the controller and 

pilot can exchange messages rapidly while the aircraft is in flight. Potential benefits include increased 

capacity, reduced voice channel congestion, lowered controller-pilot workload, and fewer 

misinterpretations of voice delivered messages, all of which will contribute significantly to the capacity of

the NAS. 

FY 2003 Program Accomplishments 

• Completed CPDLC Build 1 prototype IDU at Miami ARTCC. 

Program Plan FY 2004 – Performance Output Goals 

• Sustain the CPDLC Build 1 prototype IDU at Miami ARTCC. 

• Gather technical, operational, and risk mitigation data at the Miami ARTCC site. 

Program Plan FY 2005 – Performance Output Goals 

• Shut down CPDLC Build 1 prototype at Miami ARTCC. 

Key Events FY 2006-2009 – Performance Output Goals 

•  Program Under Review** **

54 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

2A13, FREE FLIGHT PHASE 2 

FY 2005 Request $92.5M

• A, Free Flight Phase 2 (FFP2) – Integration, A24.01-00

• B, Free Flight Phase 2 (FFP2) – User Request Evaluation Tool (URET), A24.02-00

• C, Free Flight Phase 2 (FFP2) – Traffic Management Advisor (TMA) – Single Center,

A24.03-00 

• D, Free Flight Phase 2 (FFP2) – Collaborative Decision Making (CDM), A24.04-00 

A, FREE FLIGHT PHASE 2 (FFP2) – INTEGRATION, A24.01-00 

Program Description 

Integration supports the FFP2 program in the areas of information security, risk management, human 

factors, performance metrics, and national user teams for the FFP2 capabilities. This support ensures that 

the automation tools installed as part of the FFP2 program are successfully implemented at operational 

facilities and that the implementations result in improved efficiency for air traffic control. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through 2008, increase the percentage of all flights arriving within

15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the three-year FY

2000-2002 baseline. 

Relationship to Performance Target 

This FFP2 Integration program contributes to the FAA’s greater capacity goal by ensuring the successful 

deployment of free flight automation tools through implementation teams working directly with sites, 

human factors analyses, information security management, and performance measurement. FFP2 improves 

on-time performance through better use of existing system capacity. 

FY 2003 Program Accomplishments 

• Reviewed product team risks monthly.

• Performed human factors co-location studies for TMA and CPDLC in Miami. 

• Performed human factors studies for CPDLC, URET and TMA at the FAA Tech Center. 

• Completed Free Flight human factors evaluation for AAR-100.

• Updated security certification action plans for Center TRACON Automation Systems and Surface

Management Systems. 

• Published semi-annual performance metrics reports.

Program Plan FY 2004 – Performance Output Goals 

•  Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

55 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

B, FREE FLIGHT PHASE 2 (FFP2) – 

USER REQUEST EVALUATION TOOL (URET), A24.02-00 

Program Description 

The Conflict Probe capability provided by URET Core Capability Limited Deployment (CCLD) under Free 

Flight Phase 1 was deployed to six contiguous centers in the middle of the United States in FY 2002.

URET provides four key capabilities to the ARTCCs: 

• Aircraft-to-aircraft Conflict Detection, 

• Aircraft-to-airspace Conflict Detection, 

• Evaluation of user or controller request for flight plan amendments or route changes; and 

• Enhanced flight data management. 

This tool allows controllers to determine whether requests for direct routes can be approved without

conflicting with other flights or airspace restrictions. To enhance the benefit of the tool for flights

associated with the first six centers (Atlanta was deferred to FFP2) and to provide benefits for flights 

beyond these centers, the tool needs to able to reach across all 20-center boundaries for the NAS to achieve 

its full potential. For FFP2, by the end of FY 2005, URET will be deployed at 14 additional ARTCCs. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the threeyear FY 2000-2002 baseline. 

Relationship to Performance Target 

The URET program contributes to the FAA’s greater capacity goal by providing an automation tool that air

traffic controllers in the ARTCC use to provide more direct routes for aircraft. The controllers use the tool 

to identify future flight path conflicts and to increase direct aircraft routing by 15 percent. Direct routes

save flight time and fuel. 

FY 2003 Program Accomplishments 

• Achieved URET initial daily use (IDU) at one URET site. 

• Provided technology refresh of one current URET site. 

Program Plan FY 2004 – Performance Output Goals 

• Achieve URET IDU at three additional URET sites. 

• Provide technology refresh of five current URET sites. 

Program Plan FY 2005 – Performance Output Goals 

• Achieve URET IDU at seven additional URET sites. 

Key Events FY 2006-2009 – Performance Output Goals 

• Achieve URET IDU at remaining three URET sites. 

• Attain Planned Capability Available on Build VI (the final FFP2 version of URET). 

• Transition URET support to the Operations budget during FY 2007. 

56 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

C, FREE FLIGHT PHASE 2 (FFP2) – 

TRAFFIC MANAGEMENT ADVISOR (TMA) – SINGLE CENTER, A24.03-00 

Program Description 

TMA-SC provides an aircraft arrival schedule in the en route and terminal Traffic Management Unit and 

produces meter lists for display on en route controllers’ displays that estimate optimal arrival times. TMASC provides advisories to en route controllers for metering traffic into terminal airspace. During FFP1, six 

en route centers received this tool. During FFP2, TMA-SC will be sustained at the six sites and deployed at 

four additional sites. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to provide a system that meets or exceeds air traffic

demand. 

• FAA Performance Target 1 – Achieve an Airport Arrival Efficiency Rate of 96 percent at the 35 

OEP airports by 2008. 

• FAA Performance Target 2 – Achieve an Airport Arrival Capacity at the 35 OEP airports in

excess of 50,850 per day by 2008.

Relationship to Performance Target 

TMA-SC contributes to the FAA’s greater capacity goal by improving capacity utilization at selected

airports by an average of 3 percent to 5 percent. The program includes a software tool that traffic

management coordinators use to plan traffic flows to major airports. It also helps controllers adjust aircraft 

spacing to optimize use of runways at major airports. Through time-based metering, TMA provides 

optimal arrival flows by dynamically feeding an arrival rate consistent with the airport acceptance rate. 

FY 2003 Program Accomplishments 

• Deployed TMA-SC to one site. 

Program Plan FY 2004 – Performance Output Goals 

• Continue improving software, using suggestions from controllers, which are prioritized by the National 

User Team. 

• Implement timed-based metering at Atlanta and Houston Centers by September 2004. 

• Implement Adjacent Center Metering between ZFW and ZHU by September 2004. 

Program Plan FY 2005 – Performance Output Goals 

• Implement time-based metering at Miami Center for Miami International Airport by November 2004. 

• Continue development and enhancements as prioritized by the National User Team. 

• Support existing sites. 

Key Events FY 2006-2009 – Performance Output Goals 

• Deploy TMA-SC to remaining three FFP2 sites by end of December 2006. 

• Transition TMA-SC support to the Operations budget. 

57 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

D, FREE FLIGHT PHASE 2 (FFP2) – 

COLLABORATIVE DECISION MAKING (CDM), A24.04-00 

Program Description 

FFP2 CDM includes: 

• Enhanced Data Exchange 

• Enhanced Arrival and Departure Management 

• Congestion Management 

• Performance Assessment, and 

• Impact Assessment. 

The initial CDM hardware and software was installed during the Free Flight Phase 1 program. The 

equipment allows information exchange and consultation with airline operations centers to determine the 

most acceptable strategies for reducing delays. 

CDM will increase the information handling capability of the Traffic Flow Management (TFM) 

infrastructure, assessing and increasing information security as needed. It will provide additional airport 

and airspace information elements, including actual and predicted data in real-time. CDM will enhance

arrival and departure management through the integration of arrival data with departure data to better 

manage imbalances in demand and capacity at airports and nearby arrival and departure fixes. CDM will

also provide an alternate and potentially more equitable means of allocating resources under ground delay 

program conditions. Additionally, CDM will evaluate and consider integrating data from other arrival and 

surface decision support systems. Congestion Management involves forecasting airspace congestion,

measuring and communicating the uncertainty associated with such forecasts, and developing integrated 

TFM solutions. 

A concept development prototype system, known as the Collaborative Routing and Coordination Tool

(CRCT), has provided a platform for evaluating a limited set of the critical functions. Such as designating

areas of severe weather or congestion as a flow constrained area, identifying all flights predicted to enter 

the flow constrained area, and assessing the impact of rerouting any or all of the flights on sector loading

within an ARTCC. Technology transfer of those capabilities that are deemed sufficiently mature for 

operational use will occur from the CRCT platform to the baseline TFM system. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase the on-time performance of scheduled carriers. 

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the threeyear FY 2000-2003 baseline. 

Relationship to Performance Target 

The CDM program contributes to the FAA’s greater capacity goal by coordinating air traffic information

with NAS users (airlines, general aviation, etc.) and FAA users to minimize the number and impact of

delays. The FAA coordinates with air carriers to reroute traffic from busy sectors and areas with severe 

weather; both conditions can reduce delays in subsequent/connecting flights. CDM also provides current

information and delay status to all interested parties. 

FY 2003 Program Accomplishments 

• Implemented new CDM functional enhancements into TFM automation system. 

• Slotted Credit Substitutions (May 2003). 

• Implemented Reroute Advisory Tool Phase 1 (May 2003).

• Developed National Convective Weather Forecast product display overlays (May 2003). 

58 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

Program Plan FY 2004 – Performance Output Goals 

• Develop and implement CDM functional enhancements in periodic deliveries (enhancement items are 

prioritized by the National User Team). 

a. Complete operational deployment of Distance Based Ground Delay programs (June 2004).

b. Create Reroute enhancements (June 2004). 

c. Complete Collaborative Convective Forecast Product Validation and Verification (August

2004). 

Program Plan FY 2005 – Performance Output Goals 

• Continue to evolve baseline CDM functionalities to address user priorities. 

a. Ground Delay Program and Flight Schedule Monitor enhancements. 

b. Continue to mature CRCT technology transfer. 

• Provide documentation for Joint Resources Council approval of initial work package to continue

developing and deploying CDM capabilities beyond the FFP2 program.

Key Events FY 2006-2009 – Performance Output Goals 

• Obtain Joint Resources Council approval of work packages and inclusion under a new CIP budget line 

item.

2A14, AIR TRAFFIC MANAGEMENT (ATM) 

FY 2005 Request $57.0M

• A, Traffic Flow Management Infrastructure – Current Enhanced Traffic Management System

Operations, A05.01-02

• B, Traffic Flow Management Infrastructure – Infrastructure Modernization, A05.01-06 

• C, ATM Functionality Development/Deployment – Departure Spacing Program, A05.03-06

A, TRAFFIC FLOW MANAGEMENT INFRASTRUCTURE – 

CURRENT ENHANCED TRAFFIC MANAGEMENT SYSTEM OPERATIONS, A05.01-02 

Program Description 

The Traffic Flow Management Infrastructure (TFM-I) is a NAS Architecture component connecting TFM 

decision support systems and tools that help balance growing flight demands with NAS capacity within a

dynamic environment. The present TFM-I has evolved through several hardware and software generations.

The TFM-I architecture hosts various programs within TFM such as the Enhanced Traffic Management

System (ETMS), Collaborative Decision Management software tools, Enhanced Status Information

System, National Traffic Management Log, and Runway Visual Range (RVR). TFM-I provides a platform

for essential functional improvements and additional capabilities developed under each of these programs.

It also integrates the evolving modernized interface systems of the NAS (i.e. Host ATM Data Distribution 

Systems, RVR, En Route Communication Gateway, Standard Termination Automation Replacement

System and Weather and Radar Processor programs). The benefit of integrating these programs within the 

TFM Infrastructure contributes to the overall delay reduction in the NAS. Additional enhancements will

increase integration and interoperability with the overall air traffic management infrastructure. 

TFM-I plans to continue developing functional upgrades to provide national-scale traffic management tools

to balance traffic loads through delivery of two complex versions of ETMS software. TFM-I supports

continued safe flight operations and maximizes air traffic flow, performing the mission of managing en

route air traffic flow through delay reduction at the Air Traffic Control Systems Command Center using 

data from the TFM hub. 

The current TFM hardware is unable to handle increasing complexity of systems integration.

Implementation of the TFM Modernization program’s technology refresh phase is correcting this

deficiency. 

59 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the threeyear FY 2000-2002 baseline. 

Relationship to Performance Target 

This TFM-I program improves system capacity by using national-scale traffic management. It will sustain

and upgrade mission-essential TFM operations (mandated by congress), to handle the expected increase in

air traffic and TFM message traffic that will be generated by full implementation of new delay-reduction

initiatives and Free Flight. 

FY 2003 Program Accomplishments 

• Installed ETMS in Boston Consolidated TRACON, Philadelphia TRACON, and Louisville TRACON. 

• Completed software upgrades to increase efficiency and functionality for configuration at Traffic

Management Units, hub, and lab facilities. (ETMS version 7.5/v7.6 and Java Flight Schedule Monitor 

(FSM)). 

• Completed all scheduled ETMS/RVR interface expansion installations to new runways. 

• Completed submission of revised TFM-I Security Certification Authorization Plan (SCAP). 

• Initiated network infrastructure upgrades (switches/routers). 

• Continued deploying the National Traffic Management Log.

Program Plan FY 2004 – Performance Output Goals 

• Continue network infrastructure upgrades (switches/routers). 

• Report traffic conditions from local Traffic Management Units and coordinate delay reduction

initiatives with the airlines. 

• Develop and initiate new software releases and related data integration affecting hub operations at 

VOLPE Transportation Center. 

• Integrate Sector Traffic Management tools, Web-Based Situational Display, Dynamic Sector

Realignment, and Monitor Alert-Flight Database restructuring. 

• Continue scheduled ETMS/RVR interface expansion installations to new runways. 

• Update SCAP to reflect new functionalities as required and submit for final approval. 

• Complete deployment of National Traffic Management Log. 

Program Plan FY 2005 – Performance Output Goals 

• ATM (ETMS) to continue functional upgrades to provide national-scale traffic management tools to

balance traffic loads.

• Continue Free Flight integration and utilization of additional Collaborative Decision-Making tools. 

• Complete network infrastructure upgrades (switches/routers). 

• Update SCAP to reflect new functionalities as required. 

• Provide documentation for Joint Resources Council approval of initial work package to provide TFM-I 

Enhancements and Collaborative Decision Making benefits. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue TFM operations at all facilities. 

• Integrate Free Flight Phase 2 Collaborative Decision-Making tools for sustainment into the TFM

infrastructure.

60 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

B, TRAFFIC FLOW MANAGEMENT INFRASTRUCTURE – 

INFRASTRUCTURE MODERNIZATION, A05.01-06 

Program Description 

TFM-Infrastructure (TFM-I) Modernization is a component of the NAS Architecture and provides the TFM

decision support systems and tools that help balance growing flight demands with NAS capacity within a

dynamic environment. The present TFM-I has evolved through several generations of hardware and

software. The software has become increasingly difficult to maintain and modify and will not support

emerging system requirements. The architecture platform is extremely complicated, congested with 

multiple communication and network threads and existing hardware systems approaching end of service

life. The TFM-I hosts the software tools that are used to manage and meter air traffic to reduce delays and 

make maximum use of system capacity. 

Relationship of Program to FAA Strategic Goal, Objective and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase the on-time performance of scheduled carriers. 

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 of schedule at the 35 OEP airports by 7 percent, as measured from the three-year FY

2000-2002 baseline.

Relationship to Performance Target 

This program will increase the integration and interoperability with the overall Air Traffic Management

structure. Modernization will establish a robust, commercially available, and standards-compliant TFM-I. 

It will support current and future TFM requirements for availability, performance, expandability, humancomputer interaction, supportability and security. 

FY 2003 Program Accomplishments 

Initiated planning documents for Acquisition of TFM-M, requirements (definition for platform 

development, communications efficiency studies, and development of software architecture requirements). 

Accomplishments include: 

• Completed TFM-I Baseline Functional Audit. 

• Completed Software Complexity and software lines of code analysis. 

• Presented TFM-M Business Case – and received Joint Resources Council (JRC) 2A (approved).

• Updated Mission Needs Statement (MNS-307, approved).

• Completed Initial Requirements Document (approved). 

• Finalized Statement of Work. 

• Completed System Load Analysis. 

• Continued Investment Analysis. 

• Completed Needs Assessment. 

• Received Joint Resources Council 2A Decision - approved preferred alternate. 

• Completed Initial APB – approved.

• Completed Screening Information Request (SIR) 1 evaluation.

• Initiated hardware technology refresh.

• Completed site planning, analysis, and key site implementation to refresh current workstations. 

Program Plan FY 2004 – Performance Output Goals 

• Award contract for TFM Modernization System Design (June 04). 

• Released SIR 2 (Oct 03). 

• Conduct SIR 2 evaluation (Feb-Apr 04).

• Prepare Acquisition Documentation for Joint Resources Council 2B decision to proceed with

modernized system development & deployment. 

• Continue Data Analysis. 

61 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

• Continue hardware technology refresh.

• Evaluate and determine final design of modernized TFM-I.

Program Plan FY 2005 – Performance Output Goals 

• Finalize detailed system design. 

• Obtain Joint Resources Council 2B approval for modernized system development and deployment. 

• Initiate modernized system development and deployment planning. 

• Complete hardware technology refresh.

• Prepare documentation for Joint Resources Council approval of initial work package to provide TFM-I 

Enhancements and CDM benefits. 

Key Events FY 2006-2009 – Performance Output Goals 

• Re-Engineer TFM architecture that supports improved access to TFM information and integration of

standalone capabilities. 

• Began Initial Daily Use (IDU) of modernized system. 

• Implement initial work packages that will provide new TFM functionality and NAS-wide benefits. 

C, ATM FUNCTIONALITY DEVELOPMENT/DEPLOYMENT – 

DEPARTURE SPACING PROGRAM, A05.03-06 

Program Description 

Departure Spacing Program (DSP) will continue sustainment of the DSP prototype and will transition the 

DSP to a formal NAS system. DSP assists controllers in the more efficient management of departures from

multiple airports within the New York and Philadelphia metropolitan areas. This will help to reduce 

system wide delays and improve aircraft on-time performance. 

Relationship of Program to FAA Strategic Goal, Objective and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the threeyear FY 2000-2002 baseline. 

Relationship to Performance Target

DSP will allow more efficient management of departures from multiple airports within the New York and 

Philadelphia metropolitan areas, which will reduce delays and improve on-time performance for arriving

aircraft. 

FY 2003 Program Accomplishments 

• Continued incremental software enhancements/sustainment at New York metro area facilities. 

• Continued benefits analyses/metrics development for New York operational system. 

• Performed DSP multi-center simulation and modeling in DSP Integration and Operations Lab. 

• Completed hardware retrofit at New York metro area facilities. 

• Initiated DSP workgroup to develop DSP multi-center operational concept of use. 

Program Plan FY 2004 – Performance Output Goals 

• Continue sustainment and limited incremental software enhancements at New York metro area

facilities. 

• Initiate planning and activities to baseline existing New York system and prepare for transition to a 

formal NAS system. 

• Complete benefits analyses/metrics development for New York metro area operational system. 

62 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

• Complete DSP multi-center operational concept of use. 

Program Plan FY 2005 – Performance Output Goals 

• Complete activities and documentation for transition of DSP to formal NAS system. 

• Continue to sustain DSP at existing facilities. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to sustain DSP at existing facilities. 

• Transition DSP to operations funding and execution.

2A15, AUTOMATED SURFACE OBSERVING SYSTEM (ASOS) 

FY 2005 Request $7.3M

• Automated Surface Weather Observation Network (ASWON) – ASOS – Pre-Planned Product 

Improvements, W01.02-02

• Automated Surface Weather Observation Network (ASWON) – ASOS – Standalone Weather 

Systems, W01.02-03 

• Automated Surface Weather Observation Network (ASWON) – ASOS – Data Displays, 

W01.02-04 

Program Description 

ASWON is an umbrella program that consists of the following systems: The Automated Weather 

Observing System (AWOS), Automated Surface Observing System (ASOS), Automated Weather Sensors

Systems (AWSS), Standalone Weather Sensors (SAWS), and ASOS Controller Equipment Information

Display System (ACE-IDS). The primary purpose of ASWON is to support FAA and the National Weather 

Service modernization by automating the surface weather observation to meet the needs of pilots, operators 

and air traffic personnel without incurring the high costs of labor-intensive manual surface weather 

observations.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The ASWON program supports the FAA greater capacity goal by supplying automated surface weather

observations to meet the needs of pilots, operators, and air traffic personnel. The network includes the

AWOS, ASOS, AWSS, SAWS, and ACE-IDS or data displays. 

FY 2003 Program Accomplishments 

• Implemented product improvements and upgrades to the ASOS. 

• Obtained Joint Acceptance Inspection (JAI) of 23 SAWS (21 commissioned). 

• Delivered two ACE-IDS systems (114 workstations).

Program Plan FY 2004 – Performance Output Goals 

• Implement product improvements and upgrades to the ASOS. 

• Obtain JAI of 67 additional SAWS (100 total). 

• Deliver two ACE-IDS systems (168 workstations). 

• Deliver one ACE-IDS interface to New Tactical Forecast System. 

63 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

Program Plan FY 2005 – Performance Output Goals 

• Implement product improvements and upgrades to the ASOS. 

• Deliver one ACE-IDS to Weather and Radar Processor interface. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete product improvements and upgrades to the 571 ASOS. 

• Deliver one ACE-IDS to Integrated Terminal Weather System interface. 

2A16X, TERMINAL APPLIED ENGINEERING

FY 2005 Request $0.0M

• ATCT/TRACON Establish/Sustain/Replace -Terminal Applied Engineering, F01.03-00 

Program Description 

The Terminal Applied Engineering Program will provide upfront planning, baseline each facility, and 

determine how best to integrate 40 modernized Air Traffic Control (ATC) systems at over 400 terminal 

facilities. This program will identify problems with the interoperability of dissimilar ATC systems and 

integration of equipment, into uniquely configured ATC facilities. The program will also review power, 

hazardous materials, security, and other facility requirements to ensure their adequacy in anticipation of 

transition between old and new equipment. 

This effort will result in a smooth and orderly implementation of Capital Investment Plan programs into

FAA’s existing terminal facilities. The program will identify transition and integration requirements as

early as 48 months prior to equipment delivery and will allow sufficient time to assess readiness for new 

equipment. This program will also develop Terminal Facility Master Plans (TFMP) that address equipment 

deliveries through 2009 and will bring facility drawings under configuration management. The TFMP will 

be developed for all Terminal Radar Approach Control (TRACONs), all co-located TRACONs and Air 

Traffic Control Towers (ATCTs), and all Grades 8 and above ACTCs. The TRACON facility’s associated

remote facilities will have their planning included as appendices. Some Stand-Alone Towers will also

receive TFMPs. At least 15 government transition evaluations (FAA Standard 059) and facility condition 

assessments (FAA Order 6480.17) will be completed each year. The data will be used as input to baseline 

or re-baseline at least 15 facilities and 15 TFMPs will be created. Also, the program will perform 15

follow-up evaluations annual, from previous evaluations and maintain 30 percent of existing TFMPs 

continuously on a 2-year life-cycle. 

Relationship of Program to FAA Strategic Goal, Objective and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target

The Terminal Applied Engineering Program contributes to the FAA greater capacity goal by providing an

analysis of engineering issues involved in delivering and installing new equipment to ATCTs and 

TRACONs. Air traffic growth, changes in airspace structure, and equipment modernization require

adjustments to air traffic facilities. The engineering analysis minimizes disruptions and delays, thereby

decreasing the probability of delays at the affected airport. The TMFP documents the results of the 

analysis and recommended solutions to known issues. 

FY 2003 Program Accomplishments 

An additional 13 out of 400 TRACON and ATCT facilities achieved the following outcomes: 

• Completed Government Transition Evaluations and Facility Condition Assessments (FAA Order 

6480.17), including Initial Cost Estimates for the FY 2005 budget submission. 

64 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

• Created or redlined facility drawings for Configuration Management. 

• Initiated development of nine TFMPs. 

• Completed Phase II for the Facilities Information and Analysis Tool (FIAT); Declared Initial

Operational Capability. 

• Developed initial training and implementation plan for the FIAT. 

• Integrated FIAT structure into Facility Evaluation Form (formerly GTE Checklist). 

Program Plan FY 2004 – Performance Output Goals 

An additional 31 out of 400 TRACON and ATCT facilities will achieve the following outcomes: 

• Perform Government Transition Evaluations and Facility Condition Assessments (FAA Order 

6480.17) including Initial Cost Estimates for the FY 2006 budget submission. 

• Create or redline facility drawings for Configuration Management. 

• Develop TFMPs. 

• Execute training plan for the FIAT. 

• Establish FIAT Maintenance contract. 

• Declare Full Operational Capability for FIAT. 

• Maintain nine TFMPs including final cost estimates. 

Program Plan FY 2005 – Performance Output Goals 

•   Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

2A17X, NEW YORK INTEGRATED CONTROL COMPLEX (NYICC) 

FY 2005 Request $0.0M

• New York Integrated Control Complex, F02.12-01 

Program Description 

The NYICC concept was developed nearly four years ago to solve operational, infrastructure and security

issues in the New York area. By integrating the New York Terminal Radar Approach Control and New

York Air Traffic Control Center into one new facility, the FAA plans to reap the benefits of improved

efficiency through greater workforce productivity, expanded terminal airspace rules, reduced inter-facility 

coordination, and having the ability to accommodate new technologies. The new facility will have a 40-

year lifecycle, accommodate future growth, and meet security requirements. 

The NYICC program team has been developing a Concept of Operations Document, Requirements 

Document, Program Schedule, Acquisition Strategy Paper, Investment Analysis Plan, Life-Cycle Cost 

Estimates and an Investment Analysis Report. Lawrence Livermore Laboratories began an intensive

Vulnerability Assessment in September 2003. Additionally, NASA-Ames conducted a revalidation of the 

team’s Human-in-the-Loop Study (completed by the FAA Technical Center in July 2003). The Volpe

National Transportation Center, in conjunction with ASD-100, completed an initial architectural 

assessment in August 2003. MITRE/CASSD continue to work with the NY/NJ/PHL Airspace Redesign 

Team to model airspace scenarios and calculate potential program benefits. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 3 – Increase or improve airspace capacity in the eight major metropolitan areas 

and corridors that most affect total system delay: New York, Philadelphia, Boston, Chicago,

Washington/Baltimore, Atlanta, Los Angeles Basin, and San Francisco.

