FY 2003-2007 Capital Investment Plan 

Table of Contents

List of Figures.............................................................................................................................. iii 

1.0 Overview..................................................................................................................................1 

1.1 Purpose of the Capital Investment Plan...............................................................................2 

1.2 Relationship of the Capital Investment Plan to Other Plans................................................2 

1.2.1 The Federal Aviation Administration Strategic Plan........................................................2 

1.2.2 The Federal Aviation Administration Annual Performance Plan.....................................2 

1.2.3 The Line-of-Business and Regional Performance Plans ..................................................3 

1.2.4 The National Airspace System Architecture ....................................................................3 

1.2.5 The Operational Evolution Plan .......................................................................................3 

1.2.6 The Aviation Capacity Enhancement Plan .......................................................................3 

1.2.7 The Airport Benchmark Report ........................................................................................4 

1.3 Capital Investment Plan Funding Levels.............................................................................4 

1.4 Changes in Priorities as a Result of the Attacks of September 11, 2001.............................5 

1.4.1 Homeland Security Needs for Communications, Navigation, and Surveillance..............5 

1.4.2 Explosive Detection and Passenger Screening Transferred to the New Transportation 

Security Administration.............................................................................................................6 

1.4.3 Federal Aviation Administration Facility and Personnel Security ...................................6 

1.4.4 Communications Upgrades...............................................................................................6 

1.4.5 Impact of September 11, 2001 on Capacity and Efficiency .............................................6 

2.0 Reducing Aviation Accidents and Fatalities............................................................................9 

2.1 Safer Skies ...........................................................................................................................9 

2.2 Safety Risk Mitigation .......................................................................................................10 

2.2.1 Controlled-Flight-into-Terrain........................................................................................10 

2.2.2 Safe Flight 21 Leading to Deployment Decisions..........................................................11 

2.2.3 Surface Movement Safety...............................................................................................11 

2.2.4 Surveillance Systems......................................................................................................12 

2.2.4.1 Terminal Weather Risk Mitigation ..............................................................................12 

2.2.5 Information Security .......................................................................................................13 

3.0 Improving Efficiency of the Air Traffic Control System ......................................................14 

3.1 Arrival/Departure Rates.....................................................................................................15 

3.2 En Route Congestion .........................................................................................................16 

3.3 En Route Severe Weather..................................................................................................16

3.4 Terminal Automation.........................................................................................................17 

3.5 Air/Ground Communications Infrastructure Changes to Gain Efficiency ........................17 

4.0 Increasing Capacity of the National Airspace System...........................................................18 

4.1 Increase Arrival/Departure Rate ........................................................................................18 

4.2 Retaining Capacity in Airport Weather Conditions...........................................................19 

4.3 Consolidation of Navigation Line Items............................................................................19 

4.4 Expanding Offshore and Oceanic Capacity.......................................................................20 

5.0 Improving Reliability of the National Airspace System........................................................21 

5.1 En Route Automation ........................................................................................................22 

5.2 Telecommunications..........................................................................................................22 

5.3 Facilities Modernization ....................................................................................................23 

i
5.4 Power Systems Support .....................................................................................................23 

6.0 Improving Efficiency of Mission Support.............................................................................23 

7.0 Air Traffic Organization – Terminal Business Service is Now Operational.........................24 

8.0 Measuring Progress................................................................................................................27 

9.0 Organization of the Capital Investment Plan Appendices.....................................................28 

10.0 Conclusion ...........................................................................................................................28 

ii
List of Figures 

Figure 1 FY 2003 Distribution Among Goal Categories (in $ millions).......................................5 

Figure 2 Gross Domestic Product and Revenue Passenger Miles for 1960 through 2000............7 

Figure 3 Forecasted Demand and Demand Recovery – Strategy for Airline Equipping for 

National Airspace System Modernization .............................................................................8 

Figure 4 Operational Evolution Plan Solution Sets.....................................................................15 

Figure 5 National Airspace Complexities....................................................................................21 

