Table of Contents 

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

2 NEED FOR THE CAPITAL INVESTMENT PLAN ....................................... 1

2.1 NAS Modernization is a Long-Term Process..................................................... 1

2.2 FAA Must Plan for the Future.............................................................................2

2.3 The CIP Satisfies a Legislative Requirement ..................................................... 5

2.4 The CIP is Based on Extensive Formal Planning............................................... 5

2.5 Performance Goals are Integrated with the Capital Investment Plan............. 6

3 FAA PERFORMANCE GOALS................................................................... 6

3.1 Government Performance and Results Act Requires a Performance Plan..... 6

3.2 Safety ......................................................................................................................7

3.3 System Efficiency................................................................................................... 8

3.4 Human and Natural Environment.......................................................................8

3.5 Organizational Excellence .................................................................................... 8

4 PERFORMANCE METRICS........................................................................ 9

4.1 Performance Metrics Assist in Achieving Performance Goals......................... 9

4.2 Relationship of Performance Metrics to Performance Goals ...........................9

4.3 Use of Performance Metrics............................................................................... 10

4.4 Examples of Performance Metrics..................................................................... 10

5 CAPITAL INVESTMENT PROJECTS RELATE TO PERFORMANCE 

GOALS ...................................................................................................... 11

5.1 Safety is the Highest Priority..............................................................................11

5.1.1 Weather Risks ............................................................................................... 12

5.1.1.1 Wind Shear Alerting Systems................................................................... 12 

i
5.1.1.2 Better Information about Weather Conditions near Airports.................... 13 

5.1.2 Monitoring Aviation Safety .......................................................................... 13

5.1.2.1 Data Support for Aviation Safety Inspectors ............................................ 13 

5.1.2.2 Enhancing Safety Oversight...................................................................... 14 

5.1.3 Preventing Runway Incursions...................................................................... 14

5.1.3.1 Airport Surface Detection Equipment – Model X ....................................14 

5.1.3.2 Airport Surface Detection Equipment.......................................................14 

5.1.3.3 Preventing Aviation Accidents.................................................................. 15

3.6.3.4 Preventing Controlled Flight into Terrain................................................15 

5.2 Improve System Efficiency To Support Future Growth in Aviation .............15

5.2.1 Adopt Modern Technology to Avoid Radio Congestion .............................. 16 

5.2.1.1 Radio Capacity and Capabilities............................................................... 16 

5.2.1.2 Efficiency of Radio Communication......................................................... 17 

5.2.2 Increase System Capacity.............................................................................. 17 

5.2.2.1 Instrument Landing Systems..................................................................... 17

5.2.2.2 Free Flight Phase 1 and 2 .......................................................................... 18 

5.2.2.3 Air Traffic Management............................................................................ 18 

5.2.2.4 Other Capacity-Enhancing Projects.......................................................... 18 

5.2.3 Increase System Efficiency ........................................................................... 19 

5.2.3.1 Advanced Technologies and Oceanic Procedures (ATOP) ...................... 19 

5.2.3.2 Operational and Supportability Implementation System (OASIS)...........20 

5.2.3.3 Standard Terminal Automation Replacement System (STARS).............. 20 

5.2.3.4 Surveillance Systems................................................................................. 21

5.2.3.5 Weather and Radar Processor (WARP) .................................................... 21 

5.2.3.6 Terminal Air Traffic Control Facilities..................................................... 22 

5.2.3.7 New York Integrated Control Center........................................................ 22 

5.3 Sustain the Air Traffic Control System To Reduce Aviation Delays.............22

5.3.1 Prevent Air Traffic System Outages .............................................................22 

5.3.1.1 En Route Automation................................................................................ 23 

5.3.1.2 Voice Switch Replacements...................................................................... 24 

5.3.1.3 Electrical Power Systems..........................................................................24 

5.3.1.4 En Route Centers and Unmanned Facilities.............................................. 24 

5.3.2 Improve Management Tools To Accommodate Expansion..........................25 

5.3.2.1 NAS Infrastructure Management System (NIMS).................................... 25 

5.3.2.2 FAA Telecommunications Infrastructure..................................................25 

5.4 Protect FAA’s Critical Infrastructure............................................................... 25

5.4.1 Facility Security Risk Management ..............................................................26 

5.4.2 Information Security ..................................................................................... 26

6 APPENDICES TO THE CAPITAL INVESTMENT PLAN........................... 26

7 CONCLUSION........................................................................................... 27

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

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

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

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

Table of Figures 

Figure 1 Components of the NAS.......................................................................................4 

Figure 2 U.S. Oceanic Airspace ....................................................................................... 20 

iii
Federal Aviation Administration National Airspace System 

Capital Investment Plan for Fiscal Years 2004-2008 

1 Introduction 

The Federal Aviation Administration (FAA) Capital Investment Plan (CIP) is a 5-year 

financial plan that allocates funding to National Airspace System (NAS) projects based 

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

supported by the detailed technical planning in the NAS Architecture. The CIP includes 

estimates for the current fiscal year budget and for 4 future 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 time. Consistent with appropriations 

legislation, the total funding estimates in the CIP equal the Office of Management and 

Budget’s (OMB) future year estimates for the FAA Facilities and Equipment budget 

requests. 

In developing the CIP, we analyzed our needs for modernization and considered how the 

CIP projects support the FAA strategic and performance goals. The 5-year plan gives us 

a long term view of NAS modernization and it helps to: 

• Manage projects with a high degree of complexity successfully. 

• Address capacity constraints at the largest airports and changes in user 

technology. 

• Integrate the implementation of all the new systems to ensure financial support 

for interdependent systems. 

2 Need for the Capital Investment Plan 

2.1 NAS Modernization is a Long-Term Process 

The CIP’s detailed financial plan is important to ensuring that present and future 

resources are available to complete our capital investment projects. The CIP is a critical 

tool for an organization as large and complex as the FAA. The FAA does a needs-based 

analysis of about 190 individual capital investment projects required to sustain and 

improve operations. We then consolidate these capital projects into about 90 budget line 

items captured in the CIP. The timing of the planned project expenditures is especially 

important, given FAA’s current philosophy of build “a little” and then test the 

incremental changes made before proceeding with more changes. The CIP must balance 

the cost of development with funds needed to implement changes in future years. It lets 

us integrate this complex incremental program into a multifaceted air traffic control 

system. 

Achieving our modernization goals depends on a stable and predictable flow of funding. 

Since most FAA programs rely on multiyear development schedules to build and install 

1
software and hardware, fluctuations in funding have a significant effect on schedules and 

overall program cost. Related programs that depend on the delayed projects can also be 

affected adversely. Delays in implementing projects defer the benefits of modernization 

and impact our goals for improving the safety and efficiency of the National Airspace 

System. 

 

Funding for projects in the CIP is appropriated from the Airport and Airway Trust Fund. 

Appropriations are authorized by the legislation that established the trust fund and 

identified allowable FAA trust fund expenditures. Because the authorizations for the 

Facilities and Equipment appropriation are expiring, the FAA must propose future 

authorizations. The CIP shows how we would spend future authorizations and links them

to our performance goals. 

The FAA developed the CIP based on a coordinated process that considers many more 

projects than we include in the plan. We explored alternative solutions and selected those 

projects that best serve to improve the NAS and have the highest return on investment. 

Matching future project expenditures with estimated future availability of funding is an 

important discipline. It results in a capital plan that reflects only those projects that have 

a high probability of being completed. 

2.2 FAA Must Plan for the Future 

Commercial air travel has more than doubled over the past 20 years and is likely to 

double again over the next 20 years. Because of the events of September 11, 2001, and a 

slowdown in the general economy, there has been a decline in the demand for air travel 

during late 2001 and all of 2002 from the levels of 2000. The high level of activity 

during 2000 often exceeded the capacity of the airport and airway system resulting in 

congestion and delay. Although there is a current temporary decrease in aviation growth, 

the FAA believes that air travel demand will resume more normal growth rates by 2005. 

During the late 1990s and in 2000, we were falling behind in our attempts to modernize 

the NAS while simultaneously providing the needed services and capabilities to the 

growing aviation industry. If we implement this plan and continue the capital investment 

it presents during the slowdown in the industry, we will be able to reach and maintain the 

levels needed to serve the growing aviation industry. 

Several circumstances support the projections of continued growth in aviation. The 

general economy is expected to return to higher growth rates. The proportion of the 

population with sufficient time and disposable income to use air travel is increasing. The 

globalization of industry will continue and result in greater demand for 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. The continuing success of low-cost 

service will also generate increased demand. By 2005 both the total number of 

instrument flight rule (IFR) operations at towers and the number of IFR operations 

handled by en route centers will regain and exceed past peaks. The FAA must make 

capital investments now to modernize and expand the capacity of the airway system to 

2
satisfy future demand and to avoid the congestion and delay levels experienced in the 

past.1

Many of the busiest airports are operating at or near capacity. Delay is not a linear 

function of aviation growth at airports operating near capacity. As the number of 

operations approaches and then exceeds airport capacity, delays will increase 

dramatically. Unless capacity is added, either by building new runways or developing 

more sophisticated automation systems to squeeze more landings out of existing capacity, 

delays will persist. The CIP must address this capacity issue to avoid increases in 

aviation delays. 

Developing new and more sophisticated automation systems to effectively increase 

capacity is more challenging than developing the first generation tools to automate air 

traffic control. This is partly because these sophisticated automation systems often 

depend on information from several interrelated systems. The enhancements these tools 

provide depend on very precise real time information. And the benefits of these tools 

cannot be realized, if critical infrastructure like electrical power systems and grounding to 

protect against lightning strikes is not funded. Given the capacity limitations of the 

current NAS, spending for automation systems in future years will need to increase in 

order to meet travel demand. 

Figure 1 depicts the complexity of the NAS, caused by the interactions among its 

multiple components. In addition to the fundamental air traffic functions, which require 

air traffic facilities to communicate with pilots and receive surveillance data from radars, 

operating the NAS requires several other necessary data exchanges. These include 

automated connections among en route centers, terminal radar control facilities 

(TRACONs), and the air traffic control system command center (ATCSCC), and 

collecting information from a variety of sources to show weather conditions and the 

status of navigation and landing aids. Both controllers and pilots need to know the status 

of over 1,000 instrument landing systems (ILS) and 1,200 navigation aids to ensure that 

aircraft are able to fly the routes they have requested. All of these systems must work 

together smoothly to provide air traffic services. This interaction among systems is 

shown in the NAS Architecture. 

 

1

 Information for the two preceding paragraphs was provided by the FAA’s Office of Aviation Policy and 

Plans. 

3
Figure 1 Components of the NAS 

Another important factor in planning for future NAS expenditures is that the FAA uses 

commercial technology in systems that support NAS operations. Communication lines 

are leased from commercial providers; commercial software is integrated into the FAA 

systems; and the FAA normally buys commercial items like radios rather than design a 

unique system for FAA use. Computers, their component parts, and the peripheral 

equipment for larger systems, are commercial items. Some of these items have short 

lives on the commercial market as industrial technology can move at a very fast rate. 

New generations appear every 2 or 3 years. We must either keep pace with the 

commercial market for these items or take elaborate and expensive measures to maintain 

equipment that has become technologically obsolete. 

In making our decisions about purchasing new equipment, we must consider the changes 

in technology that aviation users adopt. Avionics manufacturers are producing flight 

directors that can be programmed for fuel-efficient climb, descent, and en route flight 

profiles. Airlines are already taking advantage of data link communications with aircraft, 

and the FAA is planning to make more extensive use of the same technology. This 

requires coordinated planning with all users of the NAS. Users can realize the benefits of 

this new technology only if the FAA develops the equipment and procedures that support 

the airline investments. 

4
2.3 The CIP Satisfies a Legislative Requirement 

Beginning with the FY 2000 DOT Appropriations Act, legislation has required the FAA 

to submit a 5-year capital investment plan. The Act imposed a financial penalty, starting 

in FY 2001, if the CIP is not submitted with the President’s Budget. The legislation 

requires that the plan estimate future spending by budget line item for all projects the 

FAA intends to carry out over the 5 year period. 

2.4 The CIP is Based on Extensive Formal Planning 

The FAA developed the CIP through a comprehensive process beginning with the most 

fundamental plans that define FAA’s roles and the actions the FAA needs to take to 

accomplish them. The most basic statement of FAA’s operating principles is the FAA 

Strategic Plan, which articulates FAA’s goals for safely and efficiently serving air travel 

demand. The FAA Performance Plan, which is derived from the Strategic Plan, translates 

those fundamental goals into outcome goals that set targets for improvements in FAA 

performance. These targets are measurable goals for improving specific outcomes that 

affect the safety, reliability and financial concerns of aviation users. 

To meet performance plan targets, the FAA has developed a group of closely related 

plans that define specific capital investments and other actions needed to improve safety 

and modernize the NAS. These plans include the NAS Architecture, the Aviation 

Capacity Enhancement Plan, the Operational Evolution Plan, and the CIP. All these 

plans consider the operating environment FAA expects for the future, as assessed in the 

FAA Aerospace Forecast (Forecast), the RTCA NAS Concept of Operations and Vision 

for the Future of Aviation (Concept of Operations) and the National Aviation Research 

Plan. 

The FAA Forecast and the Concept of Operations underlie the engineering efforts that 

develop the NAS Architecture and set the pace of change. The Forecast estimates future 

air travel demand and the resulting FAA workload. The FAA uses this Forecast to gauge 

the size of the systems needed to accommodate future air travel demand and to ensure 

that the future air traffic system has the necessary capabilities. Once we forecast future 

demand, the Concept of Operations defines the procedures that FAA will use to handle 

the predicted volume of air traffic. Preparing the Concept of Operations is a critical step 

in deciding what equipment we need to control air traffic. The types of equipment and 

the configuration of this equipment are shown in the NAS Architecture. 

The NAS Architecture describes the services provided in the NAS and the systems used 

to provide those services. The NAS Architecture contains operating diagrams for FAA 

systems, identifies the interactions between systems, and lays out the path to 

modernization. The architecture is the baseline for describing the configuration of the 

NAS. The FAA modifies it as needed to accommodate recommendations for improving 

capacity contained in the Airport Capacity Enhancement Plan (Capacity Plan) and the 

Operational Evolution Plan (OEP). These two plans analyze capacity issues related to 

present operations and recommend near-term changes that will enhance capacity and 

5
improve NAS performance. The National Aviation Research Plan, in addition to 

describing projects that support FAA safety and environmental goals, describes the 

research projects that model future NAS behavior and explores more long-term solutions 

to capacity problems and design of the system of the future. These plans identify which 

CIP projects are necessary and the appropriate implementation schedules. The FAA 

Office of System Architecture and Investment Analysis uses the latest version of the 

NAS Architecture to do the financial planning for the individual projects and estimate the 

annual spending levels to create the CIP. The strength of coordinating all these plans is 

that the systems implemented are carefully integrated into the existing NAS and deliver 

the planned results. 

2.5 Performance Goals are Integrated with the Capital Investment Plan 

Consistent with efforts across the Federal Government to tie budgeting to performance 

plans, the FAA must ensure that its capital projects support its performance goals. 

Appendix A of the CIP describes how each project supports a performance goal. 

Appendix B details project accomplishments for Fiscal Year 2002 and planned 

accomplishments for current year appropriations and projects reflected in the budget 

request plus 4 future years. The number of goals is limited, because the intent of 

performance planning is to focus attention on the most important outcomes the FAA is 

trying to change. The FAA has also established supplemental goals to better measure 

progress toward meeting the major outcome goals. The supplemental goals represent 

narrower strategies to support performance goals, and they are based on an analysis of 

those factors that are most likely to affect performance outcomes. 

Performance goals also play an important role in setting priorities for capital projects. As 

FAA plans for future expenditures, recognizing agency performance goals allows us to 

give a higher priority to those projects that contribute the most toward meeting a 

performance goal target. 

3 FAA Performance Goals 

3.1 Government Performance and Results Act Requires a Performance Plan 

The Government Performance and Results Act (GPRA) of 1993 established Federal 

Government performance planning as a three-step process. The first step is developing a 

strategic plan containing a set of broad strategic goals describing the agency’s mission. 

The second step is developing a Performance Plan, containing a limited number of 

outcome goals that guide decisions about resource allocation and agency management. 

The third step is preparing a report on the performance achieved compared to the goals 

established in the Performance Plan. 

The FAA Strategic Plan contains the broad strategic goals that define the fundamental 

purposes of the agency. These goals articulate the agency’s role in improving a 

measurable service provided to users or the environment in which users consume the 

6
services provided by the agency. The FAA Strategic Plan is a long-term plan, updated 

every 3 years. FAA’s strategic goals are: 

• Safety: By 2007, reduce fatal accident rates by 80 percent from 1996 levels. 

• System efficiency: Provide an aerospace transportation system that meets the 

needs of users and is efficient in the application of FAA and aerospace resources. 

• Security: Most of FAA’s security functions have been transferred to the 

Transportation Security Administration and this strategic goal is under review.

• Organizational excellence: Improve organizational excellence. 

The annual Performance Plan flows from the FAA Strategic Plan. The Performance Plan 

translates the broad strategic goals into specific performance goals, stated in outcome

terms. Outcomes are changes that improve fundamental aspects of human life, such as 

health, safety, and financial concerns. The Performance Plan sets specific targets for 

annual performance goals, so the agency’s progress in meeting the goal can be measured. 

The annual Performance Plan contains targets for outcomes in the budget year and 

discusses the results of the previous year’s actual performance compared to the targets set 

for that year. 

The FAA GPRA and supplemental performance goals are:2

3.2 Safety 

GPRA Safety Goals

1. By 2007, reduce the U.S. commercial aviation fatal accident rate per aircraft departure 

from a 1994-1996 baseline of 0.051 fatal accidents per 100,000 departures. The Fiscal 

Year (FY) 2004 target is 0.028 per 100,000 departures. 

2. Reduce the number of general aviation fatal accidents. The FY 2004 target is no more 

than 349 fatal accidents. 

Supplemental Safety Goals

• Reduce the number and rate (per 100,000 operations) of highest risk (category A 

& B) runway incursions. The FY 2004 target is no more than 47 category A & B 

runway incursions, which is a rate of .072 per 100,000 operations. 

• Reduce the number of Category A & B (highest severity) operational errors. The 

FY 2004 target is no more than 629. 

 

2

 All information on FAA GPRA and supplemental performance goals was provided by the FAA Office of 

Cost and Performance Management. 

7
3.3 System Efficiency 

GPRA System Efficiency Goal

1. Increase the percentage of aircraft arriving no later than 15 minutes after the scheduled 

arrival time to 79.2 percent in FY 2004 at the 32 largest hub airports. 

Supplemental System Efficiency Goals

• Increase the sum of facility-set arrival rates at the 35 airports identified in the 

Operational Evolution Plan (OEP). The target for FY 2004 is 49,120 arrivals. 

• Increase the percent of time arrival demand is satisfied at the 35 airports identified 

in the OEP to 95.49 percent in FY 2004. 

3.4 Human and Natural Environment 

GPRA Human and Natural Environment Goal

1. The number of people in the U.S. exposed to significant aircraft noise levels. The FY 

2004 target is no more than 436,000 people. 

Supplemental Goal

• Increase the number of people in residential communities that benefit from an 

airport improvement program noise compatibility project. The FY 2004 goal is 

25,000 people. 

3.5 Organizational Excellence 

GPRA Organizational Excellence Goals

1. Achieve a green rating for the following areas in the President’s Management Agenda 

(A green rating is based on meeting several criteria established by the Office of 

Management and Budget for success in the areas listed below.) 

• Strategic management of human capital 

• Competitive outsourcing 

• Improving financial performance 

• Expanded electronic government 

• Budget and performance integration 

2. Improve the FAA score on the commercial pilot segment of the American customer 

satisfaction index (ACSI) survey. The FY 2004 performance target for the FAA 

score on the commercial pilot segment of the ACSI is 63. 

8
3. Achieve 80 percent of designated acquisition milestones for critical programs and 

maintain program costs in 80 percent of critical programs as published in the Capital 

Investment Plan. 

4 Performance Metrics 

4.1 Performance Metrics Assist in Achieving Performance Goals 

Achieving performance goals often requires a comprehensive set of actions – including 

policy, regulatory, organizational, operational, economic and technical activities. To 

track progress, we need clear measures that will evaluate the impact of individual 

programs. However, broad measures often capture results from several initiatives rather 

than the changes caused by an individual action, and it is often difficult to select a metric 

that discriminates the impact of a single action. Careful analysis is necessary to select 

metrics that gives meaningful data about outcome changes. 

The Free Flight program has developed several metrics to measure the impact of 

improvements they have made to the air traffic control system. One of the metrics used 

is the change in arrival rates at a specific airport. The number of aircraft that can be 

accommodated at the airport is measured before new automation equipment is installed, 

and then the number accommodated is measured after it is installed. The FAA has found 

that Free Flight initiatives can increase the number of aircraft accommodated during peak 

hours by 3-5 percent. Metrics are a valuable tool for this program. 

Performance metrics are needed to help us decide whether we are adopting the right 

strategies to meet performance targets or whether we need to adjust programs to address 

goals in other ways. In a complex environment such as the NAS, it is important to 

remember that initiatives are interdependent and performance metrics such as efficiency 

rates have multiple causes and influences. 

4.2 Relationship of Performance Metrics to Performance Goals 

The most useful metrics provide specific information about progress towards a 

performance goal. To establish a metric, the FAA analyzes the steps and most relevant 

factors needed to achieve the outcome stated in the goal. After identifying these key 

factors, FAA measures performance before the steps needed to meet the performance 

goal target are implemented and establishes baselines for associated metrics. As projects 

or procedures are implemented, FAA collects data to determine whether the project or 

procedure is contributing toward meeting the performance goal. Knowing the outcome

of initiatives is an essential part of managing to performance goals. 

In some cases, secondary metrics that do not directly measure an outcome but do measure 

a significant process are used to understand how we reach goals. For example, system

reliability is not an explicit performance goal, but metrics can clarify the specific impact 

that reliability has on capacity and system efficiency. When the FAA must decide 

whether to upgrade existing equipment or install new capabilities, this metric can be very 

9
valuable in determining which action will have the most impact on system congestion 

and delay issues. These secondary metrics play an important role in helping us meet 

performance goal targets. 

4.3 Use of Performance Metrics 

Some of the most valuable metrics are location specific. For example, determining the 

impact of new automation tools or new procedures on the arrival capacity at a specific 

airport is a precise measure of those tools and procedures. We can collect data at several 

airports to give an overall picture of performance improvements, but the data at the level 

of the individual airport often gives a unique and significant view of new tools, 

technologies and procedures. 

Performance metrics describe short-term progress toward performance goals, providing 

early signals on the success or failure of a specific initiative. Over time, metrics can 

identify long-term trends and help us understand the success or problems with strategies 

to achieve goals. Metrics have a role in both short-term and long-range decision making. 

4.4 Examples of Performance Metrics 

The FAA has adopted clear sets of performance metrics tied to agency strategic goals. 

Metrics are both science and art, so the FAA is continually reviewing program measures 

to make sure they are useful to understanding progress towards goals and are part of datadriven decision making. The metrics below are part of the OEP Metrics Plan, and can be 

used along with other internal metrics such as project status measured against cost and 

schedule baselines to improve management. 

• Average minutes late per flight 

• Percent of flights on time 

• Ground stop minutes 

• Average daily arrival capacity 

• Average daily flights 

• Airport Efficiency Rate 

• Airport Capacity in Visual Meteorological Conditions 

• Airport Departure Rate 

• Airport Arrival Rate 

• Airport Capacity in Instrument Meteorological Conditions 

• Airport Instrument Meteorological Conditions Index 

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5 Capital Investment Projects Relate to Performance Goals 

5.1 Safety is the Highest Priority 

Aviation safety is the primary mission of the FAA, and our performance goals reflect this 

commitment. The aviation industry also recognizes that air transportation could not 

thrive without the guarantee of safe operation. Safety is the first consideration in 

designing new programs. FAA will not implement a project unless it maintains or 

improves the safety of the NAS. The FAA has several safety programs, including 

operational programs that focus on regulating the design and operation of aircraft and 

licensing the aviation personnel who operate and maintain aircraft. Safety performance 

goal targets are used to stimulate new initiatives to improve our already high aviation 

safety standards. 

Achieving the results articulated in the safety goals requires targeted initiatives. To 

ensure that the safety programs reflect best industry practices and are embraced by 

aviation users, the FAA has convened groups to identify strategies and capital 

improvements that hold promise for improving safety. Examples are the Safer Skies 

initiatives and the Commercial Aviation Safety Team (CAST). The organizations that 

support these efforts have access to safety data and analyze proposed actions to 

recommend improved safety practices. This analysis, a key element of performance 

management, evaluates present performance to determine which programs will improve 

performance in specific areas with the greatest risk. In the safety area, the Safer Skies 

initiative identified areas of risk for commercial aviation and general aviation. Examples 

of commercial and general aviation risk areas are: 

• Uncontained engine failures (commercial) 

• Controlled flight into terrain (both commercial and general aviation) 

• Approach and landing (commercial) 

• Loss of control (both) 

• Weather (both) 

• Pilot decision making (general aviation) 

• Runway incursions (both) 

• Survivability (general aviation) 

The CIP contains several projects addressing those risk areas that can be reduced with 

improved NAS technology. We plan investments for: 

11
• Weather systems that improve weather detection and reporting for both terminal 

and en route flight segments. By providing more timely and accurate forecasts of 

adverse weather, these systems will reduce weather related accidents. 

• Systems to detect potential runway incursions. Detecting potential incursions and 

warning pilots addresses this significant safety issue and thus helps to prevent 

serious runway accidents. 

• Projects that improve approach and landing safety, such as augmenting the global 

positioning system (GPS) to allow precision landing guidance at more airports 

and improvements to approach lighting and visual landing aids. 

The paragraphs below discuss the major projects to support improvements in safety 

performance goal targets. 

5.1.1 Weather Risks 

Weather is a primary factor in more than 35 percent of commercial aviation fatal 

accidents. Wind shear near an airport and turbulence caused by convective activity 

(mainly thunderstorms) are among the greatest risks. Wind shear is often associated with 

severe thunderstorms and has caused jet aircraft approaching a runway to crash. 

Reducing the risk of accidents caused by wind shear and other weather phenomena 

depends on timely and accurate warnings to pilots, allowing them to avoid this hazardous 

weather. The following key projects provide the information for timely and accurate 

warnings: 

5.1.1.1 Wind Shear Alerting Systems 

The FAA has installed terminal Doppler weather radars (TDWR) at 45 large airports with 

the most 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 experienced maintenance problems, and we need to invest 

capital in a Service Life Extension Program to ensure that these vital safety systems 

operate reliably through the year 2020. The FAA has also installed low level wind shear 

alert system (LLWAS) and the weather system processor (WSP) at additional airports to 

provide wind shear warnings. The LLWAS uses sensors to detect differences in winds at 

several locations on and around the airport. The WSP modifies the airport surveillance 

radar, used for air traffic control, so that it can display wind shear conditions. We are 

developing the medium intensity airport weather system (MIAWS) as a low cost warning 

system for wind shear at 40 medium sized airports. The MIAWS uses the National 

Weather Service radars to gather information on hazardous wind conditions. We will 

deploy the MIAWS in 2005 and 2006. The wind shear systems, already installed, have 

been a major factor in reducing the risk of accidents, but they must be updated to 

continue providing vital safety information. The challenge to FAA is to provide 

protection from wind shear consequences at as many airports as possible recognizing that 

benefits from these systems need to exceed the estimated costs 

12
5.1.1.2 Better Information about Weather Conditions near Airports 

The Integrated Terminal Weather System gathers data from several weather sensors and 

displays an image of current weather for airport towers. The system also provides 10 and 

20-minute projections of how weather systems will move near and over the airport. 

Controllers use this information to provide weather alerts to pilots concerning hazardous 

weather and to decide which runways to use for takeoff and landing. Tower supervisors 

choose the runways that have the least risk of encountering hazardous weather 

conditions, but they try to avoid frequent changes in runway configurations for takeoff 

and landing that could disrupt air traffic and can cause delays. Having a detailed picture 

of weather affecting the airport and the path that weather is following helps controllers 

make better decisions on how to configure the traffic flows into and out of the airport and 

to provide more precise warnings to pilots flying near the airport. The 38 systems being 

purchased for this project are scheduled to be installed and tested during fiscal years 2002 

to 2004. 

5.1.2 Monitoring Aviation Safety 

In addition to the projects that upgrade air traffic control equipment to ensure safe 

separation of aircraft, the CIP supports many other safety programs including: 

• 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 that provide aviation services and the aviation 

personnel who are employed by those companies to ensure that safety is always 

paramount in the industry. 

There are approximately 20,000 aircraft in commercial service. Over 600,000 pilots and 

more than 300,000 mechanics are licensed by FAA. Because of the large number of 

commercial operators, aviation personnel and repair facilities, the FAA needs automated 

tools to track their safety records and to ensure adherence to regulations and standards. 

We have made substantial investments in information technology systems and efforts to 

keep these systems up to date and expand their usefulness. 

5.1.2.1 Data Support for Aviation Safety Inspectors 

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. Without automated support, we could not inspect or certify the large number of 

aviation related entities efficiently. 

13
5.1.2.2 Enhancing Safety Oversight 

Meeting our goal for reducing fatal accidents depends on preventing accidents. The CIP 

includes three projects to enhance oversight of the aviation industry so we can discover 

safety issues before accidents occur. The System Approach for Safety Oversight 

program will develop and implement a proactive system safety approach to help identify 

and ensure compliance with best safety practices, to regulate the aviation industry, and to 

manage safety risks to eliminate accident causal factors. The Integrated Flight Quality 

Assurance program is in the testing phase for collecting data from individual airlines’ 

flight operations quality assurance programs. The raw data from the airlines is collected 

from airline flight data recorders. It will be analyzed to uncover any safety issues in dayto-day operations. The Aviation Safety Knowledge Management Environment System

supports aircraft certification by storing information relating to the design and 

certification of aircraft. 

5.1.3 Preventing Runway Incursions 

Runway incursions create dangerous situations that can lead to serious accidents. 

Reducing the number of runway incursions will lessen the probability of accidents that 

potentially involve fatalities, injuries and significant property damage. We are increasing 

our focus on preventing pilots or ground equipment operators from unintentionally 

entering the path of an aircraft taking off or landing. The FAA Office of Runway Safety 

studies the causes of runway incursions and develops strategies to prevent them. To 

support these strategies, we have developed training programs and technologies to aid 

controllers, pilots, and vehicle operators in recognizing potential runway incursions. The 

FAA continues to research alternative technologies to prevent runway incursions. 

5.1.3.1 Airport Surface Detection Equipment – Model X 

To protect against runway incursions at airports that do not have an airport surface radar, 

the FAA is developing 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 a radar sensor, other electronic aids are used to 

detect and locate aircraft and vehicles by processing position information provided by 

these electronic aids and then calculating the exact location of the vehicle or aircraft. We

will deploy ASDE-X at 25 operational sites. 

5.1.3.2 Airport Surface Detection Equipment 

The FAA has installed airport surface detection system equipment - model 3 (ASDE-3) at 

more than 30 locations. This system provides controllers with a radar display of aircraft 

and vehicles in the airport operating area during low visibility conditions. The ASDE-3 

is 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 of incursions to avert accidents. We need to invest capital to modernize 

these systems so that they continue to operate efficiently over the next 10 years. In 

14
addition, we are adding the technology that uses electronic aids to detect aircraft and 

ground vehicle location, developed in the ASDE-X program, to seven of the ASDE-3 

systems. 

5.1.3.3 Preventing Aviation Accidents 

FAA is demonstrating several advanced technologies that contribute to flight safety. 

These technologies include automatic dependent surveillance, data link and global 

positioning system (GPS) satellite navigation. The automatic dependent surveillancebroadcast (ADS-B) technology allows aircraft to automatically broadcast their position to 

air traffic control facilities and other aircraft. In areas with no, or limited, radar coverage 

ADS-B will give controllers more precise information on aircraft position. 

Data link is another important new technology. Data link will eventually allow pilots to 

receive cockpit displays of aviation weather conditions. It can also be used to transmit air 

traffic control instructions. Pilots can use the data link information to avoid weather 

hazards and to ensure accurate interpretation of air traffic control instructions. 

3.6.3.4 Preventing Controlled Flight into Terrain 

In the recent past, there have been many fatal accidents involving controlled flight into 

terrain due to poor situational awareness. The Safe Flight 21 program 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 the use of GPS navigation capability and the wide area augmentation system can 

provide warnings about high terrain near the flight path of the aircraft. Evaluating this 

technology is part of the Safe Flight 21 program being conducted in Alaska and the Ohio 

River Valley. 

5.2 Improve System Efficiency To Support Future Growth in Aviation 

The FAA has carefully analyzed several key measures of NAS capacity and efficiency to 

select the performance goal that is most closely aligned with the system efficiency 

strategic goal. The measure used for the 2004 performance goal, which is to increase the 

percentage of on-time arrivals, addresses one of the most important considerations in 

improving efficiency - delays. Maintaining schedule is important to both passengers and 

airlines. Airline operations can be severely impacted by delays in many ways; one of 

which is an increased risk of exceeding gate capacity at an airport. This results in 

holding aircraft outside the gate area causing further delay. Delays have many causes, 

and two subsidiary goals further refine the measurement of actions that the FAA has 

taken to increase on-time arrivals. 

Just as in the safety area, industry is an important partner in defining the steps needed to 

meet the efficiency goal. Industry groups such as RTCA and independent research 

groups such as the Transportation Research Board have been key players in developing 

initiatives that will improve use of system capacity. For example, RTCA has provided 

15
guidance for the Free Flight program and for use of satellite navigation. Broad industry 

cooperation has resulted in the Operational Evolution Plan (OEP), which contains several 

recommendations for operational changes and new technologies to reduce airport delays. 

In response to suggestions from industry and research organizations, the FAA has 

developed several projects that promote system efficiency. These include automation 

systems for strategic management of the air traffic control system. The air traffic control 

system command center (ATCSCC) 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. Using the collaborative decision-making tools, FAA can consult with 

commercial users, and the ATCSCC can regulate flows in the system to prevent large hub 

airports from being saturated with more traffic than the airport can handle. When delays 

are necessary, because of hazardous weather or runway closures, the delays can be taken 

on the ground, which is less costly. The ATCSCC also coordinates with traffic 

management units at the en route centers and the busiest tower/terminal radar control 

facilities (TRACONs). These units scan the flow of incoming traffic and recommend 

actions that smooth traffic flow to match it to runway capacity. Coordination with DoD 

and international air traffic control facilities is also necessary when military operations or 

international traffic are expected to influence operational flows. 

The paragraphs below discuss the major projects that support system efficiency 

performance goals. 

5.2.1 Adopt Modern Technology to Avoid Radio Congestion 

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 

controllers. Two major projects are developing systems that make more efficient use of 

the radio frequencies assigned to FAA for voice communications. The next generation 

communication system (NEXCOM) uses digital technology and increases the number of 

channels per frequency to provide more capacity. The aeronautical data link program is 

developing a data link system so text messages can be transmitted and received from

aircraft. This can provide controllers and pilots an automated communications path 

separate from the radio communications path that often is congested and can lead to 

miscommunication in busy airspace. 

5.2.1.1 Radio Capacity and Capabilities 

The NEXCOM uses the existing frequencies assigned to FAA, but it increases the 

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

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 

16
incrementally. We will switch to digital radios over the next ten years, and add 

enhancements during and after the transition. 

5.2.1.2 Efficiency of Radio Communication 

Data link technology allows text messages and, in later phases, graphics to be transmitted 

from the ground to aircraft in flight. Sending messages by data link can provide 

controllers and pilots an automated communication path separate from the voice radio 

communications path. It is also more accurate because the pilot can save the message 

and check it as necessary. Graphics messages can include weather maps and forecasts 

and displays of nearby air traffic. They will help pilots make better decisions. Data link 

applications will start with simple standard text messages. Currently, flight plan 

clearances are being sent by data link at 58 airports. We will add features as we test and 

prove the technology. Key issues in implementing data link are to ensure that the 

message being transmitted is not altered or truncated in transit and that both the pilots and 

controllers are assured that the source of the message is legitimate. 

5.2.2 Increase System Capacity 

Several capital investment projects will help increase NAS capacity by allowing 

additional operations at busy airports. The largest 31 airports handle 69 percent of 

commercial passenger travel3

, and most of these airports are operating near capacity. As 

demand grows, they will need additional runways and more sophisticated air traffic 

management tools. The OEP addresses this issue and contains recommendations to 

maximize the capacity at airports with delay issues. Constraints on construction of new 

runways results in runway capacity growing more slowly than demand, and FAA must 

invest in systems that effectively add capacity by using the airspace more efficiently. 

The most significant projects that increase capacity are described below. 

5.2.2.1 Instrument Landing Systems 

Every year, the FAA installs several new instrument landing systems. The systems 

provide precision approach guidance to new and existing runways that could not 

otherwise be used safely when visibility is limited. They increase capacity because 

airports will either have low visibility capability for the first time or will have additional 

runways available during adverse weather conditions. Several other CIP projects are 

necessary to support the installation of additional instrument landing systems. The 

systems require one or more runway visual range sensors to report runway visibility to 

pilots and controllers. The systems also require approach lights for the runway to help 

the pilot see the runway after descending to the minimum altitude allowed. Status 

displays are needed in the tower to inform controllers whether the systems are operating 

correctly. 

 

3

 Information provided by the FAA Office of Airport Planning and Programming. 

17
5.2.2.2 Free Flight Phase 1 and 2 

The Free Flight Phase 1 and 2 programs include initiatives that promote more efficient 

use of existing capacity. In Free Flight Phase 1, FAA installed the traffic management 

advisor (TMA) in seven en route centers. All seven are operational. These automation 

systems can increase the number of aircraft handled during peak hours at an airport by up 

to 3 percent, which can have a significant impact on delays. When approaching aircraft 

exceed the capacity of the airport, controllers must increase the length of the routes used 

to line up aircraft to approach runways, which decreases efficiency. The TMA software 

coordinates actions taken by the center and a tower so that traffic flows are organized 

before they enter the boundaries of terminal airspace, which results in more efficient use 

of runway capacity. 

Free Flight Phase 2 will complete the installation of TMA and the user request evaluation 

tool (URET) at all 20 en route centers. 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. With this information, a controller can approve direct routing 

as requested by pilots, which normally saves flight time and fuel. Phase 2 will also 

sustain and improve several other automation systems installed during phase 1. An 

example is the collaborative decision making we use to communicate with airline 

operations centers. This allows us to determine the best way to deal with potential delays 

due to adverse weather or other airspace congestion problems. 

5.2.2.3 Air Traffic Management 

In past years, air traffic control relied on a first-come first-served rule. By the late 1980s, 

it was clear that this strategy was not the best way to deal with demand. Gradually, we 

installed traffic management units in the centers and busiest TRACONs. Some of the 

methods for traffic management were fairly simple, such as alternating east and west 

departures and controlling the mix of takeoffs and landings to keep from flooding 

sections of airspace. Others were more sophisticated and dealt with obtaining real-time 

data on airspace restrictions and managing traffic flows into the airport. The many tools 

developed in the early stages of the air traffic management program, coupled with the 

tools deployed by the Free Flight program, reduced delays and increased our ability to 

accommodate arriving aircraft by 5 percent. Managing air traffic through tactical and 

strategic planning has been very productive. Sustaining that productivity requires the 

hardware that supports this automation be modernized regularly to ensure we can 

maintain the efficiency of the system. 

5.2.2.4 Other Capacity-Enhancing Projects 

FAA has several other initiatives that will enhance NAS capacity. Using GPS navigation 

augmented with the wide area augmentation system, more pilots will have the 

opportunity to fly direct routes using a technique called area navigation (RNAV). The 

advantage of RNAV is that pilots can fly direct routes between geographic points rather 

18
than having to fly between radio navigation aids, which often saves time and distance. 

We will commission the wide area augmentation system in December 2003. 

The local area augmentation system will provide precision approach guidance to multiple 

runway ends. This will increase capacity of airports during low visibility conditions by 

allowing approaches to more runways than those equipped with an instrument landing 

system. The first unit will achieve initial operating capability during fiscal year 2006. 

The FAA is also developing standards and procedures for reducing the separation for en 

route aircraft. Currently aircraft flying above 29,000 feet must have 2,000 feet of vertical 

airspace separation. Reducing separation to 1,000 feet makes more altitudes available for 

efficient flight profiles resulting in fuel savings and reduced controller workload. 

Airspace redesign will also increase the number of aircraft that can be handled by 

allocating the airspace more efficiently in both en route and terminal operating areas. 

5.2.3 Increase System Efficiency 

Because of past limits of surveillance and communications technology, control of aircraft 

in oceanic areas has been less efficient than control of aircraft in domestic airspace. We

must modernize both the control system and our procedures to accommodate the rapid 

growth in transoceanic travel. The FAA is buying a new automation system to automate 

oceanic control. Coupled with automatic dependent surveillance and satellite 

communications, this system will greatly improve efficiency in oceanic air traffic control. 

When controllers have more accurate reports on aircraft position and can communicate 

quickly and accurately with pilots flying over the oceans, they will be able to reduce 

separation below current levels. Aircraft then can fly shorter routes and at altitudes that 

minimize fuel consumption. 

The FAA must also modernize the TRACON facilities, towers, surveillance systems and 

terminal automation systems to accommodate demand at airports. If demand increases in 

future years as expected, the FAA must use more sophisticated techniques to ensure 

optimal use of runway capacity. This requires additional capacity in the automation 

systems and new surveillance systems to provide information in a digital format. Facility 

upgrades are needed both to support the new capabilities and to accommodate new 

runways and construction at airports. 

5.2.3.1 Advanced Technologies and Oceanic Procedures (ATOP)

The FAA is allocated 80 percent of the world’s oceanic controlled airspace, defined as 

airspace beginning approximately 200 miles off shoreline and consisting of 3.3 million 

square miles in the Atlantic and 21.3 million square miles in the Pacific. FAA’s Oakland, 

New York, and Anchorage air route traffic control centers manage oceanic air traffic. 

The new oceanic automation system sets the stage for reducing aircraft separation from

100 nautical miles to 30 nautical miles. Data indicates that for every dollar spent by the 

19
FAA, approximately 8 to 10 dollars of benefits accrue to the airlines, to the flying public 

and to the FAA. 