65 
Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 2 

• FAA Performance Target – Achieve an increase in the Airport Arrival Capacity for the 8 major

metropolitan areas from 21,290 arrivals per day, the 2000-2002 baseline, to at least 22,000 per day 

by FY 2008. 

Relationship to Performance Target 

The NYICC Program supports the FAA Greater Capacity goal by providing a platform for modern

automation, communication and power systems. It will also expand terminal airspace rules, facilitate more

efficient aircraft spacing and sequencing, increase holding pattern efficiency, provide better weather 

avoidance, which should result in fewer aircraft delays. 

FY 2003 Program Accomplishments 

• Developed Concept of Operations Document. 

• Updated Requirements Document. 

• Developed Investment Analysis Plan. 

• Began Investment Analysis. 

• Completed Human In-The-Loop Analysis. 

• Began Vulnerability Assessment. 

• Continued Airspace and Environmental Activities. 

Program Plan FY 2004 – Performance Output Goals 

• Obtain Joint Resources Council 2A Approval. 

• Conduct Joint Resources Council 2B Analysis. 

Program Plan FY 2005 – Performance Output Goals 

•   Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

2A18X, INFORMATION DISPLAY SYSTEM (IDS) FOR TERMINAL FACILITIES

FY 2005 Request $0.0M

• ACE IDS for Terminal Facilities/FAA Data Display System (FAADDS), A08.02-01 

Program Description 

The IDS for Terminal Facilities/FAADDS will replace the Systems Atlanta Information Display System 4

(SAIDS4) at existing sites and at new locations currently without a display system. It will also replace

Automated Weather Observing System Controller Equipment (ACE-IDS) when that system reaches the end 

of its useful life. Approximately, 1900 SAIDS4 and 700 ACE-IDS workstations installed at over 400 

locations will be replaced. Another 400 workstations will be installed at approximately 100 additional

locations without a display system. FAADS will help establish and maintain air traffic controller 

situational awareness by providing timely and accurate information, such as the position of ground and 

airborne traffic, airport conditions, and weather information. 

 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

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Fiscal Years 2005-2009 Activity 2 

Relationship to Performance Target 

FAADDS will promote safety by providing basic information such as weather, visibility, and airport 

operations data. The system will provide aviation hazard warnings, including hazardous weather and 

temporary operating restrictions, and will support strategic and tactical planning to support safe takeoff, 

landing and taxi operations in the Terminal area. The system will provide rapid access to emergency 

information, procedures, and communications to the numerous organizations involved in emergency 

response activities. FAADDS will improve information security in the tower/TRACON environment by

providing a reduced number of electronic interfaces with improved intruder protection. FAADDS will

facilitate data sharing with external (non-FAA) users. This shared situational awareness will help reduce 

delays and increase efficiencies to support the economic vitality of our industry partners. FAADDS will

increase air traffic controller productivity by integrating functionally related information and control 

systems. The common system interface, rapid access to information, and automation of monitor and 

control functions afforded by FAADDS will free controllers to focus on their primary task: separating

aircraft. 

FY 2003 Program Accomplishments 

•   Not Applicable** **

Program Plan FY 2004 – Performance Output Goals 

• Award the FAADDS contract to replace the SAIDS4 workstations. 

Program Plan FY 2005 – Performance Output Goals 

•   Not Applicable** **

 

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

2A19X, SYSTEM WIDE INFORMATION MANAGEMENT (SWIM) 

FY 2005 Request $0.0M

• System Wide Information Management (SWIM), A27.01-00

Program Description 

The SWIM program provides the technology for precise information sharing among users including a

common air surveillance picture, improved data exchange, and situational awareness. This system is a 

command and response database that draws information from other systems and makes it available to

authorized users. This system provides the potential for reduced separation standards for Air Traffic 

Management and flight conformance monitoring for homeland security. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the three –

year FY 2000-2002 baseline. 

Relationship to Performance Target 

The SWIM program will improve utilization of air space by providing users with information on heavily 

loaded air traffic control sectors and other factors that would impact flight delays. It is part of the future 

planning to upgrade automation systems and provide more accurate and timely information for all system

users. This program will demonstrate the effectiveness of seamless information sharing between Flight

Operations Centers and air traffic controllers using SWIM. The SWIM program will also provide important

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business case information, technical analysis and documentation to support the decision process for future

NAS capacity improvements. 

FY 2003 Program Accomplishments 

• Performed Concept Demonstration in the Gulf of Mexico to assess capabilities of SWIM to reduce

separation standards. 

• Initiated development of the Program Management Plan, Mission Need Statement and Initial

Requirements Documents. 

• Conducted several Technical Interchange Meetings with Systems Engineering, MIT/Lincoln Labs,

MITRE/CASSD, and the industry to discuss design of system architecture. 

Program Plan FY 2004 – Performance Output Goals 

• Initiated development of the Program Management Plan, Mission Need Statement and Initial

Requirements Documents. 

Program Plan FY 2005 – Performance Output Goals 

•   Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

2B01, NEXT GENERATION VHF AIR-TO-GROUND COMMUNICATIONS SYSTEM 

(NEXCOM)

FY 2005 Request $32.0M

• Next-Generation VHF A/G Communications System (NEXCOM) – Segment 1a, C21.01-01 

• Next-Generation VHF A/G Communications System (NEXCOM) – Segment 1b, C21.01-02 

Program Description 

The NEXCOM program replaces and modernizes the aging and obsolete NAS air-to-ground (A/G) analog

radio communications infrastructure. Replacement aims to eliminate existing NAS deficiencies that will 

impact air traffic system capabilities to effectively meet and manage the projected U.S. air traffic 

requirements of the future. These deficiencies include FAA very high frequency (VHF) radio frequency

spectrum saturation, inadequate A/G radio equipment maintainability and reliability, and a lack of A/G 

information security and communications control. The replacement system communications technology

will include use of VHF Digital Link Mode 3 (VDL-3), which is approved by the International Civil 

Aviation Organization, for future exchange of A/G voice and data information.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

NEXCOM will reduce the number of unplanned outages by replacing existing communications equipment

with modern digital communications A/G equipment. It will also increase capacity by expanding the

number of communication channels within the spectrum assigned to the FAA. This provides for quicker

and more accurate radio communications between the controller and pilot, which enables controllers to 

respond more quickly to pilot requests. This capability increases the capacity to meet current and near-term 

air traffic control radio communication demands. 

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FY 2003 Program Accomplishments 

• Provided NEXCOM Notice of Proposed Rulemaking and submitted for internal agency review. 

• Completed NEXCOM system demonstration #1. 

• Completed source selection activities for the NEXCOM rapid preliminary development effort.

• Produced 327 NEXCOM multimode digital radios. 

Program Plan FY 2004 – Performance Output Goals 

• Complete NEXCOM system demonstration #2. 

• Conduct Investment Analysis for NEXCOM Segment 1b. 

Program Plan FY 2005 – Performance Output Goals 

• Install 1,177 of 7,410 Multimode Digital Radios. 

Key Events FY 2006-2009 – Performance Output Goals 

• Install an additional 5,135 of 7,410 Multimode Digital Radios. 

2B02, EN ROUTE AUTOMATION PROGRAM

FY 2005 Request $361.2M

• A, En Route Automation Modernization (eRAM), A01.10-01

• B, En Route Automation Modernization (eRAM), Radar Position Tech Refresh – R Side

Upgrades, A01.10-02

• C, En Route Enhancements, A01.07-01 

• D, Host/Oceanic Computer System Replacement (HOCSR), A01.03-00 

• E1, En Route Communications Gateway (ECG), A01.12-01 and E2, En Route 

Communications Gateway (ECG) – Technical Refresh, A01.12-02 

• F, En Route System Modification, A01.09-01

• G, Initial Academy Training System (IATS), A01.13-01

• X, Flight Data Input/Output (FDIO) Replacement, A01.11-01 

A, EN ROUTE AUTOMATION MODERNIZATION (ERAM), A01.10-01 

Program Description 

ERAM system replaces the Host computer system software/hardware, Direct Access Radar Channel 

(backup) software/hardware, associated interfaces, communications, and support infrastructure. ERAM

will provide existing functionality and new capabilities to support the NAS architecture evolution, Air 

Traffic Services operational requirements, and information security requirements. The Enhanced Backup 

Surveillance (EBUS) system, scheduled to begin deployment in FY 2005, is the first phase of ERAM

replacing the existing Direct Access Radar Channel (backup) system. EBUS provides safety alerts and

Next Generation Weather Radar data not available on the current backup system. The second phase of

ERAM is the En Route Information Display System (ERIDS), which has three prototype sites deployed and

will begin national deployment in FY 2006. ERIDS provides electronically accessible aeronautical and

controller operational information. ERAM release 1, which replaces the Host Computer system and

provides improved flight data and surveillance data processing, is scheduled to begin deployment in

December 2009. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain en route travel times among the eight major metropolitan

areas. 

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Relationship of Performance Target 

EBUS will provide safety alerts for the En Route backup system. ERIDS will reduce controller workload

in accessing aeronautical and operational information. ERAM will provide safety alerts when using EBUS, 

enable flexible routing around congestion, weather, and restrictions; provide real-time status and accurate 

trajectory data that improves quality of Traffic Flow Management initiatives; and provide departure to

arrival route conversion, which will improve predictability. ERAM provides full processing backup 

capabilities to reduce the impact of outages on efficiency. 

FY 2003 Program Accomplishments 

• Awarded ERAM solution contract. 

• Conducted ERAM Investment Decision. 

• Completed ERAM System Requirements Review and System Definition Review. 

• Completed EBUS System Requirements Review and Design Review. 

Program Plan FY 2004 – Performance Output Goals 

• Hand-off EBUS Software to FAA for integration. 

• Complete ERAM System Software Specification Review. 

Program Plan FY 2005 – Performance Output Goals 

• Complete EBUS key site Initial Operational Capability (IOC). 

• Conduct ERAM System Software Detail Design Review. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete EBUS Last Site IOC. 

• Complete ERIDS Key Site IOC. 

• Completed ERIDS Last Site IOC. 

• Complete ERAM Release 1 Systems Integration.

• Obtain ERAM Release 1 William J. Hughes Technical Center Government Acceptance. 

• Obtain ERAM Release 1 In Service Decision. 

• Obtain ERAM Key Site Government Acceptance. 

B, EN ROUTE AUTOMATION MODERNIZATION (ERAM), 

RADAR POSITION TECH REFRESH – R SIDE UPGRADES, A01.10-02 

Program Description 

The ERAM, Radar Position Tech Refresh will modify and replace components of the radar controller (Rside) display in the en route centers. It consists of two separate technology refreshes that are needed to 

progressively transition the existing displays to the new ERAM infrastructure. The first technology refresh, 

which will be relatively minor in scope, will be to accommodate new functions introduced by the Enhanced

Backup Surveillance (EBUS) system when it replaces the Direct Access Radar Channel (DARC) in 2005. 

The existing DARC and replacement EBUS systems provide a back up path for radar information to be

displayed on controller workstations when the primary system has an outage. The second technology

refresh will be comprehensive in that it will completely remove the R-side infrastructure so that the R-side

displays can function with the entirely new ERAM local area network infrastructure. It will integrate a new 

application program interface (software), developed under ERAM, into the new display components. It will 

also incorporate the new ERAM message set, consistent with international (ICAO) standards. These

upgrades are necessary to allow the R-side displays to function with modern components of EBUS and

ERAM and to make future enhancements to the en route air traffic control system more efficient. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

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• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain en route travel times among the eight major metropolitan

areas. 

Relationship to Performance Target 

The ERAM radar position technology refresh increases system efficiency at all the en route centers through 

the use of a modern, open and supportable en route automation system that more readily accepts

enhancements and meets the long term requirement for availability and capacity. 

FY 2003 Program Accomplishments 

•  Not Applicable** **

Program Plan FY 2004 – Performance Output Goals 

•  Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

• Complete ERAM Release 1 Software Development Complete. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete technology refresh of R-side displays. 

C, EN ROUTE ENHANCEMENTS, A01.07-01 

Program Description 

The En Route Enhancements program maintains current NAS En Route software systems and supports 

development, integration, and implementation of upgrades to both Host and Display System Replacement 

(DSR) software. Upgrades include safety-critical functions and computer-human interface enhancements 

to support such new initiatives as area navigation, airspace redesign, and International Civil Aviation 

Organization (ICAO) message formats. These upgrades will enhance capabilities and provide functional 

improvements for both Air Traffic and Airway Facilities.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The En Route Enhancements program provides software evolution, as prioritized and approved by Air

Traffic (AT) and Airway Facilities (AF). The program improves Host and DSR infrastructure through

software releases to AT and AF, which support incremental improvements in their automation tools; this

enhances functionality, productivity, and system safety. New capabilities will allow more efficient flight

routes and thus increase capacity. 

FY 2003 Program Accomplishments 

• Supported national Reduced Vertical Separation Minima capability in DSR and Host. 

• Supported national equipment-restricted route enhancements. 

• Enhanced ICAO-compliant flight plan processing to allow exchange of ICAO-compliant flight plan

messages with Canada and Mexico. 

• Provided command support enhancements. 

• Enhanced target-filtering capability. 

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Fiscal Years 2005-2009 Activity 2 

• Provided upgrades to computer readout device. 

• Enhanced surveillance range settings and enhanced range readout. 

• Corrected DSR Problem Trouble Reports.

• Sourced Host national and local patches, reducing the maintenance burden. 

• Implemented improvements to facilitate system operations and maintenance. 

• Supported Air Traffic DSR Evolution Team requirements definition and future release planning. 

Program Plan FY 2004 – Performance Output Goals 

• Provide enhancements to ICAO data handling, including improvements in command line data

manipulation, ICAO data display, and use of ICAO data for flight plan data exchange with Canada and

Mexico. 

• Allow controllers to initiate start track on aircraft, using the previous air route traffic control center’s 

assigned beacon code. 

• Provide for assignment of beacon codes based on geographic separation of aircraft. 

• Reduce round-off errors in Host boundary crossing calculations. 

• Increase the allowable length of fixes in Host to Automated Radar Terminal System flight plan

messages. 

• Upgrade common message set functionality for User Request Evaluation Tool. 

• Source enhancements to CPDLC Build 1. 

• Correct DSR Problem Trouble Reports. 

• Source Host national and local patches, as space allows, reducing maintenance burden. 

Program Plan FY 2005 – Performance Output Goals 

• The requested funding provides for the basic infrastructure to support the annual build; it provides no

new functions or capabilities. 

Key Events FY 2006-2009 – Performance Output Goals 

• Enhancements are provided through software upgrades under closely managed processes for code

development, test, and release of new builds. The requested funding level provides for the basic 

infrastructure to support annual builds; it provides no new functions or capabilities. It assumes that 

other programs or initiatives requiring changes will provide funding to implement those changes. 

D, HOST AND OCEANIC COMPUTER SYSTEM REPLACEMENT (HOCSR), A01.03-00 

Program Description 

The HOCSR program replaces the main Air Traffic Control computer processor and peripherals. The

HOCSR program has four phases, three of which are complete. Phase 1 replaced the main processors for

the Host, the Oceanic Display and Planning System, and the Offshore Flight Data Processing System.

Phase 2 upgraded NAS operating system software and provided a common monitor for en route and

oceanic operations. Phase 3 replaced the Direct Access Storage Device and provided a minimal monitor 

and control capability. Phase 4 replaces the Keyboard Video Display Terminals and their printers, and 

high-speed printers. Remaining peripherals (tapes, switches, and communications controllers and 

equipment) will be sustained until replaced by En Route Automation Modernization.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

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Relationship to Performance Target 

The HOCSR program reduces outages and delays by replacing aging and obsolete Host Computer System

processors and peripherals.

FY 2003 Program Accomplishments 

• Completed Phase 3 Operational Readiness Demonstrations at last three sites. 

• Completed Phase 4 printer replacement at 23 sites (Domestic En Route, Oceanic, and Academy). 

• Began Phase 4 Keyboard Video Display Terminal replacement at 21 sites (Domestic En Route and 

Academy). 

• Purchased parts for the IBM Model 3814 Switch to sustain through 2008. 

Program Plan FY 2004 – Performance Output Goals 

• Complete Phase 4 Keyboard Video Display Terminal replacement at 21 sites. 

• Complete transition at all sites from the obsolete model 3725 Communications Controller to the 

existing DSR Frame Relay network. 

Program Plan FY 2005 – Performance Output Goals 

• Negotiate remaining peripheral maintenance contracts through 2008. 

• Complete parts purchase for the Terminal Control Unit for sustainment through 2008. 

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

E1, EN ROUTE COMMUNICATIONS GATEWAY (ECG) PROGRAM, A01.12-01 AND 

E2, EN ROUTE COMMUNICATIONS GATEWAY - TECHNICAL REFRESH, A01.12-02 

Program Description 

The ECG program will replace the current obsolete system. The program increases NAS system capacity 

and expandability by enabling integration of new surveillance technology, introduction of new interface 

standards and data formats, and connection to additional remote equipment. The ECG infrastructure will 

provide the automation system capacity and expandability to support anticipated increases in air traffic and

changes in the operational environment. Because ECG is providing the flexible and expandable 

architecture to introduce new services, systems, and capabilities, it must be deployed before introducing

those new services, systems, and capabilities. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain en route travel times among the eight major metropolitan

areas. 

Relationship to Performance Target 

The ECG program will provide greater availability, enable the integration of new surveillance technology, 

introduce new interface standards and data formats for compatibility with ICAO standards, and enable 

connection of additional remote equipment (e.g., radars) to enhance air traffic coverage of areas where

primary radar coverage does not currently have a backup. 

The ECG infrastructure will provide the automation system capacity and extensibility to support anticipated

increases in air traffic and changes in the operational environment. ECG will provide flexible and

expandable architecture that will support introduction of new services, systems, and capabilities within the 

NAS. For example, the En Route Automation Modernization program, which is identified in the FAA’s 

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Fiscal Years 2005-2009 Activity 2 

2001 Strategic Plan as a Corporate Project in the area of System Efficiency, will use ECG for inter-facility

and surveillance interfaces. 

FY 2003 Program Accomplishments 

• Achieved William J. Hughes Technical Center Government Acceptance on August 14, 2003. 

• Delivered Federal Aviation Administration Aeronautical Center equipment on June 2, 2003. 

• Achieved FAA Aeronautical Center Government Acceptance on August 14, 2003. 

• Delivered equipment to key site at Seattle Air Route Traffic Control Center on July 7, 2003. 

Program Plan FY 2004 – Performance Output Goals 

• Achieve Government Acceptance at ECG key site on November 20, 2003. 

• Complete Independent Operational, Test and Evaluation at key site (Seattle Air Route Traffic Control

Center). 

• Complete In-Service Review and obtain In-Service Decision. 

• Achieve Operational Readiness Demonstration at Key Site and next 6 of 20 sites. 

Program Plan FY 2005 – Performance Output Goals 

• Achieve Operational Readiness Demonstration at next 12 of 20 sites. 

Key Events FY 2006-2009 – Performance Output Goals 

• Achieve Operational Readiness Demonstration at last of 20 sites. 

• Begin technology refresh. 

F, EN ROUTE SYSTEM MODIFICATION, A01.09-01 

Program Description 

The En Route System Modification program will replace obsolete en route Display System components, 

such as system processors; upgrade the controller’s displays and the infrastructure that supports those 

displays; and configure the consoles to accommodate additional processors. Replacing obsolete equipment

will ensure reliability and maintainability of the Display System. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

This modification program replaces obsolete components of the En Route Display System to maintain NAS

reliability. It also provides upgraded Display System processors that support the User Request Evaluation 

Tool and En Route Automation Modernization programs. These upgrades support use of direct routes, 

which will maintain or reduce travel times between major metropolitan areas. 

FY 2003 Program Accomplishments 

• Deployed Main Display Monitor (MDM) replacement and associated hardware to accommodate Voice 

Switching and Control System Electronic Module/Position Electronic Module (VEM/PEM) relocation

to 7 of 23 sites. 

• Continued developing data-position (D-side) processor technology refresh to support User Request

Evaluation Tool functionality. 

• Initiated engineering and development of radar-position (R-side) processor technical refresh. (R-side

effort moved to En Route Automation Modernization in FY 2004.)

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Fiscal Years 2005-2009 Activity 2 

Program Plan FY 2004 – Performance Output Goals 

• Continue deploying MDM replacement and associated hardware to accommodate VEM/PEM 

relocation at next 10 of 23 sites. 

• Complete development of D-side processor technical refresh. 

Program Plan FY 2005 – Performance Output Goals 

• Complete deployment of MDM replacement and associated hardware to accommodate VEM/PEM 

relocation at last 6 of 23 sites. 

• Initiate deployment of D-side processor technology refresh at Key Site. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete deployment of D-side processor technology refresh at all 22 sites. 

• Initiate engineering activities for console modifications to accommodate additional processors to be 

deployed concurrently with En Route Automation Modernization deployment. 

G, INITIAL ACADEMY TRAINING SYSTEM (IATS), A01.13-01 

Program Description 

The IATS project provides a training platform to prepare a larger number of certified en route air traffic

control specialists to meet the anticipated need based on current retirement projections. The IATS will 

provide a replica of the en route environment to meet the complex NAS air traffic training requirements. 

The IATS consists of two 10-sector training laboratories and one two-sector development laboratory

equipped with a platform running multiple copies of NAS software, Display System Replacement

workstations, ghost pilot workstations, master instructor workstations, a local area network, and Voice

Switching and Control System training and backup system communication system. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain en route travel times among the eight major metropolitan

areas. 

Relationship to Performance Target 

The IATS project supports training new controllers to replace the increasingly dwindling number of 

controllers due to retirements. Without the IATS, the FAA will be unable to develop the levels of

knowledge and expertise within the air traffic controller workforce to support the increased capacity goals. 

FY 2003 Program Accomplishments 

• Developed system/segment specification, system architecture design document, bill of materials,

Interface Control Document, software requirements document, computer human interface

specification, software design document, hardware design document, and a master test plan. 

• Conducted FAA Academy site survey; developed FAA Academy training system site activation plan. 

• Conducted system requirements review/system design, and preliminary design/critical design review. 

Program Plan FY 2004 – Performance Output Goals 

• Complete design. 

• Develop and produce IATS. 

• Conduct product integration test and developmental test. 

• Install and check out IATS system at the FAA Academy. 

• Achieve Government Acceptance. 

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Program Plan FY 2005 – Performance Output Goals 

• Conduct operational test. 

• Conduct field familiarization test and declare Initial Operating Capability. 

• Conduct Operational Readiness Demonstration. 

Key Events FY 2006-2009 – Performance Output Goals 

• Begin training new students. 

• Continue maintenance of system. 

• Perform technology refresh of servers, ghost pilot personal computers, and master instructor

workstations. 

X, FLIGHT DATA INPUT/OUTPUT (FDIO) REPLACEMENT, A01.11-01 

Program Description 

The FDIO Replacement program provides standardized flight plan data to air traffic controllers at the Air 

Route Traffic Control Centers, the Air Traffic Control Towers, and the Terminal Radar Approach Control

facilities. Controllers use a terminal input keyboard and a printer output to interface with this system. 

FDIO is a technology refresh program only and provides equipment refresh/replacement at about 80 sites

per year. The Central Control Units in the Air Route Traffic Control Centers must be sustained until the En

Route Automation Modernization program replaces their functionality. Air traffic controllers use the flight 

data information to anticipate when aircraft will arrive in their sector and to judge how busy their sector

will be in the future.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The FDIO program replaces obsolete equipment, thereby reducing potential outages and delays. 

2B03, WEATHER AND RADAR PROCESSOR (WARP) 

FY 2005 Request $4.7M

• Weather and Radar Processor (WARP) – Stage 3 – Sustain Weather Ops, W04.02-00 

• Weather and Radar Processor (WARP) – Tech Refresh/Product Upgrades - Global Weather 

Information System (GWIS), W04.03-00 

Program Description 

A next generation WARP is designed to collect, process, and disseminate Next Generation Weather Radar

(NEXRAD) data and other weather data to Air Route Traffic Control Center (ARTCC) controllers, Air 

Traffic Control System Command Center (ATCSCC) personnel, traffic management specialists, and

ARTCC weather service unit meteorologists. The WARP system is a computer-based interactive, 

meteorological data processing system that simultaneously and continuously receives, processes, stores, 

distributes and displays aviation-related weather information and radar products. Each WARP consists of

the Weather Server, the Communications Subsystem, the Meteorologist’s Workstation, the Briefing

Terminals, the ARTCC Monitor and Control Center workstation, and the Weather Information Network

Server. The ATCSCC WARP also includes the FAA Bulk Weather Telecommunications Gateway server. 

The primary WARP functions are: 1) timely and accurate weather displays to air traffic controllers through

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Fiscal Years 2005-2009 Activity 2 

controller display systems; 2) support to the Traffic Management Unit and to air traffic control specialists

at the ARTCCs and the ATCSCC; and 3) disseminate weather information to other NAS subsystems. 

The WARP program provides processing tools to consolidate weather data from several sources into a

single, integrated workstation to support air traffic operations. The WARP program reduces weatherrelated delays, provides timely weather products and improves collaborative decision-making. By

providing enhanced, integrated weather information, the WARP furnishes the most timely and accurate

weather forecast products to other NAS subsystems. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The WARP contributes to maintaining the average en route travel times among the eight major 

metropolitan areas by providing NEXRAD data to controllers’ consoles and providing processing tools to 

consolidate weather data from several sources into a single, integrated workstation to support air traffic 

operations. As a result of the integrated weather information made available through WARP, air traffic 

controllers have an enhanced awareness of the weather and can better direct aircraft. Additionally, WARP 

provides weather on the briefing terminals in the Traffic Management Units, whose enhanced weather 

awareness allows them to redirect flights better. 

FY 2003 Program Accomplishments 

• Made quality enhancements to National Mosaics. 

• Implemented security enhancements in accordance with Security, Certification, and Authorization

Package (SCAP). 

• Developed operational changes to accommodate NEXRAD hardware and software upgrades. 