Figure 6 Terminal and Tower Domains under Responsibility of the Terminal Business Service25 

List of Tables 

Table 1 Budget Line Item Consolidation for Navigation/Landing Aids.....................................20 

Table 2 Budget Line Item Consolidation for the Terminal Business Service .............................27 

 

iii
Federal Aviation Administration Capital Investment 

Plan for Fiscal Years 2003-2007

1.0 Overview

This section provides an overview of the Federal Aviation Administration’s (FAA) Aviation 

System Capital Investment Plan (CIP) and the relationship of the CIP to performance-based 

planning and to other agency plans. This CIP identifies the FAA’s Facilities and Equipment 

(F&E) funding plan and the alignment of the capital planning with the Office of the Secretary of 

Transportation (OST) and the FAA Goals. The plan discusses investments by goal category in 

Appendix A. Appendix B contains Fiscal Year (FY) 2002 accomplishments and, in terms of 

output goals, planned activities for FY 2003 through FY 2007. Appendix C provides the budget 

profiles for FAA capital investments through FY 2007. Appendix D provides a list of acronyms. 

The National Airspace System (NAS) is the most technologically advanced and complex 

aviation system in the world. Comprised of a system of systems, the NAS links pilots, 

controllers, and support personnel together to deliver the nation’s air transportation system. The 

FAA and the nation’s airports provide the supporting infrastructure upon which the NAS 

services and capabilities are delivered. 

The CIP addresses safety, security, efficiency, air traffic control productivity, facilities and 

equipment, and increasing the capacity of the air transportation system. The plan creates a 

foundation for the existing NAS to evolve by expanding services to meet the growing demand. 

New technologies are introduced and current services are sustained. 

The FAA has set the following long-term outcomes for the NAS: 

SAFETY: By 2007, reduce U.S. aviation fatal accident rates by 

80 percent from 1996 levels. 

SECURITY: Prevent security incidents in the aviation system. 

SYSTEM EFFICIENCY: Provide an aerospace transportation system that meets 

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

resources. 

This CIP flows from these outcomes. For example, the FAA Strategic Plan specifies strategies to 

achieve the safety goal by progressively lowering accident and incident rates. In security, the 

strategies focus on protecting the traveling public, protecting employees at FAA facilities, and 

protecting the NAS. For system efficiency, emphasis is placed on NAS modernization, capacity 

enhancements, free flight, and systems integration. The new Transportation Security 

Administration (TSA) has assumed responsibility for significant portions of the FAA’s security 

outcomes relating to passenger and cargo security; however, the FAA continues to be 

responsible for the protection of employees, critical facilities, and NAS information security. 

1
1.1 Purpose of the Capital Investment Plan 

The FAA provides air traffic control (ATC), aviation safety, and security services, and 

establishes the necessary international coordination to provide a seamless global aviation system. 

In order to achieve this objective, the FAA uses a formal investment planning approach, defined 

as the Acquisition Management System (AMS.) This system defines how investments are made, 

provides the analyses to support investment decisions, and establishes the financial and 

management tracking for FAA acquisitions. The AMS is based on mission analysis and planned 

capabilities that are further defined in the NAS Architecture. The AMS policies are available at 

http://fast.faa.gov/. 

The CIP’s purpose is to provide Congress with a summary of activities for budget planning, both 

in the year of submittal of the President’s budget, and funding projections for four years beyond 

the current budget year. The plan explains how investments are to be planned and made. 

It ties projects to goals, and shifts toward an outcome- and output-based budget. This plan 

represents significant progress towards linking the FAA capital budget to performance outcomes 

and outputs consistent with the President’s management initiative to improve budget linkages to 

performance. 

1.2 Relationship of the Capital Investment Plan to Other Plans 

The CIP for FY 2003 through 2007 funds capital assets necessary to implement outcomes in 

more detailed plans. The role of the CIP is to integrate this funding. Readers will find detailed 

information online through web sites provided in the CIP that point to other plans. 