The ATOP program will obtain a single, integrated oceanic system for all three centers 

with common procedures, training and support. With initial operational capability, 

ATOP will move controllers away from manual bookkeeping with its paper strips and 

make use of the latest communications and surveillance technology for off-the-glass air 

traffic control. The new automation system is scheduled for initial operational capability 

at the three oceanic centers beginning with Oakland in 2003. 

21.3 M

sq mi

3.3 M

sq mi

Figure 2 U.S. Oceanic Airspace 

5.2.3.2 Operational and Supportability Implementation System (OASIS)

Flight service stations provide weather briefings for pilots and accept flight plans from

them. OASIS is a replacement system for flight service station automation. When the 

flight plan indicates that the pilot will be flying in controlled airspace, the flight service 

station sends the appropriate flight plan information to air traffic facilities that will be 

controlling the aircraft’s flight. The existing systems have inefficiencies that will be 

corrected by the replacement system. 

5.2.3.3 Standard Terminal Automation Replacement System (STARS)

FAA operates three different models of automation systems for terminal area radar 

control (TRACON) facilities. TRACON facilities control air traffic as it approaches or 

departs airports. The existing automation systems were designed and installed in the 

1970s and upgraded in the 1980s and 1990s. We are planning to replace terminal 

automation systems with STARS. After STARS is installed, the terminal facilities will 

be equipped with a standardized system scaled to its activity. The new system will also 

20
expand computer capacity so that new automation tools can be used to increase efficient 

use of airspace 

The FAA initially intended to buy an existing automation system for the STARS project, 

but we found that we had to modify the commercial systems to meet our needs. In order 

to address controller issues with the initial STARS systems, FAA has developed STARS 

software incrementally to incorporate needed features. Now that STARS is almost fully 

developed, we have deployed eleven systems, including the first two key sites at 

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

We are testing incremental software improvements and will install them on all 

operational systems. We will be installing the additional STARS systems with all 

planned features. 

5.2.3.4 Surveillance Systems 

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

that provide position information to controllers. In the terminal area the airport 

surveillance radar – model 11 (ASR-11) will be replacing ASR-8 radars and earlier 

models. The ASR-11 provides digital information to the terminal automation systems, 

which is compatible with the STARS design. Older air traffic control beacon 

interrogators (ATCBI) are being replaced by the new ATCBI-6. The FAA replaced a 

portion of the ATCBI systems with a system known as mode select and the remaining 

older systems are now being replaced with ATCBI-6. FAA is also renovating the 

terminal radar system used at larger airports, which is the ASR-9, to extend its life for 

several more years. All these projects reduce radar outages and improve the information 

that controllers have on their displays, so that they can be more effective in controlling air 

traffic. 

5.2.3.5 Weather and Radar Processor (WARP)

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

traffic control. The WARP provides timely weather radar information to the controllers, 

traffic management specialists and the center weather service unit meteorologists at the 

en route centers. They use this information to advise pilots of the routes least affected by 

weather and to help air traffic flow managers 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 the system to 

be compatible with the upgrades to weather radars operated by the National Weather 

Service, add software products developed by the weather research program; and 

modernize the WARP hardware. We have installed the equipment at all en route centers. 

We will add improvements in phases over the next several years. 

21
5.2.3.6 Terminal Air Traffic Control Facilities 

The towers and TRACON facilities that control traffic in the terminal area require 

modernization for a number of reasons. In some cases, visibility of the runways and 

taxiways has been restricted by new construction, and the towers need increased height to 

provide controllers a clear view of the airport operating area. In other cases, the facility 

is too small for the installation of new automation equipment. A third reason is the age 

and condition of the facility. FAA has more than 400 air traffic control towers, and, as 

towers age, they require new infrastructure or replacement. FAA replaces about 10 

towers per year and will continue replacing or modernizing towers well into the future. 

5.2.3.7 New York Integrated Control Center 

There are several inefficiencies in current airspace configuration in the New York area. 

We are in the early planning stages of airspace design changes for the metropolitan area. 

We are studying the option of replacing the existing consolidated TRACON and the en 

route center with a single facility that will address capacity constraints. Problems in the 

area currently include: 

• Airspace restrictions that limit controller flexibility due to geographic proximity 

of the region’s three major airports 

• An airspace allocation that creates narrow one-way corridors that cannot handle 

increased levels of air traffic 

• A route structure for arriving aircraft that cannot provide a uniform flow of traffic 

to airports 

Consolidating the facilities and the airspace they control will allow more efficient use of 

the total airspace and reduce the artificial boundaries that inhibit better use of the 

airspace. 

5.3 Sustain the Air Traffic Control System To Reduce Aviation Delays 

All of the projects that improve system efficiency would be ineffective if the hardware 

and software that form the core of the air traffic control system became unreliable. 

Computers and software have a limited life. Manufacturers are constantly upgrading 

their hardware and normally discontinue making parts for older equipment once a new 

generation of equipment is in widespread use. Thus, spare parts are difficult and 

expensive to acquire. Also, as new software languages are developed, younger 

employees are not prepared to work with obsolete languages. All of these factors require 

existing equipment to be replaced or technically upgraded. 

5.3.1 Prevent Air Traffic System Outages 

Even short-duration air traffic outages can cause losses of several million dollars because 

of resulting delays and flight cancellations. The FAA has several projects that maintain, 

update and modernize both the buildings and equipment used in the NAS. We must 

22
renew both physical infrastructure, such as electrical distribution systems and heating and 

ventilation systems, and the hardware and software that comprise the automation systems 

used for air traffic control. In addition, our experience shows us that once we install new 

equipment the electrical grounding systems that protect these systems from lightningstrike voltage spikes and commercial power irregularities are inadequate. The solid-state 

devices used in modern equipment are very sensitive to voltage spikes and we must 

install an elaborate system of electrical grounding to protect them. 

The paragraphs below discuss the most important projects for sustaining the existing 

system and preventing outages. 

5.3.1.1 En Route Automation 

The En Route Automation Modernization program has several components. At the heart 

of the en route air traffic control system is the host computer system (HCS). It processes 

and formats flight plan and aircraft position information for portrayal 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. This is 

important if there is a radar outage. We expect to replace these computers by 2009. 

During the 1990s, the display system replacement program replaced en route controller 

workstations and displays. As the displays wear out, we must refurbish and eventually 

replace them. Production of the original large display tubes has been discontinued, and 

the FAA is assessing options for replacing the controller workstations as part of the en 

route system modifications project. 

The software used in the HCS for automation applications is written in an obsolete 

programming language. When the HCS is replaced in 2009, we will not be able to port 

this software onto the next generation of computers. Furthermore, there are few 

computer programmers, who are interested in working in this obsolete language. This 

makes it difficult to maintain the software. The FAA has begun rewriting the host 

computer system software in a modern language. 

Another computer system called the peripheral adapter module replacement item

(PAMRI) supports the HCS. 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 the information for use by the HCS. In 2004 the FAA 

will replace the PAMRI with a new system called the en route communication gateway as 

part of our en route modernization program. The existing PAMRI is nearly 10 years old, 

and we must replace it to remain compatible with HCS upgrades. 

If the HCS fails, a back up system called direct access radar channel can process the radar 

data directly from the PAMRI to the controller displays. This system has evolved over 

time and has some limitations in backing up a modernized en route automation system. 

The FAA will replace this system when we modernize the en route system. 

23
In addition to the computer systems and software, we need to replace several outdated 

host computer system peripherals. Over the next five years FAA will be replacing 

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

the HCS. The new peripherals have more capacity and be more efficient to operate. 

5.3.1.2 Voice Switch Replacements 

Good communication is essential for air traffic control. Radios used by pilots and 

controllers to communicate have a limited range. To extend the range of those radios, 

remote sites are located at the approximate distance from air traffic control facilities 

where there would not otherwise be clear radio communications. Radio communications 

between pilots and flight service specialists also must be enhanced by use of remote radio 

sites. The radio communications from these remote sites are usually carried on telephone 

lines to the air traffic control facility. 

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

or through 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 

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

towers, TRACON facilities, and flight service stations and will continue to do so over the 

next five years. In addition, we are examining strategies to modernize the large voice 

switches at the en route centers and will either modernize or replace the large switches 

installed under the voice switching and control system (VSCS) program. In the near 

term, the FAA is replacing the VSCS training and backup system at all the en route 

facilities. 

5.3.1.3 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 back-up systems to maintain reliability and to avoid outages. 

Outages may require us to separate aircraft 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. 

5.3.1.4 En Route Centers and Unmanned 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 the 

installation of new equipment. Roofs must be maintained, electrical wiring must be 

updated as new equipment is installed, and the heating and ventilating systems must be 

upgraded to protect the sensitive electronic equipment housed in the centers. This 

program is essential for NAS modernization and must be sustained well into the future. 

24
The thousands of remote radios, navigation aids, and radars used for air traffic control are 

housed in permanent buildings that must be maintained to prevent damage to the 

electronic equipment. Outages of the equipment housed in these facilities can cause air 

traffic delays. The FAA must maintain and modernize these buildings to ensure 

continued and reliable operation of the equipment inside. 

5.3.2 Improve Management Tools To Accommodate Expansion 

Several projects in the CIP are designed to help FAA manage capital investment more 

efficiently. Any large organization can benefit from automated management tools and 

access to specialized technical information to deal with rapid change in business practices 

and technology. The FAA has contracted for information technology systems that 

automate cost and schedule estimates. 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: 

5.3.2.1 NAS Infrastructure Management System (NIMS)

NIMS centralizes managing FAA maintenance functions. Growth in the number of FAA 

facilities has made this necessary. We have had to find more efficient ways to maintain 

all our new equipment. We manage our maintenance from a national operations control 

center and three regional operational control centers. All new FAA equipment has 

remote maintenance monitoring, and managers can detect problems from these central 

facilities. The regional maintenance centers can then send field technicians to prevent or 

repair outages. This reduces the number of technicians needed at remote locations and 

allows us to use them more efficiently. NIMS will reduce the number and length of

unscheduled outages by managing the workforce and providing outage information and 

real-time status needed by the workforce. 

5.3.2.2 FAA Telecommunications Infrastructure 

The FAA controls air traffic over the entire United States and over international oceanic 

areas. The FAA needs an efficient and modern telecommunications system to perform its 

air traffic functions and mange our many dispersed facilities. We have contracted with a 

major telecommunications provider for support of communications among our 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. 

5.4 Protect FAA’s Critical Infrastructure 

Since September 11, 2001, there has been a heightened awareness of the need to protect 

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

that critical infrastructure. There are many aspects to protecting critical infrastructure, 

25
and FAA has two specific programs to protect it. One is protecting facilities and 

employees, and the other is protecting information technology systems. 

5.4.1 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 in compliance 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. 

5.4.2 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. As FAA 

has modernized its automation systems, more commercial software has been incorporated 

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 incorporate an intrusion 

detection system so 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. 

6 Appendices to the Capital Investment Plan 

The CIP contains four appendices as shown below: 

Appendix A 

• Lists CIP projects 

• Describes how projects relate to performance goals 

Appendix B 

• Lists CIP projects with over $5 million in expenditures 

• FY 2002 Program Accomplishments 

• FY 2003 Output Goals 

• FY 2004 Output Goals 

• Key Events FY 2005-2008 

Appendix C 

• Provides estimated expenditures 2004–2008 by Budget Line Item

Appendix D 

• Lists of Acronyms and Abbreviations 

26
7 Conclusion 

There are several important reasons for preparing the 5-year Capital Investment Plan 

(CIP). In addition to the legislative mandate to prepare the CIP, 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, it 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 keep pace with an industry that is 

technically sophisticated and demanding better services. 

The CIP provides full visibility into the scope and planned schedule for capital 

expenditures. This information allows an informed dialogue on the pace and content of 

our modernization efforts. The FAA is facing many challenges in modernizing the NAS. 

Because the air traffic control system is complex and the rate of technology change is 

rapid, we must decide on the level of technology we want to incorporate in our systems 

now. Our partners in the aviation world are also pushing technology change and we must 

be attuned to the changes proposed by industry. These changes require resources, and we 

must articulate the need for these planned changes in a long-term plan—the CIP. 

27
Federal Aviation Administration 

National Airspace System 

Capital Investment Plan 

Appendix A 

For 

Fiscal Years 2004-2008
Appendix A

The projects are grouped under the strategic goal they support. The Narrative for Primary Outcome Goal describes 

the specific contribution made to a performance goal. The projects are numbered with the budget line item (BLI) 

used in the supplementary information for the fiscal year (FY) 2004 budget submission to Congress. Each BLI may

contain one or more Capital Investment Plan (CIP) projects, but in order to be consistent with the budget

presentation, the entire BLI is assigned to the goal area that best reflects the performance goal it supports. In 

general, many of the Federal Aviation Administration (FAA) capital investments will contribute to more than one

goal, and in those cases where it clarifies the contribution of components of budget line items to a performance goal,

there will be a separate narrative discussion of how that component supports a specific goal. 

The relevant performance goal is shown above each line item to provide the connection between the goal and the 

line item. This is consistent with direction from the Office of Management and Budget (OMB), and the Department

of Transportation (DOT) and is derived from the FAA list of performance goals. 

BLIs with X in their number, for example 4C01X, represent programs ending in FY 2002 or FY 2003 or new 

projects not currently in the President’s budget.

Format of Appendix A 

The sections present information by facilities and equipment (F&E) projects organized in the following format: 

 

BLI Number; BLI Name 

Project Name #1 

Primary Outcome Goal: FAA Goal: The primary goal that the capital investment supports. 

Narrative for Primary Outcome Goal: 

Description of the BLI outcome or outputs that contribute to reaching the target level set for the performance goal 

that this BLI supports. 

2
Federal Aviation Administration Capital Investment Plan Goal Matrix 

1. Department of Transportation (DOT) Strategic Goal: Safety: Promote public health and safety by working 

toward the elimination of transportation-related deaths and injuries. 

1.1. Federal Aviation Administration (FAA) Strategic Goal: Safety: Reduce fatal aviation accident rates by 

80 percent in 10 years. 

Strategies to Achieve FAA Goal: 

Accident Prevention: Prevent accidents before they happen through appropriate, targeted, systematic 

interventions in the aviation system. 

Safety Information Sharing and Analysis: Develop partnerships with the aviation community to share 

data and information supporting safe, secure aviation. 

Certification and Surveillance: Develop new approaches to working with others on certification, 

inspection, and surveillance; and target FAA resources. 

FAA Annual Performance Goals: 

1.1.1 Air Carrier Fatal Aircraft Rate – By 2007, reduce the U.S. commercial aviation fatal aviation 

accident rate per aircraft departure from a 1994-1996 baseline of 0.051 fatal accidents per 100,000 

departures. The fiscal year (FY) 2004 target is 0.028 per 100,000 departures. 

1.1.2 General Aviation (GA) Fatal Aircraft Rate – Reduce the number of general aviation fatal

accidents. The FY 2004 target is no more than 349 fatal accidents. 

1.1.3 Operational Errors – Reduce the number of Category A & B (highest severity) operational

errors. The FY 2004 target is no more than 629. 

1.1.4 Runway Incursions – Reduce the number and rate (per 100,000 operations) of highest risk 

(Category A & B) runway incursions. The FY 2004 target is no more than 47 Category A & B

runway incursions, which is a rate of 0.072 of 100,000 operations. 

 

2. DOT Strategic Goal: Mobility: Shape an accessible, affordable, reliable transportation system for all people, 

goods, and regions. 

2.1. FAA Strategic Goal: System Efficiency: Provide an aerospace transportation system that meets the needs 

of users and is efficient in the application of FAA and aerospace resources. 

Strategies to Achieve FAA Goal: 

Free Flight: Within safety and environmental considerations, work toward giving aircraft the opportunity

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

National Airspace System (NAS) Modernization: Using the NAS Architecture as the guideline, 

continually refine and update the NAS to achieve efficient aerospace systems and operations. 

Systems Integration: Integrate airport and commercial space requirements into NAS planning and 

architecture. 

FAA Annual Performance Goals: 

2.1.1. Airport Daily Arrival Capacity – Increase the sum of facility-set arrival rates at the 35 airports 

identified in the Operational Evolution Plan (OEP). The target for FY 2004 is 49,120 arrivals. 

2.1.2. Airport Arrival Efficiency Rate – Increase the percent of time arrival demand is satisfied at the 

35 airports identified in the OEP to 95.49 percent in FY 2004. 

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2.1.3. System Efficiency – Increase the percentage of aircraft arriving no later than 15 minutes after the 

scheduled arrival time to 79.2 percent in FY 2004 at the 32 largest hub airports.

3. DOT Strategic Goal: Economic Growth: Support a transportation system that sustains America’s economic

growth. 

3.1. FAA Goal: Economic Growth: FAA also supports this DOT goal through its system efficiency goal that

ensures a safe, secure aerospace system that is efficient for users. 

Strategies to Achieve FAA Goal: See FAA Strategic Goal: System Efficiency: Strategies to Achieve 

FAA Goals. 

FAA Annual Performance Goals: 

3.1.1. See FAA Strategic Goal: System Efficiency: FAA Annual Performance Goals. 

4. DOT Strategic Goal: Human and Natural Environment: Protect and enhance communities and the natural 

environment affected by transportation. 

4.1. FAA Performance Goal: Human and Natural Environment: Increase the number of people in

residential communities that benefit from an airport improvement program noise compatibility project. 

Strategies to Achieve FAA Goal: 

Understanding Aerospace Environmental Impacts: Participate in research to understand more fully the 

effect of aerospace on the atmosphere and the degree of regulation necessary to minimize those impacts. 

Reducing Aerospace Environmental Impacts: Use combinations of regulations, research, technology, 

and procedures to reduce and mitigate adverse impacts from the aerospace.

Quantifying and Mitigating Environmental Impacts of FAA activities: Assess compliance with 

environmental regulations; honor the mandates to clean up contamination in accordance with existing 

agreements; reduce the use of hazardous materials at its facilities; and promote recycling.

FAA Annual Performance Goals: 

4.1.1. Noise - The number of people in the U.S. exposed to significant aircraft noise levels. The FY 2004 

target is no more than 436,000 people.

5. DOT Strategic Goal: National Security: Ensure the security of the transportation system for the movement of

people and goods, and support the National Security Strategy. 

5.1. FAA Strategic Goal: National Security: Most of FAA’s security functions have been transferred to the 

Transportation Security Administration and this strategic goal is under review.

Strategies to Achieve FAA Goal: 

Security Baseline: Continue to improve the baseline security system for FAA facilities. 

Information Security: Develop and implement a comprehensive information system security (ISS) 

program and security activities to protect the national airspace and mission support systems.

Annual Performance Goal: 

5.1.1 Information Security – Develop and implement a comprehensive ISS program and security

activities to protect the national airspace and mission support systems.

4
6. DOT Strategic Goal: Organizational Excellence: Advance the Department’s ability to manage for results and

innovation. 

6.1 FAA Strategic Goal: People: Prepare the workforce for the demands of the 21st century. 

Reform: Become more businesslike while increasing customer responsiveness. 

Strategies to Achieve FAA Goal: 

People: Implement a productive and hospitable model work environment in which employees can develop 

to their potential and contribute fully to the organization; contributions of all employees are supported and 

encouraged; discrimination and harassment have been eliminated; and the nation’s diversity is reflected. 

Acquisition Reform: Reform acquisition processes to make them faster, simpler, and more 

mission-based. 

Personnel Reform: Reform personnel systems to provide increased flexibility in hiring, pay, and 

placement; protect employee rights; increase productivity; promote high standards of accountability; 

enhance the agency’s intellectual capital; and create incentives for change. 

Financial Reform: Reform financial systems to enable a more performance-based management approach. 

FAA Annual Performance Goals: 

6.1.1. Achieve a green rating for the following areas in the President’s Management Agenda:

• Strategic Management of Human Capital

• Competitive Outsourcing

• Improving Financial Performance 

• Expanded Electronic Government (e-Gov) 

• Budget and Performance Integration 

6.1.2. Improve the FAA score on the commercial pilot segment of the American customer satisfaction 

index survey. The FY 2004 performance target for the FAA score on the commercial pilot segment

is 63. 

6.1.3. Achieve 80 percent of designated acquisition milestones for critical programs and maintain program

costs in 80 percent of critical programs as published in the Capital Investment Plan. 

5
Activity 1: Improve Aviation Safety

The following graph indicates the five-year distribution of funding for F&E programs that improve aviation safety

for FY 2004 to 2008. Funding is shown in millions of dollars.

Activity 1: Improve Aviation Safety

273.9

156.0 199.2

156.4

121.2

FY 2004 FY 2005 FY 2006 FY 2007 FY 2008

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1A01: Terminal Business Unit: 1A01A; Next Generation Weather Radar – Provide 

• Next Generation Weather Radar – Open Systems Upgrades 

• Medium-Intensity Airport Weather System 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal

The Next Generation Weather Radar (NEXRAD) project contributes to the FAA’s aviation safety goal of reducing 

fatal aviation accident rates by detecting and providing air traffic control facilities with displays of weather 

intensity. This project will incorporate technology upgrades to the existing NEXRAD system. There are 158 

NEXRAD systems in operation. NEXRAD detects, processes, and displays critical weather information on air 

traffic controllers’ consoles, thus enabling better definition of location, timing, and severity of weather conditions, 

which results in enhanced flight safety and capacity. The open systems upgrades to the NEXRAD extend its

capabilities through incorporating higher-technology equipment. Additionally, open systems architecture allows all 

compatible platforms to process the data to be used. This upgrade allows faster update rates for critical air traffic 

control (ATC) decision-makers and provides 6-month software updates for system advancements. 

Fielding of 40 medium intensity airport weather systems (MIAWS) contributes to the air carrier and general

aviation safety goal by providing information to controllers that enables them to warn pilots about severe wind shear 

conditions. The system will be deployed to those airports with limited wind shear detection capabilities. It makes 

near real-time weather information available to air traffic controllers and increases the number of airports that have 

wind shear warning capability. The MIAWS displays information collected by the NEXRAD radars that gives 

controllers awareness of severe weather conditions for areas controlled by their air traffic control facilities. The 

MIAWS will be used to alert the air traffic control system command center of the severity, location, movement, and

expected duration of severe weather phenomena. Another significant benefit of MIAWS is that it extends weather 

flight information service (FIS) capabilities to air traffic controllers at locations not provided detailed weather 

displays. The timely relay of weather events to air traffic controllers may allow routing alternatives for pilots in the 

air and on the ground preparing for departure, which improves flight safety. 

1A01: Terminal Business Unit: 1A01B; Terminal Doppler Weather Radar – Provide 

• Terminal Doppler Weather Radar – Product Improvements 

• Terminal Doppler Weather Radar – Service Life Extension Program 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative of Primary Outcome Goal: 

The Terminal Doppler Weather Radar (TDWR) project contributes to the FAA’s air carrier and general aviation 

safety goal of reducing fatal aviation accident rates by providing accurate and timely detection of hazardous aviation 

weather conditions such as wind shear and gust fronts. TDWRs are installed at higher-density airports with high 

occurrences of thunderstorms and provide controllers with information on severe weather so that warnings can be 

issued to pilots. 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 microburst and gust fronts and by

providing this information graphically on displays for use by air traffic controllers in the tower cab with aural

alarms. Timely display of this information enables air traffic controllers to provide advisories to both aircraft in

flight and aircraft 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 that will enable the TDWR to 

continue operation until 2020. 

 

7
1A01: Terminal Business Unit: 1A01C; Airport Surface Detection Equipment 

• Airport Surface Movement Detection Equipment – Service Life Extension Program 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Airport Surface Detection Equipment Model 3 (ASDE-3) project contributes to the FAA’s safety goals to 

reduce runway incursions and operational errors by providing air traffic controllers with a video display of aircraft, 

vehicles, and obstacles on an airport’s runways and taxiways. There are 32 operational ASDE-3s and two support

systems. The ASDE-3 radar assists the ground controller in preventing collision situations and ensuring orderly 

movement of aircraft and ground vehicles on the airport surface when visibility restrictions prevent controllers, 

pilots, or vehicle operators from seeing other ground traffic on the airport surface. The ASDE-3 radar is the 

primary detection sensor providing input to the airport movement area safety system, which enhances ASDE-3 by

providing automated alerts of potential conflicts. The service life extension program replaces obsolete parts to 

improve system reliability and maintainability and extends the useful life of the ASDE-3 an additional 10 years 

beyond its original 20-year lifecycle to 2015. 

1A01: Terminal Business Unit: 1A01D; Airport Surface Detection Equipment – Model X

• Airport Surface Detection Equipment - Model X

• Airport Surface Detection Equipment – Model X (Tech Refresh and Disposition) 

• Upgrade Airport Surface Detection Equipment – Model 3 Sites with Multilateration/Automatic 

Dependent Surveillance - Broadcast for Initial 7 Sites 

• Upgrade Surface Detection Equipment – Model 3 Sites with Multilateration/Automatic Dependent 

Surveillance – Broadcast for Initial 7 Sites (Tech Refresh and Disposition) 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Airport Surface Detection Equipment-Model X (ASDE-X) project contributes to the FAA’s safety goals to 

reduce runway incursions and operational errors. The primary benefit of the ASDE-X is that it increases airport 

safety by providing 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 to potential collisions. The alerts are both visual and aural. The ASDE-X system depicts aircraft and

vehicle position with identification information overlaid on a color map showing the surface movement area and 

arrival corridors. The ASDE-X 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. 

ASDE-X is a modular surface surveillance system capable of processing 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 was designed for second-tier airports and as a product

improvement/upgrade for ASDE-3 airport movement area safety system airports. The FAA announced in June 

2000 that ASDE-X would deploy 25 operational systems and four support systems. Additionally, the ASDE-X 

product improvement/upgrade for ASDE-3 sites will be deployed at seven operational ASDE-3 sites, bringing the 

total deployment to 32 operational systems and four support systems. 

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1A01: Terminal Business Unit: 1A01X; Weather Systems Processor 

• Airport Surveillance Radar Weather Systems Processor 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Weather Systems Processor (WSP) project contributes to the FAA’s safety goal of reducing fatal aviation 

accident rates by providing air traffic controllers with warnings of wind shear and microburst events that can be 

communicated to pilots in the air or while they are preparing for departure. WSP is a less costly alternative to

TDWR and provides weather situational awareness for tower and TRACON ATC personnel. It 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 to detect and warn pilots of hazardous wind 

shears and microbursts. A technology refresh program will be started in FY 2007 to replace obsolete hardware, 

which will enable the system to operate beyond 2010. 

1A02: Aviation Weather Service Improvements: 

• Integrated Terminal Weather System – Development/Procurement 

• Integrated Terminal Weather System – Corridor Integrated Weather System 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Aviation Weather Service Improvement projects contribute to the FAA’s safety goal of reducing fatal aviation

accident rates by consolidating and processing weather information from multiple sensors, forecasting the future 

path of the weather, and delivering aviation weather information to pilots, airline operations centers, and air traffic 

controllers. 

The Integrated Terminal Weather System (ITWS) project contributes to safety by providing aviation weather 

products to commercial and general aviation users and air traffic control facilities. Air traffic controllers use this 

information to issue advisories to ground and airborne aircraft that aid in preventing commercial- and general

aviation-related accidents. The integrated products from sensors, including TDWR, NEXRAD, the low-level wind 

shear alert system (LLWAS), and automated surface observing system (ASOS) are relayed to the ITWS computers. 

ITWS will be deployed to 34 high-activity airports that have demonstrated a significant convective weather history. 

ITWS displays the current terminal weather situation and provides continuous predictions of anticipated weather 

conditions for 10 and 20 minutes into the future. Integrating data and products from various FAA and National

Weather Service sensors and from weather data from aircraft (via the meteorological data collection and reporting 

system) provides the accuracy and sophisticated predictions that are essential to ITWS. Weather information 

provided to an ITWS at one terminal radar approach control (TRACON) can cover multiple airports. A total of 34

operational ITWSs will provide weather information for 49 airports. 

The Corridor Integrated Weather System project contributes to the air carrier and general aviation safety goal by

delivering information on aviation-related weather events that may impact safety to air traffic controllers 

responsible for flight operations in a given sector. The information provided is specific to corridors that pass 

through these air traffic control sectors. The corridor integrated weather system enables air traffic controllers to

detect and display weather events from several sources, which the controller can use to provide flight advisories. 

The weather information may also be used to reroute airborne traffic to avoid adverse weather. 

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1A03: Low Level Wind Shear Alert System – Upgrade 

• Low Level Wind Shear Alert System – Upgrade Low Level Wind Shear Alert System to Expanded 

Network Configuration 

• Low Level Wind Shear Alert System – Disposal/Decommissioning of Low Level Wind Shear Alert 

System Model 2 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Low Level Wind Shear Alert System (LLWAS) Upgrade project contributes to the FAA’s safety goal of 

reducing fatal aviation accident rates by improving the sensors that provide the information to air traffic controllers 

to issue wind shear alerts to pilots. Wind shear conditions are common in the United States, especially in areas 

where thunderstorms are frequent. Hazardous wind shear 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 wind shear 

detection capability, and it can also effectively complement radar detection of wind shear by measuring wind

velocity at several points on an airport surface. 

There are four components to the LLWAS program: 

1. LLWAS network expansion (NE) upgrades nine existing LLWAS-2 sites to the LLWAS-NE configuration. 

LLWAS-NE is being used at airports where the airport radar with WSP is not located optimally for 

providing wind shear information. 

2. The LLWAS pole relocation project improves current performance by relocating/replacing anemometers 

and poles. 

3. The LLWAS sustainment project upgrades all standalone LLWAS-2 systems to the LLWAS-NE 

performance level. The relocation and sustainment upgrades result in the LLWAS-relocation/sustain 

configuration. 

4. The LLWAS Disposal/Decommissioning project dismantles and disposes of LLWAS-2 systems that have 

been replaced by WSP or TDWR systems. Disposal of 40 LLWAS-2 systems is scheduled to begin in FY 

2004 and will restore the sites to original condition. 

1A04: Aviation Safety Analysis System 

• Aviation Safety Analysis System 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years.

Narrative for Primary Outcome Goal: 

The Aviation Safety Analysis System project contributes to the FAA’s air carrier and general aviation safety goals

by providing automation hardware and software and communication process updates to support aviation safety

information databases. The safety workforce can use these databases to support its work in certifying and 

regulating airlines, aircrew, and other licensed companies in aviation. Having the information improves the 

development of safety regulations and the oversight of the civil aviation industry. The information technology (IT) 

infrastructure and software systems can also be used to share data and information, which supports safe aviation 

practices through partnership with the commercial aviation community. 

These tools can be used to meet FAA’s certification, inspection, and industry surveillance mission responsibilities. 

Enhancements in safety and security information systems and infrastructure are essential to ensure development of 

effective safety standards; informed monitoring of aviation safety/security performance; and conduct of aviation 

safety education as a basis for safety and security research. Aviation safety analysis system information supports

decisions to issue and update certificates for the design and manufacture of aircraft and to issue licenses for air 

operators and airmen, including medical certificates. These safety-related automation tools also enable monitoring 

performance of aviation designees. Information from the FAA accident investigation program is stored in the 

system for analysis and can be used for developing new safety policies and regulations. 

10
1A05: Integrated Flight Quality Assurance System 

• Integrated Flight Quality Assurance System 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Integrated Flight Quality Assurance (IFQA) project contributes to the FAA’s safety goal of reducing the fatal 

aviation accident rates by providing the electronic capability for collecting and analyzing individual aircraft flight 

data to discover operational safety issues. Airlines compile the data from aircraft flight data recorders and transmit 

it to the FAA. The project includes developing and maintaining a secure Internet-based FAA electronic data 

acquisition and information infrastructure, which will enable the FAA to access airline operational quality assurance 

trend data that is used for safety oversight. IFQA will be used to develop FAA policy on airline safety and to

conduct informed decision-making regarding aviation safety initiatives for the airlines. 

1A06: System Approach for Safety Oversight 

• System Approach for Safety Oversight 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The System Approach for Safety Oversight (SASO) project contributes to the FAA’s air carrier and general aviation 

safety goals by providing the capability to identify aircraft accident causal factors. Through this approach, risk 

mitigation efforts are developed to address those causal factors. SASO enhances oversight analysis by providing

tools to identify patterns of sub-critical individual failures that combine to create an accident and by providing a 

complete set of additional analytical tools to help target inspections and identify corrective actions in the areas of

highest potential vulnerability with the highest probability of occurrence. SASO is an important tool in developing

criteria for safety regulations. 

1A07: Aviation Safety Knowledge Management Environment 

• Aviation Safety Knowledge Management Environment 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Aviation Safety Knowledge Management Environment (ASKME) project contributes to FAA’s air carrier and 

general aviation safety goals by providing a database of information to be used in certifying aircraft. The ASKME 

system will electronically store the FAA technical documentation and lessons learned in the aircraft certification

process so that the information can be used to identify aircraft design and manufacturing issues that need to be 

addressed to avoid safety problems with new aircraft. ASKME can also be used to store such information as service 

and maintenance difficulty reports for existing aircraft to identify potentially dangerous conditions and remedy them

before an accident occurs. 

1B01: Safe Flight 21 

(A) Safe Fight 21 – Alaska Capstone Initiative 

(B) Safe Flight 21 – Ohio Valley Prototype Project 

(C) Automatic Dependent Surveillance Broadcast – Advanced Technology Development and Prototyping 

(A) Safe Flight 21 – Alaska Capstone Initiative 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Alaska Capstone Initiative (ACI) contributes to the FAA’s air carrier and general aviation safety goals of

reducing fatal aviation accidents in Alaska by using integrated interdependent technologies, such as satellite-based 

navigation and surveillance capabilities, which can be used for more precise air traffic control and other 

11
improvements in flight safety. ACI provides an improved ground and air infrastructure that gives pilots near realtime information on the location and severity of hazardous weather and the aircraft’s proximity to terrain. ACI also 

provides improved instrument approach capability for the runways at small airports. The improved surveillance 

information (which fills the gaps in radar coverage) is displayed for controllers on existing ATC automation

equipment and is used in sequencing and separating flights, flight following, and search and rescue activities. ADSB transmitted information will allow pilots to fly at lower altitudes for both en route and approach and departure 

routes under instrument flight rules conditions because it greatly reduces the risk of colliding aircraft with the 

terrain. The capability for pilots to know where they are in all weather conditions and the proximity to terrain, as 

well as location of other air traffic, has a high potential for reducing aviation accidents. 

The Alaskan Region is conducting an operational demonstration of the necessary communication, navigation, and 

surveillance (CNS) technologies and associated procedures, techniques, and certifications necessary to realize the 

benefits of ACI. Avionics and ground infrastructure being used have passed testing, certification, and operational

approval for safe introduction into the existing Alaskan operational environment. 

Increased safety benefits from ACI utilization are: 

 

! Text and graphical weather information can be provided to the pilot via data link so that pilots can avoid

severe weather. 

! Pilot situational awareness can be increased by providing terrain and obstacle information. 

! Low-visibility terminal operations are improved by installing weather-sensing facilities and designing

global positioning system (GPS) approaches for remote sites. 

! Integrating ADS-B data with radar and ATC automation systems improves ATC capabilities. 

! Using ADS-B provides additional surveillance coverage and fills gaps in current radar coverage. 

(B) Safe Flight 21 – Ohio Valley Prototype Project 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

This Ohio Valley Prototype Project contributes to the FAA’s air carrier and general aviation safety goals by

providing improved aircrew and air traffic controller situational awareness through the direct transfer of cockpit

data that allows for improved decision-making. Information is provided directly to the pilot through high-volume 

transmission and high-fidelity displays of all traffic in the airspace that the receiving aircraft occupies. As a result, 

the pilot can make decisions and flight route requests based on actual air traffic information. This allows aircraft to

fly at their optimum altitude, speed, and routing, resulting in more efficient traffic flows while maintaining a high

level of safety. 

(C) Automatic Dependent Surveillance Broadcast – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Automatic Dependent Surveillance-Broadcast (ADS-B) project contributes to the FAA’s air carrier and general 

aviation safety goals by developing systems standards for use of ADS-B technology in terminal, en route, and 

oceanic airspace and on the airport surface. Developing domestic and international ADS-B performance standards 

will result in system design that will enhance surveillance for pilots and controllers and result in improved safety. 

ADS-B technology potentially can enhance surveillance for air-to-air, air-to-ground, and airport surface 

applications. Being able to use fast-update rates of aircraft position and highly accurate information about aircraft 

and vehicle movements will be a significant improvement over present systems. An advanced prototype has used

this technology to display data for pilots to use during flight. 

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1C01: Advanced Technology Development and Prototyping 

(A) Separation Standards 

(B) Runway Incursion Reduction 

(C) System Capacity, Planning, and Improvements 

(D) Operations Concept Validation 

(E) Software Engineering Resource Center 

(F) Airspace Management Laboratory 

(G) National Airspace System Requirements Development 

(H) General Aviation/Vertical Flight Technology 

(I) Domestic Reduced Vertical Separation Minima 

(J) Safer Skies 

(K) Information Security Architecture 

(L) Safety Analysis and Assessment 

(M) Required Navigation Performance 

(X) Decision Support Tools

(A) Separation Standards – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Separations Standards project contributes to the FAA’s system efficiency goal by determining the regulatory

steps and aircraft equipment necessary to allow aircraft to fly with 1,000 feet of vertical separation, rather that the 

currently required 2,000 feet, and with reduced horizontal separation over the oceans. Increased efficiency occurs 

because additional flight levels are made available to oceanic airspace users, so aircraft can fly more direct and fuelefficient routes. Oceanic flight efficiency is further improved because fewer flights need to be held on the ground 

waiting for altitude assignments before departure is approved. 

(B) Runway Incursion Reduction Program – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years.

Narrative for Primary Outcome Goal: 

The Runway Incursion Reduction Program (RIRP) contributes to the FAA’s safety goals to reduce runway

incursions and operational errors. The RIRP explores new techniques for reducing runway incursions through 

research, development, demonstration, and evaluation of new and emerging methods and operational procedures 

and through exploration of new technology to enhance those methods and procedures. Key initiatives in the RIRP 

research program are (1) expand and improve surface situational awareness for air traffic controllers, pilots, and 

airport vehicle operators; (2) make surveillance information readily available in all airport surface operational areas; 

and (3) develop procedures to explore new technologies when they are available. 

(C) System Capacity, Planning, and Improvements – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The System Capacity, Planning, and Improvements projectcontributes to the FAA’s system efficiency goal by

analyzing improvements that increase capacity to handle air traffic, reduce system delays, and reduce the 

development time for new operational criteria and procedures. This analysis results in reduced implementation risks 

for projects planned for the OEP and the NAS Architecture. These studies also serve as the basis for discussion 

between the FAA and the industry on capacity issues. Specifically, this program provides dedicated resources to:

• Develop and improve aviation safety strategies. 

13
• Deliver problem-solving research and implementation capability. 

• Develop metrics data for customers. 

• Analyze risk mitigation factors to increase operational efficiency. 

• Conduct analysis and simulation studies for capacity improvement. 

• Develop data systems designed to track, process, and analyze air traffic data. 

(D) Operations Concept Validation – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Operations Concept Validation project contributes to the FAA’s system efficiency goal by providing 

well-defined “validated” operational concepts to support transition to new equipment planned in the NAS 

Architecture. It provides information to the aviation community for development of new procedures to use with the 

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 the 

specifications for acquisition (e.g., en route automation modernization). The operational concept development and 

validation outputs provide for the 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. 

(E) Software Engineering Resource Center – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Software Engineering Resource Center (SERC) program contributes to the FAA’s system efficiency goal by

optimizing the processes for developing, acquiring and fielding high-quality, mission-critical systems that require 

software. SERC’s mission is to improve the FAA's software technology base and software engineering 

competencies. Leveraging expertise from government, academic, and industry sources, the SERC is a focal point 

for solving mission-critical software problems, conducting software systems engineering research, and providing 

unique educational opportunities for FAA personnel. The NAS is a worldwide ATC system that covers many 

different sites and locations requiring site-specific "adaptation". Each facility has its own set of airspace structures 

and air/ground infrastructure that defines the operating environment. Within each facility, internal settings, such as 

the number of devices and their connections (e.g., displays and radars), have to be determined. Because of all these 

varying factors, NAS software must be "adapted" to fit a particular site in order to provide efficient and safe air 

traffic control services. 

Fielding NAS systems is a continuous process with many software challenges. The SERC is working to modernize 

the way the FAA collects, stores, standardizes, distributes, and manages aeronautical and adaptation data, which 

will enable NAS systems to be fielded faster. 

(F) Airspace Management Laboratory – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Airspace Management Laboratory program contributes to the FAA’s system efficiency goal by providing traffic 

information data, metrics, and tools to analyze traffic and airspace configurations that optimize air space traffic 

flow. Traffic information is collected from the enhanced traffic management system and local facility data points to

14
construct historical traffic and system-loading metrics. Traffic specialists and analysts use this data to analyze, 

design, and benchmark existing and proposed airspace structures in the en route and terminal areas. The sector 

design and analysis tool is the primary tool that the FAA uses to perform this function. 

(G) National Airspace System Requirements Development – Advanced Technology Development and 

Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The National Airspace Systems Requirements Development project contributes to the FAA’s system efficiency goal 

by providing specifications that are used for identifying and evaluating new technologies to meet the needs of 

aerospace users and improve system efficiency. The project also develops the plans and new procedures to 

transition from the existing technologies and practices to advanced capabilities that satisfy user needs and advance 

overall NAS system efficiency. 

(H) General Aviation/Vertical Flight Technology – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The General Aviation/Vertical Flight Technology program contributes to the FAA’s general aviation safety goal by

expediting implementation for components of new CNS technology into general aviation and helicopter operations. 

Implementing this new technology often involves using improved avionics and considering aircraft and aircrew 

performance capabilities. It enables increased numbers of aircraft to receive instrument flight rules services on a 

cost-efficient basis. The 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. 

Examples of the new technologies that can benefit general aviation include the GPS, wide area augmentation system

(WAAS) and local area augmentation system (LAAS) programs, dependent surveillance programs, and Safe Flight

21, the Safer Skies initiative. 

(I) Domestic Reduced Vertical Separation Minima – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Domestic Reduced Vertical Separation Minima project contributes to the FAA’s system efficiency goal by 

developing standards that will allow use of six additional altitudes between 29,000 and 41,000 feet in domestic 

airspace. Using these altitudes will reduce airspace congestion and allow aircraft to fly at altitudes that are more 

fuel-efficient. Current standards require 2,000 feet of vertical separation between aircraft. To allow reduced 

vertical separation, FAA must develop new procedures and regulations to maintain the high level of safety for air 

travel. 

(J) Safer Skies - Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

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. 