• Implemented weather information network system at additional ARTCCs and ATCSCCs to provide 

critical weather data to Free Flight Phase 1 and 2 programs. 

Program Plan FY 2004 – Performance Output Goals 

• Implement security enhancements in accordance with SCAP. 

• Implement changes to hardware and software to accommodate NEXRAD upgrades. 

• Field Weather Information Network Systems Generic Interface at key site. 

• Award WARP Maintenance and Sustainment Service bridge contract. 

• Complete the plan for integrating Corridor Integrated Weather System (CIWS) into WARP. 

Program Plan FY 2005 – Performance Output Goals 

• Field Optimum Mosaic at Key Site. 

• Initiate integration of CIWS into WARP. 

Key Events FY 2006-2009 – Performance Output Goals 

• Award WARP Service Life Extension Program (SLEP) contract. 

• Implement changes to hardware and software to accommodate replacement of FAA 

Telecommunication Satellite (FAATSAT) with FTI service. 

• Integrate CIWS into WARP. 

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2C01, AIR TRAFFIC OPERATIONS MANAGEMENT SYSTEM (ATOMS) 

FY 2005 Request $1.0M

• ATOMS Local Area/Wide Area Network, M29.00-00

Program Description 

The ATOMS is a personal computer-based system that is used to transfer information on performance of 

the air traffic control system from regional facilities to a central system in Washington headquarters. The 

system consists of a multi-tiered enterprise architecture called the Corporate Air Traffic Management

Information System. The goal of this architecture is to provide the integrated capability, including

infrastructure and common toolset, to support collection, storage, and delivery of business and operational

information to the Air Traffic Organization. The key element of the infrastructure is common data 

architecture, which supports the data gathering and dissemination from legacy systems, interactive Web

products and emerging facility systems such as Cru-X/Labor Distribution Reporting (LDR). Cru-X is an

integrated software suite designed to automate common administrative tasks and improve quality of

service. Cru-X integrates with both operational and administrative systems to create the first national

business system for Air Traffic Services. Additionally, Cru-X is the official source within Air Traffic

Services to capture LDR information. LDR is an application inside Cru-X that makes possible improved

control over labor costs, easily the FAA’s largest expenditure. By tracking labor hours for projects and 

activities, LDR gives managers better insight into how resources are used. 

Custom designed facility level applications employing techniques that require reengineering of

administrative and mandated processes are needed to support the FAA’s cost accounting system (CAS) and

labor distribution reporting initiatives and reduce the increasing levels of administrative workload. 

Enhanced Web-based, data-gathering systems and improved methods for moving and managing data will 

complete the distribution system. Accuracy and standardization will improve significantly by virtue of 

one-time-only data entry, at the source (field facilities), and then efficiently sharing the data through 

information delivery tools available within the Corporate Air Traffic Toolset Portal. Once data systems are

developed and distributed, the appropriate analytical and reporting tools will be provided to assist Air 

Traffic in facilitating business based decisions for tomorrow’s outcomes. 

The FAA procured more than 1,000 workstations to support Air Traffic and its sign-in/sign-out activities 

via Cru-Ops. The information captured will be used to support the LDR and cost accounting requirements. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence. 

• FAA Objective 1 – Make the organization more effective with stronger leadership, increased

commitment of individual workers to fulfill organization-wide goals, and a better prepared, bettertrained, diverse workforce. 

• FAA Performance Target – Directly relate 100 percent of all employee performance plans to

FAA Strategic Goals and their organization’s performance plans. 

Relationship to Performance Target 

Employee performance plans can be related to operational performance with data obtained from this

system. Executive and management performance plans will be based on implementation of performancebased data structures and matrices in support of the emerging Air Traffic Organization. Executive

Management and staff personnel will have an integrated toolset capable of generating near-real-time

reporting and analysis of all major Air Traffic business information related to their performance plan. 

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2C02, NAS MANAGEMENT AUTOMATION PROGRAM (NASMAP) 

FY 2005 Request $1.0M

• NAS Management Automation Program (NASMAP), M26.00-00 

Program Description 

The NASMAP aims to provide common access to NAS decision support information to all lines of 

business. 

This program will implement and deploy the national data management program, National Data Center 

(NDC) information source and feed, the new Ashburn Data Center, and the Enterprise Application System

(EAS) toolset. The NDC provides the architecture that integrates data from FAA legacy systems used to 

make decisions to manage the NAS. This program will also continue the development of the NDC and the 

Ashburn Data Center and national deployment of the EAS standard toolset for the entire Air Traffic

Services line of business. The NDC is the FAA’s corporate data repository that distills, consolidates, and

integrates data from legacy systems into the cost performance management system and NAS Integrated 

Management System. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 1 – Make the organization more effective with stronger leadership, increased

commitment of individual workers to fulfill organization-wide goals, and a better prepared, bettertrained, diverse workforce. 

• FAA Performance Target – Directly relate 100 percent of all employee performance plans to

FAA Strategic Goals and their organization’s performance plans. 

Relationship to Performance Target 

The NASMAP improves organizational excellence by granting access to decision-support information for 

all FAA lines of business. The program also creates cost avoidance based on the construction and

maintenance of 130 data interfaces. This is because database managers would only require a single 

interface with NASMAP functions to obtain data; systems being developed or modified to share data will 

not need additional interfaces. The NASMAP strategy enhances management of information systems by

providing integrated data and software applications to support all layers of corporate decision-making. 

These technology systems include evolving information systems like the FAA cost accounting system and 

labor distribution reporting. 

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ACTIVITY 3. INCREASE CAPACITY OF THE NAS 

3A01, WIDE AREA AUGMENTATION SYSTEM (WAAS) FOR GPS 

Program being rebaselined 

• Wide Area Augmentation System (WAAS), N12.01-00 

Program Description 

WAAS is an extremely accurate navigation system developed by the FAA for civil aviation. The WAAS 

uses the Global Positioning System, a set of government-maintained satellites, to determine a precise 

navigation position. Although GPS alone is sufficient for some aviation uses, civil aviation requires an 

additional level of safety. WAAS technology allows user equipment to augment the computation of the 

GPS-derived position estimate, increasing its integrity, position accuracy, and reliability to support safe 

flight operations. Thus, aviation users can use the WAAS for terminal arrivals and departures, en route

navigation, and non-precision landing approaches. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety. 

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

The WAAS provides pilots lateral and vertical guidance to a runway. According to the Flight Safety 

Foundation’s October 2001 study, “Safety Benefits of the WAAS During Instrument Approaches,” the 

accident rate is 7.7 times higher when flying an approach without vertical guidance versus a vertically 

guided approach. The FAA currently publishes and updates more than 4,000 instrument approach

procedures. Of that total, about 1,000 are precision approach procedures providing positive vertical

guidance, but the remaining 2,900 are non-precision, and vertical guidance is not available. According to

the Flight Safety Foundation Report, during the period from 1990–1999, there were 4.87 accidents per 1

million precision approaches flown and 37.25 accidents per 1 million non-precision approaches flown. The

Flight Safety Foundation’s analysis stated, ...“141 accidents could be prevented over a 20-year period and 

over 250 lives saved through the introduction of WAAS.” The WAAS provides the pilot immediate data

on position and altitude, giving the pilot exact and timely situational awareness. Also, the positive course 

guidance provided at all altitudes by the WAAS will allow pilots to select and fly low-altitude routes to

protect against icing at higher altitudes in inclement weather. The very precise positioning and navigation

capability of the WAAS will allow pilots to fly more safely in areas with significant terrain obstacles and

areas near restricted airspace. Finally, pilots using WAAS can fly to a lower approach altitude of 250 feet 

without additional augmentation in the aircraft or infrastructure installed on the ground, which will provide 

safer access to all airports in most weather conditions. 

FY 2003 Program Accomplishments 

• Completed Contractor Acceptance and Inspection for Lateral Navigation/Vertical Navigation system

on January 24, 2003. 

• Completed WAAS Initial Operational Capability commissioning on July 10, 2003. 

• Completed Probability of Hazardously Misleading Information analysis documentation on October 31, 

2002. 

• Awarded contract for Final Geostationary communications satellite on March 4, 2003. 

• Conducted Source Selection Official briefing for the Geostationary communications satellite contract

on February 27, 2003. 

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Program Plan FY 2004 – Performance Output Goals 

• Award Definitive Geostationary Control and Communications Segment (GCCS) contract by

September 2004. 

• Award Definitive Full Operational Capability contract by September 2004. 

• Conduct Critical Design Review (CDR) on the GCCS ground system by April 2004. 

• Conduct CDR on one of the GCCS satellites by July 2004. 

• Complete Alaskan reference station installation. 

• Complete site surveys in Canada and Mexico for five additional wide area reference stations by

September 2004. 

Program Plan FY 2005 – Performance Output Goals 

• WAAS program is being rebaselined. 

Key Events FY 2006-2009 – Performance Output Goals 

• WAAS program is being rebaselined. 

3A02, VHF OMNI-DIRECTIONAL RANGE (VOR) WITH DISTANCE MEASURING 

EQUIPMENT (DME) 

FY 2005 Request $2.0M

• Very High Frequency Omni-directional Range (VOR) Collocated with Tactical Air Navigation 

(VORTAC), N06.00-00

Program Description 

The VOR Collocated with Tactical Air Navigation System (VORTAC) program replaces, relocates, or 

converts VORTAC facilities used for aerial navigation. General aviation, commercial carriers, and other 

groups use this navigation capability for en route navigation and approach operations into airports. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

Replacing, relocating, or converting VOR and VORTAC facilities increases NAS system efficiency. These 

facilities are experiencing signal deterioration due to various environmental factors, which negatively 

impacts system efficiency. 

FY 2003 Program Accomplishments 

• Completed field installation of nine tactical air navigation antenna retrofit kits. 

• Performed VOR relocation.

Program Plan FY 2004 – Performance Output Goals 

• Complete field installation of 20 tactical air navigation antenna retrofit kits. 

• Commission or return to service one VOR relocation.

• Commission or return to service two VOR Doppler conversion systems. 

Program Plan FY 2005 – Performance Output Goals 

• Continue field installation of tactical air navigation antenna retrofit kits. 

• Perform one VOR relocation.

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Key Events FY 2006-2009 – Performance Output Goals 

• Continue facility relocations, retrofits, conversions, and upgrades as required. 

3A03, INSTRUMENT LANDING SYSTEMS (ILS) – ESTABLISH 

FY 2005 Request $5.8M

 

• Instrument Landing Systems (ILS), N03.01-00 

Program Description 

The ILS program provides new, partial, and full Category I/II/III instrument landing systems and associated 

precision approach equipment to the large and medium hub airports (and their associated reliever airports) 

with precision approach needs. The ILS and associated equipment permits a pilot on approach to a runway 

to access precision guidance (horizontal, vertical, and distance) information. This information, in 

conjunction with visual navigational aids, helps guide the pilot to the runway. These systems are critical to

an all-weather aviation system because they allow aircraft to approach and land in low-visibility conditions 

and during adverse weather conditions. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

Operational Evolution Program airports by FY 2008. 

Relationship to Performance Target 

Establishing ILS precision approach capability allows visual minimums to be lowered for landings and

helps to maximize NAS use. Lowering visual minimums helps to increase airport capacity and the number

of aircraft enplanements during low-visibility conditions. 

FY 2003 Program Accomplishments 

• Delivered ILS systems to 18 sites. 

• Commissioned or returned to service 27 full ILS systems. 

Program Plan FY 2004 – Performance Output Goals 

• Award Category II/III ILS contract. 

• Deliver for installation 26 ILS systems. 

• Commission or return to service 26 full or partial ILS systems. 

Program Plan FY 2005 – Performance Output Goals 

• Deliver Category I/II/III ILS systems for installation.

• Install Category I/II/III ILS systems. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to deliver and install ILS systems and associated equipment. 

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3A04, APPROACH LIGHTING SYSTEM IMPROVEMENT PROGRAM (ALSIP) 

FY 2005 Request $5.0M

• Visual Navaids – Approach Lighting System Improvement Program Continuation, N04.03-00 

Program Description 

The Approach Lighting System Improvement Continuation Program retrofits non-frangible approach

lighting systems with lightweight and low-impact resistant structures that collapse or break apart at impact.

This reduces damage to aircraft that may strike these structures during departure or landing. This project

was initiated as a result of a National Transportation Safety Board recommendation to improve airport 

safety. The two approach lighting systems replaced under this program are the High Intensity Approach 

Lighting System with Sequenced Flashing Lights (ALSF-2) and the Medium Intensity Approach Lighting

System with Runway Alignment Indicator Lights (MALSR). The ALSF-2 provides high intensity visual 

information on runway alignment, height perception, and horizontal references for aircraft performing 

Category II and III precision approaches at selected runways. The current ALSF-2 design enables remote

maintenance monitoring. The MALSR design provides medium-intensity visual information on runway

alignment, height perception, and horizontal references for aircraft performing Category I precision 

approaches at selected runways. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

The Approach Lighting System Improvement Continuation Program will replace rigid, non-frangible

lighting support structures with frangible approach lighting structures. These structures support the

approach lights that help pilots see the runway during limited visibility conditions. If aircraft strike nonfrangible lighting structures, they are seriously damaged. 

FY 2003 Program Accomplishments 

• Commissioned or returned to service 18 MALSR systems. 

• Commissioned or returned to service five ALSF-2 systems. 

Program Plan FY 2004 – Performance Output Goals 

• Commission or return to service 16 MALSR systems at various locations. 

• Commissioned or return to service six ALSF-2 systems at various locations. 

Program Plan FY 2005 – Performance Output Goals 

• Commission one MALSR system at one location. 

• Commission three ALSF-2 systems at various locations. 

Key Events FY 2006-2009 – Performance Output Goals 

• Commission approximately 34 MALSR systems at various locations. 

• Commission approximately four ALSF-2 systems at various locations. 

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3A05, RUNWAY VISUAL RANGE

FY 2005 Request $1.4M

• Runway Visual Range – Replacement/Establishment – N08.02-00 

Program Description 

The Runway Visual Range (RVR) – Replacement/Establishment program replaces aging, maintenanceintensive and difficult-to-support RVR legacy systems. Pilots receive critical meteorological visibility data 

that is used to decide whether it is safe to take off or land during limited visibility conditions. 

The new-generation RVR equipment is mounted on frangible, low-impact-resistant structures that break 

away if they are hit by aircraft during takeoff or landing. Replacement equipment also reduces

maintenance downtime and service time. This project also provides the equipment for new sites, including 

new runways and existing runways that have had an Instrument Landing System installed. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

Operational Evolution Program airports by FY 2008. 

Relationship to Performance Target 

The availability of critical meteorological visibility data serves to lower landing minima, which helps to

increase airport capacity. 

FY 2003 Program Accomplishments 

• Delivered for installation 10 RVR systems. 

• Commissioned or returned to service 13 RVR systems. 

Program Plan FY 2004 – Performance Output Goals 

• Award interim single-source RVR contract. 

• Award competitive RVR contract. 

• Deliver for installation 10 RVR systems. 

• Commission or return to service 10 RVR systems. 

Program Plan FY 2005 – Performance Output Goals 

• Deliver for installation six RVR systems. 

• Install four RVR systems. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to install RVR systems to meet demand for visibility information at precision approach

equipped runways. 

3A06, DISTANCE MEASURING EQUIPMENT (DME) 

FY 2005 Request $1.0M

• Distance Measuring Equipment (DME), N09.00-00

Program Description 

The DME program replaces obsolete, tube-type DME with modern technology electronics that will 

improve operations and facility performance. DME provides the distance component of navigation

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information that pilots use to determine aircraft position and that air traffic controllers use to route aircraft. 

In addition, replacement equipment reduces maintenance and repair downtime required for DME systems. 

The DME program also involves procuring and installing about 177 DME systems to support the

recommendations of the Commercial Aviation Safety Team. These systems will support the reduction of

controlled flight into terrain accidents at the most vulnerable locations in the NAS. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

Operational Evolution Program airports by FY 2008. 

Relationship to Performance Target 

Pilots use critical distance DME information aids during their preparation for landing and the availability of

critical distance information helps to increase airport capacity. 

FY 2003 Program Accomplishments 

• Procured (Government Acceptance) 2 Low Power DME systems. 

• Delivered four Low Power DME systems for installation. 

• Commissioned or returned to service six Low Power DME systems. 

Program Plan FY 2004 – Performance Output Goals 

• Procure (Government Acceptance) 25 Low Power DME systems. 

• Deliver 16 Low Power DME systems for installation.

• Commission or return to service 16 Low Power DME systems. 

Program Plan FY 2005 – Performance Output Goals 

• Install 27 Low Power DME systems. 

• Sustain nine Low Power DME systems. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to procure and install Low Power DME to replace the legacy, tube-type equipment in the 

NAS. 

3A07, VISUAL NAVAIDS – ESTABLISH/EXPAND 

FY 2005 Request $3.2M

• Visual Navaids – Visual Navaids for New Qualifiers, N04.01-00 

Program Description 

The Visual Navigation Aids program provides the new Precision Approach Path Indicator (PAPI) and

Runway End Identifier Lights (REIL) to airports. The PAPI and REIL systems provide a visual reference 

glide slope as a pilot approaches an airport runway. PAPIs and REILs at various airports help pilots

quickly identify the runway threshold and make stabilized descents to airports. 

This program also requires procuring and installing about 170 PAPI systems to support the

recommendations of the Commercial Aviation Safety Team. The systems provide visual vertical glide

slope guidance at the highest-risk runways to reduce controlled flight into terrain accidents. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

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• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

Operational Evolution Program airports by FY 2008. 

Relationship to Performance Target 

Establishing visual approach slope guidance and runway end identification using PAPIs and REILs

supports precision approaches, which allows operations in limited visibility conditions. 

FY 2003 Program Accomplishments 

• Awarded single source REIL contract. 

• Delivered 25 PAPI systems for installation. 

• Commissioned 20 PAPI systems. 

• Procured (i.e., Government Acceptance) 30 PAPI systems. 

Program Plan FY 2004 – Performance Output Goals 

• Award single-source PAPI contract. 

• Procure 20 (i.e., Government Acceptance) PAPI systems. 

• Deliver for installation 19 PAPI systems. 

• Commission or return to service 30 PAPI systems. 

• Procure (i.e., Government Acceptance) 13 REIL systems. 

• Deliver for installation 10 REIL systems. 

Program Plan FY 2005 – Performance Output Goals 

• Award competitive PAPI contract. 

• Install 23 PAPI systems. 

• Award competitive REIL contract. 

• Install 10 REIL systems. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to install PAPI and REIL systems to meet demand for visual approach guidance at required

airports. 

3A08, NAVIGATION AND LANDING AIDS – SERVICE LIFE EXTENSION (SLEP) 

FY 2005 Request $2.0M

• Visual Navaids – Sustain, Replace, Relocate, N04.04-00 

Program Description 

The Visual Navaids - Sustain, Replace, Relocate program replaces aging and obsolete ground-based 

navigation and landing aids that maintain approach and landing capabilities at various U.S. airports. 

Replacing aging, obsolete visual navigation aids, as well as other ground-based navigation and landing 

aids, maintains en route, approach, and landing capabilities at various airports. Equipment upgraded under

this program includes the Approach Lighting System with Sequenced Flashers model-2; Medium Intensity

Approach Lighting System with Runway Alignment Indicator Lights; Precision Approach Path Indicators;

Runway End Identifier Lights; Very High Frequency Omni-directional Range systems (VOR); Distance 

Measuring Equipment (DME); and Non-Directional Beacons. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

Operational Evolution Program airports by FY 2008. 

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Relationship to Performance Target 

The upgraded equipment improves system efficiency by reducing maintenance and repair downtime 

required for the older systems. Equipment outages reduce the approach capability at airports, which, at a

minimum, keeps airport capacity the same. 

FY 2003 Program Accomplishments 

• Performed VOR relocation.

• Installed and tested three Constant Current Regulator Systems. 

Program Plan FY 2004 – Performance Output Goals 

• Sustain Instrument Landing Systems. 

• Install DME systems. 

• Sustain Direction Finders. 

Program Plan FY 2005 – Performance Output Goals 

• Sustain Instrument Landing Systems. 

• Sustain Direction Finders. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue procuring and installing various visual navigational aids as well as other ground-based 

navigation and landing aids. 

3A09, OCEANIC AUTOMATION PROGRAM (OAP) 

FY 2005 Request $50.9M

• Advanced Technologies and Oceanic Procedures (ATOP), A10.03-00 

Program Description 

The ATOP program will replace oceanic air traffic control systems and procedures and modernize the

Oakland, New York, and Anchorage Air Route Traffic Control Centers. ATOP fully integrates flight and

radar data processing, detects conflicts between aircraft, provides data-link and surveillance capabilities, 

and automates today’s manual processes. ATOP will provide a fully modernized oceanic air traffic control 

automation system, installation, testing, training, common procedures and lifecycle system maintenance.

The program office will conduct modeling and simulations to forecast benefits and, once ATOP is

operational, will gather and document performance data and metrics to measure services for citizens, 

productivity and efficiency, and user satisfaction. 

Without ATOP, the FAA would continue to use the difficult communications and intensively manual

processes that limit the flexibility of controllers to safely handle airline requests for more efficient tracks

over long oceanic routes. Without the success of this oceanic and offshore project, the FAA lacks the 

automation, automatic dependent surveillance and conflict resolution capability to reduce aircraft 

separation from 100 nautical miles (nm) to 30 nm, which would result in capping the oceanic system

capacity at the level of operations predicted for 2006. If the integrated, automated oceanic air traffic 

services are not delivered, as planned, international commitments will not be met. 

The FAA will continue planned airspace enhancements and separation reduction initiatives being 

implemented to enable immediate benefits in oceanic aircraft operations. The FAA, using oceanic 

performance modeling and simulations to forecast potential benefits will also use metrics to measure the

benefits of these enhancements and initiatives. Airlines and U.S. military aircraft are equipping in 

anticipation of using advanced communications and surveillance capabilities.

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Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Beginning in FY 2005, increase to 80 percent the numbers of

oceanic en route altitude change requests that are granted through the end of FY 2008. 

Relationship to Performance Target 

The new oceanic automation system sets the stage for reducing aircraft separation from 100 nm to 30 nm, 

enabling more planes to safely fly preferred routes and altitudes. The ATOP program will provide a 

modernized oceanic air traffic control automation system, installation, testing, training, common

procedures, and lifecycle system maintenance. The ATOP system will collect, manage, and display 

oceanic air traffic data, including electronic flight-strip data, on the computer displays used by air traffic

controllers and integrate such capabilities as flight data processing, radar data processing, automatic

dependent surveillance, controller-pilot data link, and conflict probe. Being able to fly preferred altitudes 

and routes will save fuel and travel time. 

FY 2003 Program Accomplishments 

• Obtained Government Acceptance of the first ATOP system at the William J. Hughes Technical

Center. 

• Completed Facility modernization and ATOP System hardware installations at the three oceanic

centers: Oakland, New York, and Anchorage. 

Program Plan FY 2004 – Performance Output Goals 

• Conduct ATOP System Operational Test and Evaluation. 

• Complete Oakland (key site) ARTCC procedural system Initial Operational Capability (IOC). 

Program Plan FY 2005 – Performance Output Goals 

• Complete New York ARTCC procedural system IOC. 

Key Events FY 2006-2009 – Performance Output Goals 

• Conduct procedural system Independent Operational Test and Evaluation (IOT&E).

• Complete Anchorage ARTCC radar/procedural system IOC. 

• Conduct radar system IOT&E.

3A10, VOICE SWITCHING AND CONTROL SYSTEM (VSCS) 

FY 2005 Request $24.1M

• Voice Switching and Control System (VSCS) – VSCS Control System Upgrade, C01.01-01

• Voice Switching and Control System (VSCS) – Tech Refresh, C01.02-01

Program Description 

VSCS Control System Upgrade and Tech Refresh are ongoing programs to replace and upgrade the 

obsolete, non-supportable VSCS hardware and software in all 21 Air Route Traffic Control Centers. These 

upgrades will ensure that the air-to-ground and ground-to-ground communications capabilities are reliable 

and available for separating aircraft, coordinating flight plans, and transferring information between air 

traffic control facilities in the en route environment. To date, this program has replaced nine of twenty-one

control systems and procured equipment to replace the Contractor Traffic Simulation Unit test bed located 

at the FAA William J. Hughes Technical Center, which is used to perform system-loading requirements for 

all formal baseline verifications of VSCS functions. Future technical refresh activities will ensure that the

VSCS continues to provide reliable voice communications to support both current and future en route 

operations. 

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Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The VSCS project supports the greater capacity goal by improving the system reliability of en route voice

communications for both current and future operations by replacing and upgrading the obsolete, nonsupportable VSCS hardware and software. 

FY 2003 Program Accomplishments 

• Delivered 9 of 21 VSCS Control System Upgrades to replace obsolete Tandem systems. 

• Procured equipment to replace the Contractor Traffic Simulation Unit (CTSU) test bed and completed

40 percent of the software design. 

• Initiate development of VSCS Workstation Upgrades. 

• Initiated mission analysis for future en route voice switch program.

Program Plan FY 2004 – Performance Output Goals 

• Deliver remaining 12 of 21 VSCS Control System Upgrades. 

• Complete full system and software design for CTSU replacement. 

• Award contract for Video Display Monitor Replacement. 

• Continue development and testing of VSCS Workstation Upgrades. 

• Complete mission analysis and initiate investment analysis efforts for future en route voice switch 

program.

Program Plan FY 2005 – Performance Output Goals 

• Complete implementation of new CTSU. 

• Continue developing and testing Workstation Upgrades. 

• Initiate power-supply refurbishment at all 21 Air Route Traffic Control Centers. 

• Initiate development and testing of Video Display Monitor Replacement. 

• Complete investment analysis on en route voice switch program and receive Joint Resources Council 2 

decision to implement. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete development and testing of Video Display Monitor Replacement and initiate

implementation.

• Initiate and complete Workstation Upgrade implementation.

• Complete power supply refurbishment at all 21 Air Route Traffic Control Centers. 

• Initiate procurement activities for new en route switch program per Joint Resources Council

recommendation. 