1.2.1 The Federal Aviation Administration Strategic Plan 

The FAA Strategic Plan reflects the planning and policy guidance outlined in the Department of

Transportation (DOT) Strategic Plan. It provides strategic direction for the organization, and 

establishes long-term goals for the nation’s transportation infrastructure. The CIP translates 

these goals into outputs, and provides funding planning to accomplish the capital development 

portions of the FAA and DOT Strategic Plans. The DOT Strategic Plan is available at 

http://stratplan.dot.gov/.

The FAA Strategic Plan may be viewed at 

http://www.apo.data.faa.gov/dirplans/docs/SP2001.html. 

1.2.2 The Federal Aviation Administration Annual Performance Plan 

The FAA Annual Performance Plan contains annual performance goals that have measurable 

target levels of performance, in terms of outputs and outcomes, for various programs and 

projects. The FAA Annual Performance Plan is available at 

http://www.apo.data.faa.gov/dirplancs/docs. 

2
1.2.3 The Line-of-Business and Regional Performance Plans 

 

The lines-of-business (LOB) and regional performance plans are developed and used to define 

the steps to achieve stated goals and objectives. Based on the mission goals of the FAA, as 

established in the FAA Strategic Plan, individual LOBs establish specific goals and identify 

contributions to the FAA Strategic Goal. Individual FAA organizations have contributory roles, 

demonstrated by their development of goals for their programs, that support the achievement of 

the overall FAA goal. 

The degree to which the CIP supports the regional performance plans depends on the extent of 

the capital development work identified in the NAS Architecture, the FAA Strategic Plan, and 

the FAA Annual Performance Plan. The LOBs and regional plans can be found at 

http://www.apo.data.faa.gov/dirplancs/docs/. 

1.2.4 The National Airspace System Architecture 

In January 1999, the FAA Administrator approved the NAS Architecture, which represents the 

aviation community consensus on modernization. Since 1999, the FAA has made significant 

progress in implementing the NAS Architecture. The NAS Architecture addresses safety, 

security, efficiency, capacity, and sustainment of aviation services. Its planning horizon extends 

through 2015, and it is used as an engineering tool to define NAS modernization implementation 

steps, interdependencies, and sequences of changes in the NAS. The NAS Architecture may be 

viewed at http://www.nas-architecture.faa.gov/. 

1.2.5 The Operational Evolution Plan 

The Operational Evolution Plan (OEP) is a joint FAA/industry plan that focuses on 

implementing capacity and efficiency improvements in the NAS through 2010. It represents the 

FAA’s commitment to the aviation community and integrates capital investments, procedural 

and airspace changes, operations, and engineering development. Recent revisions to the OEP 

reflect priority changes relating to security and the economic downturn of the aviation industry. 

The OEP can be viewed at http://www.faa.gov/programs/oep.

1.2.6 The Aviation Capacity Enhancement Plan 

This plan reports on the progress toward increasing the capacity of the nation’s airports. 

It focuses on changes at the airports that increase arrivals and departures (throughput). The 

Aviation Capacity Enhancement Plan looks at developing capacity through airport infrastructure 

changes, airspace and procedural changes, and introduction of new technology. The Aviation 

Capacity Enhancement Plan can be viewed at http://www.faa.gov/ats/asc/pubs.html. 

3
1.2.7 The Airport Benchmark Report 

The Airport Benchmark Report relates to both the Aviation Capacity Enhancement Plan and the 

OEP. This report defines the current throughput of 31 capacity-constrained airports. 

Airport improvements in the OEP focus on these 31 airports. The Airport Benchmark Report 

can be viewed at http://www.faa.gov/events/benchmarks. 

1.3 Capital Investment Plan Funding Levels 

The CIP aligns the next five years of the NAS Architecture to the Office of Management and 

Budget’s (OMB) five-year budget planning guidance and funding proposed under the 

Wendell H. Ford Aviation Investment and Reform Act (AIR-21), PL 106-181. Appendix C 

contains the budget line item (BLI) funding profiles projected through FY 2007. 