Safer Skies has identified the major types of accidents and evaluated pilot actions and equipment failures that lead 

15
to the major types of accidents. This information can be used to develop and evaluate corrective actions that will 

reduce accident rates. 

(K) Information Security Architecture 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Information Security Architecture project will improve the FAA’s safety and security by providing effective 

and suitable, commercially based procedures and practices for developing information systems security assurance 

solutions that will guide the air traffic and acquisition communities within the FAA toward more standardized, 

interoperable, and repeatable solutions. Increasing emphasis on response to Homeland Security threats coupled 

with vulnerabilities inherent in acquiring commercial-off-the-shelf (COTS) products and services demand that FAA 

focus more on developing and implementing information systems security products, procedures, and engineering 

practices. This will reduce stovepipe strategies and approaches to security requirements and increase the pace of 

implementing technical and procedural solutions that provide more cost-effective, centralized management of ISS 

protection, detection, and response. Funding for advanced development and prototyping in this element leverages 

funds applied by NAS systems and programs toward corporate, NAS-wide security capabilities and services. 

(L) Safety Analysis and Assessment – Advanced Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Safety Analysis and Assessment program contributes to the FAA’s safety goal by executing a system

engineering based safety management system (SMS) that will identify hazards in the NAS associated with 

introduction of new systems and capabilities. The SMS will assess each hazard for end-to-end safety risk, develop 

mitigation strategies and requirements, and verify the mitigation's effectiveness in maintaining or improving NAS 

safety. The SMS will enable the FAA to comply with internal (FAA Order 8040.4) and external (International 

Civilian Aviation Organization (ICAO) Annex 11) requirements for the agency to proactively manage the safety 

risk inherent in the providing air traffic services.

(M) Required Navigation Performance 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the need of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Required Navigation Performance (RNP) program will contribute to the FAA’s system efficiency goal by

providing improved capacity and efficiency in the NAS. RNP must be accounted for in new CNS technologies, as it

enables precision lateral and vertical navigational guidance. The RNP program office will be required to develop

criteria, standard operating procedures, training, and risk mitigation and safety strategies in each of the operating 

domains. 

(X) Decision Support Tools – Advance Technology Development and Prototyping 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the need of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Decision Support Tools project contributes to the FAA’s system efficiency goal by evaluating National

Aeronautics and Space Administration and other research organizations’ ideas and concepts for ATC and flow 

management tools and by providing applicability and feasibility feedback necessary for the tools to be useful at 

completion of their development cycles. The project will accomplish feasibility analyses and modeling of proposed 

uses of decision support tools before their prototyping and will provide independent evaluation testing of decision 

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support tool prototypes. Researchers and developers will be part of the analysis and evaluation teams and will 

receive test results and associated analyses and conclusions. 

1C02: Aircraft Related Equipment Program 

(A) Aircraft Related Equipment Program 

(B) Aircraft Related Equipment Program – Boeing Simulator Replacement 

(A) Aircraft Related Equipment Program 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Aircraft Related Equipment Program contributes to the FAA’s air carrier and general aviation safety goals by

upgrading FAA aircraft used for safety-related work. Examples 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 the 

electronic signals emitted by 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 developed for 

use by 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 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 the avionics and systems representative of the current and future aviation environment. 

(B) Aircraft Related Equipment Program – Boeing Simulator Replacement 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Boeing Simulator Replacement Program contributes to the FAA’s air carrier safety goal by purchasing an 

aircraft simulator that has the modern configuration of 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 and to develop regulations. 

1C03: National Aviation Safety Data Analysis Center 

• National Aviation Safety Data Analysis Center 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The National Aviation Safety Data Analysis Center contributes to the FAA’s air carrier and general aviation safety

goals by performing data analysis that is used to support identification and analysis of precursors to aviation 

accidents. Additionally, the center supports investigation and resolution of aviation accidents by acquiring and 

sharing analytical automation tools and automated analysis across multiple databases and distributing quality data to

the FAA and aviation community. 

17
Activity 2: Improve Efficiency of the Air Traffic Control System

The following graph indicates the five-year distribution of funding for F&E programs that improve efficiency of the 

air traffic control system for FY 2004 to 2008. Funding is shown in millions of dollars.

Activity 2: Improve Efficiency of the Air Traffic Control System

934.1

1045.0

1109.6

1014.6

1004.0

FY 2004 FY 2005 FY 2006 FY 2007 FY 2008

18
2A01: Terminal Business Unit: 2A01A; Terminal Automation Program 

• Standard Terminal Automation Replacement System – Development and Procurement 

• Terminal Sustain 

• Interim Tower Displays 

• Standard Terminal Automation Replacement System – Technology Refresh 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Terminal Automation Program contributes to the FAA’s system efficiency goal of increasing the percentage of 

flights arriving on time and the percentage of arrival demand met by airports by modernizing terminal automation 

systems. New automation tools can be used to enhance the capacity to handle increased air traffic approaching and 

departing airports. The Standard Terminal Automation Replacement System (STARS) will provide new digital 

computer workstations with high-resolution color displays that allow the FAA to move toward a uniform

configuration at all terminal facilities and add enhanced automation software to use airport runway capacity more 

efficiently. 

The Interim Tower Display project gives controllers in the tower cab more accurate information on arriving flights 

by providing digital-capable displays for the air traffic control towers (ATCT) that do not have a radar display in the 

cab environment; the display extends the air traffic controller’s “eyes” in the cab environment. 

The Terminal Sustain project supports the FAA’s system efficiency goal by providing support and upgrades of the 

automated radar terminal system and the digital bright radar indicator tower equipment radar displays used in the 

tower cab. Sustaining these systems prevents outages and potential delays. 

2A01: Terminal Business Unit: 2A01B; Air Traffic Control Beacon Interrogator – Replacement 

• Secondary Surveillance - Air Traffic Control Beacon Interrogator – Replacement 

• Air Traffic Control Beacon Interrogator Model 6 - Beacon Only Facility Establishment 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Air Traffic Control Beacon Interrogator (ATCBI) project contributes to the FAA’s system efficiency goal by

replacing obsolete systems. The secondary surveillance system and aircraft position and altitude data, significantly 

enhance controllers’ ability to separate aircraft while reducing controller workload. The ATCBI-6 system replaces 

all en route ACTBI-4/5 beacon systems that have reached the end of their service life. 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. The ATCBI-6 provides air traffic controllers with selective 

interrogation capability not available in the older systems that significantly improves the accuracy of aircraft 

position and altitude data provided to ATC automation systems. Additionally, the ATCBI-6, in conjunction with a 

co-located primary long range radar, provides aircraft position information and backup center radar approach 

surveillance service to numerous TRACON facilities in case of the loss of terminal radar services and/or scheduled

maintenance downtime. The ATCBI-6 system is a low-cost, highly reliable, very accurate and more capable 

replacement for old, high-cost, and obsolete beacon interrogators with high failure rates. 

The ATCBI-6 Beacon Only Facility Establishment project contributes to the FAA’s system efficiency goal by

establishing buildings that will house the new beacon interrogators. The new buildings will help protect the beacon 

interrogators from outage caused by severe weather or other causes. 

19
2A01: Terminal Business Unit: 2A01C; Air Traffic Control En Route Radar Facilities Improvements 

• Long Range Radar Program – Long Range Radar Improvement – Infrastructure Upgrades 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Long Range Radar Program contributes to the FAA’s system efficiency goal by continuing to provide aircraft

position information to air traffic controllers. Long range radars directly display aircraft position when the beacon 

interrogator is not functioning. These radars also detect aircraft that experience failure of onboard equipment that

responds to beacon interrogators or aircraft that do not turn on the onboard equipment. This project finances 

upgrades to the radar transmitters, and antenna drive systems and improvements to the buildings 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. 

2A01: Terminal Business Unit: 2A01D; Terminal Air Traffic Control Facilities – Replace 

• Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Air 

Traffic Control Tower/Terminal Radar Approach Control Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Terminal Air Traffic Control Facilities projects contribute to the FAA’s system efficiency 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 view of runways and taxiways. The 

average control tower is 27 years old, and, as volume and complexity of terminal air traffic control increases, 

additional positions in the ATCT/TRACON facilities are required. 

2A01: Terminal Business Unit: 2A01E; Air Traffic Control Tower/Terminal Radar Approach Control 

Facilities – Improve 

(A) Air Traffic Control Tower/Terminal Radar Approach Control Modernization 

(B) Large Terminal Radar Approach Controls - Advanced Facility Planning 

(C) Standard Terminal Automation Replacement System Facility Upgrades 

(A) Air Traffic Control Tower/Terminal Radar Approach Control Modernization 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Air Traffic Control Tower/Terminal Radar Approach Control Modernization project contributes to the FAA’s 

system efficiency goal by modernizing and improving terminal ATC facilities. TRACONs are modernized to

support growth in air traffic or to provide additional capabilities that must be implemented to improve NAS 

efficiency. The improvements also modernize facility infrastructure, such as electrical distribution systems and

heating and air-conditioning, while correcting structural problems to minimize outages that would delay air traffic.

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(B) Advanced Facility Planning 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Advanced Facility Planning project contributes to the FAA’s system efficiency 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 project encompasses advanced studies to 

identify operational needs and opportunities for modernization, expansion, replacement, or consolidation of air 

traffic control facilities. 

The Advanced Facility Planning project identifies operational, facility, and environmental deficiencies and provides 

alternative solutions to correct them. The project 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 the alternative 

evaluations and analyses. 

This project 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. 

(C) Standard Terminal Automation Replacement System Facility Upgrades 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal:

The Standard Terminal Automation Replacement System (STARS) Facility Upgrades project contributes to the 

FAA’s system efficiency goal by completing ATC facility upgrades required to deploy STARS. Installing STARS 

will enable controllers to use enhanced automation aids to control air traffic. Facility-unique updates or 

improvements, such as electrical power systems, heating, ventilation and air-conditioning, and removal of 

hazardous materials, must be completed before delivery and installation of new systems. 

2A01: Terminal Business Unit: 2A01X; Large Terminal Radar Approach Controls 

• Potomac Consolidated Terminal Radar Approach Control 

• Northern California Terminal Radar Approach Control 

• Dallas Ft. Worth Terminal Radar Approach Control 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Large TRACON projects contribute to the FAA’s system efficiency goal by physically and operationally

consolidating multiple, individual TRACONs—which provide air traffic control services in their respective 

metropolitan areas—into combined facilities. The consolidation will result in system efficiencies because of less 

restrictive allocation of airspace and more flexible procedures to deal with peak demand periods and adverse 

weather, and significant reductions in the amount of pilot/controller communications required. FAA controllers and 

traffic management will achieve increased productivity because of improved coordination and planning. 

21
2A01: Terminal Business Unit: 2A01F; Terminal Digital Radar - Airport Surveillance Radar Model 11 

• Airport Surveillance Radar Model 11 - Airport Surveillance Radar Model 7/Model 8 Replacement 

• Airport Surveillance Radar Model 11 – Technology Refresh 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Terminal Digital Radar Program contributes to the FAA’s system efficiency goal by replacing existing airport

surveillance radar model 7/model 8 (ASR-7/8) radar systems and associated ATCBI 4/5 systems with the new ASR11 digital radar system, which has an integrated primary and secondary sensor. The replacement improves 

surveillance service reliability and provides 6-level weather detection and display capability. Replacing the existing

radars with modern technology decreases the probability of outages and resulting air traffic delays. 

2A01: Terminal Business Unit: 2A01G; Airport Surveillance Radar - Airport Surveillance Radar Model 9 

• Airport Surveillance Radar Model 9 – Service Life Extension Program 

• Airport Surveillance Radar Model 9 – Occupational Safety and Health 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The Airport Surveillance Radar program contributes to the FAA’s system efficiency goal by upgrading the digital 

radar surveillance systems that have been installed at 135 airports. The ASR-9 serves the airports with high-activity 

levels and will not be replaced by the ASR-11. The Service Life Extension Program 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.

2A01: Terminal Business Unit: 2A01H; Terminal Applied Engineering 

• Terminal Applied Engineering 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Terminal Applied Engineering program contributes to the FAA’s system efficiency 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. 

2A01: Terminal Business Unit: 2A01I; Precision Runway Monitor 

• Precision Runway Monitor 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Precision Runway Monitor system project contributes to the FAA’s system efficiency goal by increasing the 

number of aircraft that can simultaneously approach an airport for landing. There are ATC restrictions on allowing 

aircraft to fly side by side as they approach parallel runways. These restrictions primarily affect aircraft during 

limited visibility conditions. The precision runway monitor system allows simultaneous independent approaches to 

runways closer than 4,300 feet by utilizing a radar that provides a 1-second update of aircraft position information 

(instead of 4.8 seconds for a conventional airport surveillance radar), which increases the number of aircraft that can 

be handled during adverse weather conditions, effectively increasing airport capacity. 

22
2A01: Terminal Business Unit: 2A01J; Houston Area Air Traffic System 

• Houston Area Air Traffic System 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Houston Area Air Traffic System project contributes to the FAA’s system efficiency goal by providing air 

traffic control improvements and additional navigation aids in the Houston metropolitan area so that the new 

runway under construction at Houston can be used efficiently. New runways add capacity and reduce air traffic 

delays. 

2A01: Terminal Business Unit: 2A01L; New York Integrated Control Complex 

• New York Integrated Control Complex 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal

The New York Integrated Control Complex project contributes to the FAA’s system efficiency goal by combining 

the New York en route air route traffic control center (ARTCC) with the New York TRACON. This facility could

improve air traffic service efficiencies of en route and radar facilities in different locations. 

This project will replace the existing consolidated TRACON and the en route center with a single facility that will 

address capacity constraints in the New York area. There are several inefficiencies in current airspace configuration 

that will be addressed by a consolidated facility, such as: 

• The airspace is not proportionally balanced due to geographic proximity of the region’s three major 

airports. 

• The present airspace design creates narrow one-way corridors that cannot handle increased levels of air 

traffic. 

• The current route structure for arriving aircraft cannot provide a uniform flow of traffic to airports, which 

causes less efficient use of runways. 

• Airspace limitations decrease air traffic controllers’ efforts to improve efficiency by using multiple 

departure and approach paths to handle surges in air traffic. 

Consolidating the facilities and the airspace they control will allow more efficient use of the total airspace and 

reduce the artificial boundaries that inhibit efficient use of the airspace. 

2A01: Terminal Business Unit: 2A01M; Aeronautical Data Link - Tower Data Link Services – Replacement 

• Aeronautical Data Link - Tower Data Link Services – Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The Tower Data Link Services project contributes to the FAA’s system efficiency goal by replacing aging, obsolete 

ground data link systems and software that transmit ground clearances to pilots at multiple airports. Existing 

systems are old and require substantial maintenance. 

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2A01: Terminal Business Unit: 2A01X1; Flight Data Input/Output Phase II COTS Replacement 

• Flight Data Input/Output Phase II COTS Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The Flight Data Input/Output Replacement project contributes to the FAA’s system efficiency goal by replacing 

existing systems that produce the flight data information for controllers on planned aircraft travel routes. The 

replacement system transfers and prints the flight data information to assist controllers in anticipating arrival of 

aircraft in the sector under their control.

2A01: Terminal Business Unit: 2A01X2; Mode Select – Provide 

• Secondary Surveillance – Mode Select 

• Secondary Surveillance – Mode Select - Service Life Extension Program 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Mode Select (Mode S) project contributes to the FAA’s system efficiency goal by upgrading 144 Mode S 

systems, which air traffic controllers use to separate and control traffic. Increasing Mode S reliability reduces 

outages and potential for air traffic delays. Modifications to the terminal Mode S interrogators have also made the 

traffic information system available to appropriately equipped aircraft (e.g., general aviation). The traffic 

information system transmits surveillance data to properly equipped aircraft allowing the pilot to visually track other 

aircraft in the vicinity by the use of a cockpit display. 

2A02: Aeronautical Data Link Applications 

(A) Aeronautical Data Link – Flight Information Service 

(B) Aeronautical Data Link – Controller Pilot Data Link Communications Build I/IA 

(A) Aeronautical Data Link – Flight Information Service 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Flight Information Service (FIS) project contributes to the FAA’s air carrier and general aviation safety goals

by providing new weather hazard graphics directly to pilots via data link for cockpit display. FIS implements the 

flight information services data link systems that provide timely data link broadcasts of graphic and text

FIS/weather products to the cockpit. Weather is a major factor in many aviation accidents. 

(B) Aeronautical Data Link – Controller Pilot Data Link Communications Build 1/1A 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Controller Pilot Data Link Communications (CPDLC) Build I/IA project contributes to the FAA’s system

efficiency goal by reducing voice communication frequency congestion. CPDLC Build 1 allows non-time critical 

predefined free-text messages to be sent to aircraft equipped with digital radios via a service provider’s very high 

frequency data link mode 2 digital network. Using CPDLC, the controller and pilot can exchange messages rapidly

during the aircraft’s flight. Potential benefits include increases in the traffic handled in air traffic control sectors. 

(In an experimental sector, miles in trail restrictions were relaxed based on the reduction in voice communications.)

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2A03: Free Flight Phase 2 

(A) Free Flight Phase 2 – Integration 

(B) Free Flight Phase 2 – User Request Evaluation Tool 

(C) Free Flight Phase 2 – Traffic Management Advisor - Single Center 

(D) Free Flight Phase 2 – Collaborative-Decision Making 

(E) Free Flight Phase 2 – Priority Research Support Efforts 

(A) Free Flight Phase 2 – Integration 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

This Free Flight Phase 2 (FFP2) Integration project contributes to the FAA’s system efficiency goal by supporting 

field implementation teams for FFP2 and coordinating airspace redesign to implement FFP2 capabilities. FFP2 

improves system efficiency through better use of existing system capacity, which enables more flights to reach 

destination airports without delays. 

(B) Free Flight Phase 2 – User Request Evaluation Tool

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal 

The User Request Evaluation Tool project contributes to the FAA’s system efficiency 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 of by 15 percent. 

Direct routes save flight time and fuel. 

(C) Free Flight Phase 2 – Traffic Management Advisor - Single Center 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Traffic Management Advisor - Single Center project contributes to the FAA’s system efficiency goal by

increasing capacity at selected airports by 3 percent. The program includes a tool that traffic management

coordinators use to analyze traffic flow to major airports; it also allows aircraft spacing that optimizes use of

runaways at major airports. 

(D) Free Flight Phase 2 – Collaborative Decision Making 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Collaborative Decision Making (CDM) project contributes to the FAA’s system efficiency by coordinating air 

traffic information with airline operations centers 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. 

25
(E) Free Flight Phase 2 – Priority Research Support Efforts 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Priority Research Support Efforts contribute to the FAA’s system efficiency goal by developing new 

automation tools for Free Flight that RTCA recommends and that would benefit users in the 2003–2005 timeframe. 

These include direct-to; problem analysis, resolution, and ranking; traffic management advisor – multi center; and

surface management systems. If implemented, these projects could produce benefits by providing automation tools 

to reduce air traffic delays. Additional products under development are the advance vortex spacing system; active 

final approach spacing tool; en route descent advisor; and expedite departure path.

 

2A04: Air Traffic Management: 

• Air Traffic Management – Traffic Flow Management – Current Enhanced Traffic Management 

System Operations 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Enhanced Traffic Flow Management System project contributes to the FAA’s system efficiency goal by 

providing automation tools to 83 air traffic facilities (both centers and TRACONs). Traffic management

coordinators or specialists at these facilities use the tools to handle air traffic disruptions and organize traffic flows 

to minimize delays. The Traffic Flow Management System is installed, but this project maintains and upgrades the 

existing system with commercial hardware and software. 

2A05: Free Flight Phase 1 

• Free Flight Phase 1 – Sustain 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Free Flight Phase 1 (FFP1) Sustain program contributes to the FAA’s systems efficiency goal by maintaining 

the automation tools developed in FFP1. Automation tools include the user request evaluation tool (URET), which 

allows more direct flights; CDM, which allows the FAA and aviation users to consult on air traffic congestion; and 

the surface movement advisor (SMA), which improves efficiency of aircraft movements on the airport surface. 

These tools allow more efficient use of runway capacity, which decreases delays, and allows aircraft to fly more 

efficient flight routes that save fuel. 

2A06: Automated Surface Observing System 

• Automated Surface Observing System – Pre-Planned Product Improvements 

• Automated Surface Observing System – Data Displays 

• Automated Surface Observing System – Standalone Weather Systems 

• Automated Surface Observing System Controller Equipment - Information Display System for 

Terminal Facilities 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal:

The Automated Surface Observing System (ASOS) program contributes to the FAA’s system efficiency goal by 

providing ground systems that automatically report surface weather data that is distributed to ATC users. Pilots, 

26
commercial and general aviation, and air traffic personnel use the weather data to plan flights more efficiently, and 

they are able to avoid diversions because they have better information on visibility conditions at the airport at which 

they intend to land. The aviation surface weather observation network includes the automated weather observing 

system (AWOS), ASOS, automated weather sensors systems, stand-alone weather sensors, and the ASOS controller 

equipment information display system (ACE-IDS or data displays). 

The ASOS provides air traffic controllers with critical weather parameters that are vital for deciding whether or not

to approve aircraft landings and takeoffs, which impact the number of delays at airports. The automated weather 

sensors system provides pilots and other users with minute-by-minute weather data updates, such as changes in

winds, altimeter readings, and visibility. The stand-alone weather sensors provide wind, temperature, and dew point

information as a backup for ASOS at service level C sites. ACE-IDS presents required weather and other 

operational information in the tower and TRACON via a local area network or a wide area network. The ACE-IDS 

project contributes to the FAA system efficiency goal by depicting information the controller needs on weather and 

NAS status on a single display. The IDS can display data from a wide variety of sources, including weather-sensing 

systems, status of runway lights, status of navigational aids, and status of landing aids. Having quick access to all 

this information, the controller can better inform pilots of airport conditions and spend less time searching for 

information.

2A07: Flight Service Station Information Display System 

• Automated Surface Observing System Controller Equipment - Information Display System for 

Automated Flight Service Station 

Primary Outcome Goal: System Efficiency: Provide an aerospace transportation system that meets the needs 

of the users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The Flight Service Information Display System project contributes to the FAA’s system efficiency goal by 

providing a standardized information system to assist flight service specialists in briefing pilots on weather 

conditions and NAS status. This system will make flight service specialists more productive and provide more 

timely information to pilots. Improving the availability and timeliness of pilot briefings will save time and result in

better flight planning. 

2A08: Information Display System – Terminal Facilities 

• Automated Surface Observing System Controller Equipment - Information Display System for 

terminal facilities 

Primary Outcome Goal: System Efficiency: Provide an aerospace transportation system that meets the needs 

of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The ACE-IDS project contributes to the FAA’s system efficiency goal by depicting information the controller needs 

on weather and NAS status on a single display. The IDS can display data from a wide variety of sources, including 

weather-sensing systems, status of runway lights, status of navigational aids, and status of landing aids. Having 

quick access to all this information, the controller can better inform pilots of airport conditions and spend less time 

searching for information. Next-generation nationwide data display project will add new information and weather 

display capabilities that will be deployed at facilities that currently lack data display capability.

27
2B01: Next Generation Very High Frequency Air-to-Ground Communications System 

• Next Generation Air-to-Ground Communications System – Segment 1a 

• Next Generation Air-to-Ground Communications System – Segment 1b 

• Next Generation Air-to-Ground Communications System – Segments 2/3 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Next Generation Very High Frequency Air-to-Ground (A/G) Communication System program contributes to

the FAA’s system efficiency goal by expanding the number of communication channels within the spectrum

assigned to the FAA. This provides for quicker and accurate radio communications between the controller and 

pilot, which enables controllers to respond more quickly to pilot requests. The FAA will be acquiring new digital 

A/G radios (to replace aging analog radios) and other necessary equipment to provide an end-to-end digital A/G 

communications capability. This capability increases the capacity to meet current and near-term air traffic control 

radio communication demands. The next generation A/G communications segments will provide a significant 

increase in channel availability for communications between air traffic controllers and pilots. 

2B02: En Route Automation Program 

• En Route Automation Modernization 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The En Route Automation Modernization (ERAM) program contributes to the FAA’s system efficiency goal by

modernizing the computer system that is the heart of air traffic control automation at the 20 ARTCCs in the 

continental United States. System efficiencies enabled by ERAM include availability of safety alerts during use of

the backup mode; flexible routing around congestion, weather, and restrictions; increased number and type of 

surveillance information; and increased capabilities for incorporating future enhancements into the NAS. The 

ERAM solution will replace the current host computer system (HCS) software/hardware, the current direct access 

radar channel (DARC) (i.e., the backup system), and other associated peripherals. The solution will be 

standards-based, ICAO-compliant, secure, modular, and expandable. 

2B03: Weather and Radar Processor 

• Weather and Radar Processor – Stage 3 – Sustain Weather Operations 

• Weather and Radar Processor – Tech Refresh/Product Upgrades 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Weather and Radar Processor (WARP) projects contribute to the FAA’s system efficiency goal by providing 

timely weather data acquisition and dissemination capability to help en route air traffic control facilities minimize 

delays and disruptions to air travel. The WARP is an automated processing system that continuously acquires, 

stores, distributes, and displays weather information and radar products from external sources. The WARP

processes weather information from the NEXRAD Doppler weather radar and provides timely and accurate forecast 

weather products to other NAS systems, which contributes to NAS efficiency. The WARP Stage 3 upgrades 

accommodate changes made to WARP input sources (data, models, and sensors), which allows for continuation of 

weather data and distribution operations. 

28
2B04X: Automatic Dependent Surveillance National Implementation – Future Program 

• Automatic Dependent Surveillance National Implementation 

 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Automatic Dependent Surveillance (ADS) National Implementation program contributes to the FAA’s system

efficiency goal by providing improved surveillance of aircraft to pilots and ATC user tools that will enable more 

efficient traffic flows in the NAS. Implementation includes developing and deploying ADS ground stations in the 

en route, terminal, and surface domains, along with automation and communication system modifications necessary 

to support ADS capabilities. 

Using ADS, aircraft can fly at optimum altitude, speed, and routing, which result in better schedule reliability while 

a high level of safety is maintained. This increased efficiency stems from implementing ADS-enabled capabilities 

throughout the NAS, including, but not limited to, the following:

• Provision of “radar-like” services in areas not currently covered by radar. 

• Improved performance of ATC Decision Support Tools with availability of improved surveillance data. 

• Improved pilot situational awareness through broadcasting of ground-based surveillance data to aircraft. 

• Provision of common situational awareness between pilots and ATC, which is necessary to support Free 

Flight initiatives. 

2C01: Air Traffic Operations Management System 

• Air Traffic Operations Management System/Local/Wide Area Network 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

At the heart of the Air Traffic Operations’ Management System (ATOMS) is a multi-tiered enterprise architecture 

named CATMIS – the Corporate Air Traffic Management Information System. The CATMIS goal is to provide a 

series of integrated systems, infrastructure and procedures that will coordinate the collection, storage, correlation

and delivery of enterprise and operational information to the Air Traffic organization. At the core of the 

infrastructure is common data architecture. This architecture, comprised of the operational data store collects 

information from legacy systems, interactive web products and emerging facility systems. 

Custom designed facility level applications employing techniques gained through the reengineering of 

administrative processes are needed to collect data to support the agency’s cost accounting system (CAS) while at 

the same time reducing the current level of administrative workload. Data collection systems and a methodology

for moving the data upstream will complete the distribution system. Accuracy and standardization will occur by

collecting data only once, at the source (field facilities), and then efficiently sharing that data through CATMIS 

tools. Once data systems are established and distributed, effective analytical tools will be provided to assist Air 

Traffic in making business-based decisions for tomorrow’s outcomes. 

29
2C02: National Airspace System Management Automation Program 

• National Airspace System Management Automation Program 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goals: 

The National Airspace System Management Automation Program (NASMAP) has two main components: Air 

Traffic Services National Data Center (ATS NDC) and performance based Integrated Collaborative Environment

(pb-ICE) tools. 

The ATS NDC contributes to the FAA’s system efficiency goal through the use of data sharing between NAS 

projects. The NASMAP establishes the central data repository of ATS corporate data for data sharing, develops 

interfaces between departmental and ATS NDC information systems, establishes the ATS data management 

program to achieve ATS standard data and data standardization, and develops the metadata repository to inventory

ATS information systems. The final outcome of the NASMAP avoids redundant information system development

efforts within ATS and increases the accuracy and integrity of ATS data. 

The NASMAP pb-ICE tools contribute to the FAA system efficiency goal by providing a standard common 

collaborative toolset to use resources better. The pb-ICE toolset (e-Gov-compliant design) provides comprehensive 

coverage for performance-based organizations business operations, including a business portal to perform daily

business activities, centralized information repository to retrieve related projects, workflow automation engine to

automate repeatable business processes to improve efficiency and performance, and resource scheduling and 

tracking environment to plan and collaborate on activities and monitor the progress of NAS projects. 

30
Activity 3: Increase Capacity of the National Airspace System

The following graph indicates the five-year distribution of funding for F&E programs that increase capacity of the 

NAS for FY 2004 to 2008. Funding is shown in millions of dollars. 

Activity 3: Increase Capacity of the NAS

328.5

337.9

351.9

347.1

449.4

FY 2004 FY 2005 FY 2006 FY 2007 FY 2008

31
3A01: Navigation and Landing Aids: 3A01A; Local Area Augmentation System for Global Positioning 

System 

• Local Area Augmentation System for Global Positioning System 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Local Area Augmentation System (LAAS) for the Global Positioning System (GPS) program contributes to the 

FAA’s system efficiency goal by providing a satellite-based precision approach capability that meets the 

requirements for all weather approach and landing capability. Providing precision approach guidance at additional 

airports will allow landings in low visibility conditions, which increases schedule reliability for commercial carriers. 

The LAAS complements the wide area augmentation system by providing Category (CAT) I and CAT II/III 

precision approach capabilities. A single LAAS can provide approach guidance to multiple runways, which allows 

use of additional runways during adverse weather conditions.

3A01: Navigation and Landing Aids: 3A01B; Wide Area Augmentation System for Global Positioning 

System 

• Wide Area Augmentation System for Global Positioning System 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Wide Area Augmentation System (WAAS) for the GPS program contributes to the FAA’s system efficiency 

goal by providing non-precision lateral navigation and vertical navigation (VNAV) capability to airports without 

such existing capabilities. Vertical guidance allows approaches to runways in low visibility conditions. After initial 

operational capability, expected in December 2003, pilots will be able to use lateral navigation with precision 

vertical guidance (LPV) approaches. LPV performance is within 50 feet of CAT I landing requirements, which 

supports close to CAT I minimums at many airports. WAAS also will reduce air traffic separation and provide 

more direct en route paths. 

3A01: Navigation and Landing Aids: 3A01C; Very High Frequency Omni-Directional Radio Range with 

Distance Measuring Equipment 

• Very High Frequency Omni-Directional Range Collocated with Tactical Air Navigation 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

This Very High Frequency Omni-Directional Range Collocated with Tactical Air Navigation (VORTAC) program

contributes to the FAA’s system efficiency goal by replacing, relocating, or converting VORTAC facilities used for 

aerial navigation. VOR and Tactical Air Navigation systems increase NAS system efficiency by providing 

necessary enhancements, upgrades, and relocations to VOR and VORTAC facilities that are experiencing signal 

deterioration due to various environmental factors, which negatively impacts system efficiency. General aviation, 

commercial carriers, and other groups use this navigation capability for en route navigation and approach operations 

into airports. 

32
3A01: Navigation and Landing Aids: 3A01D; Instrument Landing System – Establish/Upgrade 

• Instrument Landing Systems 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Establish/Upgrade Instrument Landing System (ILS) program contributes to the FAA’s systems efficiency goal

by providing the necessary equipment to establish, replace, and maintain the precision approach capability for new 

runways and existing runways that do not have precision approach guidance capability. These systems provide

pilots precision guidance to a runway end in low visibility conditions; without the systems, takeoffs and landings 

would be restricted, and flight cancellations would occur in the NAS. ILS also helps meet increasing traffic 

demands by providing all-weather landing capability at additional runways. 

3A01: Navigation and Landing Aids: 3A01E; Approach Lighting System Improvement Program 

• Visual Navigation Aids - Approach Lighting System Improvement Program Continuation 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Approach Lighting System Improvement Program (ALSIP) contributes to the FAA’s air carrier and general

aviation safety goal by replacing 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 hit non-frangible lighting structures, they are seriously damaged. ALSIP provides high 

intensity approach lighting system with sequenced flashers (ALSF) model 2 and medium intensity approach lighting 

system with runway alignment indicator lights (MALSR). 

3A01: Navigation and Landing Aids: 3A01F; Runway Visual Range 

• Runway Visual Range – Replacement/Establishment 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Runway Visual Range (RVR) Replacement project contributes to the FAA’s air carrier and general aviation 

safety goals by replacing aging, maintenance-intensive and difficult-to-support RVR legacy systems. These systems 

provide pilots critical meteorological visibility data they need to decide whether or not 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 hit

by aircraft during takeoff or landing. Replacement equipment also reduces maintenance downtime and service time 

required for existing older navigation and landing aid equipment. This project also provides the equipment for new 

sites, including new runways and existing runways that have had an ILS installed. 

3A01: Navigation and Landing Aids: 3A01G; Distance Measuring Equipment – Sustain 

• Distance Measuring Equipment – Sustain 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Distant Measuring Equipment (DME) Sustain project contributes to the FAA’s system efficiency goal by 

replacing obsolete, tube-type DME with modern technology electronics that will improve operations and facilities 

performance. DME provides the distance component of navigation 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. 

33
The DME Sustain project also provides for procurement and installation of approximately 177 DME systems to

support the recommendations of the Commercial Aviation Safety Team. The 177 DME systems are used to reduce 

controlled flight into terrain accidents at the most vulnerable locations in the NAS.

3A01: Navigation and Landing Aids: 3A01H; Non-Directional Beacon Facilities – Sustain 

• Non-Directional Beacons – Sustain 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Non-Directional Beacons (NDB) Sustain program contributes to the FAA’s system efficiency goal by replacing 

obsolete, tube-type NDB 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 flights into terrain. Also, the replacement will reduce maintenance and 

repair downtime required for the antiquated DME systems. 

3A01: Navigation and Landing Aids: 3A01I; Visual Navigation Aids – Establish/Expand 

• Visual Navigation Aids – Visual Navigation Aids for New Qualifiers 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Visual Navigation Aids project contributes to the FAA’s system efficiency goal by providing a visual reference 

to the glide slope as a pilot approaches an airport. Precision approach path indicators (PAPI) and runway end 

identifier lights are used at various airports to help pilots quickly identify the runway threshold and make stabilized

descents to clear obstructions at airports. The visual navigation aids provide lower landing minima, and pilots can 

land at airports that otherwise would be closed because of limited visibility. 

This program also requires procurement and installation of about 170 PAPI systems to support the 

recommendations of the Commercial Aviation Safety Team. The systems provide vertical glide slope indicators at

the highest-risk runways to reduce controlled flight into terrain accidents. 

3A01: Navigation and Landing Aids: 3A01J; Visual Approach Slope Indicator Replacement – Replace with 

Precision Approach Path Indicator 

• Visual Navigation Aids – Replace Visual Approach Slope Indicator with Precision Approach Path 

Indicator 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Precision Approach Path Indicator (PAPI) program contributes to the FAA’s system efficiency goal by

replacing aging, obsolete visual approach slope indicators with the ICAO PAPI system. This system is an approach 

aid that gives pilots a visual reference to the runway, and it offers greater reliability and performance. 

34
3A01: Navigation and Landing Aids: 3A01L; Navigation and Landing Aids – Service Life Extension 

Program 

• Visual Navigation Aids – Sustain, Replace, Relocate 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

 

Narrative for Primary Outcome Goal: 

The Navigation and Landing Aids Service Life Extension Program contributes to the FAA’s system efficiency goal 

by replacing aging, obsolete ground-based navigation and landing aids that are necessary to maintain approach and 

landing capabilities at various airports throughout the United States. The upgraded equipment improves system

efficiency by reducing the maintenance and repair downtime required for the older systems. Equipment outages 

reduce the approach capability at airports. Equipment upgraded under this program includes approach lighting 

system with sequenced flashers model-2; medium intensity approach lighting system with runway alignment

indicator lights; PAPIs; runway end identifier lights; VORs; DME; and NDBs. 

3A02: Oceanic Automation System 

• Advanced Technologies and Oceanic Procedures 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Advanced Technologies and Oceanic Procedures (ATOP) program contributes to the FAA’s efficiency goal by 

modernizing FAA oceanic air traffic control systems and procedures. The new oceanic automation system sets the 

stage for reducing aircraft separation from 100 nautical miles to 30 nautical miles, which enables more planes to

safely fly preferred routes. The ATOP program will provide a modernized oceanic air traffic control automation 

system. The ATOP system will collect, manage, and display oceanic air traffic data, including electronic flight-strip 

data on air traffic controllers displays and integrate such capabilities as flight data processing, radar data processing,

automatic dependent surveillance, controller-pilot data link, and conflict probe. 

The ATOP program will overcome capacity and efficiency limits due to lack of radar service over the oceans, 

limitations on surveillance of aircraft position, and delays in high-frequency voice communication relays. To do 

this, the program will marry more efficient data processing for faster, accurate, off-the-glass decision-making by 

controllers with procedures for safely handling more aircraft in the same airspace. 

3A03: Voice Switching and Control System 

• Voice Switching and Control System – Voice Switching and Control System Control System 

Upgrade 

• Voice Switching and Control System – Technology Refresh 

• Voice Switching and Control System – Training and Backup Switch 

• Voice Switching and Control System – Switch Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Voice Switching and Control System (VSCS) projects contribute to the FAA’s system efficiency goal by

upgrading VSCS equipment at all en route ARTCCs, the Mike Monroney Aeronautical Center (used for training air 

traffic controllers) and the William J. Hughes Technical Center (WJHTC) (used for test and evaluation of all ATC 

tools and systems). These upgrades ensure that A/G communications capabilities are reliable and available for 

separating aircraft, coordinating flight plans, and transferring information between ATC facilities. 

35
3A04: Instrument Approach Procedures Automation 

• Instrument Approach Procedures Automation 

• National Aeronautical Charting Office Hardware Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Instrument Approach Procedures Automation (IAPA) program contributes to the FAA’s system efficiency goal 

by providing automated tools that enable FAA specialists to develop more timely and accurate instrument approach 

and departure procedures for pilots that ensure flight paths are clear of obstacles such as radio towers, buildings, and 

trees. Procedures developed by the IAPA program are provided to the National Aeronautical Charting Office and 

are used in the production of charts and maps for use by commercial and general aviation users. The automated 

tools reduce the time required to evaluate, revise, and update approach/departure procedures as requested by airports

each year. 

36
Activity 4: Improve Reliability of the National Airspace System 

The following graph indicates the five-year distribution of funding for F&E programs that improve the reliability of 

the NAS for FY 2004 to 2008. Funding is shown in millions of dollars. 

Activity 4: Improve Reliability of the NAS

472.7

427.6

425.2

521.0

476.4

FY 2004 FY 2005 FY 2006 FY 2007 FY 2008

37
4A01: Guam Center Radar Approach Control - Relocate 

• Relocated Guam Center Radar Approach Control 

Primary Outcome Goal: System Efficiency: Provide an aerospace transportation system that meets the needs 

of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal

The Guam Center Radar Approach (CERAP) relocation project supports the FAA’s system efficiency goal by

replacing the air traffic control facility for Agana International Airport, which was severely damaged by typhoon 

Paka. Replacement of the facility will allow updated equipment to be installed, which improves the efficiency of air 

traffic control for international service.

4A02: Terminal Voice Switch Replacement/Enhancement Terminal Voice Switch 

• Enhanced Terminal Voice Switch 

• Command Center Voice Switch 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Terminal Voice Switch Replacement (TVSR)/Enhancement program contributes to the FAA’s system

efficiency goal by replacing the electromechanical and aging electronic switches in all ATCTs and TRACON 

facilities with modern reliable voice-switching systems. These switches provide the capability to communicate with

other air traffic control facilities and aircraft. 

The TVSR program consists of several multiyear equipment contracts, including small tower voice switch systems, 

operational support telephone systems, enhanced terminal voice switch systems, rapid deployment voice switch 

model IIA systems, and voice switch by-pass systems. Modern voice switches, like enhanced terminal voice switch 

and related rapid deployment voice switch IIA, meet air traffic controller needs and enable more effective air traffic 

operations. 

4A03: Airport Cable Loop Systems – Sustained Support 

• Airport Cable Loop Systems Sustained Support 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Airport Cable Loop Sustained Support program contributes to the FAA’s system efficiency goal by providing 

modern electrical distribution system infrastructure that enables continued operation of airport ATC facilities and

approach and lighting systems. Airport cable loops both distribute electrical power and gather data on the 

operational status of such airport equipment as ILS and runway lights. The information is sent to air traffic control 

and maintenance facilities. Another purpose of the project is to standardize the design and installation procedures 

for fiber optic transmission systems, which will simplify configuration management, training, and depot and

logistics support.

38
4B01: En Route Automation Program 

(A) En Route Automation Program – En Route Enhancements 

(B) En Route Automation Program – Flight Data Input/Output Replacement 

(C) En Route Automation Program – Direct Access Radar Channel 

(D) En Route Automation Program – Host/Oceanic Computer System Replacement 

(E) En Route Automation Program – En Route Communications Gateway 

• En Route Automation Program – En Route Communications Gateway – Tech Refresh 

(F) En Route Automation Program – En Route System Modification 

(G) En Route Automation Program – En Route Monitor and Control 

(H) En Route Automation Program – Aeronautical Information and Flight Planning Enhancements 

(I) En Route Automation Program – FAA Aeronautical Training Systems (Initial Academy Training) 

(A) En Route Automation Program – En Route Enhancements 

Primary Outcome Goal: FAA Goal: Capacity and Efficiency: Provide an aerospace transportation system 

that continues to meet the capacity needs of the users and is efficient in the application of FAA and aerospace 

resources. 

Narrative for Primary Outcome Goal: 

The En Route Enhancements project contributes to the FAA’s system efficiency goal by providing new capabilities 

and enhancements to the ARTCC host computer system (HCS) and display systems (DSR) software. The HCS and 

DSR are the primary processor and display system used to control air traffic in 20 ARTCCs. En Route 

Enhancements maintain and upgrade HCS and DSR system software at the ARTCCs, which enables air traffic 

control to separate air traffic in the en route portion of flight. 