3A11, INSTRUMENT APPROACH PROCEDURES AUTOMATION (IAPA) 

FY 2005 Request $3.1M

• Instrument Approach Procedures Automation (IAPA), A14.00-00 

• IAPA - National Aeronautical Charting Office (NACO), A14.01-00 

Program Description 

The IAPA, program requires hardware and software improvements and upgrades for IAPA and the 

National Aeronautical Charting Office. These improvements and upgrades will increase the NAS capacity

by (1) providing real-time instrument flight procedure and aeronautical mapping/charting information to

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pilots through air traffic control to avoid such hazardous situations as weather conditions in terminal areas;

(2) maintaining runway use in reduced visibility; (3) maintaining optimum runway use; (4) reconfiguring 

airports efficiently; (5) matching airspace design to demand; (6) accommodating user-preferred routings;

(7) meeting demand in terminal non-adverse weather conditions; (8) filling gaps in arrival and departure

streams; (9) redesigning terminal airspace and routes; and (10) supporting construction of new runways 

via: 

• Instrument Procedures Automation System. This system increases the production rate and 

accuracy of instrument flight procedures by automating many functions, while reducing laborintensive maintenance and software programming requirements associated with aging IAPA 

software. 

• Obstacle Evaluation System. The system’s automated tools will enable rapid and accurate 

production of up-to-date products. 

• Instrument Flight Procedure Development. These processes provide FAA access to critical

navigational data and digital files that improve and support operations. 

• NACO Automated Distribution System. This system provides database expansion and systems 

enhancements that are crucial to timely production, distribution, or mapping and charting of 

products, and that integrated accounting and inventory management processes that improve

efficiency and revenue management. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet arrival demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by 2008. 

Relationship to Performance Target 

The IAPA program allows the FAA to develop or modify approach procedures more rapidly. Pilots use 

these printed procedures to help them avoid obstacles near the approach path and to ensure that their 

aircraft is positioned correctly to land safely once they can see the runway. Being able to create and 

modify instrument approaches more rapidly increases capacity by allowing the FAA to respond more 

quickly when new systems are available for precision guidance or changes are made in approach paths to

accommodate new flight patterns.

3A12X, VISUAL NAVAIDS – REPLACE VISUAL APPROACH SLOPE INDICATOR (VASI) 

WITH PRECISION APPROACH PATH INDICATOR (PAPI) 

FY 2005 Request $0.0M

• Visual Navaids – Replace Visual Approach Slope Indicator (VASI) with Precision Approach 

Path Indicator (PAPI), N04.02-00

Program Description 

The Replace Visual Approach Slope Indicator (VASI) with Precision Approach Path Indicator (PAPI), 

program provides visual navigational aids that are integral to the landing capability at designated airports 

throughout the United States. This program addresses visual glide slope indicators, which provide pilots

approach slope angle information while they are in final approach, and offers greater system reliability and

performance. 

Specifically, this program will replace the aging VASIs with PAPIs; that is, replacement at about 170 

systems at International Civil Aviation Organization (ICAO) designated runways and then replacement of 

about 1,150 systems at non-ICAO runways in the NAS.

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Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – International Leadership.

• FAA Objective 2 – Promote seamless operations around the globe in cooperation with bilateral,

regional, and multilateral aviation partners. 

• FAA Performance Target – Ensure that international environmental standards, recommended 

practices, and guidance material adopted by ICAO are globally and uniformly applied, reflect the

best available technology, provide real environmental benefit, and are economically sound. 

Relationship to Performance Target 

The program will replace aging, obsolete VASIs with the ICAO PAPI system. 

FY 2003 Program Accomplishments 

• Commissioned or returned to service 26 PAPI systems at various locations. 

Program Plan FY 2004 – Performance Output Goals 

• ***Not Applicable*** 

Program Plan FY 2005 – Performance Output Goals 

• ***Not Applicable*** 

Key Events FY 2006-2009 – Performance Output Goals 

• Procure 40 Non-CAST PAPI systems. 

• Commission or return to service nine PAPI systems at various locations. 

3A13X, AIRCRAFT FLEET MODERNIZATION

FY 2005 Request $0.0M

• Flight Standards Inspector Aircraft Replacement, M11.02-00 

Program Description 

The Flight Standards Inspector Aircraft Replacement project involves replacing nine of the existing aircraft 

in the Flight Standards fleet that are more than 25 years old with nine aircraft that are consistent with the 

goals in the Federal Aviation Administration Strategic Plan. Current Flight Standards aircraft that support

more than 1,500 Aviation Safety Inspectors are nearing the end of their useful and economic life-cycle. 

The FAA Strategic Plan includes objectives that require new NAS enhancements such as Required

Navigation Performance, Reduced Vertical Separation Minima, Free Flight, and Pilot Controller Data Link. 

The Flight Standards Fleet was last upgraded in the mid 1990s with the Global Positioning System, Traffic 

Alert and Collision Avoidance System, and Ground Proximity Warning System. New aircraft must support

the FAA’s need to implement a more rigorous “System Safety Approach“ to oversee operators,

government, military, and foreign operations into the United States. These new aircraft would serve multimissions, providing proficiency, training, familiarization aircraft, and support operations in the NAS, as 

well as provide a platform to install upcoming future technology. The aircraft are necessary to provide 

Aviation Safety Inspectors the pilot currency/proficiency and training required in the changing aviation 

technology environment. Replacement aircraft must be technologically and structurally capable of safely

and efficiently accomplishing evaluation, certification, and regulatory activities designed to improve the 

NAS. In FY 2004, we plan to develop aircraft systems training for an initial group of pilots, award the

contract, and carry out the remaining work to meet the required schedule. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline accident rate. 

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• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008. 

Relationship to Performance Target 

Upgrading FAA aircraft used for safety-related work increases safety by: (1) keeping FAA safety 

inspectors current with technology used by commercial operators, which enable them to evaluate

performance of crews flying more modern aircraft; and (2) providing inspectors aircraft capable of

checking the safety of new aircraft technology. 

FY 2003 Program Accomplishments 

•   Not Applicable** **

Program Plan FY 2004 – Performance Output Goals 

• Solicit proposals for bids on new aircraft. 

• Award contract for new aircraft. 

Program Plan FY 2005 – Performance Output Goals 

• Deliver one aircraft. 

Key Events FY 2006-2009 – Performance Output Goals 

• Award contract for new aircraft. 

• Deliver one aircraft. 

• Continue to train key check pilots and instructors. 

• Provide field office with standard profiles. 

3A14X, LOCAL AREA AUGMENTATION SYSTEM (LAAS) FOR GPS 

FY 2005 Request $0.0M

• Local Area Augmentation System (LAAS), N12.02-00 

Program Description 

The FAA is developing the LAAS to provide future precision navigation approach and landing service in

the NAS. The LAAS will augment satellite-based navigation data provided by the Global Positioning

System (GPS), as the integrity, accuracy, continuity, and availability of the GPS is insufficient to meet the

FAA’s requirements for precision landing service. The LAAS will provide Category (CAT) II and III 

precision landing service at designated airports and will supplement the FAA’s Wide Area Augmentation 

System (WAAS) by providing CAT I service at airports where the coverage or availability provided by the

WAAS is inadequate for CAT I service. 

The LAAS will increase system safety and landing efficiency in the NAS. The LAAS will provide precise, 

corrected navigation data to airborne receivers to a minimum distance of 23 nautical miles with an accuracy 

of less than 1 meter. The LAAS design will enable one LAAS to provide precision approach service to all

runway ends at an airport. The LAAS will provide a signal that can be used for Required Navigation 

Performance (RNP) approaches. Using the LAAS in support of RNP permits greater flexibility and

standardizes airspace performance requirements. By adopting RNP and leveraging existing and emerging

cockpit capabilities, the FAA, in collaboration with the aviation community will be able to improve 

airspace and procedures design, leading to increased capacity and improved efficiency. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 1 – Reduce the commercial airline fatal accident rate. 

• FAA Performance Target – Reduce the airline fatal accident rate by 80 percent from the 1994-

1996 baseline by FY 2007 and maintain this low rate in FY 2008 and beyond. 

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Relationship to Performance Target 

The LAAS maintains runway use during reduced visibility and adverse weather conditions due to its 

greater navigation precision and accurate, repeatable, and reliable guided procedures. The highly accurate

LAAS navigation position exceeds those provided by existing ground-based landing aids and enables

aircraft spacing closer to visual standards during periods of adverse weather. The LAAS provides the 

capability to maintain optimum runway use through curved approaches and multiple simultaneous

approaches. Because the LAAS glide path is a virtual glide path, the LAAS can provide new approaches to

new runways without infrastructure additions or changes. The LAAS supports redesign of terminal

airspace and routes by enabling the most demanding Required Navigation Performance/Area Navigation

standards at locations where WAAS coverage is not optimum. The LAAS is designed for fault-tolerant, 

redundant operation and can provide service to all runway ends at an airport with one system. 

FY 2003 Program Accomplishments 

• Awarded a contract to Honeywell International to design phase (Phase I) of the CAT I LAAS on April 

30, 2003. 

• Conducted a Systems Requirements Review with the prime contractor in October 2003. 

• Continued developing LAAS complex procedures. 

Program Plan FY 2004 – Performance Output Goals 

• Continue Phase I and associated research and development efforts. 

• Capitol Investment Program is under review. 

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

3A15X, REQUIRED NAVIGATION PERFORMANCE

FY 2005 Request $0.0M

• Required Navigation Performance, N14.01-00

Program Description 

The FAA’s goal in implementing Required Navigation Performance (RNP) is to transition the NAS to a 

performance-based system. The key feature of RNP is that it specifies the level of avionics capability 

required for a procedure or airspace, but it does not specify a required technology. This gives the user 

flexibility and enables maximum benefit for a given level of user participation. More direct routings and

reduced delays save fuel and decrease emissions. Using RNP permits greater flexibility and standardizes

airspace performance requirements. Operators can realize savings associated with crew training by 

reducing the number of systems that must be trained. RNP will support the FAA’s plan to reduce the 

number of ground-based navigation aids, thereby reducing system operating and maintenance costs. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

Operational Evolution Program airports by FY 2008. 

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Relationship to Performance Target 

The RNP program will contribute to the FAA’s greater capacity goal. By adopting RNP and leveraging 

existing and emerging cockpit capabilities, the FAA, in collaboration with the aviation community, will be

able to improve airspace and procedures design, leading to increased capacity and improved efficiency. In 

the en route phase of flight, flexible and more direct routes increase airspace capacity and, therefore, reduce

need for restrictions and delays. In the terminal airspace, new procedures will allow for optimizing 

airspace, which will increase arrival and departure rates. RNP approaches will allow for increased arrival 

throughputs as visibility decreases. 

FY 2003 Program Accomplishments 

• Published basic RNP terminal instrument procedures criteria December 30, 2002. 

• Defined requirements for removing Distance Measuring Equipment restriction on current instrument 

approach procedures. 

• Established the RNP Division in April 2003. 

• Developed operational concept for RNP Parallel Approach Transition. 

• Completed initial inventory of equipage and analysis of aircraft equipage in the NAS. 

• Published FAA’s Roadmap for Performance-Based Navigation on July 22, 2003. 

• Delivered new software for improved area navigation procedure development (Terminal Area Route 

Generation, Evaluation, and Training System). 

Program Plan FY 2004 – Performance Output Goals 

• Develop criteria and guidance materials for RNP Standard Terminal Arrivals (STARs) and Standard

Instrument Departures. 

• Develop and publish Special Aircrew and Aircraft Authorization Required criteria and operational

guidance.

• Develop and publish RNP procedures (Standard Terminal Arrivals (STARs) or Standard Instrument

Departures) at one airport. 

• Conduct and refine and validate RNP benefits analysis. 

• Develop U.S. positions on international harmonization issues. 

• Enhance existing analysis tools and develop new tools necessary for criteria development and 

validation.

• Proceed with activities to remove the Distance Measuring Equipment restriction on approach charts. 

• Complete initial operational impact analysis of the mixed equipped aircraft in the NAS. 

• Update flight inspection aircraft for RNP. 

• Conduct flight trials for Flight Management System Offsets to enable tactical passing and other 

capacity-enhancing benefits. 

Program Plan FY 2005 – Performance Output Goals 

• ***Continue activities with Operations Funding*** 

Key Events FY 2006-2009 – Performance Output Goals 

• ***Not Applicable*** 

3A16X, NON-DIRECTIONAL BEACON FACILITIES – SUSTAIN

FY 2005 Request $0.0M

• Non-Directional Beacon (NDB) Sustain, N10.00-00 

Program Description 

NDBs are components of the FAA’s ground-based navigation system that support en route airways and 

non-precision approach procedures. These systems must be maintained and upgraded until satellite-based

navigation is fully implemented. Most NDBs are obsolete tube-type systems, which are expensive and

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difficult to maintain and are at the end of normal life expectancy. This program requires procurement and

installation of NDBs to satisfy critical requirements as identified by the regions. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet arrival demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by 2008. 

Relationship to Performance Target 

The program will replace obsolete, tube-type NDB systems with current technology electronics that will

upgrade equipment, which will improve operations and facilities performance. NDB systems help general

aviation pilots and other users maintain correct position information and prevent controlled flight into 

terrain. 

FY 2003 Program Accomplishments 

• Commissioned or returned six NDB systems to service at various locations. 

Program Plan FY 2004 – Performance Output Goals 

•  Not Applicable** **

Program Plan FY 2005 – Performance Output Goals 

•  Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not Applicable** **

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ACTIVITY 4. IMPROVE RELIABILITY OF THE NAS 

4A01, GUAM CERAP – RELOCATE

FY 2005 Request $2.3M

 

• Relocate Guam CERAP, F25.00-00 

Program Description 

The Guam Center Radar Approach Control (CERAP) program is relocating the Guam CERAP from

Andersen Air Force Base to the Guam International Airport in Agana because the facility was severely

damaged by super typhoon Paka. Replacing the damaged facility will allow updated equipment to be

installed, which improves air traffic control efficiency for international service. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Improve efficient air traffic flow over land and sea. 

• FAA Performance Target – Beginning in FY 2005, increase to 80 percent the number of oceanic

en route altitude change requests that are granted through the end of FY 2008. 

Relationship to Performance Target 

This project supports the FAA’s greater capacity goal by replacing the facility and allowing updated

equipment to be installed, which improves air traffic control efficiency for international service. 

4A02, TERMINAL VOICE SWITCH REPLACEMENT (TVSR)/ENHANCED TERMINAL 

VOICE SWITCH (ETVS) FY 2005 Request $10.2M

• A, Voice Switches – Enhanced Terminal Voice Switches (ETVS), C05.02-00 

• B, Command Center Conference Control System (CCS) – Replace Operational Telephone 

System (OTS), C05.02-02 

A, VOICE SWITCHES – 

ENHANCED TERMINAL VOICE SWITCHES (ETVS), C05.02-00 

Program Description 

The ongoing TVSR/ETVS program involves replacing the aging, obsolete voice switches in the Air Traffic

Control Towers and Terminal Radar Approach Control facilities. Voice switches enable air traffic 

controllers to communicate with aircraft as well as other air traffic control facilities. The TVSR program 

ensures that controllers continue to have reliable voice communications in the terminal environment. The

program consists of several multiyear equipment contracts for voice switches, including small-tower voice

switches, enhanced terminal voice switches, rapid deployment voice switches model IIA, and voice switch 

bypass systems. To date, this program has replaced 325 (189 small and136 large) of 421 terminal switches 

throughout the NAS. The program also provides the contract vehicles for the FAA to procure voice switch 

equipment for new and modernized terminal facilities. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet arrival demand. 

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• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by FY 2008. 

Relationship to Performance Target 

The TVSR program supports the greater capacity goal by improving system reliability of terminal voice 

communications by replacing aging electronic switches with modern digital equipment.

FY 2003 Program Accomplishments 

• Delivered 18 of 421 terminal voice switch systems to various FAA locations. 

• Provided six terminal voice switch systems for new facilities. 

Program Plan FY 2004 – Performance Output Goals 

• Deliver 13 of 421 terminal voice switch systems to various FAA locations. 

• Provide five terminal voice switch systems for new facilities. 

Program Plan FY 2005 – Performance Output Goals 

• Award new contract for terminal voice switches. 

• Deliver three previously procured terminal voice switch systems for new facilities. 

Key Events FY 2006-2009 – Performance Output Goals 

• Deliver four previously procured terminal voice switch systems for new facilities. 

• Complete Independent Operational Test and Evaluation on the new terminal switches. 

• Deliver about 60 (15 per year) terminal switches under a new contract to various FAA locations. 

B, COMMAND CENTER CONFERENCE CONTROL SYSTEM (CCS) – 

REPLACE OPERATIONAL TELEPHONE SYSTEM (OTS), C05.02-02 

Program Description 

This ongoing program involves replacing the existing telephone system at the FAA Air Traffic Control

System Command Center (ATCSCC) in Herndon, VA. The existing telephone system is becoming

unsupportable and no longer meets the capability requirements to perform ATCSCC command functions.

To date, this program has funded sustainment of the existing telephone system and completed sourceselection activities to procure the replacement system. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Improve efficient air traffic flow over land and sea. 

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The Command Center Conference Control System program supports the greater capacity goal by 

improving traffic flow management by replacing the existing telephone system at the ATCSCC with an

enhanced conference control system that resolves current limitations in capacity, functionality, reliability,

and availability. 

FY 2003 Program Accomplishments 

• Awarded contract to procure and install new CCS at the ATCSCC in Herndon, VA. 

Program Plan FY 2004 – Performance Output Goals 

• Complete installation and testing of CCS to achieve Initial Operational Capability. 

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Program Plan FY 2005 – Performance Output Goals 

• Achieve Full Operational Capability (program complete). 

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

4A03, AIRPORT CABLE LOOP SYSTEMS – SUSTAINED SUPPORT

FY 2005 Request $4.6M

• Airport Cable Loop Systems – Sustained Support, F10.00-00 

Program Description 

This program will replace on-airport, copper-based, signal/control cable lines that have deteriorated. The 

primary focus will be on projects at airports with high traffic counts and enplanements. The obsolete 

underground telecommunications cable infrastructure systems are vulnerable to failure and could cause

outages. These lines feed airport surveillance radar data to the tower and operational and maintenance 

information to FAA-staffed facilities. Where cost-effective, the program will install fiber-optic cable in a 

ring formation to replace the existing copper cable; this will provide redundancy and communications 

diversity. The airport cable loop program takes advantage of opportunities to save cost by coordinating 

projects with major construction projects (e.g. tower relocations, and runway projects). 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet arrival demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by FY 2008. 

Relationship to Performance Target 

The Airport Cable Loop Systems Sustained Support Program will prevent potential failures and outages by

replacing obsolete underground cable infrastructure systems. The program improves signaling and

communications primarily at large airports with high traffic counts and enplanements, which contributes to 

airport arrival/departure efficiency. 

FY 2003 Program Accomplishments 

• Completed fiber-optic cable loop installations at Newark, San Francisco, and Lambert St. Louis 

International Airports. 

• Updated FAA Standard STD-057. 

• Funded fiber-optic cable loop engineering/design work for LAS, LGA, IAD, DCA, PHL, PIT, BWI,

LAS, and PHX International Airports. 

• Developed cable loop program database system. 

Program Plan FY 2004 – Performance Output Goals 

• Complete fiber-optic system upgrades at Los Angeles and Chicago O'Hare International Airports. 

• Begin construction at Phoenix Sky Harbor and Las Vegas McCarran International Airports. 

• Complete engineering/design packages for LAS, LGA, IAD, DCA, PHL, PIT, BWI, LAS, and PHX 

International Airports. 

• Fund fiber-optic cable loop engineering/design work for George Bush Intercontinental Airport in

support of Terminal Radar Approach Control relocation project. 

• Develop standardized parts list. 

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Program Plan FY 2005 – Performance Output Goals 

• Complete construction and system installation at Phoenix Sky Harbor and Las Vegas McCarran

International Airports. 

• Begin construction at George Bush Intercontinental Airport.

• Complete fiber-optic system upgrade at Denver International Airport. 

Key Events FY 2006-2009 – Performance Output Goals 

• Begin and complete construction and equipment installation at LGA, IAD, DCA, PHL, PIT, and BWI. 

4B01, ARTCC BUILDING IMPROVEMENTS/PLANT IMPROVEMENTS

FY 2005 Request $35.0M

• ARTCC Plant Modernization/Expansion – ARTCC modernization, F06.01-00 

Program Description 

The Air Route Traffic Control Center (ARTCC) Modernization and Expansion program supports En Route

Air Traffic operations and service-level availability through facility lifecycle program management of the 

21 ARTCCs, two Center Radar Approach Control (CERAP) facilities, the Honolulu Control Facility, and 

the Air Traffic Control System Command Center. This program expands and modernizes these facilities to

accommodate new air traffic control equipment. It also renovates and upgrades en route centers to prevent

outages that would delay air traffic. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Improve efficient air traffic flow over land and sea. 

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The ARTCC Modernization/Expansion program contributes to the FAA’s greater capacity goal by ensuring

that buildings that house en route control equipment are modified, as necessary, to accept new equipment. 

The program also maintains these buildings in good condition to avoid air traffic control outages due to 

failures in such infrastructure systems as electrical distribution systems. The program maintains the 

integrity of 21 ARTCCs, the Honolulu Control Facility, and two CERAP facilities, as well as upgrades 

facilities for the integration and transition of new NAS systems. Modernizing ARTCC, the Honolulu

Control Facility, and CERAP building infrastructure – with projects, such as electrical wiring, heating and 

ventilation systems, and structural components – reduces the chances of outages, which cause air traffic 

delays. 

FY 2003 Program Accomplishments 

• Initiated M-1 Control Room designs at three sites. 

• Began M-1/AWR construction at three sites. 

• Conducted seven Facility Condition Assessments (FCA) and initiated update of national FCA 

database. 

• Initiated nine Fire Alarm Upgrade projects and completed construction on two projects. 

• Completed En Route Communications Gateway area modernization.

• Completed FAA Telecommunications Infrastructure modernization at 20 sites. 

• Re-scoped ARTCC Sustain approach (3-year Admin Wing Mini-mod project). 

• Provided $100,000 per ARTCC for miscellaneous repairs and upgrades. 

• Conducted 10 end-state site surveys and completed end-state drawings for 12 sites. 

• Funded $400,000 per ARTCC for roof or boiler replacements. 

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• Transition/Integration Management: 

3⁄4 Continued end-state, site-specific drawing revisions. 

3⁄4 Supported the smooth transition and integration of the NAS systems into en route facilities. 

Program Plan FY 2004 – Performance Output Goals 

• Initiate Admin Wing Mini-mod projects at three sites. 

• Begin construction on M-1 control room renovation projects at two sites. 

• Begin construction on Mod 2 at two sites. 

• Provide $100,000 per ARTCC for miscellaneous repairs and upgrades. 

• Complete Fire Alarm Upgrade projects. 

• Conduct facility condition assessments at seven ARTCCs. 

• Update the national FCA database. 

• Fund equipment relocation as required. 

• Fund M-1 Shutdown (12 sites). 

• Design five Admin Wing Mini-mod projects.

• Begin construction on Mod 2 project at two sites. 

Program Plan FY 2005 – Performance Output Goals 

• Fund construction for three Admin Wing Mini-mod projects. 

• Begin construction on one M-1 project (tentative). 

• Begin construction on Mod 2 at six sites. 

• Provide $100,000 per ARTCC for repairs and upgrades. 

• Conduct facility condition assessments at seven ARTCCs. 

• Update the national FCA database. 

• Fund equipment relocation as required. 

• Design five Admin Wing Mini-mod projects.

Key Events FY 2006-2009 – Performance Output Goals 

• Fund 11 Admin Wing Mini-mod construction projects. 

• Begin construction on Mod 2 project at nine sites. 

• Begin construction on M-1 project at five sites. 

• Begin construction on M-1 project only at four sites. 

• Begin construction on San Juan CERAP (ZSU) Admin Wing Rehab project.

• Provide $100,000 per ARTCC for repairs and upgrades. 

• Conduct facility condition assessments at seven ARTCCs per year. 

• Update the national FCA database annually.

• Fund equipment relocation as required. 

4C01, CRITICAL TELECOMMUNICATIONS SUPPORT

FY 2005 Request $1.3M

• Critical Telecommunications Support, C14.00-01 

Program Description 

The Critical Telecommunication Support (CTS) program enables the FAA to nationally manage

telecommunication network requirements for telecommunications systems at more than 5,000 FAA

facilities within the NAS. CTS funds engineering studies, implementation of equipment upgrades, and

additional telecommunication lines to accommodate frequencies and improve circuit capacity, capability,

and redundancy. 

As part of CTS, the NAS Inter-facility Communications Systems interconnects the Nation’s air traffic 

control facilities using owned and leased components. CTS also supports the Communications Diversity 

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Program, which establishes diverse routes for critical NAS services. Also, operational circuits are installed

for air traffic mission support. 

In prior years, CTS program funds were used for emergency circuit orders to support operations in the

Northwest Mountain region after the 2001 earthquake, to replace a wind-damaged Alaska region radome

and antenna. Funds were also used for emergency regional telecommunications requirements. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet arrival demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by FY 2008. 

Relationship to Performance Target 

The CTS program enhances the FAA’s goal of greater capacity by responding to changing air traffic 

services and improving the NAS telecommunications infrastructure. Telecommunication projects enhance 

NAS operations by improving reliability, availability, and maintainability with greater economic efficiency. 

The FAA needs the capability to respond quickly to requirements that have no other source of funding and 

are vital to NAS greater capacity goals. 

4C02, FAA TELECOMMUNICATIONS INFRASTRUCTURE (FTI) 

FY 2005 Request $71.2M

• FAA Telecommunications Infrastructure (FTI), C-26.01-00

Program Description 

The FTI solution is an integrated approach that will improve telecommunications services within the

FAA’s NAS and non-NAS infrastructures. FTI will replace costly legacy networks that are a combination

of separately managed, leased, and owned systems and services. The FTI program aims to provide the 

FAA commercial telecommunications services that can meet present and future needs of programs

requiring inter-facility telecommunications. The telecommunications service environment will use modern, 

highly reliable, consolidated, network infrastructure incorporating multi-service and multi-media 

capabilities at the lowest cost. Additional benefits include more efficient bandwidth utilization; improved 

information security; and state-of-the-art business processes and technology. 

The FTI contract award was on July 15, 2002. The FTI transition has two phases that will take about 5 

years to complete. Phase I implements a 27-facility backbone at: 

• 21 Air Route Traffic Control Centers (ARTCC), 

• FAA William J. Hughes Technical Center (WJHTC), 

• FAA Mike Monroney Aeronautical Center, 

• DOT Volpe National Transportation Systems Center, 

• FAA Air Traffic Control System Command Center, and 

• FAA National Operations Control Centers (2). 

Phase I deployment of FTI service to two pathfinder ARTCC sites (Kansas City and Fort Worth) are nearly

complete, and establishing ARTCC-to-ARTCC connectivity at the remaining centers will follow. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

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• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the current unfunded portion

of the Flight Plan. 

Relationship to Performance Target 

FTI eliminates the need to manage and operate multiple sub-networks. The cost of provisioning, operating,

and maintaining FTI telecommunications services will be lower than the telecommunications cost of 

operating and maintaining legacy systems. The prices for access and transport services are competitive and 

show economies of scale regarding bandwidth. Technological improvements support bandwidth sharing.

Combining the bandwidth needs of multiple end-users will increase efficiency of bandwidth usage and 

decrease the cost. FTI’s Integrated Business System interface provides additional efficiencies for ordering, 

provisioning, and tracking telecommunications services. 

FY 2003 Program Accomplishments 

• Installed and checked out Phase I services. 

• Completed site surveys for 96 percent of Phase I sites. 

• Approved power NAS Change Proposals for En Route Terminal and Flight Service Station facilities. 

• Began Kansas City ARTCC site implementation.

• Began Fort Worth ARTCC site implementation. 

Program Plan FY 2004 – Performance Output Goals 

• Begin Phase I transition ARTCC-to-ARTCC connectivity at 27 centers. 

• Achieve Phase I and Phase II In-Service Decision for FTI.

• Initiate Phase II transition (325 sites). 

• Complete development of integrated business system interface. 

• Complete Security Certification Authorization Process (SCAP) for Phase I.

• Establish two Network Operations Control Centers. 

• Complete factory test for Phase I baseline. 

• Complete Phase I integration test at WJHTC. 

• Complete Phase I Operational Test at WJHTC. 

• Complete development of a Network Monitoring and Operations user interface. 

Program Plan FY 2005 – Performance Output Goals 

• Complete Phase I transition.

• Continue Phase II transition (325 sites). 

• Complete SCAP for Phase II. 

• Complete factory test for Phase II. 

• Complete Phase I integration test at WJHTC. 

• Complete Phase II Operational Test at WJHTC. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete Phase II transition (about 5,000 sites). 

4C03, AIR/GROUND COMMUNICATIONS INFRASTRUCTURE

FY 2005 Request $13.5M

• Communications Facilities Enhancement – Expansion, C06.01.00

• Communications Facilities Enhancement – Air-to-Ground Communications Radio Frequency 

Interference Elimination, C06.03.00

• Backup Emergency Communications Replacement, C09.00.00 

• Communications Facilities Enhancement – Ultra High Frequency Radio Replacement, 

C06.04.00

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Program Description 

The Air-to-Ground (A/G) Communications Infrastructure Sustainment program enhances operational

efficiency and effectiveness through planned improvements to the A/G communications infrastructure (in

all NAS environments, both en route and terminal). The improvements encompass replacing old and 

increasingly unreliable equipment, associated sites, and facility improvements, including establishing new 

facilities intended to broaden communications coverage. The Communications Facilities Enhancements 

(CFE) program provides new radio control facilities and/or modifies existing facilities to enhance the A/G 

communications between air traffic control and aircraft. The radio frequency interference elimination

program provides modern communication and ancillary equipment to improve operational performance at

select remote communication facilities and eliminate interference from commercial or other radio 

frequency emissions. The ultra high frequency (UHF) radio replacement project replaces aging equipment 

used to communicate with Department of Defense aircraft. The FAA maintains the UHF A/G 

communications service for air traffic control of military operations in the United States. The Backup

Emergency Communications (BUEC) replacement program provides a dedicated channel/sector in place of 

a priority-based, shared outlet system and replaces a 1970s technology system that is logistically 

unsupportable.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet arrival demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by FY 2008. 

Relationship to Performance Target 

This CFE program supports the FAA initiative to provide communications infrastructure to make airspace 

restructuring feasible. It will reduce the number of outages and enhance communications capacity by

replacing aging and increasingly unreliable communications equipment with modern equipment. This

program improves and upgrades associated sites and facilities. In addition, it enables additional capacity by

providing new communications sites to conform to new air traffic patterns.

FY 2003 Program Accomplishments 

• Completed BUEC implementation at two FAA Air Route Traffic Control Centers (ARTCCs).

• Completed source-selection activities for UHF replacement program.

Program Plan FY 2004 – Performance Output Goals 

• Complete BUEC implementation at three ARTCCs. 

• Deliver UHF Radios to Key Site. 

• Provide support to Communications Facilities Enhancement (CFE) critical sites. 

Program Plan FY 2005 – Performance Output Goals 

• Complete BUEC implementation at seven ARTCCs. 

• Install 978 UHF Radios at communications facilities sites. 

• Provide support to CFE critical sites. 

Key Events FY 2006-2009 – Performance Output Goals 

• Install 3,600 UHF Radios. 

• Provide support to CFE critical sites. 

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4C04, VOICE RECORDER REPLACEMENT PROGRAM (VRRP) 

FY 2005 Request $5.1M

• Voice Recorder Replacement Program (VRRP), C23.00-00 

Program Description 

The ongoing VRRP is replacing the aging analog recording systems in all air traffic control facilities 

throughout the NAS with modern digital recording systems. The FAA uses voice-recording systems to

record all voice communications between air traffic controllers and pilots or various ground-based air

traffic control facilities. To date, this program has replaced 453 voice recorders at various locations in the

NAS. The program also serves as the contract vehicle for the FAA to procure voice recorders for new or 

modernized facilities. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Improve efficient air traffic flow over land and sea. 

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

This VRRP project supports the greater capacity goal by improving system reliability and reducing

operational costs by replacing the aging analog recording systems throughout the NAS. It is part of the 

initiative to provide communications infrastructure to make airspace restructuring possible. 

FY 2003 Program Accomplishments 

• Delivered 63 of 530 voice-recording systems to FAA locations throughout the NAS. 

• Provided eight voice recorders to new terminal facilities. 

Program Plan FY 2004 – Performance Output Goals 

• Deliver 50 of 530 recording systems to FAA locations throughout the NAS. 

• Provide nine voice recorders to new terminal facilities. 

• Provide one voice recorder to a new en route facility. 

Program Plan FY 2005 – Performance Output Goals 

• Initiate new procurement for voice recorders in the NAS. 

• Deliver remaining 27 of 530 voice recorders to complete original VRRP mission; future replacement 

requirements are under review by the sponsor.

Key Events FY 2006-2009 – Performance Output Goals 

• Continue replacing aging recorders at a rate of about 75 per year under a new contract. 

4C05, NAS INFRASTRUCTURE MANAGEMENT SYSTEM (NIMS) 

FY 2005 Request $16.0M

• NAS Infrastructure Management System (NIMS) - Phase 2, M-07.02-00

Program Description 

The NIMS supports the FAA's plan for modernizing operations and maintaining the NAS infrastructure.

NIMS capabilities facilitate implementation of new business practices by improving information collection 

and sharing, which ensures continued efficiency and effective NAS operation. NIMS open-system 

architecture replaces the Maintenance Processor Subsystem to provide monitor and control of legacy NAS 

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subsystems. NIMS will also monitor and control ongoing NAS acquisitions as well as provide a NAS-wide

Resource Manager and Event Management (including Logging) Tool. 

NIMS will reduce the time required per maintenance action by both improving equipment maintenance 

history data and increasing capability for remote monitoring and control. The improved equipment

maintenance history not only provides the individual maintenance technician valuable insight for 

troubleshooting and effective preventative and corrective maintenance, but also provides the technician a 

more robust basis for making informed lifecycle decisions regarding equipment. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the current unfunded portion

of the Flight Plan. 

Relationship to Performance Target 

NIMS will reduce equipment downtime due to both improved equipment maintenance history and an 

increased utility remote monitor and control capability. 

FY 2003 Program Accomplishments 

• Completed high-level design of Event Management Tool. 

• Completed consolidation of the General National Airspace System Maintenance Control Center into

the Operations Control Center. 

Program Plan FY 2004 – Performance Output Goals 

• Deploy Event Management Tool to key sites (National Operations Control Center, Midstate

Operations Control Center, Great Plains System Maintenance Office (SMO) and the nine Service 

Centers in the Great Plains SMO line-of-reporting). 

• Complete technology refresh of Maintenance Data Terminals currently operating on SIN 95 operating

system with known inherent security vulnerabilities. 

Program Plan FY 2005 – Performance Output Goals 

• Complete NAS-wide deployment of Event Management Tool to all of the 8,000 personnel in the field

specialist workforce. 

Key Events FY 2006-2009 – Performance Output Goals 

• Connect to 16 NAS legacy systems totaling 3,047 distinct pieces of equipment and sites. 

• Connect to new NAS systems per their waterfall schedules. 

4C06, FLIGHT SERVICE STATION (FSS) MODERNIZATION

FY 2005 Request $1.3M

• Flight Service Facilities – AFSS Facilities Sustainment, F05.03-00

Program Description 

The Automation Flight Service Station (AFSS)/FSS Modernization program improves and modernizes 

flight service facilities to ensure timely and efficient service, as well as a safe working environment for 

flight service specialists, technicians, and other personnel. Projects funded include, but are not limited to:

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• Ceilings, floors, and walls 

• Doors 

• Electrical and power systems

• Fire alarm and detection systems 

• Heating, ventilation, and air-conditioning (HVAC) systems 

• Lightning Protection 

• Grounding, bonding, and shielding 

• Parking lots 

• Fencing 

• Plumbing 

• Roofs 

Future plans for FY05 and beyond for this project will be funding renovations of Flight Service Stations

only in Alaska. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

The AFSS/FSS Modernization program contributes to the FAA’s increased safety goal by upgrading and

modernizing AFSS/FSS infrastructure, which includes, but is not limited to, Uninterruptible Power Systems

(UPS), HVAC systems, roofs, structural improvements, and fire/life/safety, etc. These upgrades ensure 

continued safety for flight service personnel as well as reliable and efficient service. The flight service 

stations accept flight plans and provide weather briefings for pilots. These two services are key safety 

efforts that have a significant role in preventing general aviation accidents. 

FY 2003 Program Accomplishments 

• Completed UPS installations at four sites. 

• Completed HVAC upgrades at seven sites. 

• Completed roof replacements at two sites. 

• Performed minor infrastructure improvements at 43 sites, including lighting upgrades, carpet 

replacements and Americans with Disabilities Act (ADA) improvements. 

• Procured power-conditioning systems for the AFSS to alleviate power problems, accommodate any 

new load requirements from future systems, and ensure reliable service. 

Program Plan FY 2004 – Performance Output Goals 

• Complete UPS installations at five sites. 

• Complete HVAC upgrades at four sites. 

• Complete roof replacements at three sites. 

• Perform minor improvements at 20 sites, including carpet replacements, lighting upgrades, and ADA 

improvements. 

• Procure power-conditioning systems for the AFSS to alleviate power problems, accommodate any new 

load requirements from future systems, and ensure reliable service. 

Program Plan FY 2005 – Performance Output Goals 

• Complete facility rehabilitation at one Alaska FSS. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete UPS installations at Alaska sites. 

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• Complete HVAC upgrades at Alaska sites. 

• Complete roof replacements at Alaska sites. 

• Perform minor improvements at Alaska sites, including carpet replacements, lighting upgrades, and 

ADA improvements. 

• Procure power-conditioning systems for the AFSS to alleviate power problems, accommodate any new 

load requirements from future systems, and ensure reliable service. 

4C07, FSAS OPERATIONAL AND SUPPORTABILITY IMPLEMENTATION SYSTEM 

(OASIS) 

FY 2005 Request $10.2M

• Operational and Supportability Implementation System (OASIS) for Flight Service 

Automation System (FSAS), A07.00-00 

Program Description 

The OASIS replaces the existing Flight Service Station Automation system (FSAS). It enables flight 

service specialists to provide weather and flight information more efficiently to general aviation pilots. The 

existing FSAS equipment is 1970s technology and is difficult to maintain and support. OASIS will provide 

software based on modified commercial-off-the shelf (COTS) products/non-development items and leased

COTS hardware service that replaces all FSAS hardware and software. This will enhance the current FSAS 

operational capabilities and incorporate the Integrated Graphic Weather Display System. New ergonomic

equipment consoles will also be installed. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

The FSAS OASIS program contributes to the FAA safety goal by enabling flight service specialists to 

provide improved weather and flight planning information to pilots by using enhanced functional

capabilities, integrated graphic weather displays, and direct user access. 

FY 2003 Program Accomplishments 

• Installed OASIS systems at 11 new AFSS, for a total of 13 AFSSs and three support sites. 

• Completed software upgrades to increase efficiency and functionality for configuration at Traffic

Management Units hub, and lab facilities. 

Program Plan FY 2004 – Performance Output Goals 

• Install OASIS systems at five new AFSSs, for a total of 18 AFSSs. 

• Install new replacement consoles at up to eight AFSSs. 

Program Plan FY 2005 – Performance Output Goals 

• Sustain OASIS lease service at 26 AFSSs. 

Key Events FY 2006-2009 – Performance Output Goals 

• Procure and install remaining OASIS systems. 

• Procure and install remaining new replacement consoles. 

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4C08, WEATHER MESSAGE SWITCHING CENTER REPLACEMENT (WMSCR) 

FY 2005 Request $1.0M

• WMSCR Transition, C03.01-00 

Program Description 

The WMSCR equipment is becoming obsolete and cannot provide weather products beyond 2005 to the 

NAS. This technology from the mid-1980s is beyond lifecycle support. Spare parts are virtually

exhausted, and there are no substitutable parts beyond the two spare units held in inventory. FAA 

regulations require pilots to obtain current and forecast destination weather before departure. A WMSCR

failure will result in nationwide air carrier delays. The upgrade will ensure WMSCR system availability 

and maintainability through 2010 and will also provide a 200 percent increase in system capacity. 

The WMSCR transition program will upgrade processors, output devices, display screens, and backup 

systems. Software will also be upgraded to commercially supportable versions. This will allow pilots 

quick and accurate access to weather data and Notices to Airmen (NOTAMS), which they require. A 

contract was awarded in July of FY 2002 for four new systems. Three systems will be installed in FY

2004, and the final installation will be in FY 2005. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

The WMSCR upgrade delivers weather products and services to the NAS. These services include weather 

product retrieval, processing, and distribution. Also included is NOTAM retrieval and distribution. These 

services are critical to safe operation of the NAS. 

 

4C09, ELECTRICAL POWER SYSTEMS – SUSTAIN/SUPPORT 

FY 2005 Request $45.0M

• Power Systems Sustained Support, F11.00-00 

Program Description 

The continuous Power Systems Sustained Support program sustains and replaces the existing power system

structure to improve overall electrical power quality, reliability, and availability. The program fully 

supports NAS operational requirements. The program achieves improvements through integrated efforts 

involving requirements definition, new technology evaluation, cost-benefit analyses, system design, 

acquisition, transition/integration, and sustainment activities. Particular focus is on power system designs

that support cost-effective lifecycle maintainability. Major program elements include: replacement of 

obsolete engine generators, replacement of power-conditioning systems, replacement of deteriorated

batteries associated with existing emergency power and power-conditioning systems, replacement of 

underground power cable, and replacement and upgrades to lightning protection and grounding. Reliability 

and availability of the power system infrastructure are not keeping pace with the accelerating demand for 

crucial NAS services and deployment of power-sensitive, new technology-based equipment. Of about

3,000 engine generators, more than 80 percent exceed their 20-year estimated service life. Also, 285 of 587

power-conditioning systems exceed their estimated service life of 10 years. Modern air traffic control

systems, such as the Standard Terminal Automation Replacement System and other systems identified in

the Operational Evolution Plan (OEP), require more stringent lightning protection and grounding. 

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Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

The Power Systems Sustained Support program contributes to the FAA greater capacity goal of improving 

efficient air traffic flow over land and sea by significantly improving standby power systems and reducing

NAS equipment outage delays (en route and terminal) due to primary power outages. This program will 

also enhance training of power-system maintenance personnel, improve efficiency, and increase the safety 

of FAA employees working on power projects. 

FY 2003 Program Accomplishments 

• Sustained existing NAS power systems at about 100 facilities by replacing engine generators; 

replacing power cable; installing a direct current bus system; replacing batteries; and upgrading 

lightning protection, grounding, bonding, and shielding. 

Program Plan FY 2004 – Performance Output Goals 

• Develop a scalable and national standard NAS power system design. 

• Complete battery replacement at three Large Terminal Radar Approach Control facilities. 

• Complete Uninterrupted Power Supply replacement at three OEP sites. 

• Sustain existing NAS power systems at about 100 facilities by replacing engine generators; replacing

power cable; installing a direct current bus system; replacing batteries; and upgrading lightning

protection, grounding, bonding, and shielding. 

Program Plan FY 2005 – Performance Output Goals 

• Complete Training/Operational Support Facility at Oklahoma City, OK. 

• Sustain existing NAS power systems at about 100 facilities by replacing engine generators; replacing

power cable; installing a direct current bus system; replacing batteries; and upgrading lightning

protection, grounding, bonding, and shielding. 

Key Events FY 2006-2009 – Performance Output Goals 

• Sustain existing NAS power systems at about 400 facilities by replacing engine generators; replacing

power cable; installing a direct current bus system; replacing batteries; and upgrading lightning

protection, grounding, bonding, and shielding. 

4C10, NATIONAL AIRSPACE SYSTEM RECOVERY COMMUNICATIONS (RCOM) 

FY 2005 Request $10.0M

• Command and Control Communications (C3), C18.00-00

Program Description 

The RCOM program provides the FAA the command and control communications capability to directly

manage and operate the NAS during regional or local emergencies when normal common-carrier

communications are interrupted. The NAS Command Control Communications (C3) program provides and 

enhances a variety of fixed-position, portable, and transportable C3 systems to support emergency

operations. Such C3 systems include the automatic digital network/defense messaging system; secure 

telephone unit third generation/secure telephone equipment; secure facsimile; very high frequency

(VHF)/Frequency Modulated (FM), high-frequency single-side band; satellite telephone network; wireless

notification system; secure conferencing system; and communications support teams. These systems can

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operate independently of commercial communications in emergency situations. C3 also modernizes 

several “continuity of operations” sites, which ensures FAA executives command and communication 

during times of crisis. 

Relationship of Program to DOT Strategic Goal, Objective, and Performance 

Target 

• DOT Strategic Goal – Security. 

• DOT Objective 1 – Support and implement U.S. security strategies and plans related to 

transportation. 

Relationship to Performance Target 

The RCOM program contributes to the FAA’s security goal by ensuring that during emergencies the FAA’s 

C3 structure can provide time-critical public and NAS information for the Administrator. The 

Administrator shares this information with staff, key regional managers, the Secretary of Transportation, 

and other national-level executive personnel. 

FY 2003 Program Accomplishments 

• Awarded the VHF/FM contract to Motorola. 

• Completed VHF/FM Key Site testing and facility Joint Acceptance Inspection. 

• Accomplished VHF/FM In-Service Decision Milestone. 

• Developed VHF/FM operational test network. 

• Developed VHF/FM Interim Maintenance Notice and Memorandum of Agreement with Professional

Airways Systems Specialists.

• Procured VHF/FM equipment for Pacific Desert System Maintenance Office (SMO), Desert to the Sea 

SMO, Liberty SMO, and Miami SMOs. 

• Modernized the Washington Operations Command Complex. 

• Tested and implemented wireless notification system equipment at three of more than 30 sites. 

• Procured wireless notification system software for 30 sites. 

• Implemented 105 of 174 Secure Telephone Equipment (STE) systems. 

• Modernized classified facilities as required. 

• Implemented two automated message-handling systems. 

Program Plan FY 2004 – Performance Output Goals 

• Continue engineering and procurement of VHF/FM requirements. 

• Implement the following VHF/FM equipment. 

1. 90 repeaters 

2. 14 high-powered base stations

3. 105 low-powered base stations

4. 500 mobile units 

5. 175 Antennas 

6. More than 1,000 handheld radios

• Complete development of FAA VHF/FM training curriculum at FAA Aeronautical Center. 

• Design and install defense messaging system network.

• Enhance and upgrade the communications support team capabilities. 

• Complete implementation of 69 STE systems. 

• Complete current modernization plans of the Remote Transmitter Receiver (RTR). 

Program Plan FY 2005 – Performance Output Goals 

• Procure and implement additional VHF/FM radio equipment.

• Upgrade and enhance satellite telephone network phones. 

• Deliver additional secure conferencing systems as required.

• Continue the modernization of classified facilities. 

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• Implement remaining portable and fixed satellite systems. 

Key Events FY 2006-2009 – Performance Output Goals 

• Implement Pre-Planned Product Improvement. 

• Continue modernization of classified facilities. 

• Support communication support teams as required.

• Complete deployment of VHF/FM network.

• Complete procurement of C3 high-frequency systems. 

4C11, AERONAUTICAL CENTER INFRASTRUCTURE MODERNIZATION

FY 2005 Request $8.5M

• Aeronautical Center Infrastructure Modernization, F18.00-00 

Program Description 

The Aeronautical Center Infrastructure Modernization program supports FAA Training, Logistics, 

Engineering, Research, and Regulation and Certification programs. This program upgrades and/or 

renovates aging facilities and infrastructure at the Mike Monroney Aeronautical Center (MMAC). The 

addition of new equipment to the FAA's inventory, coupled with existing NAS support requirements, 

increases the need to maintain suitable space at the Aeronautical Center to house NAS support functions.

In addition to facilities, the related infrastructure – such as storm sewers, water lines, and

telecommunications equipment – must be upgraded. The center has 81 buildings (49 owned by the FAA,

32 leased to the FAA by the Oklahoma City Airport Trust, and 31 other structures, with approximately 

three million square feet under roof. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the Agency expects to fund at least 75 percent of the current unfunded portion 

of the Flight Plan. 

Relationship to Performance Target 

The Aeronautical Center Infrastructure Modernization program improves efficiency and effectiveness by 

updating facilities and support infrastructure to meet the need of mission support organizations located at 

the Aeronautical Center. Efficiencies in logistics support translate to the right part in the right place to

support the NAS. Efficiencies in aviation training infrastructure translate to more effective student

training. Efficiencies in aviation research translate to improved understanding of the impact of human

factors on aviation personnel and safer skies. 

FY 2003 Program Accomplishments 

• Submitted to procurement for public bid and award the construction of third phase of the Logistics 

Support Facility (LSF) structural upgrade. 

• Began design for fourth phase of LSF construction; completed industrial engineering study for final 

units. 

• Installed telecommunications equipment, telephone system cabling, network equipment, and NORTEL 

telephone switch upgrade. 

• Designed second through fourth construction phase of Building 13 renovation; submitted project to

procurement for public bid and award for construction.

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Program Plan FY 2004 – Performance Output Goals 

• Complete third phase of the LSF structural upgrade; complete design for final phase and begin fourth

phase of construction. 

• Provide telecommunications upgrades; install telecommunications equipment.

• Design and award third construction phase of Building 13 renovation.

• Design Aviation Records building renovation.

• Design storm-sewer expansion. 

Program Plan FY 2005 – Performance Output Goals 

• Complete design and construction of remaining phase of LSF structural upgrade. 

• Award construction contract for last phase of Building 13 renovation. 

• Accomplish upgrades to telecommunications systems and equipment.

• Begin first phase of storm-sewer construction upgrades. 

• Design first floor of Air Navigation Facility #2 renovation.

• Design Flight Inspection building renovation.

Key Events FY 2006-2009 – Performance Output Goals 

• Complete Building 13 final phase of renovation construction. 

• Complete first floor renovation of Air Navigation Facility #2. 

• Complete telecommunications upgrades. 

• Complete first phase of storm-sewer expansion.

• Design and complete Multipurpose Building phased renovation.

4C12, FREQUENCY AND SPECTRUM ENGINEERING

FY 2005 Request $3.6M

• NAS Spectrum Engineering Management – NAS Spectrum Engineering Sustained Support,

M15.01-00 

• NAS Spectrum Engineering Management – Frequency Interference Support/Resolution,

M15.02-00. 

Program Description 

These NAS Spectrum Engineering Management projects provide spectrum engineering and frequency

management under the Capital Investment Plan for all FAA projects and facilities using radio frequencies. 

Prominent projects include advancing civil aviation interests in developing and coordinating the U.S.

position for the 2007 World Radio Communication Conference; ensuring protection of aeronautical safety 

service radio spectrum; conducting frequency and spectrum studies for the International Civil Aviation 

Organization to protect frequency bands of the Global Navigation Satellite System; and supporting efforts 

to modernize and develop equipment for more efficient radio frequency engineering capabilities that focus 

on reducing air traffic delays. Also, this funding maintains the frequency database management program

model and provides spectrum management guidance to FAA personnel in national and international

forums. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en route travel times among the eight major

metropolitan areas. 

Relationship to Performance Target 

This NAS Spectrum Engineering Management program will improve capacity by providing information on

availability of radio frequencies to implement high-altitude airspace redesign to reduce congestion; modify 

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separation standards and procedures to allow more efficient use of congested airspace; implement real-time

use of special use airspace; and redesign oceanic airspace to improve capacity. 

4C13X, ALASKAN NAS INTERFACILITY COMMUNICATIONS SYSTEM (ANICS) 

FY 2005 Request $0.0M

• Establish Alaskan NAS Interfacility Communications System (ANICS) Satellite Network - 

Phase II, C17.01-01 

Program Description 

The Alaskan NAS Interfacility Communications System (ANICS) program replaces leased commercial

communications circuits in Alaska with FAA-owned satellite earth stations and leased satellite

transponders to provide reliable telecommunications services at locations where the FAA has historically 

experienced poor telecommunications performance. The increase of telecommunications availability

through ANICS implementation corresponds to a direct increase in availability of the NAS and improves 

air safety in Alaska. 