(C) En Route Automation Program – Direct Access Radar Channel 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Direct Access Radar Channel project contributes to FAA’s system efficiency goal by upgrading the existing 

independent backup radar automation and display capability. This gives the ARTCC controllers full redundancy in 

providing radar ATC services. Legacy hardware and interfaces will be eliminated, and current software architecture 

will be replaced starting in FY 2004 with one that provides hardware independence. 

(D) En Route Automation Program – Host/Oceanic Computer System Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Host/Oceanic Computer System Replacement (HOCSR) program contributes to the FAA’s system efficiency 

goal by enhancing the reliability and performance of the existing HSC. The program provides the central computer 

and peripheral equipment that processes and radar data and flight plans used by controllers to control and separate

air traffic in the en route environment. The HOCSR program also provides upgrades to the critical peripheral 

equipment components that enable air traffic control.

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(E) En Route Automation Program – En Route Communications Gateway 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The En Route Communications Gateway (ECG) project contributes to the FAA’s efficiency goal by providing a 

replacement for the computer gateway that processes and sends external information to the host computer. ECG 

enables integration of new surveillance technology, introduction of new interface standards and formats, and 

connectivity to additional remote radars. ECG infrastructure will provide additional automation system capacity 

and expandability required to support anticipated increases in air traffic and changes to the operational environment. 

(F) En Route Automation Program – En Route System Modification 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The En Route System Modification project contributes to the FAA’s system efficiency goal by replacing aging or 

obsolete en route automation system components. The project will replace such obsolete components as system

processors and upgrade and modernize the controller displays and the infrastructure that supports these displays. 

Replacing obsolete equipment helps to ensure reliability and maintainability of the en route automation system. 

(G) En Route Automation Program – En Route Monitor and Control 

Primary Outcome Goal: System Efficiency: Provide an aerospace transportation system that meets the needs 

of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The En Route Monitor and Control (EMAC) project contributes to the FAA’s system efficiency goal by supporting 

the separation of critical, essential, and routine functions of monitor and control throughout all en route facilities. 

This project will significantly reduce the number of ARTCC system operation center area monitor and control 

devices, which decreases software development and training costs, enables consolidated facility and legacy systems 

to interface with the NIMS provides space for implementation of new systems, and provides modern, open, and 

standardized monitor and control devices. 

(H) En Route Automation Program – Aeronautical Information and Flight Planning Enhancements 

Primary Outcome Goal: System Efficiency: Provide an aerospace transportation system that meets the needs 

of users and is efficient in the application of FAA and as aerospace resources 

Narrative for Primary Outcome Goal: 

The Aeronautical Information and Flight Planning Enhancements project contributes to the FAA’s system

efficiency goal by transitioning en route automation systems from the current unique NAS flight data processing to

ICAO compliant flight data processing. This will increase efficiency by taking advantage of the benefits of the 

ICAO standard and enabling cross-border data exchange to improve ATC efficiency. 

(I) En Route Automation Program – FAA Aeronautical Training Systems (Initial Academy Training) 

Primary Outcome Goal: System Efficiency: Provide an aerospace transportation system that meets the needs 

of users and is efficient in the application of FAA and as aerospace resources 

Narrative for Primary Outcome Goal: 

The FAA Aeronautical Training Systems project contributes to the FAA’s system efficiency goal by modernizing 

new training equipment to prepare and develop the required levels of knowledge and expertise within the ATC

40
workforce. This training and simulation system replicates the en route operational environment and provides a high 

fidelity, independent platform for the FAA Academy in Oklahoma City. The new Academy training system is 

necessary to meet the urgent requirement for new controller training. 

4B02: Air Route Traffic Control Center Building Improvements/Plant Improvements 

• Air Route Traffic Control Center Modernization/Expansion – Air Route Traffic Control Center 

Modernization 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Air Route Traffic Control Center (ARTCC) Modernization/Expansion project contributes to the FAA’s system

efficiency goal by ensuring that buildings that house en route control equipment are modified, as necessary, to 

accept new equipment and maintained in good condition to avoid ATC outages because of failures in such 

infrastructure systems as electrical distribution systems. The project maintains the integrity of 21 ARTCCs, the 

Honolulu control facility (HCF) and two center radar approach control (CERAP) facilities, and upgrades these 

facilities for the integration and transition of new NAS systems. Modernizing ARTCC, HCF, and CERAP building

infrastructure, such as electrical wiring, heating and ventilation systems, and structural components reduces the 

chances of outages, which cause air traffic delays. 

4B03: Air Traffic Management 

(A) Air Traffic Management Functionality Development/Deployment – Departure Spacing Program 

(B) Traffic Flow Management Infrastructure – Infrastructure Modernization 

(A) Air Traffic Management Functionality Development/Deployment – Departure Spacing Program 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The current Traffic Flow Management Infrastructure (TFM-I) project requires modernization to enable full traffic 

system integration. The Departure Spacing Program will be baselined as a formal NAS system and expanded into

additional facilities in the Boston and Washington, DC, metropolitan areas. The program provides more efficient 

departure management tools to decrease the number of delays and lower associated costs of imposed delays, thus 

providing greater economic benefit to the user community. 

(B) Traffic Flow Management Infrastructure – Infrastructure Modernization 

Primary Outcome Goal: FAA Goal: System Efficiency: System Efficiency: Provide an aerospace 

transportation system that meets the needs of the users and is efficient in the application of FAA and 

aerospace resources. 

Narrative for Primary Outcome Goal: 

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 software 

has become increasingly difficult to maintain and modify and will not support emerging system requirements. The 

architecture platform is overly complicated and congested with multiple communication and network threads, and 

existing hardware systems are approaching end of shelf life. Additional enhancements planned under the 

modernization program will increase integration and interoperability with the overall air traffic management

structure. Modernization will establish a robust, commercially available and standards-compliant TFM-I and will 

support current and future TFM needs for availability, performance, security, expandability, and supportability, as 

well as human-computer interaction. 

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4C01: Critical Telecommunications Support 

• Critical Telecommunications Support 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Critical Telecommunications Support projects contribute to the FAA’s system efficiency goal by providing 

modifications to existing telecommunications systems at more than 5,000 facilities within the NAS. The projects 

provide funds for air traffic communications diversity, telecommunications additions based on changes in air traffic 

patterns, facility relocations and modifications, and emergency requirements. Because of evolving changes in air 

traffic patterns, air traffic growth, and facilities destruction (caused by severe weather), there is a continuing need

for this category of projects. 

4C02: Federal Aviation Administration Telecommunications Infrastructure 

• Federal Aviation Administration Telecommunications Infrastructure 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The FAA Telecommunications Infrastructure (FTI) projects contribute to the FAA’s system efficiency goal by 

replacing existing telecommunications networks with newer systems that provide more bandwidth and more 

efficient network management tools. The FTI will centralize management and security functions and provide

telecommunications services with integrated network management and provisioning capabilities. Over the next

decade, the FTI will incrementally replace existing NAS telecommunications systems, which, in using modern 

business practices, will reduce unit costs for telecommunications services and increase bandwidth utilization. 

4C03: Air-to-Ground Communications Infrastructure 

• Communications Facilities Enhancement – Expansion 

• Communications Facilities Enhancement – Air to Ground Communications Radio Frequency 

Interference Elimination 

• Backup Emergency Communications - Replacement 

• Ultra High Frequency Radio Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Air-to-Ground (A/G) Communications Infrastructure projects contribute to the FAA’s system efficiency goal

by replacing aging and increasingly unreliable equipment, in addition to improving/upgrading associated sites and 

facilities. New communications sites are established to conform to new air traffic patterns and FAA changes to

existing air traffic control facilities. Air traffic controllers use these sites to communicate with aircraft that are 

outside the range of radios located at their facilities. The A/G Communications Infrastructure program is a 

combination of the following FAA projects:

• Communications Facilities Enhancements: Provides new radio control facilities and/or modifies existing

facilities to enhance the A/G communications between air traffic control and aircraft; 

• Radio Frequency Interference Elimination: 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; and 

• Backup Emergency Communications: Provides a dedicated channel/sector in place of a priority-based, 

shared outlet system and replaces 1970s technology system that is logistically unsupportable. 

 

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The Ultra High Frequency (UHF) Radio Replacement project contributes to the FAA’s system efficiency goal by 

replacing aging equipment used to communicate with Department of Defense (DoD) aircraft. The FAA maintains 

the UHF A/G communications service for air traffic control of military operations in the United States. In August 

2001, the office of the Secretary of Defense reaffirmed the military’s continuing need for UHF A/G 

communications services for the foreseeable future. Subsequent events have served to demonstrate the need for the 

UHF service, especially during national emergencies. 

4C04: Voice Recorder Replacement Program 

• Voice Recorder Replacement Program

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal: 

The Voice Recorder Replacement Program contributes to the FAA’s system efficiency goal by replacing aging, 

analog voice recording systems with modern digital voice recording systems. These systems record all voice 

communications between controllers, pilots, and other ground-based air traffic control facilities, which support 

safety investigations when accidents occur. 

4C05: National Airspace System Infrastructure Management System 

• National Airspace System Infrastructure Management System – Phase 2 

• National Airspace System Infrastructure Management System – Phase 2 Tech Refresh 

• National Airspace System Infrastructure Management System – Phase 3 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The National Airspace System Infrastructure Management System (NIMS) Phase 2 contributes to the FAA’s system

efficiency goal by centralizing information and technical expertise and providing remote monitoring and control

capabilities. NIMS phase 2 fields a COTS-based information system that consists of distributed computers and

integrated software/database applications for a national operational control center and three strategically located

operational control centers to support air traffic services in meeting demand for increasing services with diminished 

resources while maintaining safety. Centralizing information such as maintenance history promotes informed, 

effective maintenance actions. Remote monitoring and control capabilities reduce maintenance personnel travel 

time and equipment downtime, saving time and money, improving efficiency, and reducing delays. With over 

20,000 NAS facilities, many located far from maintenance personnel; reducing travel time and increasing 

maintenance personnel historical knowledge combine to yield increased service value at a reduced cost. 

4C06: Flight Service Station Modernization 

• Flight Service Facilities – Automated Flight Service Stations Facilities Sustainment/Space 

Requirements 

• Flight Service Facilities – Power Conditioning Systems Upgrade 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Automated Flight Service Station (AFSS) Facilities Sustainment program contributes to the FAA’s system

efficiency goal by upgrading and repairing AFSS/flight service station infrastructure, which includes 

heating/ventilation and air-conditioning systems, roofs, and fire and life safety upgrades. These upgrades ensure 

existence of proper environmental control in operations, equipment, and administrative areas. 

43
4C07: Flight Services Automation System Operational and Supportability Implementation System 

• Flight Services Automation System Operational and Supportability Implementation System 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of the users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Flight Services Automation System (FSAS) Operational and Sustainment Implementation System (OASIS) 

program contributes to the FAA system efficiency goal by offering significant improvement in the computer-human 

interface for systems used to provide weather briefings and accept flight plans from pilots. Existing FSAS displays 

are upgraded with a graphical user interface. Flight service stations accept flight plans from pilots and transmit 

instrument rules flight plans to the en route centers so that controllers can plan for aircraft entering their sector. 

Flight service stations also provide weather briefings to general aviation pilots to help them avoid severe weather 

conditions and to predict weather visibility at destination airports. 

4C08: Weather Message Switching Center Replacement 

• Weather Message Switching Center Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide and aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The Weather Message Switching Center Replacement project contributes to the FAA’s system efficiency goal by 

collecting and disseminating weather information to air traffic facilities more efficiently. The present system is 

obsolete and difficult to maintain. In addition, the weather information that is distributed from the switching center 

can be delayed during periods of high demand. 

4C09: Flight Service Station Switch Modernization 

• Automated Flight Service Station Voice Switches 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal accident rates by 80 percent in 10 years.

Narrative for Primary Outcome Goal: 

The Flight Service Stations (FSS) Switch Modernization program contributes to the FAA’s safety goal by replacing 

aging, non-supportable FSS voice switches with modern digital voice switches to enhance preflight and in-flight 

services. The Automated Flight Service Station Voice Switch Replacement project provides pilots with 

significantly improved access to flight planning, weather, communications, and emergency services deemed 

essential to conducting safe and efficient flight. The program replaces the voice switches at 61 AFSSs throughout 

the NAS and at 14 non-automated FSSs located in Alaska. 

4C10: Alaskan National Airspace System Interfacility Communications System 

• Alaskan National Airspace System Interfacility Communications System Satellite 

Network – Phase II 

• Alaskan National Airspace System Interfacility Communications System Tech Refresh 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Alaskan National Airspace System Interfacility Communications System (ANICS) Satellite Network Phase II 

supports the FAA’s system efficiency goal by installing FAA-owned satellite earth stations to provide essential 

telecommunications engineered for FAA-standard 99.9 percent availability at remote Alaskan air traffic control 

sites. ANICS Phase II will improve availability of essential communications compared to the existing commercial 

telecommunications service. The system will also reduce leased telecommunications costs. ANICS Phase I has 

been successfully implemented at 51 operational sites, decreasing remote air-ground telecommunications line 

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outages to less than 70 hours in FY 2002. ANICS sites have substantially improved communications service 

reliability, performance, maintainability, and capacity. 

4C11: Electrical Power Systems – Sustain/Support 

• Power Systems Sustained Support 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Power Systems Sustain/Support project contributes to the FAA’s systems efficiency goal by providing reliable 

and high-quality power sources for the facilities used in delivering air traffic control services. The FAA requires 

and must maintain independent power-generating systems to provide electrical power when there are commercial 

power outages. An extended electrical power outage would result in significant aviation delays. 

4C12: National Airspace System Recovery Communications 

• National Airspace System Command and Control Communications Program 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The National Airspace System Recovery Communications project contributes to the FAA’s system efficiency goal 

by ensuring that during emergencies the FAA’s command, control, and communication (C3) structure is able to

provide time critical public and NAS information for the Administrator to be shared with the Administrator’s staff, 

key regional managers, the Secretary of Transportation, and other national-level executive personnel. The attackers 

of September 11 uncovered shortfalls within the existing systems and facilities. 

The NAS C3 program provides and enhances a variety of fixed position, portable, and transportable C3 systems for 

use in support of emergency operations. Such C3 systems include the automatic digital network/defense messaging 

system, secure telephone unit third generation/secure telephone equipment, secure facsimile, VHF/frequency

modulated, high-frequency single side band, satellite telephone network, wireless notification system, secure 

conferencing system, and communications support teams. These systems can operate independent of commercial

communications in emergency situations. C3 also provides modernization of several “continuity of operations” 

sites, which ensures Agency executives command and communication during times of crisis.

4C13: Aeronautical Center Infrastructure Modernization 

• Aeronautical Center Infrastructure Modernization 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The Aeronautical Center Infrastructure Modernization project contributes to the FAA’s system efficiency goal by 

providing up-to-date facilities and supporting infrastructure for organizations that support NAS operation. The 

project includes the following support: Training is provided each year in resident and distance learning formats for 

more than 30,000 FAA and international students, including air traffic controllers, Airway Facility technicians and 

certification/inspection personnel; logistics services and supply support are provided to all FAA locations and about

70 DoD and international organizations; cost accounting and payroll services are provided to the DOT organizations 

and the Transportation Security Administration; engineering services are provided for NAS system modifications 

and repair; flight check aircraft are deployed for calibration and certification of radar/navigation aids at all

nationwide locations; Airmen and Aircraft Records and Registry are maintained; aviation medical research and 

human factors research are conducted; and other support is provided to critical air navigation systems throughout 

the NAS. 

45
4C14: Frequency and Spectrum Engineering 

• National Airspace System Spectrum Engineering Management – National Airspace System 

Spectrum Engineering Sustained Support 

• National Airspace System Spectrum Engineering Management – Frequency Interference 

Support/Resolution 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The National Airspace System Spectrum Engineering project contributes to the FAA’s system efficiency goal by 

providing careful and detailed frequency and spectrum planning necessary to ensure that current and future 

aeronautical safety systems are provided adequate radio spectrum. Spectrum management support must be provided 

to both government and non-government offices involved in the operation of current systems and to organizations 

planning new aeronautical systems. Spectrum support is also provided for all other FAA non-aeronautical systems. 

4C15: NAS Interference, Detection, Location and Mitigation 

• NAS Interference Detection, Location, and Mitigation 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal

The NAS Interference Detection, Location, and Mitigation project contributes to the FAA’s system efficiency goal 

by providing the equipment to quickly detect and locate radio frequency interference sources affecting FAA’s 

equipment. Interference can disrupt air traffic control and cause delays. Rapid resolution leads to increased levels 

of aviation safety and more efficient use of airspace. In addition, this project includes upgrading existing radio 

frequency investigation capabilities to support interference detection to A/G communications and the global 

navigation satellite system.

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Activity 5: Improve Efficiency of Mission Support

The following graph indicates the five-year distribution of funding for F&E programs that improve efficiency of 

mission support for FY 2004 to 2008. Funding is shown in millions of dollars.

Activity 5: Improve the Efficiency of Mission Support

458.2

487.4

497.2

521.5

550.4

FY 2004 FY 2005 FY 2006 FY 2007 FY 2008

47
5A01/5A02: National Airspace System Improvement of System Support Laboratory/ FAA William J. Hughes 

Technical Center Facilities 

• National Airspace System Improvement of System Support Laboratory 

• Technical Center Facilities 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The National Airspace System Improvement of the System Support Laboratory and Technical Center Facilities 

projects contribute to the FAA’s system efficiency goal by upgrading and improving the agency’s laboratory

infrastructure at the William J. Hughes Technical Center. The facility tests new equipment, provides analysis of 

modernization proposals for existing systems, and provides the more sophisticated second-level field support for 

ATC programs. Each laboratory-supported capital development program contributes to one or more of the FAA 

and DOT goals. 

 

5A03: William J. Hughes Technical Center Building and Plant Support 

• William J. Hughes Technical Center Infrastructure Sustainment 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The William J. Hughes Technical Center Infrastructure Sustainment project contributes to the FAA’s system

efficiency goal by refurbishing and replacing the center infrastructure. The existing infrastructure requires updating 

to ensure that the laboratories and other facilities operate properly and have the capacity to handle the electrical and

heat loads generated by the equipment being tested. 

5A04: En Route Communications and Control Facilities Improvements 

• En Route Communications and Control Facilities 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

En Route Communication and Control Facilities project contributes to the FAA’s system efficiency goal by

upgrading and improving various communication facilities and equipment throughout the NAS. These 

communication facilities and equipment provide a means for continuous and reliable A/G communications between 

the air traffic control personnel and the pilot.

5A05: Department of Defense/Federal Aviation Administration Facilities Transfer 

• Department of Defense/Federal Aviation Administration Air Traffic Control Facility

Transfer/Modernization – Original Program 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

provides reliable and accurate information to air traffic controllers and pilots. 

Narrative for Primary Outcome Goal: 

The DoD/FAA Air Traffic Control Facility Transfer/Modernization program improves NAS reliability by replacing

aged and unreliable facilities with modern reliable ones. Enhancements primarily include communications, weather, 

and surveillance systems. Consistent with the base closure process, DoD notifies DOT when military facilities are 

being closed. In some cases, the FAA must take over air traffic control responsibility. In other cases, air traffic or 

air navigation facilities are on DoD property and must be relocated or transferred to the FAA. 

48
Modern communications, weather, and surveillance systems are essential to providing reliable and accurate 

information to air traffic controllers and pilots. The DoD Facility Transfer program implements multiyear projects. 

Past modernization projects have included fiber optic telecommunications, low-density microwave communications, 

electrical power supplies, short-term emergency power supplies, automated weather observation systems, digitized 

air traffic radar data, and facility security. These reliable, modern system enhancements meet air traffic control 

requirements and enable more effective air traffic operations. 

5A06: Terminal Communications – Improve 

• Terminal Communications – Improve 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Terminal Communications Improve project supports the FAA’s system efficiency goal by providing for local

projects to improve communications at air traffic control facilities that control traffic into and out of airports. 

Growth in aviation, relocation of facilities, and interference problems can require relocation or enhancement of

terminal communications facilities. Communications problems can slow air traffic controllers and create delays at 

airports. 

5A07: Flight Service Facilities Improvements 

• Flight Service Facilities Improvements 

Primary outcome Goal; FAA Goal: Safety: Reduce fatal accident rates by 80 percent in 10 years. 

Narrative for Primary Outcome Goal

The Flight Services Facilities Improvements project contributes to the FAA’s safety goal by maintaining flight

service facilities to ensure that they can perform safety of flight functions reliably. The flight service stations

prevent accidents by providing weather briefings to pilots and accepting instrument flight plans that ATC facilities 

use to track pilots. 

5A08: Navigation and Landing Aids – Improve 

• Navigation and Landing Aids – Improve 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The Navigation and Landing Aids Improve project supports the FAA’s system efficiency goal by continually

upgrading and improving the existing services required by users for navigation and landing. Ensuring that damaged 

navigation and landing aids are repaired and that other aids are relocated to accommodate traffic demands prevents 

delays and maintains system efficiency. 

5A09: Federal Aviation Administration Buildings and Equipment 

• Federal Aviation Administration and Equipment Sustain Support – Modernize /Improve 

• Seismic Safety Risk Mitigation 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The FAA Buildings and Equipment project contributes to the FAA’s system efficiency 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. Because some FAA facilities are 

49
located in areas with high levels of seismic activity, they must be designed and rebuilt to protect personnel and 

equipment from future seismic events. 

5A10: Air Navigational Aids and Air Traffic Control Facilities (Local Projects) 

• Continued General Support – Air Navigation Aids Facilities – Local Projects 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Air Navigation Aids and Air Traffic Control Facilities projects contribute to the FAA’s system efficiency goal 

by ensuring that facilities and equipment failures do not jeopardize the safety and efficiency of the air traffic control 

environment. Communications, surveillance, weather information, and air traffic control facilities require 

alterations to support changes in local air traffic patterns, or replacement in case facilities are damaged by severe 

weather. 

5A11: Computer-Aided Engineering Graphics Modernization 

• Computer-Aided Engineering Graphics Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Computer-Aided Engineering Graphics Modernization/Replacement program contributes to the FAA’s system

efficiency goal by using enhanced computer-aided design and drafting systems. This tool is coupled with a secure 

Web-based engineering system to facilitate drawing access, retrieval, and update, thus increasing the FAA’s ability 

to implement capital improvements with correct and timely information. The system meets increasing user access 

needs by expanding and providing a flexible system interface to a suite of state-of-the-art graphical modeling and 

analysis tools. The computer-aided engineering graphics (CAEG) system provides transition planners and 

engineers with a set of software tools to support facilities and equipment modeling. The CAEG system also assists 

spectrum managers in protecting the radio frequency spectrum by providing them with effective tools to model

radio coverage of existing and planned facilities. Using information collected from the enhanced traffic 

management system, terrain databases, existing facility data, and radio characteristics, the CAEG system aids in

isolating radio frequency interference sources. The primary tool used by the FAA to perform this function is the 

radio coverage analysis system. In addition, airport engineers and consultants use CAEG to conduct obstruction 

evaluations to determine and isolate potential hazards to the navigable airspace. New construction in and around 

landing facilities is analyzed to determine violations to existing air safety constraints. 

5A12: Information Technology Integration 

• Information Technology Integration 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Information Technology Integration project contributes to the FAA’s system efficiency goal by decreasing the 

cost of delivering IT services without reducing service quality, and by optimizing IT decisions and resources across 

the agency. The e-Gov goal has specific targets for increasing business that the FAA conducts electronically. This

will be accomplished through continued improvement of service delivery capabilities and development of project 

portfolios aimed at the key customer groups of citizens, businesses, other government agencies, and employees, as 

well as projects dedicated to improving internal efficiency and effectiveness. Expanding e-Gov is also one of the 

five main goals of the President’s Management Agenda. As part of achieving this goal, the FAA will ensure that 

data and information that are used to conduct critical agency business, or disseminated outside the agency, are 

timely, accurate, accessible, understandable, and secure. 

50
5A13: Operational Data Management System - NAS Aeronautical Information Management Enterprise 

System

• National Airspace System Aeronautical System Resource 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

 

Narrative for Primary Outcome Goal: 

The Notice to Airmen (NOTAM) automated distribution system improves system efficiency by providing critical

safety information to FAA ATC facilities in a timely and standardized format. In June 2001, an FAA memorandum

identified two incidents, which highlighted some weakness in the current NOTAM system and emphasized the 

urgent need for a replacement system to help ensure critical safety information reaches the pilot and other users of 

the system. The NOTAM automated distribution solution includes towers/TRACONs, FSS, and ARTCCs of the 

NAS and also the air traffic control system command center in Herndon, VA. The automated distribution solution 

will provide standardization within the NAS, timeliness of delivery across the NAS, a centralized NOTAM source, 

and state-of-the-art entry and delivery of critical safety information using dedicated telecommunications network.

5A14: Logistics Support Systems and Facilities 

• Logistics Support Systems and Facilities – Asset and Supply Chain Management 

Primary Outcome Goal: FAA Goal: System Efficiency Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal

The Logistics Support System and Facilities projects contribute to the FAA’s system efficiency goal by providing 

full lifecycle management of spare parts and other supplies to ensure cost efficiency and rapid delivery of products

to multiple customers. The logistics system must be able to manage and ship repair parts and other supplies on a 

timely basis to avoid system outages and delays. 

The Asset and Supply Chain Management program improves operational efficiency and effectiveness by providing 

a single integrated planning, inventory, and asset management system that is capable of producing performance, 

financial, and logistics information. The Logistics Support System and Facilities and Asset and Supply Chain 

Management program are both integrated sets of business solutions that, when working correctly through 

established interfaces, will allow the FAA to accurately account for all of its assets. 

5A15: Test Equipment – Maintenance Support for Replacement 

• Test Equipment Modernization/Replacement 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Goal: 

The Test Equipment Modernization/Replacement project contributes to the FAA’s system efficiency goal by 

procuring the test equipment that ensures reliable NAS operation. As the FAA modernizes the NAS, it must

purchase appropriate equipment to test installed systems. With this equipment, systems can be repaired efficiently, 

and outages can be shortened. 

5A16: Facility Security Risk Management 

• Facility Security Risk Management 

Primary Outcome Goal: FAA Goal: Safety: Most of FAA’s security functions have been transferred to the 

Transportation Security Administration and this strategic goal is under review.

Narrative for Primary Outcome Goal: 

The Facilities Security Risk Management program contributes to the FAA’s safety goal by ensuring that efforts are 

51
in place to provide physical security at all FAA staffed facilities that conform to FAA Order 1600.69a. This order 

requires physical security protective measures and establishes standards, objectives, procedures, and techniques for 

protecting FAA employees, agency property, facilities, contractors, and the public. It implements mitigation 

measures and standards for facility security management, control, and safeguarding of assets and facilities. 

5A17: Information Systems Security 

• Information Systems Security 

Primary Outcome Goal: FAA Goal: Safety: Most of FAA’s security functions have been transferred to the 

Transportation Security Administration and this strategic goal is under review.

Narrative for Primary Outcome Goal: 

The Information Systems Security (ISS) program contributes to the FAA’s safety goal by safeguarding information 

through various means, such as information security access, Web-based protection, and activities to “firewall” 

electronic access. International terrorism has become a major threat to U.S. national security, and there are nationstates that have cyber capability and are unfriendly to the United States. The phenomenal growth of the Internet and

the worldwide proliferation of sophisticated computer skills have created a potential threat to the nation’s critical 

information infrastructure, including the air traffic control system. The FAA has three objectives in this area. The 

first objective is to ensure effective preparedness, detection, response, and recovery regarding cyber attacks. The 

second objective is to integrate information security efforts into all acquisition and operation phases to protect FAA 

people, buildings, and information. The third objective is to support the nation’s efforts to safeguard homeland 

security, in particular the aviation infrastructure and industry.

5A18: Distance Learning 

• Distance Learning 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Distance Learning program contributes to the FAA’s system efficiency goal by providing an alternative 

delivery mechanism for training the FAA workforce. Distance learning uses various technologies to make training 

infrastructure available at all significant FAA locations. Distance-learning products include advanced simulation 

and training course delivery capability at all field learning centers and the integration of NAS equipment subsystem

mockups with computer-based instruction terminals. 

 

5A19: National Airspace System Training Facilities 

• National Airspace System Training – Modernization 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

The National Airspace System Training Facilities Modernization program contributes to the FAA’s system

efficiency goal by improving air traffic control tower training through replacement of the FAA’s outdated ATCT 

cab training simulator. In addition to the ATCT simulator, other improvements include: 

• Upgrading classrooms to provide a more effective, efficient presentation and reduce course delivery costs; 

• Replacing outdated laboratory equipment with more adequate numbers of actual current field test

equipment, reducing class time and making the training more effective; and 

• Improving communications between the FAA Academy, regional offices, Washington Headquarters, and 

field facilities. This results in significant cost savings achieved through increased accuracy and efficiency 

in the administration of training. 

52
5A20: System Engineering and Development Support 

• System Engineering and Development Support 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Systems Engineering and Development Support project contributes to the FAA’s system efficiency goal by

providing support for designing and managing NAS modernization. With support contractor assistance, the FAA is

able to increase the sophistication in planning and analyzing NAS system improvements. 

5A21: Program Support Leases 

• Program Support Leases 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The FAA Program Support Leases project contributes to the FAA’s system efficiency goal by providing funding for 

existing leases for land and space that directly support NAS operational facilities and such critical NAS components 

as radars and navigational aids. The leases are contractual commitments for facilities that are critical to ATC system

operations. 

5A22: Logistics Support Services 

• National Airspace System Regional/Center Logistics Support Services 

Primary Outcome Goal: FAA Goal: Mission Support: System Efficiency: Provide an aerospace 

transportation system that meets the needs of users and is efficient in the application of FAA and aerospace 

resources. 

Narrative for Primary Outcome Goal: 

The National Airspace Regional/Center Logistics Support Services project contributes to the FAA’s system

efficiency goal by providing real estate, acquisition, and material management contractor support to regions and 

centers. 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. 

5A23: Mike Monroney Aeronautical Center – Leases 

• Aeronautical Center Lease 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Aeronautical Center Lease project contributes to the FAA’s system efficiency goal by providing up-to-date 

facilities and supporting infrastructure that meet the needs of FAA mission support organizations located at the 

Aeronautical Center. The center’s lease provides more than 1,090 acres of land and more than 90 buildings, towers, 

streets, and infrastructure. Center functions include training each year for more than 30,000 FAA and international 

students in resident and distance-learning formats (the FAA Academy, Transportation Safety Institute, and U.S. 

Coast Guard); logistics and supply support to all FAA locations and about 70 DoD and international organizations;

cost accounting and payroll services for the FAA and other DOT organizations; engineering services for NAS 

modification and repair; flight check for calibration and certification of radar and navigation aids at all nationwide 

locations; airmen and aircraft records and registry; aviation medical research and human factors research; 

maintenance, administrative, and other support services for the FAA; and support to critical air navigation systems 

throughout the NAS. 

53
5A24: In-Plant NAS Contract Support 

• In-Plant NAS Contract Support 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for the Primary Outcome Goal 

The In-Plant NAS Contract Support project contributes to the FAA’s system efficiency goal by augmenting the 

number of government contract personnel who manage NAS modernization contracts. These additional personnel 

help monitor contract progress, compliance, and problems. Without this assistance, the FAA would have to slow 

down the pace – and thus defer the benefits – of modernization. 

5A25: Transition Engineering Support 

• National Airspace System Implementation Support Contract 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The National Airspace System Implementation Support Contract (NISC) project contributes to the FAA’s system

efficiency support goal by providing highly technical engineering support services for the critical planning and 

transition of new equipment in FAA facilities for over 80 CIP projects within the NAS. The primary function of the 

NISC is to assist the FAA in ensuring that CIP projects are completed on schedule and within budget while meeting 

specifications and quality standards. This support helps integrate systems into the NAS and ensures that the 

equipment functions properly once delivered. NISC support ranges from establishing lightning protection standards 

that improve facility reliability and availability to providing planning support for installing ground transceivers in 

Alaska under the Capstone project. Support is also provided for planning new ATC systems, facility modernization, 

automation, information technology, and configuration management for FAA headquarters and field facilities. 

5A26: Federal Aviation Administration Corporate System Architecture 

• Information Technology Infrastructure - Corporate Systems Architecture 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Information Technology Infrastructure project contributes to the FAA’s system efficiency goal by developing 

an IT enterprise architecture that guides the designs for the FAA enterprise network, metropolitan area network, and

Internet/Intranet Web pages. By developing a consistent architecture, the FAA information technology systems will 

be compatible and improve efficiency. 

5A27: Technical Support Services Contract 

• Technical Support Services Contract 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

The Technical Support Services Contract contributes to the FAA’s system efficiency by providing a vehicle that

supplies a supplemental workforce to meet NAS modernization needs and schedules. The amount of skilled work 

needed to modernize the NAS far exceeds available in-house FAA resources. The FAA continues to deploy large 

quantities of new equipment in support of NAS modernization. Significant work is required for site surveys, and 

site preparation, and to install, modify, relocate, refurbish, or replace equipment by personnel with electronic, 

mechanical, and civil engineering skills. The Technical Support Services Contract also encompasses facility 

cleanup, and environmental and hazardous material remediation. 

54
5A28: Resource Tracking Program 

• Resource Tracking Program 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of aerospace resources. 

Narrative for Primary Outcome Goal: 

The Resource Tracking Program (RTP) contributes to the FAA’s system efficiency goal by providing a set of 

software tools that enhance F&E workforce productivity. These tools provide current schedules and cost

information to engineers and managers regarding F&E projects, and support standardized project management

processes across the ATS. They are also used to prepare the corporate work plan that the NAS implementation 

program uses to plan work and resources. NAS delivery schedules in the RTP are used to identify future budget

requirements, prepare internal budgets, and plan for implementation. Additional functions of RTP include resource 

estimating, project tracking, performance measuring, and F&E project reporting from inception through 

capitalization. 

5A29: Center for Advanced Aviation System Development 

• Center for Advanced Aviation System Development 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources. 

Narrative for Primary Outcome Goal

The Center for Advanced Aviation System Development project contributes to the FAA’s system efficiency goal by

assisting the agency in designing and developing new systems to increase the efficiency and effectiveness of NAS 

systems. The center performs analytical research, develops operational concepts, and tests new concepts. This 

support helps increase NAS efficiency by introducing new technology and procedures to handle growing air traffic 

demand. 

5A30: Operational Evolution Plan 

• Operational Evolution Plan 

Primary Outcome Goal: FAA Goal: System Efficiency: Provide an aerospace transportation system that 

meets the needs of users and is efficient in the application of FAA and aerospace resources 

Narrative for Primary Outcome Goal: 

The Operational Evolution Plan (OEP) supports the FAA’s system efficiency goal by analyzing the strategy to

enhance NAS capacity and efficiency. This includes both terminal and en route assessments of procedures and 

capacity-related technologies to develop solutions for capacity bottlenecks. The OEP develops specific actions and 

strategies to improve air traffic flow and decrease delays. 

55
5B01: National Airspace System Facilities Occupational Safety and Health Administration and 

Environmental Standards Compliance; 

• National Airspace System Facilities Occupational Safety and Health Administration 

(A) Occupational Safety and Health Administration Compliance 

(B) Fire Life Safety for Air Traffic Control Towers 

(C) Energy Conversation Implementation 

(D) Environmental Standards Compliance 

• National Airspace System Facilities Occupational Safety and Health Administration - Environment 

Policy Development 

Primary Outcome Goal: FAA Goal: Human and Natural Environment: Protect and enhance communities 

and the natural environment affected by transportation. 

Narrative for Primary Outcome Goal: 

The NAS Facilities Occupational Safety and Health Administration and Environmental Standards Compliance 

program contributes to the FAA human and natural environment goal by providing funds that are used to implement

programs to comply with occupational safety and health, environmental, fire life safety, and energy conservation 

requirements. The program implements new initiatives and modifies existing programs and facilities to meet that 

goal. In promoting a safe and environmentally sound workplace, agency liability costs associated with worker’s 

compensation claims and environmental cleanup will be greatly reduced, as will adverse operational impacts to the 

NAS. 

5B02: Fuel Storage Tank Replacement and Monitoring 

• Fuel Storage Tanks 

Primary Outcome Goal: FAA Goal: Human and Natural Environment: Protect and enhance communities 

and the natural environment affected by transportation. 

Narrative for Primary Outcome Goal: 

The Fuel Storage Tank Replacement and Monitoring program contributes to the FAA’s goal of protecting and 

enhancing communities and the natural environment. The program ensures that FAA fuel storage tanks are properly 

designed, installed, monitored, and replaced to eliminate detrimental community and environmental damages 

resulting from leaking tanks. The program also ensures compliance with environmental and safety regulations of 

the U.S. Environmental Protection Agency in the Code of Federal Regulations, 40 Part 280; National Fire 

Protection Association standards; and pertinent state and local mandates. 

5B03: Hazardous Materials Management 

• Environmental Cleanup/Hazardous Materials 

Primary Outcome Goal: FAA Goal: Human and Natural Environment: Protect and enhance communities 

and the natural environment affected by transportation. 

Narrative for Primary Outcome Goal: 

The Hazardous Materials Management program contributes to the FAA’s goal of protecting and enhancing 

communities and the natural environment by ensuring proactive identification, assessment, remediation, and closure 

of contaminated FAA sites. The program also ensures compliance with environmental and safety regulations in

U.S. Environmental Protection Agency Comprehensive Environmental Response Compensation and Liability Act; 

Occupational Safety and Health Administration requirements in the Code of Federal Regulations, 29; and pertinent

state and local mandates. 

56
Federal Aviation Administration 

National Airspace System 

Capital Investment Plan 

Appendix B 

For 

Fiscal Years 2004-2008 
Federal Aviation Administration Capital Investment Plan Goal Matri

1. Department of Transportation (DOT) Strategic Goal: Safety: Promote public health and safet

y by working toward t

he elimina

transportation-related deaths and i

njuries. 

1.1. Federal Aviation Administration (FAA) Strategic Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 ye

Strategies to Achieve FAA Goal: Accident Prevention: Prevent accidents before they happen through appropriate, targeted, systematic interventions in the aviSafety Information Sharing and Analysis: Develop partnerships with t

he aviation com

munity to share data and i

nformation 

aviatio

n.

Certification and Surveillance: Develo

p new ap

proaches to working with others o

n certificatio

n, inspectio

n, an

d surveillanc

resources. FAA Annual Performance Goals: 1.1.1 Air Carrier Fatal Aircraft Rate – By 2007, reduce the U.S. com

mercial aviation fatal aviation accident rate per airc

1994-1996 baseline of 0.051 fatal accidents per 100,000 departures. The fiscal year (FY) 2004 target is 0.028 per 10

1.1.2 General Aviation (GA) Fatal Aircraft Rate – Reduce the number of general aviation fatal accidents. The FY 2004 

fatal accidents. 

1.1.3 Operational Errors – Reduce t

he number of Category A & B (highest severity) operational errors. The FY 2004 tar

1.1.

4 Runway Incursions – Reduce t

he number and rate (per 100,000 operations) of highest risk (Category A & B) runwa

FY 2004 target is no more t

han 47 Category A & B runway i

ncursions, which is a rate of 0.072 of 100,000 operation

2. DOT Strategic Goal: Mobility: Shape an accessible, affordable, reliable transportation system for all people, goods, and regions. 

2.1. FAA Strategic Goal: System Efficiency: Provide an aerospace transportation system that meets the needs of users and is eff

FAA and aerospace resources. 

Strategies to Achieve FAA Goal: Free Flight: 

Within safet

y and environmental consi

derations, work toward giving aircraft t

he opportunity to fl

y i

n a way t

hat 

benefit as t

hey define it.

National Airspace System (NAS) Modernization: Using t

he NAS Architecture as t

he guideline, continually refine and upda

efficient aerospace systems and operations. Systems Integration: Integrate airport and com

mercial space require

ments into NAS planning and architecture. 

FAA Annual Performance Goals: 2.1.1. Airport Daily Arrival Capacity – Increase the su

m of facility-set arrival rates at the 35 airports identified in the Opera

(OEP). The target for FY is 49,120 arrivals. 

2.1.2. Airport Arrival Efficiency Rate – Increase the percent of time arrival deman

d is satisfied at the 35 airports identified i

percent i

n FY 2004.
2.1.3. System Efficiency – Increase the percentage of aircraft arriving no later than 15 minutes after the scheduled arrival time 

the 32 largest hub airports. 

3. DOT Strategic Goal: Economic Growth: Support a transportation system that sustains America’s economic growth. 

3.1. FAA Strategic Goal: Economic Growth: FAA also supports this DOT goal through its system efficiency goal that ensures a 

system that is efficient for users. 

Strategies to Achieve FAA Goal: See FAA Strategic Goal: System Efficiency: Strategies to Achieve FAA Goals. FAA Annual Performance Goals: 3.1.1. See FAA Strategic Goal: System Efficiency: FAA Annual Performance Goals 

4. DOT Strategic Goal: Human and Natural Environment: Protect and enhance communities and the natural environment affecte

4.1. FAA Performance Goal: Human and Natural Environment: Increase the number of people in residential communities tha

improvement program noise compatibility project. 

Strategies to Achieve FAA Goal: Understanding Aerospace Environmental Impacts: Participate in research to understand more fully the effect of aerospace degree of regulation necessary to minimize those impacts. Reducing Aerospace Environmental Impacts: Use combinations of regulations, research, technology, and procedures to red

impacts from the aerospace.Quantifying and Mitigating Environmental Impacts of FAA activities: Assess compliance with environmental regulationsclean up contamination in accordance with existing agreements; reduce the use of hazardous materials at its facilities; and pro

FAA Annual Performance Goals: 4.1.1. Noise - The number of people in the U.S. exposed to significant aircraft noise levels. The FY 2004 target is no more th

5. DOT Strategic Goal: National Security: Ensure the security of the transportation system for the movement of people and goods, 

Security Strategy. 5.1. FAA Strategic Goal: National Security: Most of FAA’s security functions have been transferred to the Transportation Secu

this strategic goal is under review. 

Strategies to Achieve FAA Goal: Security Baseline: Continue to improve the baseline security system for FAA facilities Information Security: Develop and implement a comprehensive information system security (ISS) program and security actinational airspace and mission support systems.
Annual Performance Goal: 

5.1.1 Information Security – Develop and implement a comprehensive ISS program and security activities to protect the 

mission support systems.

6. DOT Strategic Goal: Organizational Excellence: Advance the Department’s ability to manage for results and innovation. 

6.1 FAA Strategic Goal: People: Prepare the workforce for the demands of the 21st century. 

 Reform: Become more businesslike while increasing customer responsiveness. 