ANICS Phase I facilities provide communications that are available 99.99 percent of the time (no more

than 53 minutes of service outage a year) by using two sets of equipment and two satellites in parallel. This 

level of service is used for communicating with en route aircraft and for transporting radar data showing

aircraft location and separation. The service is critical for successful control of airspace and aircraft. 

ANICS Phase II facilities provide communications available 99.9 percent of the time (less than 8 hours of 

outage per facility per year) by using one set of equipment and one satellite. This level of service is used 

for aircraft pilot-to-Flight Service Station communications, for transmission of weather information, and 

for remote maintenance monitoring and control of air navigation aids. These services are considered

essential for the successful control of airspace and aircraft. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 3 – Reduce accidents in Alaska. 

• FAA Performance Target – Reduce accidents in Alaska for general aviation and all Part 135 

operations by 20 percent by FY 2008 (from the 2000-2002 average of 130 accidents per year to no 

more that 104 accidents per year). 

Relationship to Performance Target 

ANICS supports FAA’s strategic goal of increased safety and the objective of reducing accidents rates in 

Alaska by improving communications availability. 

• ANICS Phase I has successfully improved regional en route remote air-ground communications.

Communications line outages were reduced from 1,639 hours in 1996 (commercial circuits) to less 

than 70 hours for all facilities in FY 2002 (ANICS circuits). 

• ANICS Phase II facilities will provide 99.9 percent circuit availability, improving availability of

essential telecommunications by more than 20 times compared to the existing commercial service. 

This dramatic increase in telecommunications availability corresponds to a direct increase in availability of

NAS services in Alaska. Air safety is improved by minimizing outages for critical and essential 

communications between pilots and air traffic controllers. Reliable communications between FAA 

facilities improve dissemination of air traffic movement and weather information, provide higher-quality

radar data, and allow maintenance personnel to monitor and control FAA air navigation equipment. This

equipment is spread out across the 570,370 square miles of the largest state in the union, one-fifth the size

of the contiguous 48 states. 

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FY 2003 Program Accomplishments 

• Readied two Phase II ANICS facilities for acceptance.

• Began construction of three new Phase II ANICS facilities. 

• Resolved Occupational Safety and Health Administration discrepancies on radome climbing system 

and radome top-cap configuration. 

• Reduced the cost of ANICS space segment services by almost 50 percent through competitive

contracting; the new contract will be awarded in October 2003. 

Program Plan FY 2004 – Performance Output Goals 

• Install four new Phase II ANICS facilities. 

• Accept and bring seven Phase II ANICS facilities online. 

• Correct Joint Acceptance Inspection discrepancies. 

• Cut over existing circuits to new ANICS facilities.

Program Plan FY 2005 – Performance Output Goals 

•   Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

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ACTIVITY 5. IMPROVE THE EFFICIENCY OF 

MISSION SUPPORT 

5A01, NAS IMPROVEMENT OF SYSTEM SUPPORT LABORATORY

5A02, WILLIAM J. HUGHES TECHNICAL CENTER FACILITIES

FY 2005 Request $13M

• System Support Laboratory Sustained Support, F14.00-00 

Program Description 

The William J. Hughes Technical Center (WJHTC) System Support Laboratory provides the environment 

to implement, test, and integrate new systems into the NAS. Once accepted, the systems become part of 

the FAA’s test bed and are used to support the operational field sites over the lifecycle of the operational

systems. This program provides the Facilities & Equipment funding to sustain the Agency’s centralized

test bed infrastructure. These test beds consist of the En Route System Support Facility; Terminal System

Support Facility; Oceanic System Support Facility; Flight Service Station and Weather Systems;

Communications Systems; Radar Systems; Navigation and Tracking Systems; Target Generator Facility;

Cockpit Simulation Facility; Human Factors Laboratory; and the fleet of specially instrumented aircraft. 

The test beds are also used for field support to the Operational Sites and for developmental activities

associated with Research and Development programs. Maintaining a centralized core of test beds reduces

the overall cost to the FAA and increases the efficiency of all phases of program activities. Centralized test 

beds ensure that the highly capable services of the WJHTC are available when needed by the individual

programs. 

The Improvement of the System Support Laboratory Program upgrades and enhances the test beds. It also

procures unique equipment and systems with the flexibility to interface and switch the various systems into

multiple test and field support configurations. Without this flexibility, numerous separate system

configurations would need to be created, which would undermine the cost-efficient concept of centralized 

test beds. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the currently unfunded Flight

Plan. 

Relationship to Performance Target 

This centralized set of systems and equipment forms the FAA's research, development, testing, and field

support infrastructure. With this system centralization, there is no need for each Integrated Product

Team/Business Unit to establish and maintain the infrastructure to support their individual programs and 

fielded systems. It also provides the FAA the ability to evaluate concepts and programs that span more 

than one domain of the NAS (e.g., Operational Evaluation Plan (OEP), Free Flight, Y2K). The overall cost 

to the FAA is therefore kept to a minimum. A centralized knowledge base can also integrate across

program lines and move easily among concept exploration, development, implementation, and field support

activities. 

FY 2003 Program Accomplishments 

• Sustained the facilities that comprise the FAA’s System Support Laboratories. 

• Provided the test beds needed by FAA programs in meeting their goals. 

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Program Plan FY 2004 – Performance Output Goals 

• Sustain the facilities that comprise the FAA’s System Support Laboratories. 

• Provide the test beds needed for FAA programs in meeting their goals. 

Program Plan FY 2005 – Performance Output Goals 

• Sustain the facilities that comprise the FAA’s System Support Laboratories. 

• Provide the test beds for FAA programs in meeting their goals. 

Key Events FY 2006-2009 – Performance Output Goals 

• Sustain the facilities that comprise the FAA’s System Support Laboratories. 

• Provide the test beds for FAA programs in meeting their goals. 

5A03, WILLIAM J. HUGHES TECHNICAL CENTER INFRASTRUCTURE SUSTAINMENT

FY 2005 Request $4.3M

• William J. Hughes Technical Center Building and Plant Support, F16.00-00

Program Description 

The FAA William J. Hughes Technical Center owns and operates about 1.58 million square feet of test and 

evaluation, research and development, and administrative facilities, plus numerous project test sites. The 

value of the buildings and infrastructure is estimated to be about $186.5 million. The FAA must have an

annual program for capital improvements and modernization of these buildings and supporting

infrastructure. Example projects include: (1) replacing old heating, ventilation, and air-conditioning

systems; (2) upgrading the water distribution systems; and (3) upgrading fire-suppression systems to 

modern standards. The average annual expenditure to sustain the Technical Center is about 2.6 percent of

the Center's value. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the currently unfunded Flight

Plan. 

Relationship to Performance Target 

Infrastructure Sustainment at the William J. Hughes Technical Center will improve operational efficiency

and effectiveness by replacing old systems and equipment before serious problems occur. This line item

will update facilities and facility support systems to ensure that the laboratories and other facilities operate

properly and can handle utility loads of the systems being tested. It will also reduce energy consumption 

on a per square foot basis. Since the Technical Center plays a key role in developing and testing new

equipment that will be used in the NAS, it is critical that the facilities operate efficiently. Technical Center 

effectiveness in testing and approving equipment reduces delays in implementation and the costs of delays. 

FY 2003 Program Accomplishments 

• Completed Building 300 interior upgrade design. 

• Completed Building 301 exterior glazing replacement design. 

• Completed Building 301 heating, ventilation, and air-conditioning (HVAC) replacement design. 

• Completed Building 214 (R&D Area) Expansion project. 

 

Program Plan FY 2004 – Performance Output Goals 

• Replace primary mechanical equipment in Building 300 (Phase 1). 

• Make water distribution system improvements. 

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• Perform Building 303 fire-suppression upgrades. 

• Replace Building 300 primary electrical cables. 

Program Plan FY 2005 – Performance Output Goals 

• Expand existing energy management system. 

• Replace one chiller in the Central Utilities Plant. 

• Complete repaving design of Amelia Earhart Blvd. 

• Upgrade Building 301 elevators and heating system. 

• Upgrade primary electrical distribution system. 

Key Events FY 2006-2009 – Performance Output Goals 

• Complete Phase 2 of the Building 300 mechanical equipment replacement program.

• Renovate Building 275 and expand Building 277. 

• Replace motor control centers in the Technical Building. 

• Complete roadway improvements at the Technical Center. 

• Remediate the Technical Center’s storm-water system. 

• Replace electrical transformers at various Technical Center facilities. 

• Replace radio communications system. 

• Renovate Building 316. 

5A04, EN ROUTE COMMUNICATIONS AND CONTROL FACILITIES IMPROVEMENTS

FY 2005 Request $1.0M

• Continued General Support – Regional Projects, M08.05-00

Program Description 

The En Route Communications and Control Facilities Improvements program upgrades and/or refurbishes 

operating positions in airport control towers; upgrades flight service station consoles; installs additional 

operating positions; replaces broken cab glass; replaces remote air/ground communications systems;

renovates navigational aids, such as runway end identifier lights; and upgrades outer marker facilities.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through FY 2008, increase the number of flights arriving within 15 

minutes of schedule at the 35 OEP airports by 7 percent, as measured from the 3-year FY 2000-

2002 baseline. 

Relationship to Performance Target 

The Regional Projects program contributes to the FAA’s greater capacity goal by maintaining NAS 

equipment to minimize outages that would result in delays and, correspondingly, decreased capacity. It 

also funds projects such as adding new air traffic control positions, which enables increased capacity. 

FY 2003 Program Accomplishments 

• Installed Air Traffic Control Beacon Interrogator (ATCBI) at Kona International Airport, Hawaii. 

• Purchased and installed a constant voltage transformer at Nogales, CA, to correct power sags,

fluctuations, and outages. 

• Installed six additional airport traffic control tower (ATCT) operating positions. 

• Replaced/improved two heating, ventilation, and air-conditioning (HVAC) systems. 

• Refurbished/improved 34 ATCT facilities. 

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• Relocated/upgraded various localizers, Instrument Landing Systems (ILS), Medium Intensity

Approach Lighting System with Runway Alignment Indicator Lights (MALSR), Runway End

Identifier Lights (REIL), and Glide Slope facilities. 

• Established/improved en route communications operating positions. 

• Established Air Route Traffic Control Center (ARTCC) Sectorization. 

• Installed two Remote center air/ground (RCAG) antenna towers. 

• Installed Occupational Safety and Health Administration (OSHA)-approved safety devices on ATCBI6 antennas. 

• Provided Automatic Terminal Information Service to five locations. 

• Provided Terminal Radar improvements for two locations. 

Program Plan FY 2004 – Performance Output Goals 

• Install additional ATCT operating positions. 

• Replace/improve HVAC systems. 

• Refurbish/improve 39 ATCT facilities. 

• Relocate/upgrade various localizers, ILS, MALSR, REIL, and Glide Slope facilities. 

• Establish/improve en route communications operating positions. 

• Establish ARTCC Sectorization. 

• Install RCAG antenna towers. 

• Install OSHA-approved safety devices on ATCBI-6 antennas. 

• Provide Automatic Terminal Information Service to several locations. 

• Provide Terminal Radar improvements for two locations. 

Program Plan FY 2005 – Performance Output Goals 

• Install additional ATCT operating positions. 

• Replace/improve HVAC systems. 

• Refurbish/improve 39 ATCT facilities. 

• Relocate/upgrade various localizers, ILS, MALSR, REIL, and Glide Slope facilities. 

• Establish/improve en route communications operating positions. 

• Establish ARTCC Sectorization. 

• Install RCAG antenna towers. 

• Install OSHA-approved safety devices on ATCBI-6 antennas. 

• Provide Automatic Terminal Information Service to several locations. 

• Provide Terminal Radar improvements for two locations. 

Key Events FY 2006-2009 – Performance Output Goals 

• Install additional ATCT operating positions. 

• Replace/improve HVAC systems. 

• Refurbish/improve 39 ATCT facilities. 

• Relocate/upgrade various localizers, ILS, MALSR, REIL, and Glide Slope facilities. 

• Establish/improve en route communications operating positions. 

• Establish ARTCC Sectorization. 

• Install RCAG antenna towers. 

• Install OSHA-approved safety devices on ATCBI-6 antennas. 

• Provide Automatic Terminal Information Service to several locations. 

• Provide Terminal Radar improvements for two locations. 

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5A05, DOD/FAA FACILITIES TRANSFER

FY 2005 Request $1.2M

• DoD/FAA ATC Facility Transfer/Modernization – Original Program, F04.01-00

Program Description 

The Department of Defense (DoD) Facility Transfer program involves transitioning DoD land and facilities

used for air traffic control to FAA, when DoD bases are closed. In some cases, the DoD facilities were 

functioning as part of the national air traffic control system; in other cases, FAA facilities are located on

land that was under DoD control. The FAA must renovate DoD air traffic facilities to make them function 

properly as an FAA facility, and the FAA must request transfer of land or purchase a new site when bases

are closed and the land is given to local communities. Examples of project activities include: 

• Engineered, constructed, and certified multiple digital, fiber optics, and/or microwave systems 

supporting the Los Angeles International Airport, including: 

3⁄4 Paso Robes, CA, air route surveillance radar (ARSR-4)

3⁄4 Vandenburg, CA (ARSR-4) 

3⁄4 Vandenburg, CA, Next Generation Weather Radar 

• Provided support for transfer of air traffic operations at the Fort Sill, OK, Army Radar Approach 

Control.

• Engineered, constructed, and certified multiple digital and/or fiber-optics systems supporting the 

Anchorage airport, including: 

3⁄4 Pt. Lay, AK, automated weather observing system 

3⁄4 Pt. Lay, AK, non-directional radio beacon 

3⁄4 Pt. Lay, AK, remote communications outlet 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Achieve an airport arrival efficiency rate of 96 percent at the 35 

OEP airports by FY 2008. 

Relationship to Performance Target 

This program increases the reliability of equipment and ensures that it remains in operation after DoD base 

closures. Improved operational availability prevents aviation delays. 

5A06, TERMINAL COMMUNICATIONS – IMPROVE

FY 2005 Request $1.1M

• Terminal Communications – Improve, M08.05-00 

Program Description 

The FAA must continually upgrade and improve various terminal communications facilities and 

equipment. Communications facilities, such as remote transmitter/receiver sites, enable continuous,

reliable air-to-ground communication between controllers and pilots. When new air traffic control sectors

are established to handle increased traffic and airspace realignment, new communications equipment and 

additional flight data input/output devices must be installed. In addition, existing communications facilities

must be improved, modernized, and relocated to ensure the reliability of communications. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

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• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the 3-year

FY 2000-2002 baseline. 

Relationship to Performance Target 

The Terminal Communications project improves communications links for air traffic control into and out

of airports. Preventing problems with communications systems can prevent delays at airports, which affect 

on-time performance of air carriers.

5A07, NAVIGATION AND LANDING AIDS – IMPROVE

FY 2005 Request $4.4M

• Navigation and Landing Aids – Improve, M08.05-00 

Program Description 

This program upgrades and replaces navigational and landing aids that are destroyed or that do not function 

with acceptable reliability. Every year, a few navigation and landing aids are destroyed, such as the Very

High Frequency Omnidirectional Range system recently destroyed by the wildfires in Southern California. 

In addition, airspace redesign and other operational changes can require relocation of a navigation aid or 

installation of a new one. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target 

The Navigation and Landing Aids – Improve project provides the funding to continually upgrade and

improve existing systems that pilots use for navigation and landing. Ensuring that damaged navigation and

landing aids are repaired and that some aids are relocated to accommodate traffic demands prevents delays

and improves system capacity. 

5A08, FEDERAL AVIATION ADMINISTRATION BUILDINGS AND EQUIPMENT

FY 2005 Request $11.0M

• A, Modernize/Improve FAA Buildings and Equipment Sustain Support, F12.00-00

• B, Seismic Safety Risk Mitigation, F12.01-01

A, MODERNIZE/IMPROVE FAA BUILDINGS AND

EQUIPMENT SUSTAIN SUPPORT, F12.00-00 

Program Description 

This program extends the service life of FAA buildings and equipment, which reduces maintenance costs 

and energy consumption. Through timely building and equipment maintenance, the FAA will avoid

increased operations funding for future repair or replacement of damaged equipment. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

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• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target

The FAA Buildings and Equipment project contributes to the FAA’s greater capacity goal by refurbishing

and upgrading existing FAA-owned facilities. The facilities house electronic equipment that must be 

protected from weather hazards, radio interference, and unauthorized entry. Thus, buildings require routine

maintenance and upgrading to prevent equipment failures, which can create air traffic delays. 

FY 2003 Program Accomplishments 

• Supported the OEP to sustain navigation aids (Navaids) and General NAS facilities at the benchmark

airports. 

• Completely refurbished five unstaffed facilities. 

• Installed 10 engine generators. 

• Replaced 10 shelters. 

Program Plan FY 2004 – Performance Output Goals 

• Support the OEP to sustain Navaids and General NAS facilities at the benchmark airports. 

• Completely refurbish at least five unstaffed facilities. 

• Install a minimum of 10 engine generators. 

• Replace a minimum of 10 shelters. 

Program Plan FY 2005 – Performance Output Goals 

• Support the OEP to sustain Navaids and General NAS facilities at the benchmark airports. 

• Completely refurbish at least five unstaffed facilities. 

• Install a minimum of 10 engine generators. 

• Replace a minimum of 10 shelters. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue to upgrade the most in-need/critical facilities. 

• Support the OEP to sustain Navaids and General NAS facilities at the benchmark airports. 

• Completely refurbish at least five unstaffed facilities annually. 

• Install a minimum of 10 engine generators annually. 

• Install a minimum of 10 shelters annually. 

• Continue power and heating, ventilation, and air-conditioning upgrades/replacements to facilitate

installation of new equipment, as appropriate. 

• Reduce the deferred maintenance backlog.

B, SEISMIC SAFETY RISK MITIGATION, F12.01-01 

Program Description 

The Seismic Safety Risk mitigation program identifies unacceptable seismic safety hazards at FAA- owned 

and -leased buildings and seeks to have the risks mitigated under Executive Order 12941, DOT Seismic 

Policy SS-98-01, and seismic safety standards published by the Federal Emergency Management

Administration and the National Institute of Standards and Technology. The program also seeks to inform 

FAA Product Teams, facility managers, building engineers, and real-estate contracting officers of required 

seismic safety standards and provide subject-matter expertise. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 1 – Increase airport capacity to meet projected demand. 

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• FAA Performance Target – Sustain operational availability at 99 percent for the reportable 

facilities that support the 35 OEP airports. 

Relationship to Performance Target

The benefits of the Seismic Safety Risk Mitigation program include safeguarding FAA personnel who 

operate and maintain the Air Traffic Control system and preventing catastrophic failure of the NAS 

infrastructure.

FY 2003 Program Accomplishments 

• Conducted seismic evaluations at four Air Route Traffic Control Centers (ARTCC). 

• Briefed six product teams regarding required seismic standards for equipment design and installation. 

• Prepared seismic safety resource material for distribution to building occupants and management. 

• Participated in resolution of National Air Controllers Association safety inspection issue resolution for 

three NAS equipment installation programs. 

• Submitted seismic safety requirements for inclusion in Acquisition Management System (AMS) /FAA 

Acquisition System Toolset. 

• Maintained required liaison with DOT Seismic Safety Office and responded to requests for technical 

information regarding FAA seismic safety concerns and issues. 

Program Plan FY 2004 – Performance Output Goals 

• Conduct evaluations at three ARTCCs and one Combined Center and Radar Approach Control Facility

to determine whether unacceptable seismic risks exist at those facilities. 

• Brief product teams regarding required seismic standards for equipment design and installation. 

• Provide subject-matter expert support to real-estate contracting officers.

• Conduct detailed technical training at each Regional Office, the FAA Academy, William J. Hughes 

Technical Center, Engineering Center, and FAA Headquarters. 

• Incorporate findings of seismic evaluations into facility maintenance and modernization plans 

wherever possible.

• Maintain required liaison with DOT Seismic Safety Office. 

• Distribute seismic safety materials to building occupants and management. 

Program Plan FY 2005 – Performance Output Goals 

•   Not Applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

5A09, AIR NAVIGATIONAL AIDS AND ATC FACILITIES (LOCAL PROJECTS) 

FY 2005 Request $2.3M

• Continued General Support - Air Navigation Aids Facilities – Local Projects, M08.04-00

Program Description 

The Local Projects program funds minor site-specific adjustments and unplanned emergencies that demand

immediate action. Local emergency actions are crucial to restore air traffic control equipment, 

communications, surveillance, and weather operational facilities that have been damaged or destroyed. In 

addition, the FAA must modify facilities and equipment to accommodate engineering changes to 

commissioned air navigation and air traffic control facilities. The local modifications include reconfiguring

air traffic control positions in control towers and Air Route Traffic Control Centers; raising or relocating

air/ground communications antennas to reduce frequency interference; correcting fire hazards; improving

security; and restoring lost service caused by major storms that do not qualify as disasters. 

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Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the 3-year

FY 2000-2002 baseline. 

Relationship to Performance Target 

Local projects contribute to the FAA’s greater capacity goal by quickly allowing emergency adjustments to

the NAS and facilities, which mitigates equipment outages that would result in delays and decreased 

capacity. 

5A10, COMPUTER-AIDED ENGINEERING GRAPHICS (CAEG) MODERNIZATION

FY 2005 Request $0.8M

• Computer-Aided Engineering Graphics (CAEG) Replacement, F-17.00-00 

Program Description 

The CAEG Modernization program contributes to the success of the FAA's mission by providing reliable

computer-aided engineering graphics tools and quality customer service while controlling costs. The tools 

used to generate, manipulate, store, and retrieve engineering drawings are critical to successfully manage 

change in a fluid environment. Every program in the FAA’s CIP utilizes the CAEG to analyze, manage, 

and integrate its products into the NAS. The CAEG analytical capabilities and the underlying repository of

information provide an indispensable means to conduct spatial analyses. This capability aids in 

determining the effects of restructuring the NAS architecture to help expedite implementation of the

Capital Investment Plan. By overlaying radio frequency coverage patterns, political boundaries, sector

boundaries, flight trajectories, etc., the service and political ramifications of the redesign of the NAS 

Architecture can be played out as part of the planning process within minutes. 

The analytical features of the CAEG system make it a key requirement to quickly isolate radio frequency 

interference sources that impede air traffic services. Analysis of the airspace and radio communications

environment permits the FAA to avoid cost. These tools and services serve as a screening tool to isolate

the cause of interference reported by the flying community and allow for its mitigation.

The CAEG program drawing management repositories mitigate implementation errors and expedite joint

acceptance inspection, which allows the FAA to accept and operate the installed NAS equipment. This is

accomplished by providing a solid base of information and engineering drawings that the national program

offices and local implementation engineers can use. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Deliver quality customer service while controlling costs. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the currently unfunded Flight

Plan. 

Relationship to Performance Target 

The CAEG program contributes to the FAA organizational excellence goal by providing the engineering

tools, data, and technical support to the existing FAA and contractor workforce to plan, implement, and 

maintain NAS modernization efforts. Various vintages of hardware and software deployed nationally

provide this support. The CAEG program continues to sustain existing hardware and provide technical

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refresh of hardware and specialized/commercial-off-the-shelf (COTS) software. These products are critical

to support the engineering requirements of various FAA program offices involved in the NAS 

modernization effort, including spectrum management, safety enhancement, and improved air traffic

throughput. The CAEG program also provides analytical engineering decision support tools to support

facility power management, site selection and planning, radio frequency coverage, and interference analysis

as well as the repository of engineering designs. 

FY 2003 Program Accomplishments 

• Partially implemented the next generation of Microsoft operating system (Windows 2000) and CAEG

servers. 

• Provided national training to the nine regions for the Radio Coverage Analysis System v11. 

• Began implementing the CAEG backup and recovery plan. 

• Applied all Windows security patches, resulting in no viruses or security breaches. 

• Replaced the Citrix servers at the primary site and began deploying a secondary backup site. 

• Deployed the national CAEG system maintenance vehicle to ensure optimum system availability. 

• Completed a feasibility study for adoption of COTS spatial analysis tools; used the CAEG system to

complement software developed in house. 

• Added 5,200 engineering drawing file images and corresponding metadata to the electronic database,

which leaves 14,450 drawings to be done. 

• Instituted performance metrics to measure use of CAEG specialized applications. 

• Introduced terrain data (partial implementation) and publication of CAEG Web Services for 

distribution throughout the FAA. 

• Introduced harmonics data to the online Facility Power Panel System (FPPS) used to manage power. 

• Continued to provide access to a suite of CAEG COTS software to support the various engineering 

disciplines per the Memorandum of Agreement.

Program Plan FY 2004 – Performance Output Goals 

• Complete the CAEG Security Certification and Accreditation Process (SCAP) for the development 

sites and begin the SCAP for the production sites. 

• Upgrade the underlying operating system and database management system software to the latest

revision (Microsoft XP and Oracle 9i). 

• Upgrade 16 low-production plotters with more modern and versatile plotters. 

• Replace outdated 200 megahertz NT servers with modern servers for improved performance. 

• Further develop the engineering database with 3,000 engineering drawing file images and 

corresponding metadata for use via the intranet with 11,450 drawings remaining to be done. 

• Monitor and enhance CAEG performance metrics. 

• Update/Replace existing COTS spatial analysis tools consistent with the recommendation of the

feasibility study. 

• Upgrade the Facility Power Panel System to include process improvements. 

• Provide access to a suite of CAEG COTS software to support the various engineering disciplines per 

the Memorandum of Agreement. 

Program Plan FY 2005 – Performance Output Goals 

• Complete the SCAP for CAEG production sites. 

• Phase in next generation of CAEG hardware and software systems. 

• Provide rapid application of all Windows security patches to prevent breach of CAEG system. 

• Sustain national CAEG system maintenance vehicle to ensure optimum system availability. 

• Investigate Virtual Public Network solution for the CAEG system and develop study.

• Update engineering library with 3,000 engineering drawing file images and metadata, leaving 8,450 to

be done. 

• Provide enhancements to the Radio Coverage Analysis System and Airports System as needed through 

sustainment of the Technical Development and Support contract for specialist application support and 

national training. 

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Fiscal Years 2005-2009 Activity 5 

• Provide access to a suite of CAEG COTS software to support the various engineering disciplines per 

the Memorandum of Agreement. 