Strategies to Achieve FAA Goal: People: Implement a productive and hospitable model work environment where employees can develop to their potential and organization. Contributions of all employees are supported and encouraged; discrimination and harassment have been eliminadiversity is reflected. Acquisition Reform: Reform acquisition processes to make them faster, simpler, and more mission-based. Personnel Reform: Reform personnel systems to provide increased flexibility in hiring, pay, and placement; protect employe

productivity; promote high standards of accountability; enhance the agency’s intellectual capital; and create incentives for cha

Financial Reform: Reform financial systems to enable a more performance-based management approach. FAA Annual Performance Goals: 6.1.1 Achieve a green rating for the following areas in the President’s Management Agenda: 

! Strategic Management of Human Capital! Competitive Outsourcing! Improving Financial Performance ! Expanded Electronic Government! Budget and Performance Integration 

6.1.2 Improve the FAA score on the commercial pilot segment of the American customer satisfaction index survey. The FY 

for the FAA score on the commercial pilot segment is 63.

6.1.3 Achieve 80 percent of designated acquisition milestones for critical programs and maintain program costs in 80 perce

published in the Capital Investment Plan. 
Format of Appendix B

The sections of this appendix present multiple Facilities and Equipment (F&E) projects organized into the following format: 

Budget Line Item (BLI) Number; BLI Name;

• Capital Investment Plan (CIP) Project Name #1• CIP Project Name #2

Ongoing Activities Planned for

this Fiscal Year

Planned 2004 Activities

Program Title and Outcome Goal Description FY 2002 Accomplishments

Key Events Based on 

Fiscal Year 2005-08 F

Appendix B Format Legend

4A02; Terminal Voice Switch Replacement; Primary Goal the Program Supports

• Enhancement Terminal Voice Switch

Budget Category, Line Item, and CIP Program / Projects

Program Name and Outcome Goal FY 2002 Program Accomplishments/Sta

Performance Output Goals

Enhanced Terminal Voice Switch (ETVS). Improve NAS systemefficiency by replacing the electromechanical and aging electronic switches atall ATCTs and TRACON facilities. Through the deployment of modernvoice switches, the ETVS Program provides terminal facilities with modernreliable voice-switching capabilities, which enables efficient and effective airtraffic operations.

• Replaced an additional 24 of 212 terminal voice sw

Program Plan FY2003

Performance Output Goals

Program Plan FY2004

Performance Output Goals 

Key Events FY2005-2

Performance Output G

• Replace an additional 17 of 212 terminal

voice switches.

• Replace an additional 21 of 212 terminal

voice switches in 2004.

• Replace remaining 87 of 212 

voice switches in 2005 throu

Primary Goal (s): 1.1/1.1.4

BLIs with X in their number, for example 1A0X, represent programs ending in FY 2002 or FY 2003 and provide FY 2002 accomplishm

plans or new projects not currently in the Presidents budget. Additionally, due to the significant number of CIP projects, Appendix B d

Projects under $5 million (as long as any 1-year does not exceed $5 million) or leases and contract support projects. 
Activity 1: Improve Aviation Safety

1A01: Terminal Business Unit: 1A01A; Next Generation Weather Radar – Provide; 

• Next Generation Weather Radar – Open Systems Upgrade • Medium Intensity Airport Weather System 

Primary Goal: 1.1/1.1.1, 1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Next Generation Weather Radar (NEXRAD) Programs. Improve the NAS safety through better detection and characterization of weather intensity, which is achieved by technology upgrades to the NEXRAD systems, and byimplementing medium intensity airport weather system (MIAWS) to airportswith limited wind shear detection capabilities. MIAWS will be used to alert air traffic control to the severity, location, movement, and expected duration of weather conditions. 

• Made available for operational use all 12 FAA NE

open radar products generator upgrade. 

• Installed rotary uninterruptible power supply (UP

FAA NEXRAD sites. 

• Made MIAWS initial investment decision-2a. • Installed prototype MIAWS at Little Rock, AR; S

Jackson, MS. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 

Performance Ou

• Award production contract to supply 40 

airports with MIAWS. 

• Continue NEXRAD radar data acquisition 

(RDA) development.

• Award production contract to supply 40 

airports with MIAWS. 

• Begin installing NEXRAD RDA upgrade. 

• Complete the last FAA NEXR

data acquisition upgrades for 

• Continue MIAWS installation• Initiate technical enhancemen

1A01: Terminal Business Unit: 1A01B; Terminal Doppler Weather Radar – Provide; 

• Terminal Doppler Weather Radar – Product Improvements • Terminal Doppler Weather Radar – Service Life Extension Program 

Primary Goal: 1.1/1.1.1, 1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

Terminal Doppler Weather Radar (TDWR) – Product Improvements and TDWR Service Life Extension Program (SLEP) Programs. Increase aviation safety through accurate and timely detection of hazardous aviation weather conditions. The primary mission of the TDWR is to enhance the safety of air travel through timely detection and reporting of hazardous wind shear in and near an airport’s terminal approach and departure zone bydetecting microburst and gust fronts. 

• Completed installing last 2 of 47 systems (Chicag

John F. Kennedy International Airport (JFK)). 

• Commissioned Chicago/Midway system. • Placed New York/JFK system in operational suita

phase. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance O

• Complete deployment of radar products generator rehost

upgrade at 30 sites. 

• Commission last of 47 systems at New York/JFK airport. 

• Complete implementation of

remaining product improvements, including backup communications. 

• Continue to implement m

TDWR SLEP, including replacement, direct digitaantenna motor replaceme

1A01: Terminal Business Unit: 1A01C; Airport Surface Detection Equipment; 

• Airport Surface Detection Equipment – Service Life Extension Program 

Primary Goal: 1.1/1.1.4 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Airport Surface Detection Equipment (ASDE) Model 3 Service Life Extension Program (SLEP). Provide positive ground surveillance and assistance to air traffic controllers in expediting aircraft flow during conditions of restricted visibility. The ASDE-3 radar assists the ground controller in preventing collision situations and provides orderly movement of aircraft andground vehicles on the airport surface when visibility restrictions prevent controllers, pilots, or vehicle operators from seeing other ground traffic on the airport surface. The SLEP addresses obsolete parts issues and other parts impacting reliability and maintainability. SLEP activities will ultimately extendthe useful life of the ASDE-3 at 34 high-activity airports an additional 10 years beyond the original 20-year lifecycle to 2015. Mid-life upgrade activities will improve the ability at 34 high-activity airports with the ASDE-3 to integrate its radar output with the ASDE-X processing equipment.

• Continued SLEP. • Purchased and tested 80 percent of obsolete part r• Completed designing interim microprocessor subs

obsolete subsystem to increase maintainability. 

• Submitted congressionally requested Ronald Reag

Airport (DCA) relocation report. 

• Completed an 80/20 cost estimate report for a 6-y

parts requirements. 

• Awarded contract for redesigning transmitter amp

correct transmitter reliability problems. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Complete relocating/reinstalling DCA ASDE-3. • Complete designing obsolete microprocessor subsystem

replacement. 

• Complete design and begin procuring transmitter 

amplifier components. 

• Continue implementing the SLEP through 

2004, including purchasing and deploying microprocessor kits and transmitter amplifier upgrades. 

• Continue procuring m

replacement hardwarsites as funding auth
1A01: Terminal Business Unit: 1A01D; Airport Surface Detection Equipment – Model X; 

• Airport Surface Detection Equipment Model X • Airport Surface Detection Equipment – X (Tech Refresh and Disposition) • Upgrade Airport Surface Detection Equipment – 3 Sites with Multilateration/Automatic Dependent Surveilla

Initial 7 Sites 

• Upgrade Airport Surface Detection Equipment – 3 Sites with Multilateration/Automatic Dependent Surveilla

Initial 7 Sites – ASDE 3X Tech Refresh 

Primary Goal: 1.1/1.1.4 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Airport Surface Detection Equipment (ASDE) Model X. Improve safety on the airport surface by preventing accidents resulting fromrunway incursions. The ASDE-X system will provide detailed coverageof runways and taxiways and will alert air traffic controllers, both aurally and visually, to potential collisions. Runway collision risks will bereduced because controllers will be provided with improved situational awareness, which will ultimately improve the safety of the nation’s runways. 

• Installed the interim contractor depot logistics sup

Airport in Syracuse, NY. 

• Delivered and installed system to key site (Milwa

and Orlando, FL, is the alternate key site). 

• Conducted software coding, integration, and testin• Conducted factory acceptance testing. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete site acceptance testing. • Complete ASDE-3X critical design review. • Complete operational testing.• Complete initial operating capability (IOC) at key 

site(s). 

• Complete final design review (FDR). • Complete in-service decision (ISD). • Conduct independent operational test and 

evaluation (IOT&E). 

• Deliver ASDE-3X prototype to Louisville, KY. 

• Achieve operational readiness date (ORD) at

Raleigh-Durham, NC. 

• Achieve ASDE-3X interface ORD at Charlotte, 

NC. 

• Achieve safety logic ORD at Providence, RI. • Deliver and install 10 ASDE-X. • Deliver and install four ASDE-3 product

improvement upgrades. 

• Deliver and install 13 s• Achieve dual ASDE-3 

Worth, TX. 

• Achieve ASDE-3 and 

ORD at Atlanta, GA. 

• Achieve remote tower • Achieve dual surface m

Phoenix, AZ. 

• Achieve ORD at 28 sit

(includes the four men
1A01: Terminal Business Unit: 1A01X1; Airport Movement Area Safety System; 

• Airport Movement Area Safety System 

Primary Goal: 1.1/1.1.4 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

Airport Movement Area Safety System (AMASS). Improve runway safetyat 34 high-activity airports by using AMASS’s automated visual and auralalarm alerts and warnings provided as an enhancement to the ASDE-3. The enhancements aid the tower controller in preventing accidents that may result from runway incursions and other incidents. 

• Completed test and acceptance of software build f

remaining human factors open issues and improveperformance. 

• Installed 26 remote audio amplifier modifications 

completed the final hardware installations require

• Installed 40 computer access panel modifications 

closed out IOT&E open item.

• Started the operational suitability demonstration f

(57 percent). 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Even

Performa

• Start the operational suitability 

demonstration for 11 additional systems (87 percent). 

• Implement AMASS software build five 

for 37 systems (100 percent). 

• Start the operational suitability demonstration for the last of 37

systems (100 percent). 

• Implement software build 6 for all systems (100 percent). • Implement the data recording modification for 37 operational

systems (100 percent). 

• Implement the Houston mosaic modification • Implement the terminal automation interface unit security 

modification for 40 systems and 40 spares (100 percent). 

• Not applicabl

1A01: Terminal Business Unit: 1A01X2; Weather Systems Processor; 

• Weather System Processor Tech Refresh/Product Improvements 

Primary Goal: 1.1/1.1.1, 1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomp

Performance Outp

Airport Surveillance Radar (ASR) Weather Systems Processor (WSP). Improve aviation safety by providing air traffic controllers with warnings of wind shear and microburst eventsfor immediate issue to pilots. The WSP, a low-cost alternative to TDWR, provides hazardous weather situational awareness for tower and terminal radar approach control (TRACON) personnel, including prediction of gust fronts and storm-cell motion that will allow improved runway reconfiguration in advance of future wind shifts. 

• Delivered 26 systems. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete deployment and commissioning of all

37 systems. 

• Not applicable. • Address WSP SLEP ef

ASR-9 SLEP. 

1A02: Aviation Weather Services Improvements; 

• 1A02A: Integrated Terminal Weather System (W07.01-00) • 1A02X: Integrated Terminal Weather System – Corridor Integrated Weather System (W07.02-00) 

Primary Goal: 1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Integrated Terminal Weather System (ITWS) Programs. Improve safety bythe detecting, forecasting, processing, and delivering aviation weather information to pilots, airlines operations centers (AOC), and controllers. ITWSprovides terminal aviation weather data and integrated products from other sensors, including TDWR, NEXRAD, low level wind shear alert system(LLWAS), and automated surface observing system (ASOS). ITWS will cover 47 high-activity airports that have significant convective weather. 

• Procured six production systems, deliver six prod

installed five systems. 

• Conducted security certification for first article sy• Continued to operate prototypes. • Conducted a demonstration/validation of corridor 

systems with additional sensor input. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Procure six production systems, deliver six 

production systems, and complete seven installations. 

• Conduct acceptance testing, continue algorithm

support, and complete information securitycertification on production. 

• Continue operating prototypes. 

• Procure, deliver, and install two production 

systems. 

• Conduct acceptance testing, continue algorithm

support, and test, procure, and accept delivery of the software engineering environment.

• Continue operating prototypes. 

• Complete production/d• Begin to implement ad

upgrades. 

• Replace prototypes wit
1A03: Low Level Wind Shear Alert System – Upgrade; 

• Low Level Wind Shear Alert System – Upgrade to Expanded Network Configuration • Disposal/Decommissioning of Low Level Wind Shear Alert System Model 2 

Primary Goal: 1.1/1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Low Level Wind Shear Alert System (LLWAS) Programs. Monitor the airport area and alert pilots through air traffic controllers when hazardous wind shear conditions are detected. Severe wind shear/microburst conditions occurring at low altitude near airports can pose a significant threat to aircraft during takeoff or landing. Wind shear conditions are common in the United States, especially in areas with frequent thunderstorms.

• Delivered eight low level wind shear alert system 

systems (LLWAS-RS). 

• Made production decision for LLWAS-RS. • Made ISD for LLWAS-RS. • Completed installation at six operational sites. • Upgraded nine network expansion sites to networ

sustainment configuration. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Deliver remaining 32 LLWAS-RS systems. • Complete installing 33 LLWAS-RS systems. 

• Complete last LLWAS-RS system installation.• Establish depot for logistics support.

• Transition to operation

Service (AOS-250)). 

1A04: Aviation Safety Analysis System; 

• 1A04A: Aviation Safety Analysis System 

Primary Goal: 1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments/Status Performance Output Goals 

Aviation Safety Analysis System (ASAS). Improve aviation safety and security through enhanced effectiveness in safety and security regulation andoversight of the civil aviation industry by improving the automation safety and security subsystems and tools thatare essential for the safety workforces to accomplish their responsibilities. Provide information technology (IT) infrastructure and develop systems to facilitate partnerships with the aviation community to share data and information supporting safe and secure aviation. 

• Completed accident investigation quality assurance system upgrade; con

investigation duty room system upgrade. 

• Completed document imaging workflow subsystem (DIWS) automated 

implemented improved telecommunication capabilities. 

• Completed administration and compliance tracking in an integrated offic

(ACTIONS)—CETS; implemented reporting modules (consisting of 24 security processes. 

• Completed covered position decision support subsystem (CPDSS); impl

capability; implemented medication and diagnosis capabilities and an inmedication database; implemented security processes. 

• Completed clinical health awareness program support (CHAPS), updatin

modified lobby login module; modified reports; displayed shot record anon screen; showed visit/follow-ups; identified individuals for follow-up 

• Acquired infrastructure and lifecycle replacing information technology r

communication equipment.

• Deployed airworthiness directives, notices of proposed rulemaking (NPR
Exemptions, special federal air regulation (SFARs), and special conditio

guidance library (RGL). 

• Completed requirements phase of certificate management information sy• Deployed project activity file workflow process and policy database. • Fulfilled hardware requirements for national deployment of the parts rep• Implemented a limited production operations specifications sub system 

air carriers. 

• Developed a Web-based data collection and analysis system for air carri

system. 

• Developed and implemented an information system for background che• Completed joint vulnerability analysis system. • Developed, tested, and implemented the automated exemption system an

management information system (IRMIS) 2.0. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Perform DIWS—application enhancements, analysis and 

design of airman medical examiner (AME) Internet data validation, and analysis of airman to access status information; begin implementing improved telecommunication capabilities and begin identifying,acquiring, and implementing improved viewing equipment.

• Perform ACTIONS application enhancements; reengineer 

analysis and design of compliance assessment reporting system (CARS); integrate CARS data into CETS; andanalyze and design reporting modules (for CARS). 

• Perform CPDSS application enhancement, analysis and 

design maintenance procedures for interface control document (ICD)-X and AME. 

• Perform CHAPS enhancement, analysis and design an 

interface with ICD-X codes and CHAPS diagnosis codes, and analysis and design information retrieval from the Cholestec machines. 

• Complete DRS upgrade; initiate National Transportation 

Safety Board recommendations system upgrade. 

• Deploy airmen certification rating application along with

enhancements and database integration with other FAA systems. 

• Adopt Denver EPS system to replace aircraft certification 

subsystem as interim solution prior to FY 2003 rehost of ACOS. 

• Deploy designee information network functionality to select 

• Complete the President’s Management

Plan for performance by integrating IRMIS with the mainframe historical Federal aviation regulations; migrate the mainframe historical Federal AviationRegulations into the RGL—providing a link from one system to the other; and incorporate user and managementfunctionality for these systems into IRMIS. 

• Perform DIWS planned system

development, analysis and design of AME Internet data-printing capabilities. 

• Perform ACTIONS planned system

development, develop user manual for CARS, and nationally deploy the system. 

• Perform CPDSS planned system

development and analysis and design of a medical knowledge base procedure. 

• Perform CHAPS planned system

development, reengineer personnelcomputer (PC) based system to a Webbased system analysis and design. 

• Deploy Office of Certification AVR-wide 

software. 

• Work on implementing the FAA IdMedia 

system. 

• Complete NRS 

investigation sy

• Complete DIWS

planned enhancecarrier/airport insystem/system dmodules; aviatiorepository, technoperational syst
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

and appointment designees online. 

• Implement enhancements to integrated planning and 

budgeting system (IPBS). 

• Develop and Web-enable CARs, Joint Aviation Regulation, 

and Safety/STCs into RGL. 

• Incorporate Airport ACs into RGL. • Continue to develop enhancements in the facility security 

reporting system, the fingerprinting processing system, the crisis management system, and the joint vulnerability analysis system. 

• Continue developing and implementing the 

personnel access security system, a national access control and personnel directory.

• Continue developing and implementing the 

security and investigations informationretrieval system, a repository of documentsrelating to security functions. 

1A05: Integrated Flight Quality Assurance; 

• Integrated Flight Quality Assurance 

Primary Goal: 1.1/1.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Integrated Flight Quality Assurance (IFQA) System. Develop and implement electronic capability for collecting and analyzing aggregate digital flight data from airline operations. 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 for use in formulating FAA policy and decision-making to improve safety. 

• Continued technical infrastructure design and dev

growth. 

• Continued operational test and evaluation (OT&E• Developed user, administrator, and system docum

materials.

• Achieved IOC of IFQA system (support for 10 air • Deployed offsite mirror site and FAA hot backup• Continued refining ISS capability for emerging th

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 2

Performance Ou

• Continue developing hardware, 

communication, and technical infrastructure to accommodate growth (35 air carriers). 

• Implement FOQA training course for 

aviation safety inspectors. 

• Implement Web-based training materials and 

user aids. 

• Continue developing statistical indices for 

airline aggregate data submissions. 

• Continue designing and developing IFQA 

system data warehouse, data marts, and 

• Continue designing and developing expanded 

IFQA system data warehouse, data marts, template library, and metadata repository. 

• Evaluate and verify usability of initial 

deployment of maintenance and engineering applications. 

• Initiate development and implementation of

techniques to support spatial analysis and advanced visualization. 

• Implement preplanned product improvements 

(P3I). 

• Achieve 100 percent developm

of maintenance and engineerin

• Evaluate and verify usability o

spatial analysis and advanced 

• Implement IFQA system train

safety inspectors. 

• Initiate development and impl

to supply near real-time alerts

• Initiate development and impl

search and analysis technique

• Continue designing and devel
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 2

Performance Ou

metadata repository. 

• Initiate separate FOQA applications for 

maintenance and engineering purposes. 

• Continue implementing user aids, 

documentation, FOQA training course, and training materials for P3I releases. 

• Initiate development of IFQA system training

course for aviation safety inspectors. 

system data warehouse, data mand metadata repository. 

• Implement P3I. • Continue implementing user a

training materials for P3I rele

1A06: System Approach for Safety Oversight; 

• System Approach for Safety Oversight 

Primary Goal: 1.1/1.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplish

Performance Output 

System Approach for Safety Oversight (SASO). Improve safety by implementing new approaches to certification, inspection, and surveillance activities with integrationof Flight Standards Service (AFS) tools and databases. This system will provide a comprehensive set of analytical tools to allow targeted inspections and actions in areas of highest potential vulnerability and probability of hazard. 

• Not applicable. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Not applicable. • Assess the current status and identify the shortfalls of systems, 

AFS business processes, and aviation regulations and environment for Federal Aviation Regulation Part 121, 137, 142, and 119 operators. 

• Establish and maintain an outreach program to inform and 

involve all interested parties in the SASO program. 

• Establish and maintain an effective collaborative product team. • Develop initial automation requirements. 

• Develop system safety 

• Develop risk metrics. • Develop supporting an• Integrate tools and data
1A07: Aviation Safety Knowledge Management Environment; 

• Aviation Safety Knowledge Management Environment: 

Primary Goal: 1.1/1.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplis

Performance Outpu

Aviation Safety Knowledge Management Environment. Provide Aircraft Certification Service (AIR), a repository of critical safety technical information and data, and a set of knowledge management and analysis tools for knowledge collection, dissemination, and analysis. These tools will be integrated into critical AIR business functions to support proactive monitoring and analysis of safety-related data; expedited aircraft design and production approval decisions; improved collaboration between program/projectmanagement, inspectors, and engineers; and knowledge transfer capabilities. 

• Not applicable. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 

Performance O

• Not applicable. • Conduct system functional requirements gathering and 

analysis for knowledge management, safety analysis, and electronic file system. 

• Conduct system functional requirements gathering and 

analysis for two of AIR operational functions within its certification and regulation responsibilities. 

• Define, design, develop, an

automation of the airworthidevelopment process. 

• Design, develop, and imple

management/integrated safanalysis tools. 

• Define and design AIR’s in

tracking requirements into 

1A0X1: Safety Performance Analysis System; 

• Safety Performance Analysis System 

Primary Goal: 1.1/1.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Safety Performance Analysis System (SPAS). Improve safety by providing aviation safety inspectors (ASI) with an automated tool to assist them intargeting critical areas for inspection. This system provides the capability totarget certificate holders that pose a greater safety risk, thus dynamicallymodifying the surveillance work program. It also allows the FAA to monitor the status of aging aircraft, track the growing number of aircraft operations, and increase industry accountability for aviation safety. 

• Incorporated air transportation oversight system (

into SPAS. 

• Included ATOS data in SPAS data arrays, profile

• Developed and implemented repair station risk m
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Develop aircraft alias database. • Develop air operator analysis model.• Develop management profile. • Develop enhanced drill down.• Develop ATOS safety attribute inspection and 

element performance inspection summaries. 

• Last year of funding was FY 2003. • Not applicable. 

1B01: Safe Flight 21; 

(A) Safe Flight 21 – Alaska Capstone Initiative(B) Safe Flight 21 – Ohio Valley Prototype Project (C) Automatic Dependent Surveillance Broadcast – Advanced Technology Development and Prototyping 

(A) Safe Flight 21 – Alaska Capstone InitiativePrimary Goal: 1.1/1.1.1, 1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishments

Performance Output Goals 

Safe Flight 21 – Alaska Capstone Initiative. Reduce the number and rate of accidents and fatalities and amount property damage, and improve aviation safety in Alaska by integrating interdependenttechnologies. Capstone provides an improved ground and air infrastructure that furnishes pilots with better information about the location and severity of hazardous weather, proximity to terrain, improved instrument approaches to small airports, and traffic information to reduce mid-air collisions. Additionally, Capstoneprovides improved surveillance information to controllers to assist insequencing, separation, flight following, and search and rescue activities. A more useable instrument flight rules (IFR) infrastructure will be provided to enable lower en route and approach/departure routes. 

• Completed phase I (Bethel core) ground broadcast transc

units are operational and provide either traffic informatiotraffic control center (ARTCC) or weather information t

• Purchased enhanced terrain avoidance avionics and insta

University of Alaska Cessna 172 as part of risk reductiofor participating aircraft in southeast Alaska scheduled t

• Installed automatic dependence surveillance-broadcast (

tower to increase controller situational awareness. 

• Obtained Joint Resources Council (JRC) decision to har

systems and equipment and obtain operations and mainte

• Defined surveillance requirements and concept of operat

southeast Alaska. 

• Obtained approval to use global positioning system (GP

navigation and began developing applicable approaches Alaska, which will also incorporate use of wide area aug(WAAS) technology with Capstone avionics in southeas

• Installed and commissioned additional automated weath

(AWOSs). 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Purchase and begin installing ADS-B avionics in participating aircraft in

southeast Alaska. 

• Begin installing enhanced terrain avoidance avionics in participating 

aircraft in southeast Alaska. 

• Begin installing ADS-B ground-based transceivers in southeast Alaska. • Based on surveillance requirement and concept of operations, determine 

surveillance approach (e.g., multilateration, radar, etc.) for Juneau area of southeast Alaska. 

• Establish approach/terminal services at Juneau International Airport. • Enhance the phase I (Bethel) demonstration area by installing and 

commissioning additional AWOSs. 

• Upgrade the phase I ground broadcast transceivers to provide for 

simultaneous 2-way link for traffic information to the ARTCC and weather information to the pilots. 

• Obtain JRC decision to harden phase II (southeast Alaska) systems and 

equipment and obtain operations and maintenance funding. 

• Begin expansion of ADS-B

ground stations, AWOS, and surveillance coverage for the remainder of the state. 

• Continue expan

stations, AWOSapproach for sta

(B) Safe Flight 21 – Ohio Valley Prototype Project 

Primary Goal: 2.1/2.1.1, 2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishments/Sta

Performance Output Goals 

Safe Flight 21 – Ohio Valley Prototype Project. Improve flight route flexibility and reduce delays by using automatic dependence surveillance-broadcast (ADS-B) technology to achieve user-preferred routes and to maximize airspace and airport resources. ADS-B will serve as enabling technology for free flight capability in the NAS. 

• Completed developing call sign procedure using ADS-B for trial • Completed developing concept of use and business case for appro

visual approach applications. 

• Supported effort to obtain supplemental-type certificate approval 

functionality on those aircraft with cockpit display of traffic infor(working in conjunction with United Parcel Service Airline). 

• Conducted test and evaluation surveillance and information syste

avionics vendors to support dual-link interoperability between AD

• Surveyed 60 airports in the NAS to build map database in suppor

functionality (working in conjunction with national geodetic surv

• Conducted testing of broadcast services using ASDE-X infrastruc• Began development for integrating ADS-B and standard terminal 

system (STARS). 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Obtain NAS change proposal approval for radarlike separation services, using ADS-B on 

Common automated radar terminal system(ARTS). 

• Continue development for integrating ADS-B and 

multilateration onto STARS. 

• Continue activities associated with developing

and using procedures for CDTI and electronic flight rules in the terminal environment to allow descents through marine layers, etc. 

• Continue activities associated with developing

surface moving map applications to include own vehicle positions on surface vehicles for situational awareness. 

• Begin activities associated with developing

situational awareness tools for ADS-B equipped aircraft in the small airport environment. 

• Continue activities associated with providing realtime data feeds to the AOCs. 

• Continue development for integrating ADS-B

and multilateration onto STARS. 

• Continue activities associated with developing

and using procedures for CDTI and electronic flight rules in the terminal environment to allow descents through marine layers, etc. 

• Continue activities associated with developing

surface moving map applications to include position and ADS-B-reported position of other aircraft/vehicles. 

• Continue activities associated with developing

situational awareness tools for 

• ADS-B-equipped aircraft in the small airport 

environment.

• Continue coordination to ensure ADS-B

requirements are incorporated into en route automation modernization (ERAM). 

• Continue activities associated with providing

“real-time” data feeds to include enhanced traffic management system (ETMS) and tosupport AOC decision tools. 

• Expand development a

of ADS-B applications oceanic domains. 

• Continue coordination 

for integrating ADS-B system. 

• Work to transition broa

certified use at all ASDconjunction with the A

• Explore strategies for i

functionality into glass 

• Complete developmen

and STARS. 

• Complete activities ass

moving map applicatioinformation service-braircraft and vehicles. 

• Continue activities ass

real-time data feeds to support AOC decision 

(C) Automatic Dependent Surveillance Broadcast – Advanced Technology Development and Prototyping Primary Goal: 1.1/1.1.1, 1.1.2, 1.1.4 

Program Name and Outcome Goal FY 2002 Program Accomplishmen

Performance Output Goal

Automatic Dependent Surveillance Broadcast (ADS-B) – Advanced Technology Development and Prototyping (ATDP). Improve aviation safety by developing system standards for ADS-B technology in terminal, en route, and oceanic airspace, as well as on the airport surface. Developing domestic (RTCA) and International Civil Aviation Organization (ICAO) ADS-B performance standards through rigorous testing, simulation, and analysis will enhance surveillance for the pilots and controllers and overall system safety. 

• Completed RTCA universal access transceiver (UA

performance standards (MOPS). 

• Completed RTCA airborne separation assurance mi

performance standards (MASPS) for four ADS-B ap

• Completed Revision A of ADS-B MASPS. • Completed baseline MASPS for TIS-B • Completed Revision A of 1090 MHz ADS-B MOPS
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete baseline RTCA MOPS for airborne

surveillance and separation assurance processing(ASSAP). 

• Complete Revision A of TIS-B MASPS.• Complete integrating CDTI and airborne 

surveillance and separation assurance MOPS intoa single document.

• Begin UAT ICAO standards and recommended 

practices. 

• Begin additional revisions of TIS-B MASPS for 

more ADS-B applications. 

• Begin additional revisions of airborne 

separation assurance minimum aviation systemperformance standard (MASPS). 

• Begin additional revisions of ASSAP MOPS for 

more ADS-B applications. 

• Complete UAT ICAO 

recommended practice

• Complete additional re

for more ADS-B appli

• Complete additional re

MASPS. 

• Complete additional re

for more ADS-B appli

1C01: Advanced Technology Development and Prototyping; 

(A) Separation Standards (B) Runway Incursion Reduction Program (C) System Capacity, Planning, and Improvements (D) Operations Concept Validation (E) Software Engineering Resource Center (F) Airspace Management Laboratory(H) General Aviation /Vertical Flight Technology(J) Safer Skies 

(A) Separation Standards – Advanced Technology Development and Prototyping 

Primary Goal: 2.1/2.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments/S

Performance Output Goals 

Separation Standards – Advanced Technology Development and Prototyping (ATDP). Improve oceanic system efficiency through introduction of reduced separation standard values inhorizontal and vertical planes. Reduced separation standard values permit more aircraft to operate on fuel- and time-optimal routings during the oceanic phase of flight. Increased system capacity following from introduction of reduced separation standard values, as measured by availability of more fuel- and time-efficient routings, induces reduction in delays of oceanic flights at origin airports because increased system capacity allows more on-time departures. 

• Initiated safety oversight of Gulf of Mexico and West Atlantic 

with implementing reduced lateral-separation parallel ATS roRoutes) (10/01). 

• Implemented West Atlantic Route System reduced vertical sep

(RVSM) (11/01). 

• Completed safety assessment, readiness assessment, and intern

support Western Pacific/South China Sea RVSM implementa

• Implemented Western Pacific/South China Sea RVSM (02/02

• Conducted RVSM seminar for Caribbean/South American Re

(08/02). 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Conduct training for RVSM regional monitoring 

agency for CAR/SAM Regions (10/02). 

• Conduct seminar for states and operators planning 

to participate in GOM/CAR RVSM (6/03). 

• Develop air traffic control operational concept for 

application of 30-nautical mile (nmi) lateral and longitudinal separation standards in FAAadministered oceanic airspace based on deployed FAA oceanic automation system, controller-pilot data link communications (CPDLC) and ADS (6/03). 

• Monitor 200 aircraft in connection with

application of RVSM airworthiness approvalprocess in North Atlantic and Pacific and withPacific long-term monitoring requirements. 

• Expand use of 50-nmi separation standard based on 

CPDLC in Pacific airspace (12/03). 

• Complete analysis of operator equipage and planning 

for operational trial of 30-nmi lateral and longitudinalseparation standards in portion of FAA-administered Pacific airspace (12/03) 

• Publish operator approval criteria for ADS-based 30-

nmi lateral and longitudinal separation standards inportion of FAA administered Pacific airspace (06/04). 

• Begin pre-operational trial data collection for 30-nmi

separation standards in Pacific (07/04) 

• Complete preliminary readiness and safety assessments 

for CAR/SAM RVSM (09/04)

• Monitor 200 aircraft in connection with Asia Pacific 

RVSM requirements (09/04). 

• Implement CAR• Implement opera

30-nmi lateral anstandards in FAAoceanic airspace 

• Begin work on h

minima below 3separation and a(05/06).

• Expand use of 3

separation standPacific (12/06).

• Begin operationa

separation standin selected portio

(B) Runway Incursion Reduction Program – Advanced Technology Development and Prototyping Primary Goal: 1.1/1.1.4 

Program Name and Outcome Goal FY 2002 Program Accomplishments/St

Performance Output Goals 

Runway Incursion Reduction Program (RIRP) – Advanced Technology Development and Prototyping (ATDP). Reduce the number and rate of runway incursions and improve surface safety at NAS airports through research, development,demonstration, and evaluation of new and emerging methods, procedures, and technologies. 

• Continued research on potential technology solutions for small• Completed the operational evaluation of microwave motion sen

pavement light-emitting diode light strip at Eppley Airport. 

• Conducted testing of runway status lights data fusion and safety • Developed procedures, education, training, and airport improve

incursions. 

• Completed site surveys at 14 high runway incursion non-ASDE 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue research on potential technology

solutions for small- to medium-sized airports. 

• Complete the technical and operational evaluation 

of runway status lights program. 

• Develop performance standards/requirements for 

selected runway incursion reduction technologies. 

• Continue research on potential technology

solutions for small- to medium-sized airports 

• Continue developing performance 

standards/requirements for selected runway incursion reduction technologies. 

• Continue research on p

solutions for small- to 

• Continue developing p

standards/requirements incursion reduction tec
(C) System Capacity, Planning, and Improvements – Advanced Technology Development and Prototyping 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishment

Performance Output Goals 

System Capacity, Planning, and Improvements – Advanced Technology Development and Prototyping (ATDP). This programsupports the agency’s efforts to foster a performance-based organization by doing the following: (1) implementing a performance measurement toolthat translates the organizations vision/mission and strategies into a set of performance indicators that are linked to activities and initiatives; (2) developing and expanding a computer-based tool that will collect, process, compute, analyze, and report performance-related data; (3) serving as the lead office for developing the Air Traffic Operations (ATO) metrics, which determines system performance in the areas of accessibility, efficiency, predictability, and flexibility. 

• Developed prototype plan for en route balance scoreca

Indianapolis, Memphis, and Atlanta ARTCCs.

• Developed en route cost and performance causal mode• Developed and populated Oracle software en route ba• Developed facility-level metrics (performance data an

system) in support of system-level Government Performetrics.

• Completed installing the performance data analysis an

ARTCCs and major TRACONs Facilities within the wsouthwest regions.

• Developed and revised ATS customer performance m

Government Performance and Results Act.

• Completed ATS performance plan supplement.

• Completed executive summary and technical reports c

O’Hare- delay task force.

• Completed capacity enhancement plan report for Was

International Airport design team study.

• Completed the 2001 Aviation Capacity Enhancement 

• Completed phase I—simulation and analysis work for 

enhancement task force to determine the most cost/benimprovement. 

• Completed initial developing the random navigation/a

that analyzes departure and arrival flight paths in the tthe feasibility of proposed en route flight paths. 

• Completed the modeling of the along track separation 

the boundaries for both collision and wake turbulence 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

I. NAS Performance Measurement • Initiate integration of terminal and en route 

balance scorecard to generate a parallel between strategy and performance in the regions and facilities. 

• Initiate the development of an overall 

ATS/ATO-based balance scorecard.

I. NAS Performance Measurement • Continue developing and integrating the en 

route/terminal balance scorecard. 

• Refine facility level metrics tool to incorporate 

system enhancements and automated reporting. 

• Continue role as lead support for evolution of 

I. NAS Performance M

• Finalize integration o

scorecard into ATS. 

• Initiate integration of 

system level. 

• Revise safety and op

metrics in support of 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Develo

p en ro

ute capacity metrics to

complement airport benchmark activity. 

• Provide pri

mary anal

ytical support for 

developing performance metrics for t

he new 

ATO.

• Initiate develo

p

ment of Airway Facilities (AF) 

metrics into the facility.

II. Airport Development • Complete 2003 aviation capacity enhancement

plan. 

• Form

ulate a proced

ures/collisio

n risk model for 

JFK, Los Angeles International, and Indianapolis airports for the new large aircraft program. 

III. Capacity Improvement Opportunities • Carry o

ut OEP initiative—model effect of

airspace redesign on carriers at Houston Airport.

• Develop GPS scientific data for flight standards 

certifying procedures development.

• Conduct San Francisco International Airport

(SFO) Bay system analysis at Oakland International and San Jose (SJC) Airports. 

IV. Architecture Deployment Support • Participate i

n developing t

he si

m

ultaneous 

offset instrument approaches procedures at Lambert St. Lo

uis Internatio

nal Airport 

safety and efficiency metrics for the ATO. 

• Conduct t

he small aircraft transportation 

system demonstration at Manassas Regional,Blacksburg, and Daytona Beach. 

• Expand AF metrics t

hroughout t

he net

work. 

II. Airport Development • Form

ulate a proced

ures/collisio

n risk model 

for SFO, Alaska-Anchorage, and ORD Airports for the new large aircraft program. 

• Complete 2004 Aviation Capacity

Enhancement Plan. 

• Complete regional jets modeling for airports i

n

the eastern and central regions to maximize airport capacity. 

III. Capacity Improvement Opportunities • Support development, promotion, 

demonstration, and i

mplementation of capacity

enhancements.

IV. Architecture Deployment Support • Support i

mplementation of required navigation 

performance (RNP) standard operations atSFO, Oakland International, SJC, and DCA Airports. 

• Evaluate en route cap

recom

mendations to 

• Conduct t

he small air

system demonstratio

n 

Cleveland Hopkins ILangley AFB, and M

II. Airport Developmen• Form

ulate a proced

u

for Miami, Newark, the new large aircraf

• Continue Aviation C

development.

• Support t

he capacity 

analysis at pacing air

• Complete regional je

the Western Pacific r

III. Capacity Improvem• Mitigate capacity impIV. Architecture Deploy

• 

Conduct benefit assess
(D) Operations Concept Validation – Advanced Technology Development and Prototyping 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Operations Concept Validation – Advanced Technology Development and Prototyping (ATDP). Develop and deliver validated operational concepts toidentify the transition steps in NAS Modernization and support developing the NAS Architecture and new operational requirements. 

• Developed detailed scenarios of operational cha

architecture and research requirements. 

• Conducted a comparison of traffic flow manage

(Europe and the United States). 

• Established a validation data repository for reus

and results. 

• Delivered an analysis of the core factors related 

• Developed detailed workload assessments of tra

validating density concepts and alerts for collab(CDM) and TFM products. 

• Develop concept for and analysis of separation 

everywhere). 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Deliver an information model to translate concept 

into NAS interface requirements. 

• Complete study of the technical and human factor 

parameters in using flight strip replacements. 

• Deliver concept of use for future of TFM. Deliver 

concept of use for management by trajectory.

• Develop concept and measures for required total

system performance, extending ICAO concept. 

• Expand high altitude concept through analysis 

(strategies for point-to-point—no verbal exchange of latitude/longitude nor inclusion in flight plans (cognitive and situational awareness issues)). 

• Conduct analysis and develop concept for change 

in cross-facility coordination (terminal and enroute) 

• Provide capability to model air traffic 

management (ATM) influences (strategicsimulator). 

• Develop and demons

dynamic resectorizatdelivery of capability 

• Conduct evaluations 

complementary humaroles and acceptance functionality supportTFM, etc., in support enhancements and ef
(E) Software Engineering Resource Center – Advanced Technology Development and Prototyping 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments

Performance Output Goals 

Software Engineering Resource Center (SERC) – Advanced Technology Development and Prototyping (ATDP). Reduce the cost of delivering IT services without reducing service quality, and acquire 

and maintain critical IT knowledge, skills, and abilities. 

• Brought together recognized experts and FAA personnel 

problems 

• Evaluated/validated improved software processes, metho

• Improved and modernized FAA software engineering sk• Investigated through research and prototyping better and 

that NAS hardware and software are safe, reliable, secur

• Adapted NAS systems more rapidly and correctly. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 

Performance O

• Bring together recognized experts and 

FAA personnel to solve software problems. 

• Evaluate/validate improved software 

processes, methods, and engineering tools. 

• Improve and modernize FAA software 

engineering skills and capabilities. 

• Develop standards and guidelines for 

commercial-off-the-shelf/non-developmentitems (COTS/NDI) software to improve system cost estimation. 

• Investigate through research and 

prototyping better and cheaper ways toensure that NAS hardware and software are safe, reliable, secure, and efficient. 

• Modernize obsolete IT infrastructure 

elements in headquarters and the regions.

• Ensure development of effective 

Web-based service delivery capabilities insupport of the electronic government (eGov) initiatives. 

• Bring together recognized experts and FAA 

personnel to solve software problems.

• Develop procedures that define, refine, and 

streamline in order to get software products and services fielded faster and cheaper 

• Support continuation of applied research and 

prototyping of advanced Air Traffic-related adaptation data management services.

• Improve the process for acquiring softwareintensive systems integrated with COTS/NDI 

products.

• Explore and develop new ways to reduce costs in

selected NAS domains through application of technology in support of the e-Gov initiatives.

• Increase the business value targets of e-Gov to 

ensure that the aeronautical and adaptation data used to conduct critical agency business, or for public dissemination, are timely, accurate, accessible, understandable, and secure. 

• Bring together recognize

personnel to solve softwa

• Evaluate/validate improv

methods, and engineering 

• Improve and modernize F

skills and capabilities. 

• Increase the business val

ensure that the aeronauticused to conduct critical apublic dissemination, are accessible, understandab

• Investigate through resea

and cheaper ways to ensuand software are safe, relefficient. 

• Modernize obsolete IT in

headquarters and the regi

• Improve standards and gu

software system cost esti

• Develop standards and g

software/system assuranc

• Develop standards and g

safety critical software-in
(F) Airspace Management Laboratory – Advanced Technology Development and Prototyping 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishment

Performance Output Goals 

Airspace Management Laboratory – Advanced Technology Development and Prototyping (ATDP). Improve NAS efficiency by providing the data, metrics, and tools to analyze traffic and airspace configuration to optimize traffic flows through sector design and analysisusing historical and projected traffic loads. 