Key Events FY 2006-2009 – Performance Output Goals 

•   Not Applicable** **

5A11, NAS AERONAUTICAL INFORMATION MANAGEMENT ENTERPRISE SYSTEM 

(NAIMES) 

FY 2005 Request $13.7M

• NOTAMS Infrastructure/Distribution, A08.01-01 

Program Description 

The Notices to Airmen (NOTAM) Infrastructure/Distribution project provides an automated NOTAMS

distribution system that is standardized within the NAS, improves timeliness of delivery across the NAS,

and is a centralized NOTAMS source for state-of-the-art entry and delivery of critical safety information

using a dedicated telecommunications network. NOTAMS inform pilots of changes in conditions at 

airports and changes to airspace. One important example of the information in NOTAMS is notification

that a runway is out of service and cannot be used. This project originated from a June 2001 FAA

memorandum identifying weaknesses in the current NOTAMS system. It emphasized the urgent need for a

replacement system to help ensure that critical safety information reaches the pilot and other system users. 

The NOTAMS automated distribution system provides the data to towers/Terminal Radar Approach 

Control facilities, Automated Flight Service Stations (AFSS), and Air Route Traffic Control Centers using

the U. S. NOTAM system database at the Air Traffic Control System Command Center in Herndon, VA. 

NOTAMS distribution will be provided to more than 600 facilities in the NAS.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Safety.

• FAA Objective 2 – Reduce the number of fatal accidents in general aviation. 

• FAA Performance Target – By FY 2008, reduce the number of general aviation and 

nonscheduled Part 135 fatal accidents to no more than 325 (from 385, which represents the

average number of fatal accidents for the baseline period of 1996-1998). 

Relationship to Performance Target 

The NOTAMS automated distribution system modernizes the processing and distribution of critical

NOTAMS safety information to FAA ATC facilities and other end users in a timely and standardized 

format. The automated distribution solution will provide standardization within the NAS, timeliness of

delivery across the NAS, a centralized NOTAMS source, and state-of-the-art entry and delivery of critical

safety information using a dedicated telecommunications network.

FY 2003 Program Accomplishments 

• Conducted Operational Capability Tests at the William J. Hughes Technical Center. 

• Installed NOTAMS equipment at 17 Proof of Concept operational sites to test the automated

distribution capability. 

• Conducted a Proof of Concept assessment at 17 operational sites. 

Program Plan FY 2004 – Performance Output Goals 

• Conclude Proof of Concept assessment.

• Update NOTAMS Distribution solution in all domains with finding from Proof of Concept assessment. 

• Test NOTAMS Distribution solution for national deployment. 

• Baseline the program for national deployment. 

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Fiscal Years 2005-2009 Activity 5 

Program Plan FY 2005 – Performance Output Goals 

• Install NOTAMS Distribution systems at up to 26 AFSS. 

• Continue developing Terminal and En Route NOTAMS Distribution solutions and install NOTAMS

Distribution Systems at key sites. 

• Upgrade NOTAMS Distribution Server at the Air Traffic Control System Command Center. 

Key Events FY 2006-2009 – Performance Output Goals 

• Install NOTAMS Distribution systems at nine additional AFSSs, for a total of 35 AFSSs. 

• Provide NOTAMS Distribution solution capability at all (21) En Route facilities. 

• Provide NOTAMS Distribution solution capability at 350 terminals of 650 terminal facilities (the

remaining facilities to be done after 2009). 

5A12, LOGISTICS SUPPORT SYSTEMS AND FACILITIES (LSSF) 

FY 2005 Request $6.0M

• Logistics Support Systems & Facilities – Asset Supply Chain Management, M21.03-00

Program Description 

To accomplish its mission goals, the FAA must exercise effective control and provide full lifecycle

management for all its assets worldwide. Existing asset and inventory systems and their supporting 

processes were not designed to effectively manage FAA assets in today’s business environment or in the

future environment shown in the NAS Architecture. The Asset Supply Chain Management (ASCM)

program will replace more than 12 existing legacy information systems. They will be replaced by a 

“national” ASCM system and the Logistics Center Support System (LCSS), which will be two tightly 

integrated information systems that support the FAA’s needs and requirements. 

The Enterprise Asset Management enables the FAA to forecast, catalogue, acquire, receive, record, 

document, construct, use, maintain, reuse, replace, transfer, store, and retire assets while providing asset 

visibility throughout the asset lifecycle as a whole. Linkages with financial management and cost 

accounting provide subsidiary records to support financial statements. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the currently unfunded

portion of the Flight Plan. 

Relationship to Performance Target 

The ASCM program will support enhanced cost-control measures and improved decision-making based on 

reliable data for all FAA assets. Assets include both real property and personal property. 

The FAA manages assets worth more than $17 billion that, under the law, must be properly accounted for 

and managed. Numerous reports and audit findings from the General Accounting Office and the DOT 

Office of the Inspector General have documented FAA asset management shortfalls. With every

accountable asset tagged in the FAA’s inventory records, the FAA will significantly reduce costs related to 

clean audit opinions. Further, the information from the ASCM solution will be used to improve cost and

performance management within the FAA. The ASCM program also supports the push within the Federal 

Government for e-Government. The support includes increased automation of data exchanges and

electronic forms processing within the FAA as well as with external government and private enterprises.

FY 2003 Program Accomplishments 

• Achieved approval of JRC 2b Final Investment Decision. 

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Fiscal Years 2005-2009 Activity 5 

• Awarded ASCM contract. 

• Began ASCM and LCSS solution development.

• Continued technology refreshment and data cleanup activities of legacy systems; acquired and 

deployed additional scanners.

• Deployed industry-standard asset identification tags and established FAA policy.

• Used interim systems and handheld scanners to improve triennial personal property inventory.

• Fielded handheld scanners and automated systems to improve Field Spares Inventory.

Program Plan FY 2004 – Performance Output Goals 

• Begin identifying, tagging, and improving data about personal property assets. 

• Initiate technology refreshment and data cleanup activities to prepare for the transition from legacy

systems. 

• Complete Union negotiations for fielding personal property handheld scanners. 

• Deploy 500 handheld scanners around the agency. 

• Achieve JRC 2a Initial Investment Decision. 

• Release ASCM competitive proposal. 

• Incorporate ASCM EAM structure into FAA Chief Information Officer’s Enterprise Architecture. 

• Complete LCSS business scenarios and develop methodology for integrating LCSS with Delphi. 

Program Plan FY 2005 – Performance Output Goals 

• Continue asset identification and inventory of personal property; acquire and deploy additional 

scanners. 

• Complete Initial Operational Capability of ASCM and LCSS solutions. 

• Develop implementation and deployment plans. 

• Complete transition plan and data migration plans for legacy systems. 

• Continue using interim systems and handheld scanners for triennial personal property inventory.

Key Events FY 2006-2009 – Performance Output Goals 

• Continue asset identification and inventory of personal property. 

• Incorporate real property data into ASCM systems. 

• Acquire and deploy additional scanners. 

• Implement ASCM Full Operational Capability. 

• Implement LCSS Full Operational Capability. 

5A13, TEST EQUIPMENT – MAINTENANCE SUPPORT FOR REPLACEMENT

FY 2005 Request $3.0M

• Test Equipment Modernization / Replacement, M17.00-00 

Program Description 

The Test Equipment Modernization/Replacement project will replace older test equipment. This project

purchases new test equipment, which is compatible with the new air traffic and other equipment installed in

the NAS. As technology changes, the FAA must upgrade the test equipment in order to provide

information needed by maintenance personnel to repair equipment and prevent outages. Also, a percentage

of test equipment must be replaced regularly due to wear. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 2 – Make air traffic flow over land and sea more efficient.

• FAA Performance Target – Maintain average en-route travel times among the eight major

metropolitan areas. 

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Relationship to Performance Target 

Acquiring new test equipment will prevent prolonged restoration time for both scheduled and unscheduled

outages. Further, technicians using the new test equipment obtain accurate results when they test, repair, 

and certify NAS systems. As test equipment availability increases, NAS system callbacks and 

recertifications stemming from misalignments due to test equipment failures will be reduced. 

FY 2003 Program Accomplishments 

• The Test Equipment National Office purchased attenuators, 50 oscilloscopes, and 10 Frequency

Counters. 

Program Plan FY 2004 – Performance Output Goals 

• The National Test Equipment Program Office will work with the Regional Test Equipment Program 

Managers to develop and fund the National Test Equipment Calibration Contract. 

• Formulate a Memorandum of Agreement with the Alaskan region to modernize its entire test 

equipment platform. 

• Initiate efforts by the Test Equipment Program for “selling” calibration services to other Federal

Government agencies. 

• Continue replacing lines of obsolete test equipment.

• Commence bar coding all test equipment.

Program Plan FY 2005 – Performance Output Goals 

• The National Test Equipment Program Office will work with the Regional Test Equipment Program 

Managers to develop and fund the National Test Equipment Calibration Contract. 

• Continue efforts by the Test Equipment Program for “selling” calibration services to other Federal

Government agencies. 

• Continue replacing lines of obsolete test equipment.

• Continue bar coding all test equipment.

Key Events FY 2006-2009 – Performance Output Goals 

• Continue expanding the National Test Equipment Calibration Contract business with other Federal

Government agencies. 

• Monitor Test Equipment Program database results and commence training field-level employees. 

• Complete Alaskan region test equipment platform modernization; review lessons learned. 

• Initiate 50-50 program with eight regions. 

5A14, FACILITY SECURITY RISK MANAGEMENT

FY 2005 Request $40.0M

• Facility Security Risk Management, F24.00-00

Program Description 

The Facility Security Risk Management program seeks to improve and/or enhance physical security at all

FAA-staffed facilities under FAA Order 1600.69a. This order includes requirements for physical security 

protective measures and establishes standards, objectives, procedures, and techniques to protect FAA 

employees, property, facilities, and contractors, as well as the public. The order clarifies and updates

facility security procedures for all FAA facilities and establishes standards for facility security

management, control, and safeguarding of assets and facilities.

Relationship of Program to DOT Strategic Goal, Objective, and Performance 

Target 

• DOT Strategic Goal – Security. 

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• DOT Objective 1 – Support and implement U.S. security strategies and plans related to 

transportation. 

Relationship to Performance Target 

The Facility Security Risk Management program provides physical security that conforms to FAA Order 

1600.69a for all FAA-staffed facilities. This protects the critical infrastructure of the air traffic control 

system and prevents disruptions and economic loss that would result from any damage to that system. 

FY 2003 Program Accomplishments 

• Upgraded and accredited 97 facilities that comply with security guidelines. 

• Completed impact assessment and implementation with bargaining units. 

• Completed engineering design at 11 en route centers (ARTCCs). 

• Started Phase II construction at four ARTCCs. 

Program Plan FY 2004 – Performance Output Goals 

• Award maintenance contract for security equipment.

• Upgrade and accredit 34 Security Level I and II facilities. 

• Begin Phase II construction on seven ARTCCs. 

• Complete engineering design on six ARTCCs. 

Program Plan FY 2005 – Performance Output Goals 

• Upgrade and accredit 32 Security Level I and II facilities. 

• Begin Phase II construction on six ARTCCs.

Key Events FY 2006-2009 – Performance Output Goals 

• Complete upgrades and accredit remaining staffed facilities. 

5A15, INFORMATION SECURITY

FY 2005 Request $8.0M

• NAS Information Security – Information Systems Security, M31.00-00 

Program Description 

Under Presidential Decision Document 63 (now Executive Order 13231) and the Federal Information

Security Management Act, the FAA established an Information Systems Security program in the Office of 

the Chief Information Officer (AIO) in 1999. AIO gathered corporate FAA cyber funding requirements 

and distributed funds to Lines of Businesses so that they can conduct their cyber security programs. Since 

then, the FAA has made great strides in detecting and preventing malicious cyber activity, certifying and

authorizing mission-critical systems and conducting cyber training and awareness. The FY 2005–2009

work plan reflects the FAA’s Android Cyber Defense Strategy, which is a comprehensive, proactive

approach to preventing and removing intrusions in the agency’s computer networks. This cyber defense

strategy, which strives to emulate the defenses and resiliency of the human body against attack by infection

and disease, involves hardening individual system and network elements, isolating those elements to avoid

“viral” spread, and backing up those elements to avoid service disruption. There are six reinforcing layers

of protection: architecture simplification, element hardening, boundary protection, informed recovery, 

systemic monitoring, and orderly quarantine. 

The project primarily supports the organizational excellence Flight Plan goal; however, much of the project

effort will also support FAA goals for greater capacity, and international leadership: 

Greater Capacity: Information Systems Security initiatives will result in increasing security of key 

elements of the NAS infrastructure, fixing vulnerabilities discovered through ongoing certification and 

authorization efforts, and implementing strategies for recovery of Information Technology (IT) assets

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during cyber attacks. These efforts will ensure that the NAS and supporting administrative systems are 

protected and available on a continuous basis. 

International Leadership: Information Systems Security initiatives ensure that the FAA continues to work

with cyber security professionals in global aviation partnerships to share ideas and strategies on

implementing an information systems security program. Cyber attacks launched in one nation could impact 

air traffic control operations in other nations. The FAA must continue the global dialogue on techniques to

protect aviation IT infrastructure and the data that is shared among countries to provide a safe and efficient 

global aviation system. The FAA expects to sign additional bilateral agreements to build on the trust to

share strategies and information. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 1 – Make the organization more effective with stronger leadership, increased

commitment of individual workers to fulfill organization-wide goals, and a better prepared, bettertrained, diverse workforce. 

• FAA Performance Target – Directly relate 100 percent of all employee performance plans to

FAA strategic goals and their organizations performance plan. 

Relationship to Performance Target 

The FAA has three objectives in this area: (1) ensure effective preparedness, detection, response, and

recovery regarding cyber attacks; (2) integrate information security efforts into all acquisition and operation

phases to protect FAA people, buildings, and information; and (3) support the nation’s efforts to safeguard

homeland security, in particular the aviation infrastructure and industry. 

FY 2003 Program Accomplishments 

• Operated and enhanced the Computer Security Incident Response Center (CSIRC), which operates at

all times. 

• Continued updating the detection tools used by cyber security professionals to keep pace with hackers 

who have become increasingly sophisticated. 

• Implemented cost-effective countermeasures based on risk assessment reports and intrusion detection 

analysis of CSIRC data to protect against cyber vulnerabilities. 

• Developed policy, plans, and standards to support an agency’s public key infrastructure approach. 

Program Plan FY 2004 – Performance Output Goals 

• Enhance analytical tools for the CSIRC. 

• Complete FAA’s commitment to the Office of Management and Budget, the DOT Office of the

Inspector General, and the DOT Office of the Chief Information Officer to certify and authorize 90

percent of Facilities and Equipment systems in the IT inventory. 

• Continue work on the FAA’s information systems security architecture that maps the relationships

among systems and applications in providing cyber security. 

• Implement secure applications and data within the boundary of key NAS information systems that

exchange air traffic control data. 

• Improve intrusion detection and analysis capability at the CSIRC, which monitors FAA-wide area 

networks. 

• Develop architecture and engineering efforts for alternative solutions to secure the local area network

from external and internal cyber threats. 

• Prototype alternatives to assist the FAA in determining which designs meet NAS needs. 

Program Plan FY 2005 – Performance Output Goals 

• Continue providing specialized cyber training to more than 600 key personnel and awareness training

to the entire FAA population. 

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• Monitor and take all appropriate actions to ensure that NAS information technology systems are

uninterrupted in their availability. 

• Address vulnerabilities discovered through Security Certification and Authorization Packages

completed in prior years. 

• Evaluate and acquire enhanced tools used by the CSIRC to address complex and rapidly changing

cyber threats and vulnerabilities. 

Key Events FY 2006-2009 – Performance Output Goals 

• Develop architecture and engineering efforts for alternative solutions to secure new NAS systems. 

• Implement adaptive quarantine, which involves instituting procedures and processes to ensure that 

systems affected by a virus are properly identified and isolated from non-affected systems. 

• Complete concept of operation and implement strategy for automated recovery, which involves 

isolating those systems that have been affected by a virus, instituting the fix, and making sure that

affected systems get back online as soon as possible. 

5A16, DISTANCE LEARNING

FY 2005 Request $1.5M

• Distance Learning, M10.00-00 

Program Description 

The Distance Learning program will replace Computer-Based Instruction (CBI) Delivery Platforms at all

CBI Learning Centers, increase connectivity, and upgrade network multimedia support and services. The

system consists of about 1,400 Learning Centers located at virtually every FAA facility around the world.

The FAA is replacing the platforms for two reasons: (1) to support high-performance media and

simulations required in many lessons; and (2) because replacement parts for current platforms are 

becoming obsolete and hard to obtain.

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 1 – Make the organization more effective with stronger leadership, increased

commitment of individual workers to fulfill organization-wide goals, and a better prepared, bettertrained, diverse workforce. 

• FAA Performance Target – Increase Employee Attitude scores in the areas of management

effectiveness and accountability by at least 5 percent. 

Relationship to Performance Target 

The major benefit of distance learning is the substantial reduction in student travel and per diem costs

associated with resident-based training. In addition, distance learning delivery methods increase training

effectiveness, increase training opportunities for all FAA employees, provide flexibility in training 

schedules through local management control, and decrease the time employees spend away from their 

worksite. The FAA CBI system must deliver initial operator, transition, and maintenance training for many

NAS programs. 

5A17, SYSTEM ENGINEERING AND DEVELOPMENT SUPPORT

FY 2005 Request $30.4M

• System Engineering and Development Support, M03.01-00 

Program Description 

This System Engineering and Development Support project allows the FAA to contract for critical 

expertise to assist in system engineering and other technical areas used to develop the NAS Architecture

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and key modernization projects. System engineering and integration are key to the NAS Architecture’s

success and to maintaining interface control between current systems and new systems. Engineering 

support includes disciplines ranging from computer science to electrical, civil, industrial, and 

environmental engineering. Other disciplines used include air traffic modeling, software programming, and

acquisition support. Besides system engineering, the contracts under this program support integrated 

product teams for automation systems, communications, navigation and landing aids, surveillance, and

weather. Also provided is program management support to assist with planning, coordination, and

oversight of the activities involved in implementing newly acquired systems, components, and equipment

in existing operational NAS facilities. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the currently unfunded

portion of the Flight Plan. 

Relationship to Performance Target 

The System Engineering and Development Support project contributes to organizational excellence by

providing support for designing and managing NAS modernization. With contractor assistance, the FAA is 

able to plan, analyze, and manage NAS system improvements more effectively.

5A18, PROGRAM SUPPORT LEASES

FY 2005 Request $42.6M

• Program Support Leases, M08.06-00 

Program Description 

The Program Support Leases project funds purchase of land and payment of land and space leases that

directly support air traffic control facilities. Currently, there are about 3,000 land leases and 600 space 

leases for operational facilities. In future years, this project will continue to fund the real estate and 

associated costs to secure the land and space rights required for air traffic control. 

The program funds the annual rents for about 3,600 leases and other real estate requirements and includes:

• Costs associated with rental of land and/or space that directly support air traffic control facilities;

• Costs associated with rental and management of land and/or space for service/maintenance centers,

deployment/development centers, laboratories, test beds, and other types of facilities that support

deployment and operation of technical facilities; 

• Lease costs for construction-leaseback projects and other related agreements;

• Funds for conversion of existing leases to fee ownership;

• Payments for condemnation of real property interests; 

• Costs for real estate appraisals, market surveys, title reports, and other costs associated with acquisition

and management of real property assets; and 

• Funds for management and administration costs for establishing and maintaining a database of leases 

and owned facilities, for developing business tools to enhance real estate acquisition and related

activities, and for implementing program efficiency practices. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Greater Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

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• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the threeyear FY 2000-2002 baseline. 

Relationship to Performance Target 

The FAA Program Support Leases project pays for existing leases for land and space that directly support 

NAS operational facilities for air traffic control, communications, air navigation, weather reporting and 

landing, and such critical NAS components as towers, approach control and en route systems, radars,

landing systems, and navigational aids. The leases are contractual commitments and provide the legal right 

to locate, operate, and maintain the air traffic control facilities essential for maximum achievement of flight

arrival schedules. 

5A19, LOGISTICS SUPPORT SERVICES (LSS) 

FY 2005 Request $7.9M

• NAS Regional/Center Logistics Support Services, M05.00-00

Program Description 

Through the Logistics Support Services program, the FAA uses contractor-supplied services to perform

real property acquisition, materiel management, and contracting activities to support Capital Investment

Plan projects. Contract services also support accounting activities that require capitalization of facilities

and equipment and other property control related activities. 

 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the currently unfunded

portion of the Flight Plan. 

Relationship to the Performance Target: 

The contractors maintain adequate documentation, suitable for independent audit, to provide a basis for the

accounting system entries for capital cost of facilities throughout the FAA. Having accurate accounting 

records and improving cost controls for real property management allow efficiencies in purchasing, leasing, 

and managing property. 

5A20, MIKE MONRONEY AERONAUTICAL CENTER LEASES

FY 2005 Request $14.2M

• Mike Monroney Aeronautical Center – Leases, F19.00-00

Program Description 

The FAA and the Oklahoma City Airport Trust have a fixed-term lease agreement through 2012 for about

1,100 acres of land and 32 leased buildings, which comprise the Aeronautical Center. The Center requires

large parcels of land as NAS test sites for surveillance radar, communications, weather, and

navigation/landing systems. The Center also supports air traffic training, aviation research, engineering 

support of NAS equipment, logistics supply and repair, and other important aviation regulation and 

certification functions. 

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Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the currently unfunded

portion of the Flight Plan. 

Relationship to Performance Target 

The Aeronautical Center operations result in efficiencies in logistics support, aviation training, second-level 

engineering support to the NAS, regulation and certification, and aviation research that translate into 

improved cost control and more effective support services to the FAA. 

5A21, TRANSITION ENGINEERING SUPPORT

FY 2005 Request $35.0M

• NAS Implementation Support Contract (NISC), M22.00-00

Program Description 

The NAS Implementation Support Contract (NISC) provides support to organizations responsible for 

deploying, implementing, and integrating many different NAS components and equipment.

Work products that support transition, implementation, and integration activities include: transition plans 

and timelines, equipment waterfall schedules, engineering site preparation packages, site implementation

plans, analysis of environmental impacts, test procedures, site test monitoring, corporate work planning, 

and configuration management. 

NISC supplements the agency’s technical workforce in integrating CIP projects into the NAS. The pace of

ATC modernization requires technical staffing that is not available in the FAA workforce. A highly

skilled, experienced workforce is provided at cost-effective rates that support over 80 CIP projects within

the NAS, including STARS, Capstone, En Route Automation, ATCT/TRACON Replacement, and 

Occupational Safety, Health, and Environmental projects. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the current unfunded portion

of the Flight Plan. 

Relationship to Performance Target 

The FAA’s transition, implementation and integration engineering contract provides an experienced 

workforce at cost effective rates to support regional and headquarters offices with coordination of NAS

programs. This project helps ensure a sound and well-functioning NAS and provides safe, efficient, and 

cost effective air traffic services. 

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5A22, TECHNICAL SUPPORT SERVICES CONTRACT (TSSC) 

FY 2005 Request $43.3M

• Technical Support Services Contract, M02.00-00 

Program Description 

The TSSC allows timely installation of equipment for NAS modernization. Engineers and technicians,

hired under this contract, both oversee prime contractors and perform contract work themselves. They 

perform site surveys, site preparation, and equipment installation. In their oversight role, they function like 

consulting engineers, who ensure that a prime contractor delivers, installs, and tests new equipment

consistent with contract provisions. Without this supplemental source of engineers, installation of

modernized equipment would be delayed. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control Costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the unfunded portion of the 

Flight Plan. 

Relationship to Performance Target 

The TSSC contributes to cost control by installing new equipment on a timely basis. This avoids costs of 

holding and storing equipment and also allows the FAA to receive the benefits of more modern equipment 

sooner. In a typical year, 3,763 separate projects are completed. 

5A23, RESOURCE TRACKING PROGRAM (RTP) 

FY 2005 Request $1.5M

• Continued General Support – Resource Tracking Program (RTP), M08.14-00 

Program Description 

The RTP provides the primary management software system used by the FAA regions, Implementation 

Centers, the Aeronautical Center, and FAA Headquarters for requirements identification, internal budget

preparation, implementation planning, resource estimating, project tracking, performance measuring, and

upward reporting on Facilities and Equipment (F&E) projects from beginning to end. 

The regional RTP system supports the daily collection of F&E project information, including: project cost 

estimates, project materiel lists, regional priorities, budget-cycle tracking, funding distribution, monitoring

of project funds, active and planned project schedules, F&E financial planning, and control tools and

Congressional reporting tools. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Organizational Excellence.

• FAA Objective 2 – Control costs while delivering quality customer service. 

• FAA Performance Target – By putting cost controls in place, and having a more efficient, 

effective workforce, the agency expects to fund at least 75 percent of the current unfunded portion

of the Flight Plan. 

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Relationship to Performance Target 

The RTP supports the FAA organizational excellence goal by providing requirements information for all

F&E projects to headquarters program offices/Integrated Product Teams that they will use to identify and

prioritize projects to fund. This information is used to develop the Corporate Work Plan and to allocate

resources. In addition, RTP provides a single source for all project status information, including financial

data that is extracted from DELPHI. All of this information is used to make sound decisions on what work

should be done and where to allocate resources more efficiently, thus increasing the FAA’s ability to fund

more projects while controlling costs. 

5A24, CENTER FOR ADVANCED AVIATION SYSTEM DEVELOPMENT (CAASD) 

FY 2005 Request $84.6M

• Center for Advanced Aviation System Development, M03.02-00 

Program Description 

The CAASD, a Federally Funded Research and Development Center (FFRDC), operates under a long-term

Sponsoring Agreement with the MITRE Corporation to support a continuing program of research, 

development, and complex system engineering to support continued growth of the NAS. Research 

assignments are formulated annually in a Product Based Work Plan and are approved by the FFRDC

Executive Board. Areas of analysis include: Free Flight Enhancements; Research in Airspace Design and 

Analysis; Improvements in Communications, Navigation, and Broadcast Services; and Studies in the area

of ATM Modernization. The required development of system architecture and comprehensive research,

development, and system engineering services can only be provided by a FFRDC whose charter permits 

special access to agency information and data, not normally available to support contractors. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Increased Capacity.