• Completed deployment of first-generation obstruction e

to all FAA regions. 

• Completed replacing legacy sector design analysis tool 

to the PC platform; began integrating data services into 

• Began higher resolution traffic repository for national a

and deployment of data as an integrated service to SDA

• Began Web-based airspace metrics. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Expand obstruction evaluation system to handle 

workflow requirements of non-air traffic divisions. 

• Enable public to enter obstruction evaluationairport/airspace analysis (OE-AAA) case. • Expand SDAT coverage to include advanced 

functionality for terminals and TRACONs. 

• Integrate noise analysis tools as service to 

SDAT. 

• Extend next-day drill-down capabilities of

airspace metrics to cover FAA points of delivery from terminal to center. 

• Initial external site for public submission of OEAAA form 7460. • Integrate FAA waiver and violators data systems. • Integrate NASR and OE-AAA geo-spatial systems. • Streamline public access for NASR and OE –AAA 

systems using Web-enabled technologies. 

• Integrate weather and navigational aids (NAVAID) 

facility status with data systems and metrics. 

• Enhance collection and distribution of the trafficbased metrics throughout FAA and public. • Develop airspace structure configuration 

management system to support regional and facility airspace design. 

• See paperless OE-AA

entry through workflresolution.

• Enable all FAA-conn

capable of analyzing issues using a single 

• Standardize security, 

processing for all airprocesses. 

• Evaluate performanc

of advanced drill-dowFAA points of delivecenter. 

(H) General Aviation/Vertical Flight Technology – Advanced Technology Development and Prototyping Primary Goal: 1.1/1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishments/St

Performance Output Goals 

General Aviation (GA)/Vertical Flight (VF) Technology – Advanced Technology Development and Prototyping (ATDP). Reduce GA accident rate by integrating new navigation, communication, and surveillance technology; improved avionics, and aircraft performance capability, in addition to airman trainingrequirements. This will enable a greater number of GA and VF aircraft to receive IFR services and to enable visual flight rules (VFR) aircraft to navigate with a higher level of precision and awareness of the proximity of other aircraft and obstacles. 

• Conducted flight tests to ascertain maximum descent angles for 

helicopter instrument approaches. Data will be used for termin(TERPS) criteria and helicopter instrument flight rule (IFR) cer

• Developed initial procedure design for simultaneous non-interf

terminal areas. Coordinated procedure development work with 

• Developed procedures for flight locating (Code of Federal Reg

requirement) using Safe-Flight 21 concepts. 

• Completed helicopter instrument landing systems (ILS) lighting 

report.
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Initiate helicopter steep-angle approach and departure 

TERPS criteria work. 

• Complete criteria and standards for revising helicopter 

ILS lighting standards. 

• Plan and initiate a demonstration of SNI procedures in

the Northeast corridor. Conduct a simulation of SNI procedures to optimize route design. 

• Initiate research into heliport lighting for instrument

operations. Conduct survey into new technology for VFR heliport lighting. 

• Initiate testing of currently available synthetic vision

technology to enhance light general aviation safety. 

• Complete plan for aircraft regulatory work required 

for implementing elements of Safe Flight 21. 

• Refine Northeast corridor SNI demonstration 

using WAAS-derived separation standards and the results of simulating procedures tooptimize design of routes. 

• Continue developing complex and steep 

angle approach and departure criteria for vertical flight aircraft. 

• Complete research into IFR heliport lighting

and new technology for lighting VFRheliports. 

• Develop Flight Standards guidance materiel

for use of enhanced vision equipment and ground proximity equipment for light generalaviation aircraft. 

• Complete helicopter 

departure TERPS cri

• Develop helicopter T

noise segmented app

• Develop improved li

heliports. 

• Complete SNI demon

Corridor and publish procedures. 

• Plan and complete an 

second major hub are

• Complete aircraft reg

aircraft moving map displays, and enhanc

(I) Safer Skies Primary Goal: 1.1, 1.1.1, 1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Safer Skies. Improves safety by analyzing causes of accidents and developing and implementing intervention strategies to prevent or reduce factors that are the 

leading causes of aviation accidents. Safer Skies has identified the major types of accidents and evaluated pilot actions and equipment failures that lead to the major types of accidents. With this information, corrective actions can be developed and evaluated that will reduce accident rates. 

• Not applicable. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Develop criteria for WAAS/LAAS airplane and 

helicopter TERPS. 

• Develop criteria and standards for the use of 

private sector communications/spectrum in mountainous terrain. 

• Develop course on airport surface movement 

operations and digital data link pilot usage. 

• Conduct advanced technology RNP concept

development and analysis. 

• Develop operator and inspector guidance on risk 

assessment tool usage and interactive checklist and smart alerting systems. 

• Develop guidance for new standards and 

procedures surrounding communication, navigation, and surveillance technology. 

• To Be Determined
1C02: Aircraft Related Equipment Program; 

(A) Aircraft Related Equipment Program(B) Aircraft Related Equipment Program – Boeing Simulator Replacement 

(A) Aircraft and Related Equipment Program 

Primary Goal: 1.1 

Program Name and Outcome Goal FY 2002 Program Accom

Performance Out

Aircraft Related Equipment Program. Improve air safet

y by ensuring that (1) flight 

inspection aircraft/systems are equipped/modified to validate/certify accuracy of navigational aids' electro

nic sig

nals an

d validate/certify the flya

bility of ap

proach/departure flig

ht proced

ures 

an

d terminal ro

utes at all airports in the NAS; (2) research and development (R&D) aircraft and 

flight si

m

ulators are equipped to test/eval

uate new aviation technologies for proof of concept,

systems i

ntegration, equipment, procedures, and related human factors i

mpacts; and (3) support

flig

ht/training missio

n aircraft are eq

uip

ped to provide meaningful an

d relevant aviatio

n safety 

inspector (ASI) pilot currency/proficiency experience and training required for ASIs toreg

ulate/certify all pilot instructors an

d test pilots an

d validate/certify all NAS co

m

mercial an

d

civil aircraft operations. Each of t

hese flight program missions serves to reduce fatal aviation 

accident rates through investigation and incorporation of accident prevention techniques, safety 

informatio

n sharing/analysis, an

d certificatio

n/surveillance via in-flig

ht inspectio

n, testing,

evaluatio

n, an

d validatio

n of activities directly serving safety initiatives benefiting all air carrier 

and GA users of t

he NAS. 

• Installed/evaluated ILS/VOR rec

inspection aircraft. 

• Expanded computerized flight m

system (CFMSS) capabilities. 

• Developed WAAS/LAAS softwa• Installed/checked out terrain awa

system (TAWS) in five aircraft. 

• Continued automated flight i

nspe

enhancement in 28 aircraft. 

• Acq

uired/installed low-earth orb

com

munications (SATC

O

M) i

n 

aircraft. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Even

Performa

• Complete ILS/VOR receiver installation in 

all 33 flig

ht inspectio

n aircraft. 

• Co

ntin

ue ex

pansio

n of CFMSS capabilities 

• Acquire WAAS/LAAS receivers (fleet). • Acq

uire/install TAWS in 22 aircraft. 

• Install LEO SATCOM in 12 aircraft. • Continue AFIS enhancements i

n 29 aircraft

• Acquire cockpit voice recorder/flight data

recorder (CVR/FDR) upgrade (fleet). 

• Acquire radio frequency i

nterference 

(RFI)/direction finder (DF) equipment (18 aircraft). 

• Begin developing modular flight inspection 

system (MFIS). 

• Continue developing/integrating ASIS. 

• Continue C

F

MSS expansion. 

• Continue WAAS/LAAS receiver acquisition/begin installation. • Acq

uire/install TAWS in 2

0 aircraft. 

• Install LEO SATCOM i

n 11 flight i

nspection aircraft and t

wo 

aircraft at Federal Aviation Technical Center (FAATC) and Hangar 6. 

• Complete AFIS enhancements; four aircraft. • Install RFI/DF capability in 18 aircraft. • Continue acquiring/begin i

nstalling C

V

R/FDR upgrade (fleet). 

• Continue developing M

FIS. 

• Begin acquiring aircraft collision avoidance system (ACAS II) 

capabilities for internatio

nal aircraft. 

• Begin new technology AFIS development.• Begin cockpit avionics technology refresh for nine flight

inspection aircraft for area navigation/required navigation performance capability. 

• Co

mplete/imp

technology reinspection air

• Develop/impl• Acquire ACA

co

mplete ACA

internatio

nal a

• Co

mplete acq

C

V

R/FDR up

• Develo

p/impl

aircraft/sched

• Develop/impl

technology

• Co

mplete/imp

capability 

• Complete WA

acq

uisitio

n/in
(B) Aircraft Related Equipment Program – Boeing Simulator Replacement 

Primary Goal: 1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output G

Aircraft Related Equipment Program – Simulator Replacement. Improve air safety, through acquiring an advanced technology flight simulator, by performing meaningful and relevant R&D operational evaluations for large transport category aircraft representative of the U.S. air carrier industry. Also, provide capability for ASI pilot training and currency/proficiency experience required inregulating/certifying all activities comprising U.S. aircraft operations. 

• Solicited vendor interest.• Obtained and evaluated proposals from qualifi• Initiated preparation of updating facilities.

• Completed preliminary selection process for v

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Acquire new simulator.• Upgrade facilities for new simulator.• Complete memorandum of understanding with

the Mike Monroney Aeronautical Center for operation and support of new simulators.

• Complete programmatic milestone reviews 

required by contract provisions.

• Complete acquiring new Boeing simulator. • Certify simulator to FAA Level D requirements. • Install/test/accept new simulator. • Conduct simulator operations/maintenance 

training. 

• Achieve partial implementation.• Acquire logistics and support equipment.• Implement operational evaluation program. 

• Achieve full implemen
Activity 2: Improve the Efficiency of the Air Traffic Control System 

2A01: Terminal Business Unit: 2A01A; Terminal Automation Program; 

• Standard Terminal Automation Replacement System – Development and Procurement • Terminal Sustainment • Interim Tower Displays• Standard Terminal Automation Replacement System – Technology Refresh 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Terminal Automation Program. The Standard Terminal AutomationReplacement System (STARS) program will provide a digital capable system to meet expanding air traffic control needs. The STARS will provide new computer workstations with high-resolution color displays and commerciallybased software to allow the FAA to move toward uniform configuration at allterminal facilities. The Terminal Sustain program will maintain the existingFAA automation infrastructure (ARTS IIIA, ARTS IIE, ARTS IIIE, and associated displays) until transitioned to the STARS. The interim tower display program will procure remote ARTS color displays and stand lone tower displays and will relocate existing digital bright radar indicator tower equipment assets tosatisfy tower display needs until the STARS Tower Display Workstations canbe fielded. The STARS Technology Refresh program will keep the STARS hardware and software current as technology evolves. 

• Delivered full STARS full service (FS) 2+ to Phil• Delivered STARS early display configuration-2 (• Upgraded El Paso and Syracuse to full STARS FS• Continued deployment of lifecycle maintenance b

STARS initial systems configuration (ISC).

• Procured 18 STARSs.• Commissioned ARTS IIIE at Minneapolis-St. Pau

II, and Northern California. 

• Delivered final 17 remote ARTS color displays. • Completed ARTS IIIE Power PC upgrade. • Deployed three interim tower displays. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Upgrade El Paso and Syracuse to full STARS FS-2+. • Begin operations with full STARS FS 2+ at Philadelphia. • Conduct STARS FS-2+ IOT&E. • Receive ISD for STARS FS-2+. • Procure 23 STARS and deliver 18 STARS. • Deliver STARS EDC-2+ to four sites. • Start EDC-2 upgrades to FS-2+. • Continue deployment of lifecycle maintenance builds for 

EDC-2, ISC, and FS-2+. 

• Complete ISC upgrades to FS-2+. • Deploy 20 interim tower displays. • Commission ARTS IIIE at Potomac. 

• Procure 10 STARSs. • Deliver 23 STARSs. • Continue EDC-2 upgrades to FS-2+. • Continue deployment of lifecycle 

maintenance builds for EDC-2 and FS2+. 

• Deploy 10 interim tower displays. 

• The STARS program f

currently under review

• Procure 84 STARSs; d

deploy four interim tow

• Develop and implemen

builds. 

• Continue planning, dev

implementing additiona

• Implement STARS tech

sun operating systems)
 2A01: Terminal Business Unit: 2A01B; Air Traffic Control Beacon Interrogator – Replacement; 

• Secondary Surveillance – Air Traffic Control Beacon Interrogator – Replacement • Air Traffic Control Beacon Interrogator Model 6 - Beacon Only Buildings 

Pri

mary Goal: 2.1/2.1.3 

Program Name and Outcome Goal FY 2002 Program Accomplishments/S

Performance Output Goals 

Secondary Surveillance – Air Traffic Control Beaco

n

Interrogator (ATCBI-6) – Replacement. Replace existing surveillance ATCBI-4/5 equipment that has reached the end of its lifecycle. ATCBI-6 selectively interrogates in

divid

ual aircraft 

and provides precise tracking i

nformation to t

he host system. 

This i

mproved automation tool is designed to support Free Flight. 

• Placed an order for 36 ATCBI-6 production systems. • Received ISD. • Co

m

missio

ned the first article system at Tinker Air Force Base, 

• Procured remaining 99 monopulse beacon test sets. • Continued monopulse beacon test sets interface. • Continued developing Occupational Safet

y and Health Administ

• Procured additional system depot and site spares. • Completed NAS infrastructure management system (NIMS) inte

surveillance an

d ARSR-1/2. 

• Began NIMS interface on BOS, ARSR-3, and ARSR-4. • Continued rotary joi

nt, antenna, and mounting kit i

nstallation. 

• Delivered a total of 17 ATCBI-6 systems. • Conducted site surveys at 17 sites for a total of 76 to date. • Continued the ARSR-3 and ARSR-4/Mode 4 Interfaces. 

• Supported com

missioning efforts. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Ev

Perform

• Place the order for the remaining 42 ATCBI-6 systems. • Co

mplete develo

p

ment o

n fixed positio

n surveillance an

d ARSR-1/2

and begin procuring OSHA ladders. 

• Complete ARSR-3 development of OSHA ladders. • Continue ARSR-4/Mode 4 Interface development. • Complete NIMS interface on BOS, ARSR-3 and continue on ARSR-4. 

• Continue testing and i

nstalling ATC

BI-6 systems. 

• Co

ntin

ue rotary joint an

d anten

na installatio

ns. 

• Establish FAA program support facility. • Co

mplete ARSR-3 rotary joint cut o

ver plan. 

• Complete NAS/NOM training course. • Complete development and begin production/installation of Mode S 

antenna modification/antenna trolley system. 

• Continue to conduct site surveys. • Continue to support com

missioning efforts. 

Estimate: 30 percent of work complete. 

• Continue to support delivery,

installatio

n, an

d site testing of ATCBI6 systems and site spares. 

• Co

mplete testing an

d installatio

n 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 t

he FAA program support

facility. 

• Continue to support com

missioning 

efforts. 

Estimate: 50 percent of work complete 

• Continue 

installatioATCBI-6 

• Continue 

support s

• Conduct 

operation

• Continue 

efforts. 

• Co

mplete 

depot sup

• Complete 

efforts i

n 
2A01: Terminal Business Unit: 2A01C; Air Traffic Control En Route Radar Facilities Improvements; 

• Long-Range Radar Program – Long Range Radar Improvement – Infrastructure Upgrades • En Route Radar Facilities Improvements-In-Service Engineering 

Primary Goal: 2.1/2.1.3 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Long-Range Radar (LRR) Improvements – Infrastructure Upgrades.Improve NAS efficiency by ensuring that aircraft positional information and identification derived from LRR sites remain available to support air traffic control services (including separation assurance, traffic management, navigation, and flight information). 

• Completed infrastructure upgrades at 25 additiona

50 of 126 facilities (or 40 percent) have been comor replaced heating, ventilating, and air-condition

power panels, made improvements to grounding sequipment shelters where necessary. 

• Performed in-service engineering. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Attain 56 percent completion by performing 

facility infrastructure upgrades at 20 additional en route LRR facilities out of 126. Refurbish or replace HVAC systems and power panels, make improvements to grounding systems, and replace equipment shelters, where necessary, at ATCBI-6 sites. 

• Perform in-service engineering 

• Attain 62 percent completion by performing 

facility upgrades at about eight additional en route LRR facilities out of 126 sites. Upgrade environmental control systems; lightning, grounding, bonding, and shielding systems; and power control systems; as well as modify or replace equipment shelters. 

• Perform in-service engineering 

• Attain 90 percent comp

route, beacon-only, ARfixed-position surveillaATCBI-6 systems, inclsystems and power panupgrades, and shelter r

• Complete LRR site sur

solutions, and acquire components to replace infrastructure systems. 

2A01: Terminal Business Unit: 2A01D; Terminal Air Traffic Control Facilities – Replace; 

• Air Traffic Control Tower/Terminal Radar Approach Control Replacement 

Primary Goal: 2.1/ 

Program Name and Outcome Goal FY 2002 Program Accompli

Performance Outpu

Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) Replacement. Improve system efficiency and availability of NAS service by replacingexisting ATCTs and TRACONs that cannot meet the needs of present-day airportoperational requirements. The average age of control towers is 27 years, and some are as 

old as 40 years. As the volume and complexity of terminal air traffic control increases, so does the need to have additional positions in the ATCTs/TRACONs. The FAA provides air traffic control services from over 270 ATCTs/TRACON facilities and must continually 

replace these buildings to meet demands. 

• Procured equipment for 10 sites. • Started construction at five sites. • Commissioned five sites. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Start construction at five sites. • Commission six sites. 

• Start construction at four sites. • Commission 11 sites. 

• Start construction at 21 • Commission 25 sites. 

2A01: Terminal Business Unit: 2A01E; Air Traffic Control Tower/Terminal Radar Approach Control Facilities - Impr

(A) Air Traffic Control Tower/Terminal Radar Approach Control Modernization (B) Advanced Facility Planning (C) Standard Terminal Automation Replacement System Facilities Upgrades 

(A) Air Traffic Control Tower/Terminal Radar Approach Control ModernizationPrimary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) Modernization. Improve system efficiency and availability of service in the NAS by modernizing and improving terminal facilities to meet current and future operational requirements. 

• Improved, repaired, and sustained 40 ATCTs/TRA• Added additional positions at two ATCTs/TRACO

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Improve, repair, and sustain 42 ATCTs/ 

TRACON facilities. 

• Add additional positions at six ATCTs/ TRACON 

facilities. 

• Improve, repair, and sustain 114 ATCTs/ 

TRACON facilities. 

• Add additional positions at four ATCTs/ 

TRACON facilities. 

• Continue facility sustai

activities (subject to av

(C) Standard Terminal Automation Replacement System Facilities Upgrades Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Standard Terminal Automation Replacement System (STARS) Facilities Upgrades (F01.01-01). Complete facility upgrades required providing a stable platform for deployment of STARS. 

• Provided facility upgrades for STARS deploymen

associated ATCTs. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Provide facility upgrades for STARS 

deployment at 56 TRACONs and/or associated ATCTs. 

• Provide facility upgrades for STARS 

deployment at 33 TRACONs and/or associated ATCTs. 

• Provide facility upgrades 

remaining TRACONs and

Note: Last year of funding f
2A01: Terminal Business Unit: 2A01X1; Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sus

• Large Terminal Radar Approach Controls - Potomac TRACON 

Primary Goal: 2.1/2.1.5 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Potomac Consolidated TRACON (PCT). Co

nsolidate the An

drews Air Force Base, Baltimore-Washington Internatio

nal, 

Dulles International, Reagan National, and Richmond International TRACONs into a single new facility at Vint Hill, VA, an

d redesig

n the Washington/

Baltimore Metropolitan Area airspace. 

• Completed i

nstalling most equipment and declare

2002. Commissioned December 14, 2002. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• PCT com

missioning (phase 1) assumed IAD 

TRACON operations in December 2002. 

• Consolidate DCA, Andrews Air Force Base, 

Baltimore-Washington International, and Richmond International (phases 2-4). 

• Implement new PCT airspace following successful 

co

mpletio

n of Natio

nal En

viro

n

mental Policy Act 

process and TRACON collocation. 

• Not ap

plicable. • Not ap

plicable. 

2A01: Terminal Business Unit: 2A01X2 ; Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sus

• Large Terminal Radar Approach Controls - Northern California TRACON 

Primary Goal: 2.1/2.1.5 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Northern California TRACON. Consolidate air traffic control services of Sacramento, Bay, Monterey, and Stockton TRACONS into a new facility at Sacramento. 

• Com

missioned NCT phase 1 (Sacramento TRAC

28, 2002. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Consolidate air traffic control services of Sacramento, 

Bay, Monterey, and Stockton TRACONs i

nto a new 

Sacramento facility (p

hase 2). 

• Transfer some Oakland ARTCC airspace. 

• Not ap

plicable. • Not ap

plicable. 
2A01: Terminal Business Unit: 2A0F; Terminal Digital Radar (Airport Surveillance Radar Model 11); 

• Airport Surveillance Radar Model 11, Airport Surveillance Radar Model 7, and Airport Surveillance Radar M• Airport Surveillance Radar Model 11 - Tech Refresh 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

The Terminal Digital Radar Programs/ASR-11 (ASR-7/-8 Replacements).

Improve system efficiency and availability of service in the NAS by replacingexisting ASR-7/8 systems and associated ATCBI 4/5. Replacing existing systems with new digital ASR-11 radar systems will ensure continuation ofsurveillance service with improved and expanded six-level weather detection/display capability. New digital ASR-11 systems will also provide the input required for STARS and eliminate the need and cost toreengineer/replace obsolete parts required to sustain existing ASR-7/8 systems. 

• Procured three of 112 production systems. • Installed one ASR-11 system at Department of De• Completed construction at eight ASR-11 facilities

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Procure four production systems. • Achieve ORD at Key Site, Stockton, and first operational

feed at Willow Grove. 

• Complete construction at four ASR-11 sites. • Deliver and commission four ASR-11 systems. • Conduct IOT&E. 

• Procure 10 production systems. • Complete 16 site surveys. • Complete construction of 16 ASR-11 sites. • Deliver and commission 12 ASR-11 

systems. 

• Complete constr• Deliver and com

systems. 

2A01: Terminal Business Unit: 2A01G; Terminal Radar Program – Airport Surveillance Radar Model 9; 

• Airport Surveillance Radar Model 9 - Service Life Extension Program• Terminal Radar Program – Airport Surveillance Radar Model 9 – Occupational Safety and Health 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

The Airport Surveillance Radar (ASR) Model 9 Programs. Completed the ASR-9 system acquisition program, with all systems delivered and commissioned, but numerous outages at specific locations have impacted critical ASR-9 operations. Due to increases in power outages, equipment outages, OSHA concerns, and diminishing manufacturing sources (obsolete parts), a SLEP is necessary to maintain the functionality currently provided bythese systems. 

• Initiated OSHA modifications, including wave-gu

and safe sail access. 

• Installed 20 ASR-9 jackscrew and box-beam eme• Exercised option for procuring receiver/protectors 

service life. 

• Initiated nonrecurring engineering effort for SLEP

• Completed surveillance and communication interf

for Potomac TRACON project. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Conduct OSHA modifications; including wave-guide 

relocation, lift cart, and safe sail access. 

• Complete antenna box-beam and jackscrew fixes. • Complete SLEP preliminary design review (PDR) and 

working engineering model.

• Exercise option for procuring receiver/protectors that 

have exceeded their service life. 

• Continue OSHA modifications, including 

wave-guide relocation, lift cart, and safe sail access. 

• Exercise option for procuring 

receiver/protectors that have exceeded their service life. 

• ASR-9 SLEP JRC 2B decision. 

• Complete OSHA modi

guide relocation, lift ca

• Exercise final option fo

receiver/protectors that service life. 

• Conduct SLEP. 

2A01: Terminal Business Unit: 2A01X3; Mode Select – Provide; 

• Mode Select • Mode Select – Service Life Extension Program 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

The Mode Select (Mode S) Programs. Implement a National Upgrade II. The current 68020 processor does not have enough capacity to meet initial and future Mode S requirements. The national upgrade to replace the 68020 processor with the newer 68040 processor is required to install dynamic reflectors to mitigate a critical beacon reflection problem, traffic information 

system (TIS), site identifications to support deployment of beacon interrogator model 6 and ASR-11/monopulse secondary surveillance radar (MSSR). Also, procuring time of year clock replacement, reworking the digital power supply, and modifying the modulation control unit board will improve performance, reliability, and supportability. 

• Initiated Mode S national upgrade. • Installed time of year clock, modified modulation 

reworked the digital power supply.

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue installing 68040 processor boards in

conjunction with Mode S national upgrade. 

• Continue installing time of year clock, modifying 

modulation control unit, and reworking the digital power supply.

• Expand TIS coverage. 

• Complete last ORD in FY 2004. • Complete installing 68040 processor boards in

conjunction with Mode S national upgrade. 

• Initiate advanced message format. 

• Complete installing tim

modulation control unirework of the digital po

• Implement advanced m• Implement ASR-9 SLE
2A01: Terminal Business Unit: 2A01H; Terminal Applied Engineering; 

• Terminal Applied Engineering 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments

Performance Output Goals 

Terminal Applied Engineering. Support system efficiency bystreamlining deployment of FAA resources to conduct surveys and byproviding a benchmark for future terminal facility planning.

An additional 15 out of 400 TRACON and ATCT facilities outcomes:

• Completed government transition evaluations (GTE) and 

assessments (FAA Order 6480.17), including initial cost budget submission. 

• Created or redlined facility drawings for configuration m• Achieved approval of the NAS terminal facilities master 

existing terminal facilities, FAA-STD-059, August 9, 20

• NAS CCB. • Completed phase II for the facilities information and ana• Developed initial training plan for the FIAT. • Integrated existing GTE report format into the new FIAT 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

An additional 47 out of 400 TRACON and ATCTfacilities will achieve the following outcomes: • Perform GTEs 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. 

• Complete and execute training plan for the FIAT. • Develop nine terminal facility master plans, 

including final cost estimates. 

An additional 52 out of 400 TRACON and ATCTfacilities will achieve the following outcomes: • Perform GTEs and facility condition 

assessments (FAA Order 6480.17), including initial cost estimates for the FY 2007 budget submission. 

• Create or redline facility drawings for 

configuration management. 

• Develop terminal facility master plans, 

including final cost estimates. 

• Perform 15 followup GTE’s from previous 

evaluations. 

An additional 133 out of 4facilities will achieve the 2005 through 2007:

• Perform GTEs and fac

assessments (FAA Ordinitial cost estimates fobudget submissions. 

• Create or redline facili

configuration managem

• Develop terminal facil

final cost estimates. 

• Per year, perform 15 fo

previous evaluations. 

• Maintain 30 percent of 

master plans continuou
2A01: Terminal Business Unit: 2A01I; Precision Runway Monitor; 

• Precision Runway Monitor 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishments/Statu

Performance Output Goals 

Precision Runway Monitor. Provide the capability to conduct simultaneous independent approaches on closely spaced parallel runways less than 4,300 feet apart during adverse weather conditions and thereby reducing delays. 

• Completed contractor acceptance inspection on the San Francisco Inte

• Initiated System #6 Type “C” configuration upgrade. 

• Completed site construction at the John F. Kennedy International Airp• Completed information security testing on the Philadelphia system. • Initiated the San Francisco International Airport commissioning activi• Initiated phase IV testing on the John F. Kennedy International Airpor

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Even

Performa

• Complete production of system #6 to Type “C” configuration upgrade. • Commission the San Francisco International Airport system. • Commission the John F. Kennedy International Airport system. • Award the contract for systems #1-5 Type “C” configuration upgrade 

kits. 

• Award the system #6 contract for site construction and system 

installation. 

• Deliver system #6 to the installation site and commence installation 

activities. 

• Initiate procuring system #7 materiel components. • Build a system for use as a training table. 

• Complete system #6 installation 

and testing. 

• Continue procuring system #7. • Initiate system #6 commissioning 

activities. 

• Continue installing systems #1-5 

Type “C” configuration upgrade kits. 

• Begin site evaluation/site 

preparation activities for system #7. 

• Complete proc• Award the sys

construction a

• Complete inst

“C” configura

• Commission s

2005. 

• Complete syst

testing, and sy

• Commission s

calendar year 

2A01: Terminal Business Unit: 2A01J; Houston Area Air Traffic System; 

• Houston Area Air Traffic System 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomp

Performance Outp

Houston Area Air Traffic System. Provide air traffic control improvements and additional navigation aids in the Houston metropolitan area so that the new runway under construction can be used efficiently. New runways add capacity and reduce air traffic delays. 

• Funding profile being developed f

replacement 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Conduct generic design and site selection. • Conduct site adaptation. • Conduct environmenta

• Conduct site acquisitio• Award construction co
2A01: Terminal Business Unit: 2A01L; New York Integrated Control Complex 

• New York Integrated Control Complex 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

New Your Integrated Control Complex. Replace the existing consolidated TRACON and the en route center with a single facility that will address capacity constraints in the New York area. Consolidating the facilities and the airspace they control will allow more efficient use of the total airspace and reduce the artificial boundaries that prevent efficient use of the airspace. 

• Not applicable. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Conduct generic design and site selection. • Conduct site adaptation. • Conduct environmental 

• Conduct site acquisitio• Award construction con

2A01: Terminal Business Unit: 2A01M; Aeronautical Data Link Tower Data Link Services 

• Aeronautical Data Link Tower Data Link Services – Replacement 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

Tower Data Link Services: Provide data link capabilities and associatedbenefits to 58 high-density airport traffic control towers. 

• Obtained ISD for technology refresh; performed te

sites (goal: 11 sites). 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete technology refresh at remaining 45 sites. • Deliver first software upgrade release to field. • Establish NIMS interface requirements. 

• Continue with scheduled software releases. • Connect to NIMS. 

• Establish requirements • Develop replacement p
2A02: Aeronautical Data Link Applications; 

(A) Aeronautical Data Link - Flight Information Service (B) Aeronautical Data Link - Controller-Pilot Data Link Communication Build I/IA 

(A) Flight Information Service Primary Goal: 1.1/1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

Flight Information Service (FIS). Improve the safety of the NAS byproviding new weather hazard graphics directly to pilots via data link for 

cockpit display relative to current position and route of flight, and byimproving the quality of aviation weather hazard advisories (en route and terminal) through input of aircraft-derived weather data from low-altitude commuter and package-carrier operations via the tropospheric airborne meteorological data reporting (TAMDAR) program. 

• Achieved operational flight information service da

through activation of 70 ground stations out of 20

• Achieved more than 450 active users of FISDL se

2008 (9 percent). 

• Published performance criteria for determining co

extension of FISDL service. 

• Published government-industry standards for FIS-

communications prepared by RTCA Special Comm

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Expand national coverage and operational FISDL 

services through activation of 100 more ground stations, resulting in 170 operational out of 200 total (85 percent). 

• Achieve at least 1,000 active users of FISDL 

services out of 5,000 planned (20 percent). 

• Establish FAA monitoring and quality control of

FISDL services. 

• Publish advisory circulars and technical standards 

order supporting FISDL implementation. 

• Complete activation of 30 remaining FISDL 

ground stations, resulting in 200 operational sites (100 percent). 

• Achieve at least 1,500 active users of FISDL 

services out of 5,000 planned (30 percent). 

• Evaluate solution alternatives for implementing

TAMDAR, a national system for collecting and disseminating automated meteorological reportsfrom low-altitude aircraft operations in the NAS. 

• Achieve at least 1,000 

FISDL services each yeFY 2008 (100 percent)

• FAA decision to implem

2005. 

• Publish standards guida

technical standards ordintroduction of TAMD

• Implement initial TAM

equip at least 10 aircraf

• (5 percent). • Evaluate technology al

service (FIS/NEXT). 
(B) Controller-Pilot Data Link Communication Build I/IA 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accompl

Performance Outpu

Controller-Pilot Data Link Communication (CPDLC) Build I/IA. Combine reduced voice communications workload and distribute communications responsibility to provide 

benefits by increasing flight efficiency—which is reflected by less time and fewer miles flown in sector as well as increased airspace capacity, which is reflected by increased sector traffic throughput (miles in trail restrictions relaxed in an experimental sector based on voice communication reduction) and reduced delay.

• Completed CPDLC Build I evaluatio

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete CPDLC Build I initial daily use (IDU) 

at Miami ARTCC. 

• Install and check out Build IA system at 

William J. Hughes Technical Center. 

• Complete CPDLC Bui

ARTCC. 

2A03: Free Flight Phase 2; 

(A) Free Flight Phase 2 Integration (B) Free Flight Phase 2 User Request Evaluation Tool (C) Free Flight Phase 2 Traffic Management Advisor - Single Center (D) Free Flight Phase 2 Collaborative Decision-Making (E) Free Flight Phase 2 Priority Research Support Efforts (F) Free Flight Phase 2 Sustain 

(A) Free Flight Phase 2 Integration Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Free Flight Phase 2 – Integration. Improve system efficiency by supporting the IDU/planned capability available activities for the Free Flight Phase 2tools/capabilities. 

• Established Free Flight Phase 2 tracking mileston

2002. 

• Prepared risk management plan/report, human fa

security certification authorization plans (SCAP) 

• Publish semiannual Metrics Report.

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Update risk management plan/report,

HF report, and SCAPs, as necessary. 

• Publish semiannual metrics report.

• Update risk management plan/report (reduce Risk 

Management meetings to bimonthly), HF report (defer someTBD HF activities to FY 2005), and SCAPs, as necessary. 

• Publish single annual metrics report only.

• Update risk manag

report, and SCAPs

• Publish semiannua
(B) Free Flight Phase 2 User Request Evaluation Tool 

Primary Goal: 2.1/2.1.1, 2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplis

Performance Outpu

Free Flight Phase 2 – User Request Evaluation Tool (URET). Provide a tool thatidentifies conflicts in requested flight paths and allows air traffic controllers to evaluate pilot requests. Contribute to an increase in direct routings by 15 percent.

• Established Free Flight Phase 2 trackin

2B in June 2002. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Achieve IDU at four URET site. • Achieve IDU at 10 URET sites. • Attain planned capabil

in FY 2006. 

• Turn support over to A

(C) Free Flight Phase 2 Traffic Management Advisor - Single Center Primary Goal: 2.1/2.1.1, 2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Free Flight Phase 2 - Traffic Management Advisor (TMA) – Single Center (TMA-SC). Contribute to an increased capacity at selected airports by three 

percent. 

• Established Free Flight Phase 2 tracking mileston

2002. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Deploy TMA-SC to one site. • Continue spiral development enhancements/fixes as 

prioritized by National User Team using current year funding level (enhancements/fixes are “to-do” itemsmaintained by national user team in response to input fromend-item users). 

• Support existing site. 

• Deploy TMA-SC t

sites by end of FY 

(D) Free Flight Phase 2 Collaborative Decision Making Primary Goal: 2.1/2.1.1, 2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Free Flight Phase 2 - Collaborative Decision Making (CDM). Contribute to

an increased capacity at selected airports by three percent and contribute to an increase in direct routings by 15 percent.

• Established Free Flight Phase 2 tracking mileston

2002. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Develop and implement CDM functional

enhancements in periodic (6 months) deliveries (enhancement items are prioritized by National User Team using current year funding level). 

• Develop and implement CDM functional

enhancements in periodic (6 months) deliveries (enhancement items are prioritized by National User Team using current year funding level). 

• Develop and implemen

enhancements in perio(enhancement items arUser Team using curre

(E) Free Flight Phase 2 Priority Research Support Efforts Primary Goal: 2.1/2.1.1, 2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Free Flight Phase 2 - Priority Research Support Efforts. Develop new tools to help increase NAS capacity and efficiency. 

• Conducted lab and field evaluations of priority re• Established JRC investment decisions for increme

problem analysis, resolution, and ranking. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 2

Performance Ou

• Conduct lab and field evaluations of traffic 

management advisor - multi center; direct-toproblem analysis, resolution, and ranking; and surface management system. 

• Not applicable. • Prepare investment analysis do

investment decision. 

• Deploy operational prototype, 

sufficiently mature. 

• Transition prototype to produc

successful). 

2A04: Air Traffic Management; 

• Traffic Flow Management Infrastructure – Current Enhanced Traffic Management System Operations 

Primary Goal: 2.1/2.1.2

Program Name and Outcome Goal FY 2002 Program Accomplishments/

Performance Output Goals 

Traffic Flow Management (TFM) Infrastructure – Current ETMS OPS. Improve system efficiency in utilizing national-scale traffic management. Sustain and upgrade mission-essential TFMoperations mandated congressionally 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. 

• Installed ETMS in new Potomac TRACON and Gateway (

• Completed bandwidth manager circuit upgrade initiatives. • Finalized communications upgrade to support current requ

functionality, including additional ground delay program ecollaborative routing tools. 

• Software/memory upgrades to increase efficiency and func

at traffic management units (TMUs), hub, and lab facilities

• Completed all scheduled ETMS/ runway visual range (RV

• Completed SCAP. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• ATM (ETMS) to continue functional upgrades to

provide national-scale traffic management tools tobalance traffic loads. 

• Support continued safe flight operations and maximize 

air traffic flow performing the mission of managing en route air traffic flow at the air traffic control systemcommand center (ATCSCC) using data from the TFMhub. 

• Report traffic conditions from local TMUs and 

coordinate delay reduction initiatives with the airlines. 

• Develop and initiate new software releases and related

data integration affecting hub operations at VOLPE. 

• Install ETMS in Louisville TRACON and Philadelphia 

TRACON. 

• Integrate sector traffic management tools, Web-based 

situational display, dynamic sector realignment, and monitor alert-flight database restructuring. 

• Continue all scheduled ETMS/RVR interface 

installations. 

• Update SCAP to reflect new functionalities as required.• Implement departure spacing programs (DSP) at

selected sites. 

• ATM (ETMS) to continue functional upgrades 

to provide national-scale traffic managementtools to balance traffic loads. 

• Provide Free Flight integration and utilization

of additional CDM tools. 

• Provide upgrades to enhanced hardware and 

site integration until new platform is in place. 

• Continue implementing DSP at selected sites. • Update SCAP to reflect new functionalities 

as required. 

• Continue TFM op• Continue Free Flig

and use of CDM tthe TFM infrastruc

• Begin infrastructu

modernization. 

• Determine future r

transitioning to Op

2A05: Free Flight Phase 1; 

• Free Flight Phase 1 Sustain 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplish

Performance Output 

Free Flight Phase 1 – Sustain. Improve system efficiency by continuing to derive capacity gains realized from Free Flight Phase 1 systems. 

• Not applicable. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Maintain FFP1 sites prior to OPS budget 

takeover. 

• Maintain FFP1 sites prior to OPS budget 

takeover. 

• Maintain FFP1 sites pr

takeover. 
2A06: Automated Surface Observing System; 

• Automated Surface Weather Observing System – Automated Surface Observing System Pre-Planned Prod• Automated Surface Weather Observing System – Data Displays• Automated Surface Weather Observing System – Standalone Weather Systems 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Automated Surface Observing System (ASOS) Programs. Support systemefficiency by supplying automated surface weather observations to meet the needs of pilots, operators, and air traffic personnel. The aviation surface weather observation network includes automated weather observing system(AWOS), ASOS, automated weather sensors systems, standalone weather sensors (SAWS), and ASOS controller equipment information display system(ACE-IDS or data displays). 

• Began SAWS delivery.• Implemented product improvements and upgrades • Commissioned 12 SAWSs. • Delivered five ACE-IDSs. • Completed ASOS commissioning. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Implement product improvements and upgrades 

to the base ASOSs. 

• Deliver 33 SAWSs. • Deliver two ACE-IDSs. 

• Implement product improvements and upgrades 

to the base ASOSs. 

• Deliver 54 SAWSs. • Install one ACE-IDSs. 

• Implement product imp

to the base ASOSs. 

• Deliver 144 SAWSs. 

2A08: Information Display System – Terminal Facilities; 

• Automated Surface Observing System Controller Equipment Information Display System for Terminal Faci

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accom

Performance Out

Automated Surface Observing System Controller Equipment (ACE) Information Display System (IDS) for terminal facilities. The ACE-IDS project contributes to the FAA systemefficiency goal by depicting information the controller needs on weather and NAS status on a single display. This project will provide systems which are intended to integrate the agency’s information display and control systems and provide immediate access to a wide range of operational information and support data; provide display for external systems; provide consolidated control and monitoring of airfield systems; and provide standardized humanmachine interface to all systems. The system is to function as the display and interface portion of 

other systems, eliminating the need to introduce additional displays and control panels into air traffic control towers. The system will provide a dependable, stable, versatile, and expandable platform to display operational data, weather information, control and monitoring status, and administrative records to specialists, managers, maintenance personnel, and outside users. 

• Not applicable. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Not applicable. • Install 275 workstations at sites with the most 

compelling needs. 

• Not applicable. 

2B01: Next Generation Very High Frequency Air-to-Ground Communications System; 

• Next Generation Air-to-Ground Communications System Segment 1A • Next Generation Air-to-Ground Communications System Segment 1B• Next Generation Air-to-Ground Communications System Segments 2 and 3 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplish

Performance Output 

Next Generation Air-to-Ground (A/G) Communications (NEXCOM) System Segments 1A, 1B, and 2 and 3. Provide a new communications system to satisfy requirements that cannot be met using the current voice communications system. NEXCOM will increase the current communications capacity three to four times. 

• Established government/industry partner

development. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Provide NEXCOM notice of proposed rulemaking 

(NPRM) and submit for internal agency review. 

• Complete NEXCOM system demonstration #1. • Complete source selection activities for the 

NEXCOM rapid preliminary development effort 

• Produce 325 NEXCOM multi-mode digital radios. 

• Provide NEXCOM NPRM and submit for OMB 

review; publish NPRM. 

• Complete NEXCOM system demonstration #2. • Release full-scale development final screening 

information request plan. 

• Produce 450 NEXCOM multi-mode digital radios. 

• Complete NEXC

demonstration #

• Award NEXCOM 

contract in 2005

• Publish final rul• Conduct NEXCO

2B02: En Route Automation Program; 

• En Route Automation Modernization 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

En Route Automation Modernization (ERAM). ERAM acquisition will result in installation of a new en route automation system at each ARTCC that will provide: (1) flight data processing capabilities that allow flexible routing around congestion, weather, and restrictions; (2) increased number and type of surveillance sources with improved surveillance coverage; (3) availability of safety alerts when using the backup mode and; (4) enhanced capabilities for incorporating future enhancements and new operational concepts. 