• FAA Objective 4 – Increase on-time performance of scheduled carriers.

• FAA Performance Target – Through FY 2008, increase the percentage of all flights arriving

within 15 minutes of schedule at the 35 OEP airports by 7 percent, as measured from the threeyear 2000-2002 baseline. 

Relationship to Performance Target 

The CAASD assists the FAA in analyzing and designing new systems to increase the efficiency and 

effectiveness of NAS systems. The center performs analytical research, develops operational concepts, and

tests new concepts. FAA adoption of these new systems and procedures for use in the NAS improves ontime performance and increases capacity. 

5B01, NAS FACILITIES OSHA AND ENVIRONMENTAL STANDARDS COMPLIANCE

FY 2005 Request $25.5M

• A1, Fire Life Safety for Air Traffic Control Tower, F13.03-00

• A2, Environmental and Occupational Safety and Health Compliance, F13.03-00 

• A3, Energy Conservation/Efficiency, F13.03-00

• B, NAS Facilities OSHA Environmental Policy Development, F-13.03-01 

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A, NAS FACILITIES OSHA AND ENVIRONMENTAL STANDARDS COMPLIANCE

Program Description 

Since 2000, the Occupational Safety and Health Administration (OSHA) has conducted 43 inspections of

FAA facilities and issued 167 citations, including 96 citations listed as “serious.” For example, OSHA

inspected the Memphis System Management Office in February 2001 and issued 20 citations, 16 of which 

were serious. One of the violations involved improper storage of oxygen cylinders, which created an 

explosion hazard. Environmental regulators from New Mexico conducted four inspections at the 

Albuquerque Air Route Traffic Control Center between November 2001 and September 2002 and levied a 

$1,800 fine. The Administrator signed an agreement with OSHA to upgrade 385 control towers by FY

2009 to meet OSHA standards of fire life safety. The estimated cost is $121 million from FY 1997 to FY

2009. 

This program implements Executive Orders 12088 and 12196; 32 public laws; and negotiated labor 

agreements in occupational safety and health, environmental issues, and fire life safety. Energy

conservation requirements are in Executive Order 12902 and the 1992 Energy Policy Act. The result will 

be a safe, healthful, and environmentally sound workplace. 

Relationship of Program to DOT Strategic Goal, Objective, and Performance 

Target 

• DOT Strategic Goal – Environmental Stewardship.

• DOT Objective 1 – Adopt transportation policies and promote technologies that reduce or 

eliminate environmental degradation. 

Relationship to Performance Target 

This program implements Executive Orders 12088 and 12196, 32 public laws, and negotiated labor 

agreements that address occupational safety and health, environmental issues, and fire life safety. Energy

conservation requirements are in Executive Order 12902 and the 1992 Energy Policy Act. The project

promotes a safe, healthful, and environmentally sound workplace that will reduce agency costs associated 

with worker’s compensation claims and environmental cleanup, as well as reduce adverse impacts on the

NAS. 

FY 2003 Program Accomplishments 

• Issued Fall Protection Implementation Guidance to ensure the continued safety and efficiency of NAS 

operations. 

• Supported more than 40 acquisition management organizations by providing Occupational Safety and 

Health (OSH) and environmental technical assistance throughout the acquisition process. 

• Performed Environmental Compliance Program follow up reviews in three regions/centers. 

• Instituted program requiring use of energy-efficient Light Emitting Diode (LED) obstruction lights

throughout the NAS. 

• Installed six energy-efficient fuel cells at FAA facility in Northwest Mountain region. 

• Continued to promote use of Energy Saving performance contracts throughout the regions. 

• Conducted five fire alarm maintenance courses and one sprinkler system course in towers and en route 

centers. 

• Completed 23 tower fire life safety (FLS) upgrades. 

Program Plan FY 2004 – Performance Output Goals 

• Support acquisition management organization by providing OSH and environmental technical 

assistance throughout the acquisition process. 

• Perform Environmental Compliance Program followup reviews in two regions/centers. 

• Implement FLS upgrades for 18 towers. 

• Continue implementing agencywide fall protection program to protect employees working at heights. 

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• Continue implementing electrical safety program to protect employees working on electrical systems. 

• Continue implementing lockout/tagout program for energy-isolating devices to protect employees 

working on machines or equipment. 

• Continue implementing confined-space safety program.

• Provide thousands of LED red obstruction lights for installation across the NAS that will result in an 

estimated annual savings of $1.25 million.

Program Plan FY 2005 – Performance Output Goals 

• Implement energy-efficient conservation efforts. 

• Continue performing Safety Hazard Analysis on NAS in-service equipment. 

• Continue developing Environmental and Occupational Safety and Health (EOSH) Training Standards.

• Implement FLS upgrades for 14 towers. 

• Develop Indoor Air Quality Implementation Guidance for NAS facilities. 

• Perform three onsite EOSH Program Reviews.

• Support the acquisition management organization by providing OSH and environmental technical 

assistance throughout the acquisition process. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue implementing FLS upgrades for towers. 

• Continue implementing energy-efficient/conservation efforts. 

• Support acquisition management organizations by providing OSH and environmental technical

assistance throughout the acquisition process. 

• Complete Engineering Change Proposal followup reviews in all regions/centers. 

• Continue implementing written safety programs. 

B, NAS FACILITIES OSHA ENVIRONMENTAL POLICY DEVELOPMENT, F-13.03-01 

Program Description 

The NAS Facilities OSHA/Environmental Policy Development project provides policy, oversight, 

reporting, and liaison activities to ensure that the FAA develops and implements cost-effective employee 

Occupational Safety and Health (OSH) management systems and Environmental Management Systems. 

Required by Executive Order 13148 and Office of Management and Budget Circular A-11, these systems 

are consistent with the President’s Management Agenda and this Administration’s commitment to sound

management of government and environmental stewardship. The systems will help the FAA comply with

OSHA, environmental, and energy regulations; promote a safe and healthful workplace for FAA 

employees; and protect the environment through sound environmental and energy-efficient practices. It

will reduce both adverse operational impacts to the NAS and the FAA’s large liability costs associated with

workers’ compensation claims and environmental cleanup. These liabilities are described below. 

In 2002, more than 1,700 FAA employees filed reports of on-the-job injuries or work-related illnesses. 

During this same period, 4,600 claims, both old and new, received some form of payment. These workrelated injuries and illnesses affect all our employees — both those injured and those having to fill in for 

them. The annual direct costs to FAA are more than $90 million. 

Environmental cleanup costs have exceeded $100 million over the past 10 years and are projected to 

exceed $132 million over the next 6 years. Groundwater contamination at the Technical Center threatens

the Atlantic City drinking water supply and cleanup will take more than 10 years. In addition, the FAA

risks stiff regulatory fines and penalties if the agency violates Environmental Protection Agency waste

management requirements. Also, the FAA’s annual energy cost exceeds $83 million. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Environmental Stewardship.

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• FAA Objective 1 – Adopt transportation policies and promote technologies that reduce or

eliminate environmental degradation. 

Relationship to Performance Target 

The NAS Facilities OSHA/Environmental Policy Development project provides FAA policies for 

environmental protection and FAA employee safety. It also promotes energy-conservation technologies,

which reduce fuel consumption and environmental emissions. Environmental Management Systems 

(EMS) will document that the FAA is meeting its environmental responsibilities, help the FAA to achieve 

its aviation safety mission, and provide cost savings. Other benefits of the project include reduced

implementation delays for NAS modernization programs, reduced liability for civil and criminal penalties, 

and reduced energy costs. 

FY 2003 Program Accomplishments 

• Provided FAA environmental, energy, and employee safety policy.

• Implemented Safety Management Information System to identify root causes of the prevalent injuries. 

• Completed two EMS pilot projects. 

Program Plan FY 2004 – Performance Output Goals 

• Update FAA policy to meet new environmental, energy, and OSH requirements in legislation, 

regulations, and Executive Orders. 

• Review FAA OSH implementation. 

• Coordinate Lines of Business development of EMS for all appropriate facilities. 

Program Plan FY 2005 – Performance Output Goals 

•  Not applicable** **

Key Events FY 2006-2009 – Performance Output Goals 

•  Not applicable** **

5B02, FUEL STORAGE TANK REPLACEMENT AND MONITORING 

FY 2005 Request $3.0M

• NAS Facilities OSHA & Environmental Standards Compliance – Fuel Storage Tanks, F13.01-00

Program Description

The fuel storage tank (FST) systems replaced and upgraded in the mid-1980s have reached the end of their 

lifecycle. The 2,741 tank systems under lifecycle maintenance guidelines must be replaced or upgraded 

with a cost of about $60,000 per tank site. About 90 percent of former FST have leaked in the past. If the

sites are not cleaned up, fuel will contaminate drinking water, destroy wetlands, and damage the 

environment. An additional part of the FST program is the Air Route Traffic Control Center (ARTCC)

lifecycle compliance initiative. The pipelines connecting the FST systems to the engine generators are

being redesigned to achieve compliance with state and Federal underground regulations. Leaking FST 

systems will be abated immediately to minimize any adverse impact to personal and environmental safety, 

restore availability of the systems for NAS operations, and preclude regulatory fines. Also, at formerly 

owned FST sites, if tanks are found, they will be removed and the sites tested and remediated to bring the 

sites into regulatory compliance. 

FST systems must comply with state and Federal regulations, which range from tank installation standards 

to site-closure requirements. The Resource Conservation and Recovery Act, Subtitle 1, and delegated State

programs prescribe standards and management practices for underground storage tanks. The Clean Water

Act, Section 311, establishes specific planning and prevention requirements for spill prevention, and

control and countermeasures plans for underground storage tanks and above-ground storage tanks 

exceeding certain storage capacity thresholds. Individual states also regulate FST systems. 

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Relationship of Program to DOT Strategic Goal, Objective, and Performance 

Target 

• DOT Strategic Goal – Environmental Stewardship.

• DOT Objective 1 – Reduce pollution and other adverse effects of transportation and

transportation facilities. 

Relationship to Performance Target 

The FST Replacement and Monitoring project executes a lifecycle maintenance program that reduces the 

risk of leaking FST systems, minimizes adverse impacts to personal and environmental safety, and restores

availability of the systems for NAS operations. 

FY 2003 Program Accomplishments 

• Continued lifecycle replacement/sustainment of FST systems. 

• Initiated the ARTCC lifecycle compliance initiative. 

• Assessed program impacts of new Environmental Protection Agency (EPA) FST system regulations. 

• Assessed program impacts of new California and Alaska FST system regulations. 

• Continued NAS hand off of maintenance activities. 

Program Plan FY 2004 – Performance Output Goals 

• Continue lifecycle replacement/sustainment of FST systems. 

• Initiate the ARTCC lifecycle compliance initiative. 

• Assess program impacts of new EPA FST system regulations. 

• Assess program impacts of new California and Alaska FST system regulations. 

• Continue NAS hand off of maintenance activities. 

Program Plan FY 2005 – Performance Output Goals 

• Continue lifecycle replacement/sustainment of FST systems. 

• Complete closure of formerly owned FST sites. 

• Continue remediation efforts due to FST systems spills and leaks. 

Key Events FY 2006-2009 – Performance Output Goals 

• Continue lifecycle replacement/sustainment of FST systems. 

• Continue the ARTCC lifecycle compliance initiative. 

• Continue remediation efforts due to FST systems spills and leaks. 

5B03, HAZARDOUS MATERIALS MANAGEMENT 

FY 2005 Request $17.0M

• NAS Facilities OSHA & Environmental Standards Compliance – Environmental 

Cleanup/HAZMAT, F13.02-00 

Program Description 

The FAA has identified more than 709 contaminated sites at 244 locations nationwide that require 

investigation, remediation, and closure activities. Environmental Cleanup site investigations have indicated 

that toxic contamination resulted from a variety of hazardous substances: cleaning solvents, fuels, 

pesticides, asbestos, polychlorinated biphenyls (PCBs), and heavy metals. FAA organizations, including

the Mike Monroney Aeronautical Center and the William J. Hughes Technical Center, have mandatory 

remediation and monitoring schedules in place as part of negotiated agreements with regulatory agencies. 

These agreements require the FAA to remediate contaminated soil and groundwater. Extensive 

contamination at the Technical Center prompted the Environmental Protection Agency (EPA to place the 

site on the EPA National Priorities List, indicating its status as one of the Nation’s most environmentally

dangerous sites (i.e., Superfund site). In addition, contaminated sites and requirements of the Hazardous

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Capital Investment Plan Appendix B

Fiscal Years 2005-2009 Activity 5 

Materials Management program account for a large portion of the unfunded environmental liabilities

documented in the FAA’s Financial Statement. 

 

To clean up these contaminated sites and comply with applicable environmental regulations, the FAA 

developed the Hazardous Materials Management program. The FAA must continue mandated program

activities to achieve compliance with all Federal, state, and local environmental cleanup regulations, 

including the Resource Conservation and Recovery Act of 1976 and the Comprehensive Environmental 

Response, Compensation, and Liability Act of 1980. FAA program activities include: conducting site

investigations; managing hazardous materials, including hazardous waste accumulation, handling, and

disposal; installing groundwater monitoring wells, remediating site contamination, and operating air

pollution controls. The FAA performs assessment, remediation, and closure activities as aggressively and 

proactively as funding will allow. Future planned efforts include conducting contaminant investigations, 

implementing site remediation projects, and completing required regulatory closures; and attaining 95

percent “No Further Remedial Action Planned” closure documentation for FAA sites listed on EPA’s

Federal Hazardous Waste Compliance Docket. 

Relationship of Program to FAA Strategic Goal, Objective, and Performance Target 

• FAA Strategic Goal – Environmental Stewardship. 

• FAA Objective 1 – Adopt transportation policies and promote technologies that reduce or

eliminate environmental degradation. 

 

Relationship to Performance Target 

The Hazardous Materials Management program conducts required cleanup activities for contaminated sites 

within existing NAS land and structures. The program achieves this objective through assessment,

remediation, and closure activities for contaminated sites. These activities result in a safe and 

environmentally sound workplace, and protection of the natural resources of surrounding communities. 

The program also ensures that the FAA complies with the Department of Transportation’s performance

goal of achieving “No Further Remedial Actions Planned” for 95 percent of all FAA sites listed on the

EPA’s Federal Hazardous Waste Compliance Docket. 

FY 2003 Program Accomplishments 

• Identified environmental contamination at 24 sites. 

• Conducted environmental assessments and performed remediation activities at 30 additional 

contaminated sites. 

• Completed final regulatory closure at eight previously contaminated sites. 

Program Plan FY 2004 – Performance Output Goals 

• Continue remedial actions for environmentally contaminated sites. 

• Perform remediation activities for contaminated areas at Federal Aviation Administration Technical 

Center (FAATC), Atlantic City, NJ. 

• Conduct environmental assessments for 10 Air Route Surveillance Radar (ARSR) sites. 

Program Plan FY 2005 – Performance Output Goals 

• Treat and dispose of hazardous contamination at Annette Island, AK. 

• Treat and dispose of PCB and fuel-contaminated soil at Farewell, AK. 

• Perform remediation activities for contaminated areas at FAATC, Atlantic City, NJ. 

• Perform remediation activities for PCB and fuel-contamination at Mount Santa Rosa, Guam, ARSR. 

Key Events FY 2006-2009 – Performance Output Goals 

• Treat and dispose of hazardous contamination at Annette Island, AK. 

• Treat and dispose of fuel-contaminated soil at Tanana, AK.

• Treat and dispose of PCB and fuel-contaminated soil at McGrath, AK. 

• Perform remediation activities for contaminated areas at FAATC, Atlantic City, NJ. 

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Federal Aviation Administration 

National Airspace System 

Capital Investment Plan 

Appendix C 

Fiscal Years 2005 – 2009 

Capital Investment Plan 

Fiscal Years 2005-2009

APPENDIX C 

FACILITIES AND EQUIPMENT ESTIMATED EXPENDITURES 

FAA future budget projections are not released to the public due to the requirement for the FAA budget to 

be approved by the Office of the Secretary of Transportation and Office of Management and Budget and 

submitted as part of the President’s budget to Congress. 
Federal Aviation Administration 

National Airspace System 

Capital Investment Plan 

Appendix D 

Fiscal Years 2005 – 2009

Capital Investment Plan Appendix D 

Fiscal Years 2005-2009

LIST OF ACRONYMS AND ABBREVIATIONS

A 

ACAS aircraft collision avoidance system 

ACE aviation capacity enhancement

ACE-IDS automated surface observing system controller equipment information display system

ACSI american customer satisfaction index

ACTIONS administration and compliance tracking in an integrated office network subsystem

ADS automatic dependent surveillance 

ADS-B automatic dependent surveillance broadcast 

AF Airway Facilities

AFIS automated flight inspection system

AFSS automated flight service station

A/G air-to-ground

ALAR approach/landing accident reduction 

ALSF approach lighting system with sequence flasher 

ALSIP approach lighting system improvement program

AMS acquisition management system 

ANICS alaskan national airspace system interfacility communications system

ARE aircraft and related equipment 

ARSR air route surveillance radar 

ARSR-4 air route surveillance radar model 4 

ARTCC air route traffic control center 

ARTS automated radar terminal system

ASA airborne surveillance applications 

ASAP aviation safety reporting system 

ASAS aviation safety analysis system

ASCM asset supply chain management

ASDE airport surface detection equipment 

ASDE-3X 

ASDE-X

airport surface detection equipment – model 3x 

airport surface detection equipment – model x 

ASHS Office of Security and Hazardous Materials Systems 

ASI aviation safety inspector

ASIM aerospace safety information management 

ASIS aviation systems information systems 

ASOS automated surface observing system

ASR airport surveillance radar

ASR-9 airport surveillance radar model 9 

ASWON automated surface weather observation network 

AT Air Traffic 

ATC air traffic control 

ATCBI air traffic control beacon interrogator 

ATCBI-6 air traffic control beacon interrogator model 6

ATCSCC air traffic control system command center 

ATCT airport traffic control tower 

ATDP advanced technology development prototyping 

ATIS automatic terminal information service 

ATM air traffic management 

ATN aeronautical telecommunication network 

ATO Air Traffic Operations

ATOMS air traffic operations management system

ATOP advanced technologies and oceanic procedures 

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Capital Investment Plan Appendix D 

Fiscal Years 2005-2009

ATS Air Traffic Services 

AWOS automated weather observing system

AWSS automated weather sensor systems 

B

BLI budget line item 

BSE balanced scorecard 

BUEC backup emergency communications 

C

C3 command, control, and communications 

CAEG computer-aided engineering graphics 

CARS compliance assessment reporting system

CASSD Center for Advanced Aviation System Development 

CAT category

CBI computer-based instruction 

CCS command center conference control system 

CDM collaborative decision making

CDR critical design review 

CDTI cockpit display of traffic information

CERAP center radar approach control 

CETS compliance and enforcement tracking subsystem

CFIT controlled flight into terrain

CHAPS clinic health awareness program support 

CIP Capital Investment Plan

CIWS corridor integrated weather system 

COTS commercial off-the-shelf 

CPDLC controller-pilot data link communications 

CPDSS covered position decision support subsystem 

CSIRC Computer Security Incident Response Center 

CTSU contractor traffic simulation unit 

CTS critical telecommunications support

CVR cockpit voice recorder 

D

D-ATIS digital automatic terminal information service 

DARC direct access radar channel 

DBRITE digital bright radar indicator equipment

DCA Ronald Reagan Washington National Airport 

DF direction finder

DFW Dallas Fort Worth International Airport 

DIWS document imaging workflow subsystem

DME distance measuring equipment 

DoD Department of Defense

DOT Department of Transportation

DRVSM domestic reduced vertical separation minima 

D-side data-position

DSP departure spacing program

DSR display system replacement 

E

EAM enterprise asset management

EAS Enterprise Application System 

EBUS enhanced backup surveillance 

ECG en route communication gateway

2
Capital Investment Plan Appendix D 

Fiscal Years 2005-2009

EDC early display configuration

EMS environmental management systems 

EOSH Environmental & Occupational Safety and Health 

EPA Environmental Protection Agency

ERAM en route automation modernization 

ERIDS en route information display system 

ETMS enhanced traffic management system

ETVS enhanced terminal voice switches 

F

FAA Federal Aviation Administration

FAADDS FAA Data Display System 

FAATC Federal Aviation Administration Technical Center 

FANS future air navigation system

FCA facility condition assessments 

FCA flow constrained area 

FDIO flight data input/output 

FDR flight data recorder

F&E facilities and equipment 

FFP1 Free Flight Phase 1 

FFP2 Free Flight Phase 2 

FPPS facility power panel system

FIAT facilities information and analysis tool

FIMS FAA ID media system 

FIRPS flight inspection reporting procedures system

FIS flight information service 

FISDL flight information services data link 

FLS fire life safety

FM frequency modulated

FOQA flight operational quality assurance 

FS full service

FSAS flight services automation system

FSM flight schedule monitor 

FSRS facility security reporting system

FSS flight service station 

FST fuel storage tank 

FTI Federal Aviation Administration Telecommunications Infrastructure 

FY fiscal year

G

GA general aviation

GA&VF general aviation and vertical flight technology 

GCCS geostationary control and communications segment 

GDP ground delay program 

GPS global positioning system

GTE government transition evaluations

H

HAATS Houston Area Air Traffic System

HOCSR host/oceanic computer system replacement 

HVAC heating, ventilating, and air-conditioning 

I

IAH George Bush Intercontinental Airport/Houston

IAPA instrument approach procedures automation 

3
Capital Investment Plan Appendix D 

Fiscal Years 2005-2009

IATS initial academy training system 

ICAO International Civil Aviation Organization

IDS integrated display system 

IDU initial daily use 

IFQA integrated flight quality assurance 

ILS instrument landing system

IMC instrument meteorological conditions 

IOC initial operating capability 

IOT&E independent operational test and evaluation 

ISC initial systems configuration

ISD in-service decision

ISS information systems security 

IT information technology

ITS investigations tracking system 

ITWS integrated terminal weather system

J

JAI joint acceptance inspection 

JFK John F. Kennedy International Airport 

JRC Joint Resources Council 

JRC-2B Joint Resources Council-Phase 2B

L

LAAS local area augmentation system

LCSS logistical center support system

LEO low-earth orbit 

LLWAS low-level wind shear alert system

LLWAS-2 low level wind shear alert system model 2 

LLWAS-NE low-level wind shear alert system network expansion 

LLWAS-RS low level wind shear alert system relocation/sustainment 

LRR long-range radar

LSF logistics support facility 

M

MALSR medium-intensity approach light system with runway alignment indicator lights 

MASPS minimum aviation system performance standard 

MDM main display monitor

MFD multifunction display

MIAWS medium intensity airport weather system

MOPS minimum operational performance standard

N

NACO National Aeronautical Charting Office 

NAFIS next generation flight inspection system

NAS National Airspace System

NASDAC national aviation safety data analysis center 

NASMAP national airspace system management automation program 

NAVAID navigation aid

NDB non-directional beacon

NDC national data center

NEXCOM next generation air/ground communications

NEXRAD next generation weather radar 

NIMS national airspace system infrastructure management system

NISC National Airspace System implementation support contract

4
Capital Investment Plan Appendix D 

Fiscal Years 2005-2009

NLA new large aircraft 

nm nautical mile 

NOTAM notice to airmen 

NTSB National Transportation Safety Board 

NYICC New York Integrated Control Complex 

O

OASIS operational and supportability implementation system

OEP Operational Evolution Plan

ORD operational readiness date 

OSHA occupational safety and health administration 

OSH occupational safety and health

OT operational test

OT&E operational test and evaluation

OTS operational telephone system 

P

PAPI precision approach path indicator 

PCB polychlorinated biphenyl

PDARS performance data analysis and reporting system

PEM position electronic module 

PHL Philadelphia International Airport

PRM precision runway monitor

PWS performance work statement 

R 

R-side radar-position

RANK replacement alphanumeric keyboard 

RCAG remote center air/ground

RCAS radio coverage analysis system

RCISS regulation and certification infrastructure for system safety 

RCOM recovery communications 

RD requirement document 

R&D research and development

REIL runway end identifier lights 

RFI radio frequency interference 

RIRP runway incursion reduction program

RMS remote monitoring system 

RNAV area navigation

RNP required navigation performance 

RPAT required navigation performance parallel approach transition 

RTEPM Regional Test Equipment Program Managers 

RTP resource tracking program

RTR remote transmitter receiver 

RVR runway visual range

RVSM reduced vertical separation minima

RWSL runway status lights 

S

SAIDS4 systems atlanta information display system 4 

SARP standards and recommended practices 

SATCOM satellite communications

SATDS stand alone tower display system 

SAWS standalone weather sensors 

SCAP security certification authorization plan

5
Capital Investment Plan Appendix D 

Fiscal Years 2005-2009

SERC software engineering resource center 

SF-21 Safe Flight 21 

SIR screening information request

SIDs standard instrument departures 

SLEP service life extension program 

SMO System Maintenance Office 

SMS surface management system 

STARS standard terminal automation replacement system

STARs standard terminal arrivals 

STE secure telephone equipment 

SWIM system wide information network 

T

TAMDAR tropospheric airborne meteorological data reporting

TCAS traffic alert and collision avoidance system

TD tower display 

TDLS tower data link services 

TDWR terminal Doppler weather radar 

TFM traffic flow management

TFM-I traffic flow management-infrastructure 

TFMP terminal facility master plans 

TIS traffic information service

TIS-B traffic information service-broadcast

TMA traffic management advisor 

TMA-SC traffic management advisor-single center 

TRACON terminal radar approach control 

TVSR terminal voice switch replacement

U

UAT universal access transceiver 

UHF ultra high frequency

UPS uninterruptible power supply

UPS United Parcel Service 

URET user request evaluation tool

V

VASI visual approach slope indicator 

VEM voice switching and control system electronic module 

VHF very high frequency

VOR very high frequency omni-directional range 

VORTAC very high frequency omni-directional range collocated with tactical air navigation 

VRRP voice recorder replacement program

VSCS voice switching and control system

W

WAAS wide area augmentation system

WARP weather and radar processor 

WJHTC William J. Hughes Technical Center 

WMSCR weather message switching center replacement 

WSP weather systems processor 

6