• Deployed en route information display system dev

Salt Lake City, Boston, and Jacksonville ARTCC

• Completed initial evaluation of deployed en route 

system developmental system. 

• Conducted flight plan preprocessing phase 1 proto• Completed flight plan preprocessing phase 2 prot

dynamic restrictions and initiated evaluation activ

• Completed JRC-2A for the ERAM Solution contr
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Award ERAM solution contract. • Conduct ERAM JRC 2b. 

• Testing, synchronization, and Government

Acceptance of first direct access radar channel (DARC) replacement capability. 

• Synchronization with display system

replacement (DSR) and URET builds. 

• Perform technical review of system segment 

specification for host replacement. 

• Achieve first site IO

capabilities. 

2B03: Weather and Radar Processor; 

• Weather and Radar Processor – Stage 3 • Weather and Radar Processor – Tech Refresh/Product Upgrades 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Weather and Radar Processor – Stage 3. Collect, process, and disseminateNEXRAD data and other weather data to ARTCC controllers, traffic management specialists, and ARTCC weather service unit meteorologists. The weather radar processor provides the most timely and accurate weather forecast products to other NAS subsystems. 

• Completed IOC of NEXRAD products on DSR.• Completed weather information network system d• Provided enhancements to National Mosaics. • Continued Stage 3 and provide systems changes a

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Even

Performan

• Make quality enhancements to National Mosaics. • Implement security enhancements in accordance with 

SCAP. 

• Develop operational changes to accommodate NEXRAD 

hardware and software upgrades. 

• Implement weather information network system at

additional ARTCCs to provide critical weather data toFree Flight Phase 1 and 2 programs.

• Implement security enhancements in accordance 

with SCAP. 

• Complete NEXRAD hardware and software 

upgrades. 

• Initiate hardware 

activities in FY2
2BO4X: Automatic Dependent Surveillance National Implementation; 

• Automatic Dependence Surveillance National Implementation 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Automatic Dependence Surveillance (ADS) National Implementation. Provide improved surveillance to pilot and ATC user tools to enable more efficient traffic flows in the NAS. National implementation includes the development and deployment of ADS ground stations in the en route, terminal, and surface domains, along with the automation and communication systemmodifications necessary to support ADS capabilities. ADS will allow aircraft to fly at their optimum altitude, speed, and routing, resulting in better schedule reliability while maintaining a high level of safety.

• Not applicable. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 20

Performance Out

• Conduct Investment Analysis for first segment

(pocket) of national implementation. 

• Conduct JRC 2 for first segment

(pocket) of national implementation. 

• Conduct investment analyses for su

(pockets) of implementation. 

• Conduct JRCs for subsequent segm• Initiate deployment of ground infra

2C02: National Airspace System Management Automation Program; 

• National Airspace System Management Automation Program 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments

Performance Output Goals 

 NAS Airspace System Management Automation Program. Contribute to the FAA system efficiency goal by performing the following tasks:

• Establish metadata repository of ATS information systems, 

including NAS mission support and administrative systems. 

• Provide ATS information systems and manage a single data source 

for all key mission support and business areas. 

• Provide a common toolset for managing finance, planning, 

performance, and schedule of all ATS business units. 

• Provide technology refresh, including hardware, software, and 

infrastructure, for ATS national data center (NDC) and pb-ICE tools. 

• Became focal point of access of DELPHI data for all AT• Consolidated all DELPHI data requirements from ATS e

to satisfy new data requirements. 

• Signed memorandum of agreement and built interfaces f

subscribers for data feeds. 

• Deployed pb-ICE tools to Terminal Business Service use

headquarters. 

• Began developing secure executive toolset – emergency 

for emergency management. 

• Built NAS support integration process repository by coll

ATS information systems, including NAS mission suppo

• Launched NAS support integration process to begin eva

information systems. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 

Performance O

• Map DELPHI data to DAFIS data requirements 

and build DELPHI interfaces for 26 ATS information systems. 

• Continue expansion of ATS NDC database, 

data sources and subscribers for ATS corporate data sharing. 

• Continue development and deployment of SETEM for emergency management. • Upgrade hardware, software, and infrastructure 

for ATS NDC and pb-ICE tools. 

• Continue deployment of pb-ICE tools to

regional offices. 

• Continue the NAS support integration process 

and evaluate ATS information systems. 

• Begin conducting ATS information system

security certification and authentication. 

• Become compliant with e-Gov, GPEA, and 

Section 515 guidelines. 

• Continue expansion of ATS NDC database, 

data sources, and subscribers for ATS corporate data sharing. 

• Continue development and deployment of 

SET-EM for emergency management. 

• Upgrade hardware, software, and 

infrastructure for ATS NDC and pb-ICE tools. 

• Continue deployment of pb-ICE tools to

regional offices. 

• Continue conducting ATS information 

system security certification and authentication. 

• Become compliant with e-Gov, GPEA, and 

Section 515 guidelines. 

• Continue expansion of ATS 

sources and subscribers for sharing. 

• Upgrade hardware, softwar

ATS NDC and pb-ICE tool

• Continue deployment of pb

offices. 

• Continue conducting ATS i

security certification and au

• Become compliant with e-G

515 guidelines. 
Activity 3: Increase Capacity of the National Airspace System 

3A01: Navigation and Landing Aids: 3A01A; Local Area Augmentation System for Global Positioning System; 

• Local Area Augmentation System 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomp

Performance Outp

Local Area Augmentation System (LAAS) Program. Provide a satellite-based precisionapproach capability that meets the requirements for all weather approach and landingcapability. Providing precision approach guidance at additional airports will allow landings inlow visibility conditions, which increases schedule reliability for commercial carriers. The LAAS for the GPS complements the WAAS by providing category (CAT) I and CAT II/III 

precision approach capabilities. A single LAAS can provide approach guidance to multiple runways, which allows use of additional runways during adverse weather conditions.

• Received and evaluated proposals 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Award contract for CAT I LAASs. • Continue CAT I LAAS acquisition activities, including

system design, documentation, and development.

• Further develop advanced procedures. • Perform CAT II/III R&D efforts, including technical 

design and engineering support.

• Procure 10 limited r

systems. 

• Complete CAT I LA• Award contract for 

3A01: Navigation and Landing Aids: 3A01B; Wide Area Augmentation System for Global Positioning System; 

• Wide Area Augmentation System 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Wide Area Augmentation System (WAAS) Program. Provide non-precision lateral navigation (LNAV) and vertical navigation (VNAV) capability to airports without such existing capabilities. Vertical guidance allows approaches to runways in low visibility conditions. After IOC, expected in December 2003, pilots will be able to use lateral navigation with precision vertical guidance (LPV) approaches. LPV performance is within 50 feet of CAT 1 landing requirements, which supports close to CAT 1 minimums at many airports. WAAS also will reduce air traffic separation, provide more direct en route paths, and provide low visibility approach capability at new locations. 

• Integrated all required software modifications ont

space. 

• Reached technical concurrence on the WAAS inte• Concluded the 60-day stability test on September 

• Supported the Associate Administrator for the Of

Regulation Safer Skies initiative (cornerstone for 

• Demonstrated that WAAS systems architecture ac

performance objectives. 

• Developed LNAV/VNAV procedures for addition
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

WAAS performance parameters for Level I: 

En Route/Non-Precision Approach 

Integrity 10-7

Horizontal accuracy 7.6 meters or less Vertical accuracy 7.6 meters or less Time to alarm 10 seconds Availability 99.9 percent Coverage 90 percent of CONUS or more 

• Continue reduction rate of volume and equipmentrelated delays. • Complete contractor acceptance inspection. • Award geo-stationary communication and control

segment contract by March 2003. 

• Definitize the full operational capability (FOC) on task

order with Raytheon by September 30, 2003. 

• Commission WAAS IOC for 

LNAV/VNAV December 2003. 

• Continue definitization of the full

operating capability task with Raytheon.

• RNP: operations concept, TERPS 

criteria, policy, guidance, and procedure development in support of RNP procedures. 

• Have the first geo-stati

control segment satelli

• Continue to develop G

to serve all IFR runway 

• Develop LPV procedu

ends. 

• Acquire additional wid• Develop an electromag

detection and location 

• Complete WAAS FOC 

3A01: Navigation and Landing Aids: 3A01C; Very High Frequency Omni-Directional Range with Distance Measurin

• Very High Frequency Omni-Directional Range Collocated with Tactical Air Navigation 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Very High Frequency Omni-Directional Range Collocated with Tactical Air Navigation (VORTAC). Improve system efficiency in the NAS by replacing, relocating, or converting VOR and VORTAC facilities in order to maintain a reliable, safe, and efficient air navigation system used for en route and approach purposes. 

• Performed field installment of about 29 tactical ai

retrofit kits. 

• Completed relocation process of one VOR facility

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Perform field installation of about 25 tactical air 

navigation antenna retrofit kits.

• Procure four Doppler VOR antennas and fund 

one Doppler conversion. 

• Procure four Doppler VOR antennas. • Fund two Doppler conversions and 25 Antenna 

retrofit. 

• Fund one relocation antenna. 

• Continue facility reloca

conversions, and upgra
3A01: Navigation and Landing Aids: 3A01D; Instrument Landing System – Establish/Upgrade; 

• Instrument Landing Systems 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Instrument Landing Systems (ILS). Improve NAS efficiency by establishing and maintaining precision approach capability at large- and medium-sized hub airports and their associated reliever airports. ILS will help meet expanding air traffic control needs for increased airport capability by increasing capacity through lowering of visual minimums required for landing. 

• Commissioned two approach lighting systems wit

(ALSF-2) systems. 

• Commissioned four medium-intensity approach li

alignment indicator lights (MALSR) systems. 

• Commissioned six ILS systems. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Commission two ALSF-2 systems. • Commission 10 MALSR systems. • Commission or return to services 15 ILS systems. 

• Install three MALSR systems. • Install two ALSF-2 systems. • Install four ILS systems (CAT I, CAT II/III) 

• Continue to procur

associated equipme

3A01: Navigation and Landing Aids: 3A01E; Approach Lighting System Improvement Program; 

• Approach Lighting System Improvement Continuation 

Primary Goal: 1.1/1.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Approach Lighting System Improvement Program Continuation. Improve safety in the NAS by replacing rigid, non-frangible lighting support structures with frangible approach lighting equipment.

• Commissioned one ALSF-2 systems. • Commissioned two MALSR systems. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Deploy two MALSR at various locations. • Deploy one ALSF-2 at various locations. 

• Install eight MALSR systems at various 

locations. 

• Install four ALSF-2 systems at various locations. 

• Install 18 MALSR syst• Install four ALSF-2 at 
3A01: Navigation and Landing Aids: 3A01F; Runway Visual Range; 

• Runway Visual Range – Replacement/Establishment 

Primary Goal: 1.1/1.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Runway Visual Range (RVR) – Replacement/Establishment. Improve safetyin the NAS by replacing the older, maintenance-intensive, and difficult to supportlegacy systems. RVR systems provide critical meteorological visibility information that is necessary for takeoff and landings on precision approach equipped runways. These older systems are frequently supported by rigid, steel, non-frangible structures. 

• Commissioned six RVR systems at various airp

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Commission or Return to Services 10 RVR

systems. 

• Install 12 RVR systems. • Procure 20 RVR systems. 

• Continue to procure an

meet demand for visibiprecision approach equ

3A01: Navigation and Landing Aids: 3A01G; Distance Measuring Equipment – Sustain; 

• Sustain Distance Measuring Equipment – Sustain 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Distance Measuring Equipment (DME) – Sustain. Improve systemefficiency in the NAS by replacing obsolete, tube-type DME that provides critical distance information to pilots during preparation for landing. 

• Commissioned three DME systems. • Began site preparation at 10 DME locations to sup

Aviation Safety Team (CAST) requirements. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Commission or return to services three lowpower DME. • Install 22 CAST DME systems. • Install 14 sustain DME systems. • Continue to procure an

to replace the current oin the NAS. 
3A01: Navigation and Landing Aids: 3A01H; Non-Directional Beacon Facilities – Sustain; 

• Non-Directional Beacons Sustain 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

Non-Directional Beacons (NDB) Sustain. Improve system efficiency in the NAS by replacing obsolete, tube-type NDBs with current technology electronics that continue to provide navigational direction information. 

• Procured and installed NDB equipment at about 1

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Procure and install NDB equipment at about 14 

regional locations. 

• Procure and install 14 NDB systems. • Continue to procure an

at about 16 regional loc

3A01: Navigation and Landing Aids: 3A01I; Visual Navigation Aids – Establish/Expand; 

• Visual Navigation Aids for New Qualifiers 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Visual Navigation Aids for New Qualifiers. Improve system NAS efficiency by providing visual approach slope guidance and runway threshold identification to increase landing capability at designated airports throughout the United States. 

• Commissioned 18 precision approach path indicat

various airports. 

• Began site preparation at 39 CAST locations.

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 

Performance O

• Install 25 PAPI systems. • Install 21 CAST PAPI systems. 

• Install 14 new establish PAPI systems. • Procure and install 10 runway end identifier 

lights (REIL) systems. 

• Continue to procure and i

equipment to meet demanguidance at required airpo

3A01: Navigation and Landing Aids: 3A01J; Visual Approach Slope Indicator Replacement – Replace with PrecisioIndicator; 

• Replace Visual Approach Slope Indicator with Precision Approach Path Indicator 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Replace Visual Approach Slope Indicator (VASI) with PAPI. Improve system efficiency in the NAS by replacing aging, obsolete VASI with newer technology—the more standardized PAPI.

• Commissioned six PAPI systems at various locati
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Commission or Return to Services 15 PAPI at

various locations. 

• Continue to procure and install PAPI equipment

to replace the current inventory of VASI systems in the NAS (36 PAPI). 

• Continue to procure an

to replace the current inin the NAS. 

3A01: Navigation and Landing Aids: 3A01L; Navigation and Landing Aids – Service Life Extension Program; 

• Visual Navigation Aids – Sustain, Replace, Relocate (N04.04-00) 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Visual Navigation Aids – Sustain, Replace, Relocate. Improve system

efficiency in the NAS by replacing aging, obsolete visual navigational aids as well as other ground-based navigation and landing aids that are necessary to 

maintain en route, approach, and landing capabilities at various airports throughout the United States. 

• Deployed one ALSF-2. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Deploy two ALSF-2. • Deploy two MALSR.

• Install seven ILS systems. • Install two MALSR systems. • Install one ALSF-2 system. • Install eight REIL systems. • Sustain 65 direction finders (phase II). 

• Continue procuring and 

navigational aids as wenavigation and landing 

3A02: Oceanic Automation System; 

• Advanced Technologies and Oceanic Procedures 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomp

Performance Outp

Advanced Technologies and Oceanic Procedures (ATOP). Increase system efficiency and • Delivered “test bed” procedural syscapacity in all oceanic ARTCCs through the modernization of the oceanic air traffic control systems. The new oceanic automation system sets the stage for reducing aircraft separation 

from 100 nmi to 30 nmi, enabling more planes to safely fly preferred routes. The ATOP program will provide a modernized oceanic air traffic control automation system, installation, 

testing, training, and common procedures and lifecycle system maintenance along withpreplanned product improvements. 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 capabilities such as flight data processing, radar data processing, automatic dependent surveillance, controller-pilot data link, and conflict probe. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete Oakland (key site) ARTCC procedural

system IOC. 

• Conduct IOT&E. 

• Complete New York ARTCC procedural system

IOC. 

• Complete Anchorage A

in FY 2005. 

3A0X: Gulf of Mexico Offshore Program; 

• Gulf of Mexico Offshore Program 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishment

Performance Output Goals 

Gulf of Mexico (GOM) Offshore Program. Develop an approach toimprove efficiency and capacity while enhancing the currently inadequatecommunication coverage over the GOM. This project is composed of two systems: the buoy communications system (BCS) and the VHF extended range network (VERN). They are directed at expanding direct controllerpilot VHF radio communications. The combination of the BCS and VERN will improve efficiency and capacity through enhanced communications in the en route portion of the GOM above 18,000 ft. These enhancements answer current shortfalls as well as proactively address future anticipated growth and user demand for efficient use of the GOM airspace. 

• Transferred VERN to operational control of Houston A

Handoff. 

• Completed construction/refurbishment of production bu• Conducted and completed the BCS provisioning confer• Completed environmental test, production acceptance t

system integration, and multi-buoy test and operational production buoys. 

• Conducted and completed functional configuration aud

with national data buoy center. 

• Conducted several 4-day BCS training course with airw• Initiated multi-buoy upgrades at Houston ARTCC. • Delivered first operational buoy. 

• Completed IOC for two production buoys. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Program cancelled. • Not applicable. • Not applicable. 
3A03: Voice Switching and Control System; 

• Voice Switching and Control System - Control System Upgrade 

• Voice Switching and Control System - Tech Refresh • Voice Switching and Control System - Training and Backup System • Voice Switching and Control System - Switch Replacement 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Voice Switching and Control System (VSCS) Programs. Improve operational efficiency and effectiveness of the NAS by replacing and upgrading the obsolete, nonsupportable VSCS hardware and software in all ARTCCs. The sustainment activities planned under this program include software upgrades, power supply upgrades, position electronic module upgrades, display module upgrades, and system expansions. By performing these sustainment activities, the VSCS Program will provide improved air traffic control services within the en route environment.

• Procured 21 of 21 VSCS servers for the ARTCCs• Delivered VSCS hardware to additional eight cho

providing expanded air traffic operations in the N

• Initiated procurement to replace/upgrade the contr

unit, which is used to perform system-loading reqbaseline verifications of VSCS functions. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Eve

Performa

• Initiate technology refresh activities for sustainment of the 

VSCS to include workstation upgrades. 

• Initiate investment analysis activities for the VSCS 

replacement. 

• Continue technology refresh activities to include 

power supply replacements and video display module replacements. 

• Continue investment analysis activities for VSCS 

replacement program. 

• Continue tec

for the susta2005–2008. 
Activities 4: Improve Reliability of the National Airspace System 

4A01: Guam Center Radar Approach Control – Relocate; 

• Guam Center Radar Approach Control – Relocate 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Guam Center Radar Approach Control (CERAP) – Relocate. Relocate the Guam CERAP from Andersen Air Force Base to the Guam International Airport in Agana to support the FAA system efficiency goal by replacing the facility that was severely damaged by super typhoon Paka. Replacing the damaged facility will allow updated equipment to be installed, which improves the efficiency of air traffic control for international service. 

• Completed Guam CERAP project design to relo

Andersen Air Force Base to Agana Internationa

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete construction of the new CERAP. • Complete electronics installation. • Restore facility at Ande

original condition. 

4A02: Terminal Voice Switch Replacement/Enhanced Terminal Voice Switch; 

• Enhanced Terminal Voice Switch • Command Center Voice Switch 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

Enhanced Terminal Voice Switch (ETVS). Improve NAS system efficiency by replacing the electromechanical and aging electronic switches at all ATCTs and TRACON facilities. Through deployment of modern voice switches, the ETVS program provides terminal facilities with modern reliable voiceswitching capabilities, which enables efficient and effective air traffic operations. 

• Replaced an additional 25 of 212 terminal voice s

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Replace an additional 20 of 212 terminal voice 

switches. 

• Award new contract vehicle for procuring 

terminal voice switches. 

• Replace an additional 15 of 212 terminal voice 

switches in 2004. 

• Replace remaining 73 o

switches in 2005 throug
4A03: Airport Cable Loop Systems – Sustained Support; 

• Airport Cable Loop Systems Sustained Support 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplish

Performance Output 

Airport Cable Loop Systems Sustained Support. Improve the FAA systemefficiency goal by providing sustainability to existing operational airport copper communication infrastructure and new installation of fiber optics infrastructure at hightraffic airport ATC facilities. The program provides the primary pathway for data collection and distribution of power to terminal operational systems and navigation aids. 

• Continued to replace airport system com

system where airport construction or sys

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue to replace airport system

communication cabling system where airport construction or system installations occur. 

• Complete technical review of airport cable loop 

system design. 

• Research retrofit plans for obsolete fiber optic

systems. 

• Develop standardized fiber optic systems parts 

list. 

• Develop airport cable loop system parts database. 

• Continue to replace airp

communication cabling construction or system 

• Develop and implemen

Support Plan. 

• Install new undergroun

at about eight OEP airp

4B01: En Route Automation Program; 

(A) En Route Enhancements (B) Flight Data Input/Output Replacement (C) Direct Access Radar Channel (D) Host/Oceanic Computer System Replacement (E) En Route Communications Gateway

• En Route Communications Gateway Tech Refresh 

(F) En Route Modifications (G) En Route Monitor and Control (H) Aeronautical Information and Flight Planning Enhancements (I) FAA Aeronautical Training Systems (Initial Academy Training System) 
(A) En Route Enhancements 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishments/Stat

Performance Output Goals 

En Route Enhancements Program. Support FAA systemefficiency goals by maintaining and enhancing host computer system (HCS) and DSR system software at the ARTCCs. 

• Completed software adaptation of up to 50,000 fixes to support rou• Enhanced safety and controller efficiency by adding fourth line to th• Provided interface for transitioning from peripheral adapter module 

route communications gateway (ECG). 

• Upgraded common message set functionality for URET CCLD, cen

approach control automation system, and ETMS enhancements. 

• Facilitated display of RVSM capability for micro en route automate• Sourced national and local patches, as space allows, reducing maint

• Implemented improvements to facilitate system operations and main• Developed radar-console display replacement enhancements. 

• Developed upgrades with such features as interactive data block and • Performed upgrades to support URET. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Ev

Perform

• Accommodate national RVSM capability. • Accommodate national equipment-restricted route enhancements. • Enhance ICAO-compliant flight plan processing to facilitate exchange of ICAOcompliant flight plan messages with Canada and Mexico. • Source national and local patches, as space allows, reducing maintenance burden. • Implement improvements to facilitate system operations and maintenance. • Provide command support enhancements. • Enhance target-filtering capability. • Provide upgrades to computer readout device. • Enhance surveillance range settings. • Enhance range readout. • Complete radar-position display replacement. 

• Continue providing software 

evolution, as prioritized and approved by air traffic and airway facilities, to providenew capabilities andenhancements to the host and DSR software and to address critical software problems. 

• Continue p

evolution, approved facilities, tcapabilitiehost and Daddress cr

• Support E

(B) Flight Data Input/Output Replacement Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Flight Data Input/Output (FDIO) Replacement. Support the FAA systemefficiency goal by maintaining and replacing obsolete FDIO equipment.

• Complete installation of 80 FDIO at terminal faci
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete installation of 80 FDIO at terminal 

facilities. 

• Complete installation of 80 FDIO at terminal 

facilities. 

• Complete installation o

facilities 

(C) Direct Access Radar Channel Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

En Route Automation Program – Direct Access Radar Channel (DARC).Maintain an enhanced independent backup radar automation system capable of continuous improvements to functionality. Eliminate legacy hardware and interfaces and replace current software architecture with one that provides hardware independence. 

• Supported implementing new sustained DARC ha• Developed and deployed DARC functional softw

RAP03 nationally. 

• Procured and deployed replacement disk drives fo

that could not be maintained. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue SLEP on seven items identified as 

significant risk to operations. 

• Provide funding for reverse engineering and 

manufacture of selected components. 

• Maintain system operations until replacement 

system allows some decommissioned systems to be harvested for key parts needed to sustain remaining systems. 

• Replace DARC at 20 ARTCCs. • Not applicable. 
(D) Host/Oceanic Computer System Replacement 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Host/Oceanic Computer System Replacement (HOCSR). Maintain the 

reliability and performance of the host and oceanic computer systems within the 

NAS so that future major outages of air traffic control services do not occur. The host and oceanic systems are the central computer and peripheral equipment that processes radar data and formats for the display used by an air traffic controller to control air traffic. The HOCSR program provides upgrades to the critical equipment components that enable air traffic control.

• Completed government acceptance of phase 3 at 1

sites (13 sites out of 23). 

• Completed phase 4 of keyboard video display term

procurement and general aviation for all 23 sites. 

• Completed phase 4 high-speed printer procureme

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• ORD for HOCSR phase 3 systems at three last sites. 

• Complete HOCSR phase 4 printer replacement at all 

23 operational sites. 

• Plan and deploy keyboard video display

terminals to all operational sites. 

• Plan/deploy tape replac• Sustain other periphera

(E) En Route Communication Gateway

• En Route Communication Gateway Tech Refresh 

Primary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplis

Performance Outpu

En Route Communications Gateway (ECG) Tech Refresh. Increase system capacity and expandability by enabling integration of new surveillance technology, introduction of new interface standards and formats, and connection to additional remote equipment. ECG also mitigates end of life risks faced by the currently fielded equipment. The ECG infrastructure will provide the automation system capacity and expandability required tosupport anticipated increases in air traffic and changes in the operational environment.Because ECG is providing the flexible and expandable architecture required for the introduction of new services, systems, and capabilities, it must be deployed before introducing new services, systems, and capabilities. 

• Delivered equipment to WJHTC labs (P

ECG maintenance support system, stansupport facility, and instruction and inte

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Achieve WJHTC government acceptance. • Deliver Federal Aviation Administration

Aeronautical Center (FAAAC) equipment. 

• Achieve FAAAC government acceptance. • Deliver equipment to key site (Seattle ARTCC). 

• Complete IOT&E at key site (Seattle). • Complete in service review and obtain ISD. • Conduct IOT&E. 

• Achieve key site gover• Achieve ORD at 21 of • Commence tech refresh
(F) En Route Modifications 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

En Route Modifications. Improve the FAA system efficiency goal by replacing aging or obsolete components of the en route automation system. The En Route Modification project will replace obsolete components such as system

processors and upgrade and modernize the controller displays and the infrastructure that supports those displays. Replacing obsolete equipment is a necessary part of ensuring reliability and maintainability of the en route automation system.

• Continued to develop DSR radar-console display 

upgrade. 

• Developed and began deployment activities for m

(MDM) replacement, accompanied by relocation module (VEM) and position electronic module (P

• Coordinated and demonstrated display and displa

interface (CHI) development and functional upgradefinitions with air traffic display system replacemProfessional Airways System Specialists, and NatControllers Association. 

• Developed design specifications and change pack

refresh of DSR storage and support devices

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue developing data-console processor 

technical upgrade, simultaneously providing critical capacity and performance improvements supporting URET functionality. 

• Deploy MDM replacement and associated 

hardware accommodating VEM/PEM relocation.

• Continue deployment of MDM replacement and 

associated hardware accommodating VEM/PEM relocation.

• Complete development of data-console processor 

technical upgrade and initiate deployment. 

• Initiate engineering and development of radarconsole processor and display thread technical

upgrade solution, simultaneously providing critical infrastructure upgrades supporting ERAM. 

• Complete MDM replac

hardware accommodat

• Complete radar-consol

thread technical upgradprimary and backup chcontinue deployment o

• Complete deployment 

upgrade. 

(G) En Route Monitor and Control Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

En Route Monitor and Control (EMAC). Improve the FAA system efficiency by supporting the separation of critical, essential, and routine functions of monitor and control throughout all en route facilities. This project will significantly reduce the number of ARTCC system operation center area monitor and control devices, which decreases software development and training costs, enables consolidated facility and legacy systems to interface with NIMS, provides space for implementing new systems, and provides modern, open, and standardized monitor and control devices. 

• Continued EMAC, which is still in mission anal• Completed exploratory activities. • Completed feasibility studies at the Instruction a

Facility (WJHTC).

• Completed evaluation report with recommendat
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue EMAC (still in mission analysis phase). • Develop requirements document.• Develop concept of operations.

• Move EMAC to investment analysis phase. • Issue screening information request. • Award integrator contract. 

• Deploy phase 1 system• Achieve IDU for phase • Evaluate remaining un

select highest priority s

• Plan for subsequent ph

(H) Aeronautical Information and Flight Planning Enhancements Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Aeronautical Information and Flight Planning Enhancements. Support

FAA system efficiency goals by enabling cross-border flight data processing and seamless handoff capability that will ultimately lead to NAS-like, efficient cross-border operations between the United States, Mexico, and Canada. 

• Developed relevant system software, interface, an

requirements for HCS, DSR, URET, and aeronautelecommunications network.

• Began formal initial requirements document. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Begin operational test of automated international 

flight plan interface between Houston ARTCC and Mexico area control center. 

• Complete flight data processing updates for HCS, 

DSR, and URET. 

• Complete transition planning activities for the 

operational use of extended flight plan data NAS-wide in the en route domain. 

• Complete engineering impact analysis detailing the 

effect of en route flight data processing enhancementson other domains and systems. 

• Begin operational use of the extended flight plan 

data needed to support cross-border operations. 

• Complete software updates allowing cross 

border amendment, modification, and cancellation of previously transmitted flight plandata. 

• Provide acknowledgement and reject messages 

to direct-filers for international flight plans. 

• Complete software 

automated handoff

• Support transition o

domains to support 

• Complete transition 

format for all domeoperations. 
(I) FAA Aeronautical Training System - Initial Academy Training System 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accom

Performance Out

FAA Aeronautical Training System – Initial Academy Training System (IATS). Provide training for students to meet a projected shortfall in certified en route air traffic control specialists due to retirement. The IATS will provide a state-of-the-art replica of the en route environment to meet the complex NAS technical 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, DSR workstations, ghost pilot workstations, master instructor workstations, a local area network, and VTABS communication system. 

• Not applicable. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Develop system/segment specification, system

architecture design document, bill of materials, ICD, software requirements document, CHI specification, software design document, hardware design document, and a master test plan. 

• Conduct an FAA Academy site survey; develop an 

FAA Academy training system site activation plan. 

• Conduct system requirements review/system design, 

and preliminary design/critical design review. 

• 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. 

• Conduct operational tes• Conduct field familiari

IOC. 

• Conduct ORD. • Begin training new stud• Continue maintenance • Perform tech refresh of 

personal computers, anworkstations. 

4B02: Air Route Traffic Control Center Building Improvements/Plant Improvements; 

• Air Route Traffic Control Center Modernization 

Primary Goal: 2.1

Program Name and Outcome Goal FY 2002 Program Accomplishments/Status Performance Output Goals 

Air Route Traffic Control Center (ARTCC) Modernization. Support operational efficiency and effectiveness in maintaining the integrity of 21ARTCCs, three CERAP facilities, and the ATCSCC; and ensure facility sustainment, modernization, andexpansion to support air traffic control operations. Thiswill aid in the integration and transition of new NAS systems within ARTCCs, CERAPs, and the ATCSCC and in managing the lifecycle of these facilities. 

• Initiated two M-1 control room/automation wing, second floor, and mod

• Initiated two M-1 control room modernization projects. • Identified and funded mini-modification facility sustainment projects at 

• Initiated implementation of seven ARTCC fire alarm upgrade projects. 

• Funded nine facility condition assessments. • Conducted facility administrative space requirements analysis. 

Transition/Integration Management:

• Developed standard ARTCC layout drawings and standard transition pla

specific, end-state drawings. 

• Initiated integrated resource requirement document for en route facilitie

deployment and facility modernization.
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 

Performance O

• Modernize air traffic control automation wing, 

second floor, and M-1 control room at two sites. 

• Initiate implementation of 14 ARTCC fire alarm

upgrade projects. 

• Conduct seven condition assessments. • Identify and fund mini-modification sustainment

projects at 21 sites. 

• Manage implementation of nine ARTCC fire 

alarm upgraded projects. 

Transition/Integration Management:• Continue end-state, site-specific drawing 

revisions. 

• Conduct facility administrative space 

requirements analysis. 

• Manage smooth transition and integration of the 

NAS system and the en route facility. 

• Modernize/renovate M-1 control room at two 

sites. 

• Modernize/renovate control wing basement

at four sites. 

• Identify and fund mini-modification 

sustainment projects at 21 sites. 

Transition/Integration Management:

• Complete remaining site-specific, end-state, 

drawing revisions. 

• Complete facility administrative space 

requirements analysis. 

• Conduct seven condition assessments. • Complete implementation of 21 ARTCC fire 

alarm upgrade projects. 

• Manage smooth transition and integration of 

the NAS system and the en route facility. 

• Modernize air traffic cont

second floor, and M-1 co

• Modernize/renovate M-1 

sites. 

• Modernize Administratio

rehabilitation/expansion a

• Modernize/renovate M-1 

wing basement at one site

• Modernize/renovate contr

sites. 

• Modernize/renovate autom

only at two sites. 

• Identify and fund mini-m

projects at 21 sites. 

• Conduct seven condition 

Transition/Integration Mana

• Manage smooth transitio

NAS system and the en r

4B03: Air Traffic Management; 

(A) Air Traffic Management Functionally Development/Deployment – Departure Spacing Program (B) Traffic Flow Management Infrastructure – Traffic Flow Management Infrastructure Modernization 

(A) Air Traffic Management Functionally Development/Deployment– Departure Spacing ProgramPrimary Goal: 2.1/2.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishment

Performance Output Goals 

ATM Functionality Development/ Deployment – Departure Spacing Program (DSP). Continue sustainment of the DSP prototype, transition of DSP to a formal NAS system, and eventual integration of DSP functionality into a modernized TFM infrastructure. This will reduce systemwide delays while facilitating achievement of CDM and free flightoperating concepts. 

• Continued incremental software enhancements/sustainm

area facilities. 

• Completed all site surveys for system expansion prior t

plan. 

• Deployed phase I systems at Washington ARTCC and • Deployed DSP integration and operations (DIO) Lab at • Initiated benefits analyses/metrics development for New
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Expand DSP to selected facilities in Boston area. • Continue to sustain DSP at existing facilities in 

New York metro area. 

• Begin planning and activities to baseline existing 

New York system/prepare for transition to a formal NAS system. 

• Perform DSP operational concept/operational 

procedures validation in DIO Lab. 

• Complete benefits analyses/metrics development 

for New York metro area operational system. 

• Continue activities and documentation to 

prepare for transition of DSP to formal NAS system/operations funding and execution. 

• Complete DSP operational concept/operational 

procedures validation in DIO Lab 

• Continue to sustain DSP at existing facilities in 

New York and Boston areas. 

• Expand DSP to selected facilities in 

Washington, DC, area. 

• Consider user requests for enhancements after 

expansion to Washington is complete 

• Complete activities and 

transition DSP to form

• Transition DSP to oper

execution. 

• Decommission DIO La

(B) Traffic Flow Management Infrastructure – Traffic Flow Management Infrastructure – Infrastructure Modernizatio Primary Goal: 2.1/2.1.2/2.1.3

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Traffic Flow Management Infrastructure (TFM-I) Modernization. Increase integration and interoperability with the overall ATM structure. The TFM-I 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 overly complicated and congested with multiple communication and network threads, and existing hardware systems are approaching end of shelf life. Additional enhancements planned under modernization will increase integration and interoperability with the overall ATM 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. 

Initiated planning documents for acquisition of TFMdefinition for platform development, communicationdevelopment of software architecture requirements. include completion of: 

• TFM-I Baseline Functional Audit • Software complexity and software lines of code • TFM-I Business Case • Updated mission needs statement #307 • Initial requirements document (draft) • Statement of work (draft) • System load analysis (ongoing) • Investment analysis (ongoing) • Needs assessment (ongoing) 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue hardware refresh, software redesign and 

development, and integration of standalone prototype capability. 

• Communicate program goals and objectives to 

• Evaluate and determine final design of 

modernized TFM-I. 

• Award contract for final design, 

development, and deployment. 

• Perform site planning, 

implementation to refrworkstations; develop system consistent with 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

industry and solicit industry feedback. 

• Finalize acquisition documents. • Award multiple contracts for phase 1 of TFM 

modernization acquisition; design competition phase. 

• Obtain JRC 2A Approval.

planned hardware/softw

requirements. 

• Reengineer TFM archi

improved access to TFintegration of standalo

4C02: Federal Aviation Administration Telecommunications Infrastructure; 

• Federal Aviation Administration Telecommunications Infrastructure 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Federal Aviation Administration (FAA) Telecommunications Infrastructure (FTI). Improve system efficiency by integrating operationaltelecommunications services and by providing highly reliable telecommunications that are critical to the NAS. These services will providelower costs, improved bandwidth utilization, improved flexibility and security, and modern business processes. 

• Awarded FTI contract. • Completed development of telecommunications i

system ordering capability for FTI. 

• Completed ARTCC telecommunications moderni

York Center.

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Complete factory test for transition baseline. • Complete development of network management

and operations user interface. 

• Complete integration testing at WJHTC. • Complete operational testing at WJHTC. 

• Achieve SCAP. • Begin phase I transition of 27 sites (includes ARTCC

to ARTCC trunks). 

• Initiate transition of leased interfacility NAS 

communications system and national Airspace data interchange network II. 

• Achieve initial ISD for FTI. • Initiate phase II of the transition schedule (325 sites). • Complete development of integrated business system

user interface. 

• Complete phase I tr• Complete transition 
4C03: Air-to-Ground Communications Infrastructure; 

(A) Communications Facilities Enhancement 

• Communications Facilities Enhancement – Expansion • Communications Facilities Enhancement – Air-to-Ground Communications Radio Frequency Interferen• Backup Emergency Communications Replacement 

(B) Communications Facilities Enhancement - Ultra High Frequency Radio Replacement 

• Ultra High Frequency Radio Replacement 

(A) Communications Facilities Enhancement 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Communications Facilities Enhancement (CFE) - Air-to-Ground (A/G) Communications Infrastructure Programs. Enhance operational efficiencyand effectiveness through planned improvements to the A/G communications infrastructure (in all NAS environments, both en route and terminal) that include replacing aging and increasingly unreliable equipment, associate sites, and facility improvements, including the establishment of new facilities intended tobroaden communications coverage. 

• Procured CFE 375 replacement radios, equipment 

towers. 

• Delivered CFE equipment for the next eight chok• Procured and installed radio frequency interferenc

maintain existing communications infrastructure. 

• Continued backup emergency communications (B

integration, site preparation, and installation. Com

• Procured radio control equipment for new require

upgrades, and installed 200 channels. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue BUEC systems integration, site 

preparation, and installation. Complete twoARTCCs. 

• Continue BUEC Program: 50 percent

complete. 

• Conduct CFE site preparation at six sites. • Procure and install RFI equipment to maintain

existing communications infrastructure. 

• Continue BUEC systems integration, site preparation, 

and installation; complete three ARTCCs. 

• BUEC Program: 64 percent complete. 

• Conduct CFE site prep• Procure and install RFI 

existing communication

• Complete all BUEC sy

preparation, and install

• Complete 100 percent o

(B) Communications Facilities Enhancement - Ultra High Frequency Radio Replacement 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Ultra High Frequency (UHF) Radio Replacement Programs. Improve efficiency of communications with the Department of Defense by replacing aging equipment. UHF Radios are required to support military operations. 

• Not applicable. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete source selection activities for UHF 

radio replacement program. 

• Conduct IOT&E. 

• Deploy 367 UHF radios. • Complete nine9 percent of UHF radio 

replacement. 

• Deploy 2,036 UHF rep• Complete 62 percent of 

4C04: Voice Recorder Replacement Program; 

• Voice Recorder Replacement Program 

Primary Goal: 1.1/1.1.1, 1.1.2 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Voice Recording Replacement Program. Improve NAS system efficiency by replacing aging analog voice recording systems with modern digital voice recording systems. These recording systems enable air traffic controllers to effectively record all voice communications between the controllers, pilots, andother ground-based air traffic control facilities, meeting the statutory requirement. 

• Replaced 61 of 530 voice recording systems. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Replace an additional 46 of 530 voice recording 

systems. 

• Replace additional 30 of 530 voice recording 

systems in 2004. 

• Perform 27 of 346 retrofits to previously

delivered systems to bring them up to currenthardware and software configurations in 2004. 

• Replace final 47 of 530 

• Award follow-on contr

319 of 346 retrofits to psystems to bring them usoftware configurations will complete all the revoice recorder replacem
4C05: National Airspace System Infrastructure Management System; 

• National Airspace System Infrastructure Management System – Phase 2 • National Airspace System Infrastructure Management System – Phase 2 Tech Refresh • National Airspace System Infrastructure Management System – Phase 3 

 Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplis

Performance Outpu

National Airspace System (NAS) Infrastructure Management System (NIMS) – Phase 2. Improve the FAA system efficiency by centralizing information and technicalexpertise and providing remote monitoring and control capabilities. NIMS phase 2 fieldsa COTS-based information system that consists of distributed computers and integrated software/database applications for a national operational control center and three strategically located operational control centers (OCC) to support air traffic services inmeeting demand for increasing services with diminished resources while maintaining safety. Centralizing information, such as maintenance history, promotes informed, effective maintenance actions. Remote monitoring and control capabilities reduce maintenance personnel travel time and equipment downtime, saving time and money,improving efficiency, and reducing delays. With over 20,000 NAS facilities, many located far from maintenance personnel, reducing travel time and increasing maintenance personnel historical knowledge combine to yield increased service value at a reduced cost. 

• Deployed enterprise manager functiona

control center and three OCCs. 

• Consolidated 12 general national airspa

control centers into OCCs. 

• Initiated technology refresh of maintena

• Began transitioning fielded remote main

systems to NIMS. 

• Completed seven7 percent of the system

percent. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 2

Performance Out

• Complete general national airspace systems 

maintenance control center into OCC consolidation.

• Commission enterprise manager. • Continue technology refresh of maintenance data

terminals. 

• Connect to one NAS legacy systems (Low Power 

DME Model 1118).

• Initiate NIMS connectivity with new NAS systems 

(ITWS, ATCBI-6).

• Complete 8 percent of the system; total completed: 21

percent. 

• Deploy facility maintenance 

logging tool at key site. 

• Connect to one NAS legacy

system. 

• Connect to seven new NAS 

systems. 

• Continue technology refresh. • Complete 14 percent of the 

system; total completed 35percent. 

• Complete deployment of NIMS 

operations centers and over 300 

• Retire legacy maintenance proce

and software. 

• Complete technology refresh of 

terminals and servers from phas

• Connect to 47 NAS legacy syste

remain entering FY 2009. 

• Initiate NIMS technology refres

• Complete 63 percent of the syste

percent. 
4C06: Flight Service Station Modernization; 

• Automated Flight Service Stations Facilities Sustainment • Flight Services Automation System – Power Conditioning Systems Upgrades 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Automated Flight Service Stations (AFSS) Facilities Sustainment. Improve FAA system efficiency by upgrading and repairing AFSS/FSS infrastructure, which includes heating/ventilation and air-conditioning systems, roofs, and fire and life safety upgrades. These upgrades ensure the proper environmentalcontrol in operations, equipment, and administrative areas. 

• Completed uninterruptible power systems (UPS) i• Completed HVAC upgrades at three sites. • Performed minor infrastructure improvements at 

and fire life safety, to OSHA standards. 

• Improved NAS system efficiency by procuring po

for the AFSS to alleviate power problems and accrequirement from future systems. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Complete UPS installations at nine sites. • Complete HVAC upgrades at three sites. • Perform minor improvements at 10 sites, 

including roof and fire light safety, to meetOSHA standards. 

• Improve NAS system efficiency by procuring 

power-conditioning systems for the AFSS to alleviate power problems and accommodate any new load requirement from future systems. 

• Remove old facility and infrastructure at four sites. • Complete HVAC replacements at eight sites. • Complete HVAC improvements at two sites. • Reconfigure power distribution at nine sites. • Replace engine generators at five sites. • Perform improvements at 10 sites. • Perform facility expansion at one site. • Improve NAS system efficiency by procuring 

power-conditioning systems for the AFSSs to alleviate power problems and accommodate new load requirement from future systems. 

• Complete UPS installat• Complete HVAC upgra• Perform major rehabilit

including roof and fire standards. 

• Improve NAS system e

power-conditioning sysalleviate power problemnew load requirement f

4C07: Flight Services Automation System Operational and Supportability Implementation System; 

• Operational and Supportability Implementation System 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output G

Operational and Supportability Implementation System (OASIS). Provide ongoing operational support, enabling flight service specialists to more efficientlyprovide weather and flight information to GA pilots. The existing flight services automation system equipment is 1980s technology and is difficult to maintain and support. OASIS will provide significant improvement in the CHI by replacing the existing flight services automation system display with a graphical user interface. Additionally, new ergonomic equipment consoles will be installed. 

• Procured 15 OASIS systems and installed on• Procured new replacement consoles for 17 A

replacement consoles at 17 AFSSs. 

• Completed IOT&E. • ISD—deployment to the first 25 AFSSs, appr

• Completed operational readiness declaration—

7/29/02. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Install up to 12 OASIS systems at AFSSs. • Install new replacement consoles at up to nine 

AFSSs. 

• Procure and install up to 12 OASIS systems. • Conduct IOT&E. 

• Procure and install re• Procure and install re

consoles. 

• Install OASIS lease s

operational use. 

4C09: Flight Service Station Switch Modernization; 

• Automated Flight Service Station Voice Switches 

Primary Goal: 1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Automated Flight Service Station (AFSS) Voice Switches. Provide pilots with

significantly improved access to flight planning, weather, communications, and 

emergency services deemed essential to conducting safe and efficient flight. Thismodernization program will replace the aging, nonsupportable voice switches at 61 AFSSs throughout the NAS and at 14 non-AFSSs located in Alaska. The principal enhancement of this program is a call transfer capability, enablingAFSSs to transfer A/G calls to other AFSSs during periods of low demand. When fully implemented, the call transfer capability will significantly reduce 

operational costs. Through deployment of modern digital voice switches, the AFSS Voice Switches Program will significantly improve the operational and maintenance aspects of flight service operations. 

• Awarded automated FSS voice switches contra

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 

Performance O

• Complete PDR. • Conduct factory qualification testing. 

• Procure three AFSS voice switches systems 

for OT&E. 

• Conduct OT&E and IOT&E • Install seven of 61 voice sw• Install 11 of 61 voice switch• Install 11 of 61 voice switch
4C10: Alaskan National Airspace System Interfacility Communications System; 

• Alaskan National Airspace System (NAS) Interfacility Communications System (ANICS) Satellite Network – • ANICS (Tech Refresh) 

Primary Goal: 2.1/2.1.5 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Alaskan National Airspace System (NAS) Interfacility Communications System (ANICS) Satellite Network – Phase II. Improve system NAS efficiency by installing a new satellite telecommunications facility at locationswhere the FAA has experienced poor performing telecommunications. The increase of telecommunications availability provided by implementing ANICS sites corresponds to a direct increase in the availability of the NAS and improves air safety in Alaska. 

• Negotiated a firm-fixed price for new ANICS Pha

• Purchased and engineered two Phase II ANICS si• Installed one new Phase II ANICS sites; site is un

testing.

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Purchase and engineer six Phase II ANICS sites. • Install eight new Phase II ANICS sites. • Bring online eight Phase II ANICS sites.• Improve communications at eight sites. • Correct any installation discrepancies. • Correct joint acceptance inspection (JAI) 

discrepancies. 

• Cut over circuits to operational sites. 

• Install seven new Phase II ANICS sites. • Bring online seven Phase II ANICS sites. • Improve communications at seven sites. • Correct any installation discrepancies. • Correct JAI discrepancies. • Cut over circuits to operational sites. 

• Install three new Phase • Bring online three Phas• Improve communicatio• Correct any installation • Correct JAI discrepanc• Cut over circuits to ope

4C11: Electrical Power Systems – Sustain/Support;

• Power Systems Sustained Support

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

Power Systems Sustained Support. Improve NAS facilities availability andreliability by reducing the potential for power outages. The electrical power systems program sustains existing power systems and training maintenance personnel, resulting in improved efficiency, and will increase the safety of FAA employees working on power projects. 

• Replaced UPS at 13 of the 176 TRACONs. • Replaced ARTCC critical essential power system b

ARTCCs. 

• Improved ARTCC critical essential power system 

• Replaced 66 engine generators out of the 2,250-en
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Replace UPS at five of the 176 

ATCTs/TRACONs. 

• Improve ARTCC critical essential power system 

at five of the 21 ARTCCs. 

• Sustain existing NAS power systems at about 100 

facilities by replacing engine generators, power cable, direct current bus system; batteries; and lightning protection, grounding, bonding and shielding. 

• Sustain existing NAS power systems at about 

130 facilities by replacing engine generators, power cable, direct current bus system; replacing batteries, and UPS, and lightning protection, grounding, bonding, and shielding. 

• Critical power distribu

facility at Oklahoma C

• Sustain existing NAS p

420 facilities by replacpower cable, direct curbatteries, and UPS, and grounding, bonding, an

4C12: National Airspace System Recovery Communications; 

• National Airspace System Command and Control Communications Program 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Recovery Communications – Command and Control Communications (C3) Program. Provide system efficiency to the NAS by ensuring that during emergencies, C3 will be able to provide time-critical public and NAS information between the Administrator, the Administrator’s staff, key regional managers, the DOT, and other national-level executive personnel. Because of September 11, 2001, modernization of several Agency Command and Control facilities was required to ensure continuity of operations. 

• Modernized the Washington Operations Comman• Delivered 211 of 490 secure telephone equipment • Designed VHF operational test network. • Delivered and installed 81VHF equipment units. • Tested and implemented wireless notification syst

three of 30+ sites. 

• Procured WNS software for 30 sites. 

• Delivered, installed, and provided training for 55 

machines. 

• Modernized other classified facilities. • Implemented two automated message-handling sy

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

• Award VHF/FM contract. • Design and install defense messaging system 

network at 30 of 40+ sites. 

• Implement 105 out of the remaining 174 STE. • Implement 695 VHF/FM handhelds out of 5000+. • Implement 109 VHF/FM repeaters out of 1200+. • Implement 50 out of 600+ VHF/FM base stations. • Enhance and upgrade communications support 

• Upgrade and enhance satellite telephone network 

phones at 39 of 39 sites. 

• Delivered two out of two secure conferencing 

systems. 

• Implement seven additional secure fax machines. • Modernize other classified facilities. • Implement remaining (95 out of 125) portable 

and fixed satellite systems. 

• Complete deployment • Complete procurement 

systems. 

• Implement P3I. • Complete modernizatio• Provide communicatio

required. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

team equipment (12 teams). 

• Implement six additional secure fax machines. • Procure and implement 30 out of 125 portable 

and fixed satellite systems. 

• Implement 28 sites with WNS. • Procure secure cell phones (10 out of 40). 

• Complete the current defense messaging system

design implementation (10+ sites). 

• Implement remaining STE requirements (174). • Procure remaining secure cell phones (30 units). 

4C13: Aeronautical Center Infrastructure Modernization; 

• Aeronautical Center Infrastructure Modernization 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Aeronautical Center Infrastructure Modernization. Improve operationalefficiency and effectiveness by providing up-to-date facilities and supporting infrastructure that meet the needs of the FAA mission support organizations located at the Aeronautical Center. 

• Completed construction of the first construction p

support facility (LSF) structural upgrade and bega

• Started designing third phase of the LSF structura• Installed telecommunications equipment, includin

cabling, network equipment, and NOTEL telepho

• Designed and awarded first phase of Civil Aerom

building renovation. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 2

Performance Ou

• Begin construction of third phase of the LSF 

structural upgrade; complete design for fourthphase. 

• Install telecommunications equipment,

including telephone system cabling, network equipment, and NORTEL telephone switch upgrade. 

• Design and award second construction phase of 

CAMI renovation. 

• Complete third phase of the LSF structural 

upgrade; complete design for the fifth phase; and begin fourth phase construction. 

• Provide NORTEL telephone switch 

upgrade; install telecommunications equipment.

• Design and award third construction phase 

of CAMI renovation. 

• Design flight inspection building 

renovation. 

• Design storm sewer expansion. 

• Complete design and construc

of the LSF structural upgrade. 

• Complete installing telecommu• Upgrade NORTEL switch. • Begin next-generation telecom

modernization and provide tel

• Complete design and construc

of the CAMI Building renovat

• Complete renovation of flight • Complete expansion of storm • Design and construct multipur

renovation, except final phase
Activity 5: Improve the Efficiency of Mission Support 

5A01/5A02: National Airspace System Improvement of System Support Laboratory /FAA William J. Hughes Techni

• National Airspace System Improvement of System Support Laboratory• Technical Center Facilities 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output G

National Airspace System Improvement of System Support Laboratory. Improve system efficiency in the NAS by providing the agency’s laboratoryinfrastructure at the WJHTC for the development, testing, upgrades, and second level field support of CIP programs. Each CIP program supported by these laboratories contributes to one or more of the FAA and DOT goals. 

• Sustained and supported FAA WJHTC Labor

Facilities; supported testing and development and provided second-level support to operatio

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Sustain and support FAA WJHTC Laboratories 

and Test Facilities. 

• Sustain and support FAA WJHTC Laboratories 

and Test Facilities. 

• Sustain and support FA

and Test Facilities. 

5A03: Technical Center Building and Plant Support; 

• William J. Hughes Technical Center Infrastructure Sustainment 

Primary Goal: 2.1

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

William J. Hughes Technical Center (WJHTC) Infrastructure Sustainment. Improve system NAS efficiency by refurbishing and replacing aging, obsolete facilities, systems, and equipment. These activities will ensure the WJHTC’s ability to sustain its physical structures in its efforts to developand support a safe, secure, and efficient global aviation system. 

• Performed infrastructure upgrades at five R&D fa

(refurbished/replaced HVAC systems, electrical psystems, and exterior glazing). 

• Completed building #301 interior renovation/eme

synchronization. 

Program Plan FY 2003 

Performance Output Goals

Program Plan FY 2004 

Performance Output Goals

Key Events FY 200

Performance Outpu

• Replace the exterior glazing in 

building #301. 

• Replace the building #303 boiler stack. • Complete the building #300 interior 

upgrade design. 

• Replace building #300 mechanical equipment 

(phase 1). 

• Make water distribution system

improvements. 

• Perform building #303 fire-suppression 

upgrades. 

• Replace building #300 primary feeder.

• Conduct building #300 mechanical e

program (phase 2). 

• Renovate building #275 and expand • Replace electrical transformers at va• Complete roadway improvements at • Replace one refrigeration machine in 

• Remediate storm water system. • Replace underground electric cable. 
5A05: Department of Defense/Federal Aviation Administration Facilities Transfer; 

• Department of Defense/Federal Aviation Administration Air Traffic Control Facility Transfer/Modernization 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments/

Performance Output Goals 

Department of Defense (DoD)/Federal Aviation Administration (FAA) Air Traffic Control Facility Transfer/Modernization.Engineer, deploy, and modernize new civilian airspace transferred to the FAA by the Department of Defense. The outcome goals are improved reliability and capacity of the NAS. 

• Enhanced the reliability of communications in northern Ca

distance radio communications link backbone loop (VandeMugu/Edwards/Paso Robles, with telecommunications, mishort-term emergency power, security, etc.). 

• Enhanced the reliability of communications at Pt. Lay, AK• Digitized radar at Castle, CA. • Engineered requirements to upgrade radar at 29 Palms and • Supported the air traffic operations of Ft. Sill, OK, Army r

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Acquire new systems to enhance radar data

accuracy and reliability. 

• Resolve unsatisfactory condition reports. 

• Acquire new systems to enhance radar data

accuracy and reliability. 

• Resolve unsatisfactory condition reports. 

• Acquire new systems to 

by air traffic controller

• Resolve unsatisfactory 

5A09: Federal Aviation Administration Buildings and Equipment; 

(A) Federal Aviation Administration Buildings and Equipment Sustain Support (B) Seismic Safety Risk Mitigation 

(A) Federal Aviation Administration Buildings and Equipment Sustain Support Primary Goal: 2.1/2.1.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Federal Aviation Administration (FAA) Buildings and Equipment Sustain Support. Achieve the optimum level of customer satisfaction that should resultfrom sustainment actions, expansions, and modifications. This also includes improving NAS efficiency by providing facility replacements and upgrades to 

reduce maintenance requirements associated with an aging infrastructure. 

• Performed projects at the facilities supporting the 

• Performed about 503 projects in FY 2002. • Upgraded five unstaffed facilities. • Replaced or refurbished 10 shelters. • Installed 23 engine generators. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 2

Performance Out

• Support the OEP to sustain the navigation aid 

(NAVAID) 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. • Reduce the deferred maintenance backlog. • Implement the RESTORE Web tool. 

• Support the OEP to sustain the NAVAID 

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. • Reduce the deferred maintenance backlog. 

• Continue to repair and upgrades 

facilities. 

• Support the OEP to sustain the N

NAS facilities at the benchmark 

• Completely refurbish at least fiv

annually. 

• Install a minimum of 10 engine g• Replace a minimum of 10 shelte• Continue power and HVAC repa

facilitate installation of new equi

• Reduce the deferred maintenance 

(B) Seismic Safety Risk Mitigation Primary Goal: 4.1

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Seismic Safety Risk Mitigation Program. Complete evaluation of at risk buildings at the end of FY 2006 and mitigate the unacceptable risks by the end of FY 2020. 

• Initiate seismic evaluations of Memphis ARTCC, 

ARTCC, and Salt Lake City ARTCC. 

• Briefed three product teams on seismic safety req

equipment and new construction. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Complete seismic evaluations of Seattle AFSS and 

ARTCC, and Salt Lake City ARTCC. 

• Initiate Seismic evaluation of Puerto Rico ARTCC, 

Anchorage ARTCC, Oakland ARTCC, and Los Angeles ARTCC.

• Compile biennial seismic safety report for the Office 

of the Secretary of Transportation. 

• Continue to brief product teams and new programs. 

• Complete seismic evaluations of Puerto Rick

ARTCC and Anchorage ARTCC.

• Award the contract for seismic safety training.

• Initiate seismic safety training for FAA building

design engineers, architects, Real Estate Contracting Officers, Regional Associate ProgramManagers, and others. 

• Continue to brief product teams and new 

programs. 

• Not applicable. 
5A11: Computer Aided Engineering and Graphics Modernization; 

• Computer-Aided Engineering Graphics Replacement 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishm

Performance Output Go

Computer-Aided Engineering Graphics (CAEG) Replacement. Improve system efficiency at all regions and centers by using enhanced computer-ai

ded 

design and drafting systems, coupled with a secure Web-based engineering drawing access system to facilitate drawing access, retrieval, and update. This increases the FAA’s ability to implement capital improvements with correct an

d

timely information. The system meets increasing user access needs by expanding the system and by providing a flexible system interface to a suite of state-of-theart graphical modeling and analysis tools. This will be done in conjunction with access to an underlying secure and reliable engineering library to augment the transition engineering process. 

• Fielded t

he airport system v 1.0 with requisite t

curriculum.

• Upgraded airport system v 1.0 to i

nclude 7460-

upgraded to threshold siting analysis. 

• Migrated radio coverage anal

ysis system (R

C

A

NT platform and server via a centralized CITRI

• Upgraded/increased CITRIX server licenses by 

access points to the RCAS/Airport System appl

• Completed beta testing of R

C

AS v11. 

• Upgraded CAEG database engine to v Oracle 9

time, reliability, an

d maintainability. 

• • • • 

Provided rapid application of all Windows secusecurity breach of CAEG system. Sustained national C

AEG system maintenance 

system availability. Installed electronic document management systco

mpleted implementatio

n testing at a regional 

Developed an engineering database for 3,000 enimages with metadata for 16,650 drawings. 

• Began testing new licensing concept (Bentley P

en

hanced management an

d flexibility in terms o

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Ev

Perform

• Implement next generation of Microsoft operating system and 

CAEG servers.

• Provide national training to t

he nine regions for t

he R

C

AS v11.

• Finish i

mplementing t

he C

AEG backup/recovery plan.

• Provide rapid application of all Windows security patches to

prevent breach of CAEG system.

• Replace CITRIX servers and begin the deployment of a 

secondary backup site.

• Sustain national C

AEG system maintenance vehicle to ensure 

optim

u

m system availability.

• Complete feasibility study for adoption of COTS spatial 

anal

ysis tools as a 

possible complement or re

placement for the 

• Co

mplete the CAEG SCAP. 

• Upgrade t

he underl

ying operating system and 

database management system software to t

he 

latest revision. 

• Expand access to the electronic document 

management system to as many as 300 additional users. 

• Upgrade estimated 16 low-production plotters 

with more modern an

d versatile plotters. 

• Replace outdated 200 MHz NT servers with 

modern servers for improved performance. 

• Further develop t

he engineering database with

• Phase i

n n

hardware 

• Provide ra

current oppatches to system.

• Sustain na

maintenanoptim

u

m s

• Investigat

solutio

n fo

develop st
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Ev

Perform

in house developed software.

• Further develop an engineering database with 3,000 

engineering drawing file images and corresponding metadataand serve via a secure intranet mechanism with the planned inclusion of the remaining 13,650 drawings.

• Institute performance metrics for the CAEG program.

• Implement and publish CAEG Web services for distribution 

throughout the agency. 

3,000 engineering drawing file images and corresponding metadata and serve via the intranet with a remainder of 10,650 drawings. 

• Monitor and enhance CAEG performance 

metrics. 

• Update/replace existing COTS spatial analysis 

tools per the recommendation of feasibility study. 

• Complete 

the remaindrawing fi

• Provide en

and airpor

5A12: Information Technology Integration; 

• Information Technology Integration 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments

Performance Output Goals 

Information Technology (IT) Integration. Improve operationalefficiency and effectiveness by reducing the cost of delivering IT services, without reducing service quality, by optimizing IT decisions 

and resources across the agency. 

• Continued to integrate improved processes for certifying so

and ground systems to ensure safety.

• Enhanced the FAA metadata repository from a limited IOC 

expanded capability. 

• Completed phase I of the Enterprise Architecture for Adm• Achieved a rating of “green” on the e-Gov scorecard throu

Strategy, Section 508 Compliance Plan, and enterprise arch

• Developed the Agency’s business planning and portfolio m• Established the Section 508 Compliance Program. • Established a governance process for implementing NAS d
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Ev

Perform

• Continue to integrate improved processes for certifying 

software aspects of airborne and ground systems to ensure NAS safety.

• Complete identification and adoption of “best practices” for 

safety and security engineering and begin integrating safety/security processes into the FAA’s acquisitionmanagement and systems engineering lifecycle processes. 

• Implement the initiatives of the agency’s Data Management

Program and Business Planning and Portfolio ManagementPrograms to achieve increased business value. 

• Complete phase II of the Enterprise Architecture to include

development of the Architecture for Mission-SupportSystems, and baseline the “to be” Architectures for Administrative Systems and Mission-Support Systems. 

• Achieve full compliance with the Government Paperwork 

Elimination Act to automate information collections andprocesses, including digital signature capability. 

• Train Webmaster, Web designers, and managers in Section 

508 Compliance requirements. 

• Identify mission-critical data elements and develop an 

additional 250 data element standards. 

• Implement initiatives that reduce software costs, 

software-induced cost overruns, schedule slippages, and post-deployment defects in NAS and other systems. 

• Develop guidelines for FAA systems to enhance 

safety and reliability characteristics.

• Continue integrating safety and security

engineering processes to better NAS and nonNAS systems 

• Incorporate best practices for IT capital planning 

and investment control into the agency lifecycle management policies and processes, and establish a capital planning process for significant IT investments not currently covered under the existing acquisition management system process. 

• Implement a model of the enterprise architecture 

consistent with the OMB and DOT guidance. 

• Fully implement Section 508 Compliance 

requirements in all electronic information technology procurements. 

• Standardize remaining mission-critical data

elements.

• Continue 

processes aspects osystems t

• Continue 

initiativeManagemPlanning Programs business 

• Extend, a

improvemtools that enable imof both N

5A13: Operational Data Management System - National Airspace System Aeronautical Information Management En

• National Airspace System Aeronautical System Resource 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accom

Performance Ou

National Airspace System Aeronautical System Resource. Provide through the Notice toAirmen (NOTAM) automated distribution system standardization within the NAS, timeliness ofdelivery across the NAS, a centralized NOTAM source, and state-of-the-art entry and delivery of critical safety information using dedicated telecommunications network. This project stems fromthe fact that n June 2001, an FAA memorandum identified two incidents that highlighted someweakness in the current NOTAM 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 NOTAM automated distribution solution includes towers/TRACONs, FSSs, and ARTCCs of the NAS and also the ATCSCC in Herndon, VA. 

• Installed Web-based NOTAM ca

towers. 

• Procured telecommunication netw

concept sites. 

• Conducted user testing on tower/

NOTAM software that will replacapability. 

• Began developing and testing fli

traffic control software. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Install automated NOTAM software capability at 

FAA tower (Peachtree DeKalb, Atlanta, GA). 

• Conduct automated NOTAM test at 32 proof of 

concept sites in southern and northwest mountain regions. 

• Make production rollout decision. 

• Procure hardware/spares for NOTAM automated 

solution.

• Install 75 sites with NOTAM automated solution.• Procure dedicated telecommunications network 

for 75 sites. 

• Develop and train air traffic/airways facilities 

workforce on NOTAM automated solution.

• Procure hardware/sp

NOTAM automated 

• Train air traffic/airwa

NOTAM automated 

• Commission systems

5A14: Logistics Support Systems and Facilities; 

• Logistics Support Systems and Facilities – Asset and Supply Chain Management 

Primary Goal: 2.1/2.1.5 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Logistics Support Systems and Facilities – Asset and Supply Chain Management (ASCM). Improve operational efficiency and effectiveness throughout the agency by exercising effective control of assets and providing full lifecycle management. 

• Acquired 540 scanners for asset tagging and data 

agency-specific applications for scanners. 

• Released screening information request and comp

information request evaluation process. 

• Completed ASCM phases 2 and 3, A to G, build p• Identified and developed definitions for 1,000 FA

• Acquired development hardware for logistical cen

(LCSS). 

• Began LCSS modeling. • Acquired COTS software for prototyping LCSS b• Interface legacy systems to meet DELPHI require
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Event

Performan

• Begin tagging field spares inventory, real property,

personal property, and government-furnished property atcontractor depots. 

• Field 540 scanners. • Complete ASCM request for offer development. • Complete investment analysis following JRC-2a

investment decision. 

• Complete union negotiations for fielding personal

property scanners. 

• Acquire and install production platforms for data

harvesting. 

• Identify host sites for national ASCM servers. • Incorporate ASCM enterprise asset management (EAM) 

structure into FAA Chief Information Officer’s (CIO) Enterprise Architecture. 

• Complete LCSS business scenarios and develop 

methodology for integrating LCSS with DELPHI. 

• Continue prototyping LCSS business scenarios on 

COTS software package. 

• Acquire and field 600 scanners. • Continue tagging personal and real property.• Complete JRC-2b Investment Decision. • Release Request for Offer and evaluate 

proposals. 

• Continue EAM CIO data stewardship 

development efforts; goal = 300 data elementsstewardship identified. 

• Complete prototyping LCSS software suites, 

acquire production platform, and license 3,000 LCSS users. 

• Field 600 scanners• Continue tagging re• Award ASCM cont

development platfo

• Complete developm

(replaces legacy pesoftware), acquire 5same, and continue stewardship develodata elements stew

• Complete LCSS lic• Field 600 scanners 

effort. 

• Acquire developme

ASCM builds B to data stewardship de900 data elements s

5A15: Test Equipment – Maintenance Support for Replacement; 

• Test Equipment Modernization/Replacement 

Primary Goal: 2.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Goa

 Test Equipment Modernization and Replacement. Improve FAA’s systemefficiency by procuring the test equipment necessary to ensure reliable NAS operation. As the FAA modernizes the NAS, it must purchase appropriate testequipment designed to test the systems being installed. Without such equipment, equipment cannot be repaired efficiently, and outages would be unnecessarily prolonged. 

The National Test Equipment Program procured the items in FY 2002:

• 18 signal generators. • Four electronic counters. • Five power meters. • 130 oscilloscopes. 
Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performance 

The test equipment national program office will purchase: 

• 10 signal generators, which are used as a source to test, 

align, and verify NAS equipment.

• 40 scope meters. • 40 oscilloscopes to support higher frequency 

requirements such as radar. 

• 12 spectrum analyzers. • Three frequency counters, which determine the 

frequency of an unknown signal or a nonworking transmitter 

• Purchase 556 oscilloscopes to support 

higher frequency requirements such as radar. 

• Purchase signal gene

counters, and test set

5A16: Facility Security Risk Management; 

• Facility Security Risk Management 

Primary Goal: 5.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Facility Security Risk Management. Improve and/or enhance physicalsecurity at all FAA staffed facilities in accordance with FAA Order 1600.69a. This order delineates requirements for physical security protective measures and establishes standards, objectives, procedures, and techniques to protect FAA employees, agency property, facilities, and contractors, as well as the public. This order clarifies and updates facility security procedures for all FAA facilities and establishes standards for facility security management, control, andsafeguarding of assets and facilities. 

• Upgraded and accredited 227 facilities.• Developed statement of work for contract mainten• Started engineering design at 18 ARTCCs.• Began impact assessment and implementation wit• Installed positive access control at 235 facilities. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Upgrade and accredit 42 facilities.

• Start engineering design at two ARTCCs.• Start construction at four ARTCCs.

• Award maintenance contract for security 

equipment.

• Install positive access control at 19 additional 

facilities. 

• Upgrade and accredit 68 security level I and II 

facilities. 

• Start phase II construction at 10 ARTCCs. 

• Continue to upgrade an

III, and IV facilities.
5A17: Information Security; 

• NAS Information Security - Information Systems Security

Primary Goal: 5.1 

Program Name and Outcome Goal FY 2002 Program Accomplis

Performance Outpu

National Airspace System (NAS) Information Security – Information Systems Security. Improve FAA safety by safeguarding information through various means, such as information security access, Web-based protection, and activities to “firewall” electronic access. International terrorism has become a major threat to U.S. national security, and there are nation-states that have cyber capability and are unfriendly to the United States. The phenomenal growth of the Internet and the worldwide proliferation of sophisticated computer skills have created a potential to threat to the nation’s critical information infrastructure, including the air traffic control system. The FAA has three objectives in this area. The first objective is to ensure effective preparedness, detection, response, and recovery to cyber attacks. The second objective is to integrate information security efforts into all of acquisition and operation phases to protect FAA people, buildings, and information. The third objective is to support the nation’s efforts tosafeguard homeland security, in particular the aviation infrastructure and industry.

• Completed construction and achieved 

security incident response center (CSIR

• Completed certification and authorizat

National Airspace Systems in accordan

• Completed integrated facility protectio• Awarded a technical services support c

and engineering services to provide suassist in developing FAA-wide cyber p

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events 

Performanc

• Continue to update the detection tools 

used by cyber security professionals. 

• Implement cost-effective 

countermeasures based on risk assessment reports and intrusion detection analysis of CSIRC data toprotect against cyber vulnerabilities. 

• Conduct penetration testing to ensure 

electronic boundaries are secure. 

• Develop policy, plans, and standards to

support an agency’s public keyinfrastructure approach. 

• Install boundary protection into 10 

ARTCCs 

• Expand the initial public key infrastructure to key NAS 

facilities that include ARTCC and TRACON facilities. 

• Continue the deployment of 10 electronic boundary

protection at ARTCCs and begin work on three TRACON facilities.

• Continue work on the FAA’s information systems security

architecture that calls out 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 the needs of the NAS. 

• Continue work in 

protection until all facilities are comp

• Evaluate and acqu

by the CSIRC to arapidly changing cvulnerabilities. 

• Evaluate and acqu

countermeasures/paddress discovered vulnerabilities. 
5B01: National Airspace System Facilities Occupational Safety and Health Administration and Environmental Stan

• National Airspace System Facilities Occupational Safety and Health Administration 

(A) Occupational Safety and Health Administration Compliance (B) Fire Life Safety for Air Traffic Control Towers (C) Energy Conversation Implementation (D) Environmental Standards Compliance 

• National Airspace System Facilities Occupational Safety and Health Administration - Environment Policy D

Primary Goal: 4.1 

Program Name and Outcome Goal FY 2002 Program Accomplishments

Performance Output Goals 

National Airspace System (NAS) Facilities Occupational Safety and Health Administration (OSHA)/ Environmental Standards Compliance. Implement programs for OSHA and EnvironmentalCompliance, fire life safety (FLS), and energy conservation; ensure a safe and healthful workplace for FAA employees; and protect the environment through sound environmental and energy efficientpractices.

• Developed fall protection program to protect employees w• Developed electrical safety program to protect employees • Developed confined space entry program to protect emplo

hazards. 

• Developed lockout/tagout program to protect employees f

• Supported the acquisition management organizations by p

safety and health (OSH) and environmental technical assiacquisition process. 

• Performed environmental compliance plan (ECP) follow-

regions/centers. 

• Reduced energy consumption in FAA administrative buil

• Continued to provide maintenance training for technician

systems in ATCTs; initiated training for technicians respoARTCCs; and continued FLS upgrades to ATCTs. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Eve

Performa

• Implement a fall protection program to protect

employees working at heights. 

• Support the acquisition management 

organizations by providing OSH and environmental technical assistance throughout the acquisition process. 

• Perform ECP followup reviews in three 

regions/centers. 

• Implement energy-efficient/conservation efforts. • Continue to provide maintenance training for 

technicians responsible for FLS systems inATCTs and ARTCCs and continue FLS upgrades to ATCTs. 

• Support the acquisition management organizations by 

providing OSH and environmental technical assistance throughout the acquisition process. 

• Perform ECP followup reviews in two regions/centers. 

• Continue to implement FLS upgrades for ATCTs. • Continue to implement agencywide fall protection program

to protect employees working at heights. 

• Continue to implement electrical safety program to protect

employees working on electrical systems. 

• Continue to implement lockout/tagout program for energyisolating devices to protect employees working on machines 

or equipment.

• Continue to implement confined-space safety program. • Fund local energy efficiency initiatives that comply with 

Executive Order 13123. 

• Continue to 

for ATCTs. 

• Continue to 

 energy-effic

• Support the a

organizationenvironmentthroughout th

• Complete EC

regions/cente

• Continue to 

programs.
5B02: Fuel Storage Tank Replacement and Monitoring; 

• Fuel Storage Tanks 

Primary Goal: 4.1 

Program Name and Outcome Goal FY 2002 Program Accomplishme

Performance Output Go

Fuel Storage Tanks. Sustain fuel storage tank systems in the FAA’s operational inventory to support continued operation of mission-critical activities and to reduce or eliminate environmental damage to communities andthe environment.

• Conducted a pilot test of fuel storage tank optical 

remote monitoring maintenance capability. 

• Finalized FAA Order 1050.16. • Integrated environmental compliance program go

plan categories and into Fuel Storage Tank Opera

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events F

Performance 

• Continue tank-removal efforts associated with

decommissioned Beacon sites. 

• Continue replacement/sustainment of about 

3,000 fuel storage tanks. 

• Complete closure of storage tank efforts 

associated with decommissioned sites. 

• Provide lifecycle replac

storage tank systems. 

• Provide remediation ef

tank system replacemen

5B03: Hazardous Materials Management; 

• Environmental Cleanup / Hazardous Materials 

Primary Goal: 4.1 

Program Name and Outcome Goal FY 2002 Program Accomplishment

Performance Output Goals 

Environmental Cleanup/Hazardous Materials. Ensure compliance withstatutory mandates and identify appropriate procedures for proactivelymanaging hazardous materials to prevent future environmental contamination and notices of violations. This program will improve the quality of human health and the environment by removing hazardous carcinogenic materials and materials that destroy living organisms (animalor plant). 

• Performed surface debris removal at Annette Island, A• Initiated assessment of mercury contamination at FAA• Performed environmental assessments at multiple ARS• Continued remedial actions for environmentally conta• Completed contaminated soil and water remediation a

Atlantic City, NJ. 

Program Plan FY 2003 

Performance Output Goals 

Program Plan FY 2004 

Performance Output Goals 

Key Events FY 2

Performance Ou

• Continue remedial assessments of contaminated areas at 

FAATC, Atlantic City, NJ. 

• Identify extent of contamination at Annette Island, AK. • Develop Federal Interagency Remediation Plan for 

Annette Island, AK. 

• Complete remediation activities at seven ARSR sites 

(five in southern region and two in northwest mountain region). 

• Continue remedial actions for 

environmentally contaminated sites. 

• Perform remediation activities for 

contaminated areas at FAATC, Atlantic City, NJ. 

• Conduct environmental

assessments for 10 ARSR sites. 

• Treat and dispose of hazardou

AK. 

• Treat and dispose of fuel-cont

AK. 

• Treat and dispose of PCB (pol

and fuel-contaminated soil at M

• Perform remediation activities 

FAATC, Atlantic City, NJ. 
Federal Aviation Administration 

National Airspace System 

Capital Investment Plan 

Appendix C 

For 

Fiscal Years 2004-2008 
FAA future budget projections are not released to the public due to the requirement for the FAA 

approved by the Office of the Secretary of Transportation and Office of Management and Budge

part of the President’s budget to Congress. 
Appendix D 
List of Acronyms and Abbreviations 

A 

ACAS II aircraft collision avoidance system 

ACE aviation capacity enhancement 

ACE-IDS automated surface observing system controller equipment information display system

ACI Alaska Capstone Initiative 

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

AFS Director of Flight Standards Service 

AFSS automated flight service station 

AIR Aircraft Certification Service 

A/G air-to-ground

ALSF approach lighting system with sequence flasher 

ALSIP approach lighting system improvement program

AMASS airport movement area safety system

AME airman medical examiner 

ANICS Alaskan national airspace system interfacility communications system

AOC airline operations center 

AOS Operational Support Service 

ARSR air route surveillance radar 

ARTCC air route traffic control center 

ARTS automated radar terminal system

ASAS aviation safety analysis system 

ASCM asset supply chain management

ASDE airport surface detection equipment 

ASI aviation safety inspector

ASKME aviation safety knowledge management environment

ASOS automated surface observing system

ASR airport surveillance radar 

ASR-11 airport surveillance radar – model 11 

ASSAP airborne surveillance and separation assurance processing

ATC air traffic control 

ATCBI air traffic control beacon interrogator 

ATCSCC air traffic control system command center 

ATCT air traffic control tower 

ATDP advanced technology development prototyping 

ATM air traffic management

ATO Air Traffic Operations 

ATOMS air traffic operations’ management system

ATOP advanced technologies and oceanic procedures 

ATOS air transportation oversight system

ATS Air Traffic Services 

AWOS automated weather observing system

B

BCS buoy communications system

BLI budget line item

2
BUEC backup emergency communications 

C

C3 command, control, and communications 

CAEG computer-aided engineering graphics 

CAMI Civil Aeromedical Institute 

CAR Caribbean

CARS compliance assessment reporting system

CAS cost accounting system

CAST Commercial Aviation Safety Team

CAT category

CATMIS corporate air traffic management information system

CCLD core capability limited deployment

CDM collaborative decision making 

CDTI cockpit display of traffic information

CERAP center radar approach control

CFE communications facilities enhancements 

CFMSS computerized flight monitoring and scheduling system

CHAPS clinic health awareness program support

CHI computer-human interface

CIO Chief Information Officer 

CIP Capital Investment Plan 

CNS communications, navigation, and surveillance 

CONOPS concept of operations 

COTS commercial off-the-shelf 

CPDLC controller-pilot data link communications

CPDSS covered position decision support subsystem

CSIRC Computer Security Incident Response Center 

CTAS center terminal radar approach control automation system

CTS critical telecommunications support

CVR cockpit voice recorder 

D

DARC direct access radar channel 

DCA Ronald Reagan Washington National Airport 

DF direction finder

DIO DSP integration and operations 

DIWS document imaging workflow subsystem

DME distance measuring equipment

DoD Department of Defense 

DOT Department of Transportation 

DSP departure spacing program

DSR display system replacement 

E

EAM enterprise asset management

ECG en route communication gateway

ECP Environmental Compliance Plan

EDC early display configuration 

e-Gov electronic-Government

EMAC en route monitor and control

ERAM en route automation modernization 

ETMS enhanced traffic management system

F

3
FAA Federal Aviation Administration 

FAATC Federal Aviation Administration Technical Center 

FDIO flight data input/output

FDR flight data recorder 

F&E facilities and equipment 

FFP1 Free Flight Phase 1 

FFP2 Free Flight Phase 2 

FIAT facilities information and analysis tool

FIS flight information service 

FISDL flight information services data link

FLS fire life safety

FM frequency modulated

FOC full operational capability 

FOQA flight operational quality assurance 

FPS fixed position surveillance 

FS full service

FSAS flight services automation system

FSS flight service station 

FTI Federal Aviation Administration telecommunications infrastructure 

FY fiscal year

G

GA general aviation

GNAS general national airspace system

GOM Gulf of Mexico 

GOMP Gulf of Mexico offshore program

GPRA Government Performance and Results Act 

GPS global positioning system

GTE government transition evaluations 

H

HCS host computer system

HF human factors 

HOCSR host/oceanic computer system replacement 

HVAC heating, ventilating, and air-conditioning 

I

IAPA instrument approach procedures automation 

IATS initial academy training system 

ICAO International Civil Aviation Organization

ICD interface control document 

IDU initial daily use 

IFQA integrated flight quality assurance 

IFR instrument flight rules 

ILS instrument landing system

IOC initial operating capability 

IOT&E independent operational test and evaluation 

IPT integrated product team

IRMIS integrated rulemaking management information system

ISC initial systems configuration

ISS information systems security 

IT information technology

ITWS integrated terminal weather system

4
J

JAI joint acceptance inspection 

JFK John F. Kennedy International Airport 

JRC Joint Resources Council

L

LAAS local area augmentation system

LCSS logistical center support system

LEO low-earth orbit 

LLWAS low-level wind shear alert system

LLWAS-NE low-level wind shear alert system network expansion 

LLWAS-RS low level wind shear alert system relocation/sustainment 

LNAV lateral navigation

LPV lateral navigation with precision vertical guidance 

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 

MDR multi-mode digital radio

MFIS modular flight inspection system 

MHz megahertz

MIAWS medium intensity airport weather system

MicroEARTS micro en route automated radar terminal system

MMAC Mike Monroney Aeronautical Center 

Mode-C mode c (altitude reporting)

Mode S mode select

MOPS minimum operational performance standard 

N

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 

NDI non-developmental item

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 

nmi nautical mile

NORAD North American Air Defense Command 

NOTAM notice to airmen 

NPA non-precision approach

NPRM notice of proposed rulemaking 

O

OASIS operational and supportability implementation system

OCC operational control center 

ODAPS oceanic display and planning system

OE - AAA obstruction evaluation - airport/airspace analysis. 

OEP Operational Evolution Plan 

5
OMB Office of Management and Budget

ORD operational readiness date

OSHA occupational safety and health administration 

OSH occupational safety and health

OT&E operational test and evaluation 

P

P3I pre-planned product improvement

PAPI precision approach path indicator 

pb-ICE performance based Integrated Collaborative Environment 

PCB polychlorinated biphenyl

PCB&T personnel, compensation, benefits, and travel

PCT Potomac consolidated terminal radar approach control

PDR preliminary design review 

PEM position electronic module 

pFAST passive final approach spacing tool

R

RCAS radio coverage analysis system

R&D research and development

RDA radar data acquisition 

REIL runway end identifier lights 

RFI radio frequency interference 

RGL regulatory and guidance library

RIRP runway incursion reduction program

RNP required navigation performance 

RTP resource tracking program

RVR runway visual range 

RVSM reduced vertical separation minima

S

SAM South American

SASO system approach for safety oversight

SATCOM satellite communications

SCAP Security Certification Authorization Plan

SDAT sector design analysis tool

SERC software engineering resource center 

SET-EM secure executive toolset – emergency management 

SFAR Special Federal Air Regulation 

SFO San Francisco International Airport

SIR screening information request

SJC San Jose, CA Airport 

SLEP service life extension program

SMA surface movement advisor 

SMS surface management system 

SNI simultaneous non-interfering

SPAS safety performance analysis system

STARS standard terminal automation replacement system

STE secure telephone equipment

T

TAMDAR tropospheric airborne meteorological data reporting

TAWS terrain awareness and warning system

TDWR terminal Doppler weather radar 

TERPS terminal instrument procedures 

6
TFM traffic flow management

TFM-I traffic flow management-infrastructure 

TIS traffic information service 

TIS-B traffic information service-broadcast 

TMA traffic management advisor 

TMA-SC traffic management advisor-single center 

TMU traffic management unit

TRACON terminal radar approach control

TVSR terminal voice switch replacement 

U

UAT universal access transceiver 

UHF ultra high frequency

UPS uninterruptible power supply

URET user request evaluation tool

V

VASI visual approach slope indicator 

VEM voice switching and control system electronic module 

VERN very high frequency extended range network 

VF vertical flight

VFR visual flight rules 

VHF very high frequency

VNAV vertical navigation

VOR very high frequency omni-directional range 

VORTAC very high frequency omni-directional range collocated with tactical air navigation 

VSCS voice switching and control system

W

WAAS wide are augmentation system

WARP weather and radar processor 

WJHTC William J. Hughes Technical Center 

WNS wireless notification system 

WSP weather systems processor 

7