The CIP balances investments among the aerospace related goals of safety, security, and 

efficiency. Safety and security will continue to rate as the highest priorities for capital 

investment spending. Operating improvements will retain their emphasis on sustaining existing 

core services, which provide traffic separation, navigation, communications, and traffic flow 

management. Investment in new methods and technologies for managing capacity and demand 

are included and have evolved from modernization initiatives in partnership with air carriers, 

general aviation (GA), and the Department of Defense (DoD). 

The FAA has identified five goal categories for investments plus the personnel costs to provide 

capital assets. These investment categories are aligned to the goals and help to group capital 

investment outputs. These categories define the format of the CIP, and the appendices describe 

the funding levels expected over the next five years with outputs at the BLI level. 

• Category 1: Improve Aviation Safety (Section 2.0) 

• Category 2: Improve Efficiency of the Air Traffic Control System (Section 3.0) 

• Category 3: Increase Capacity of the National Airspace System (Section 4.0) 

• Category 4: Improve Reliability of the National Airspace System (Section 5.0) 

• Category 5: Improve Efficiency of Mission Support (Section 6.0) 

4
The distribution of funding for FY 2003 shows continuing emphasis on NAS modernization. 

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Figure 1 FY 2003 Distribution Among Goal Categories (in $ millions) 

1.4 Changes in Priorities as a Result of the Attacks of September 11, 2001 

The use of the NAS and civilian air carriers as weapons of mass destruction has resulted in 

changes in capital investments. Immediately following the second attack on the World Trade 

Center, the Secretary of Transportation directed the diversion of all air carrier aircraft and the 

grounding of all civil aviation. The immediate response required unprecedented 

communications between the FAA’s command elements, air traffic controllers, and the users. 

Since September 11, 2001, the FAA has been supporting North American Air Defense 

Command (NORAD) activities for homeland defense, and has been improving the 

communications infrastructure. Priorities were changed to fund immediate needs and funding in 

FY 2003 continues security programs accelerated in FY 2002. 

1.4.1 Homeland Security Needs for Communications, Navigation, and Surveillance 

The TSA, in partnership with DoD and the Office of Homeland Security, are initiating a review 

of all communications, navigation and surveillance requirements of the NAS. For example, the 

FAA had planned to decommission obsolete inland long-range primary radar. The DoD has now 

requested sustained operation of all primary radar for the present time. The Joint DoD/FAA 

Radar Planning Group has initiated a review of the conversion of radar sites to provide a 

three-dimensional primary radar capability (adding elevation). This conversion would require a 

replacement for older radar. The FAA will continue to maintain the existing radar until the 

DoD determines the replacement. Revisions to strategies for communications, navigation, and 

surveillance, and therefore current FAA plans, may be required as security needs are assessed 

and homeland defense measures defined that require capital investment. 

5
1.4.2 Explosive Detection and Passenger Screening Transferred to the New Transportation 

Security Administration 

The Aviation and Transportation Security Act, PL 107-71, passed by Congress and signed by the 

President on November 19, 2001, transferred major portions of the responsibility for aviation 

security to the new Transportation Security Administration. While the FAA retains 

responsibility for aircraft airworthiness, regulation of airmen, and security of FAA facilities, 

personnel, and the NAS, the TSA has assumed responsibility for most aspects of aviation 

security, primarily airport security and passenger and cargo screening. For FY 2003, the budget 

provides $121.5 million in F&E for security equipment. This funding will be reimbursed to the 

TSA as it undertakes equipment acquisition activities. The CIP includes out year amounts for 

display purposes only. The FAA expects this funding to be absorbed into the TSA in the future. 

1.4.3 Federal Aviation Administration Facility and Personnel Security 

The FAA began improvements to physical security and access control at major FAA facilities in 

FY 1999 with development of new standards and prioritization facility upgrades. In FY 2000, 

modifications started at the FAA’s largest facilities. As a result of September 11, 2001, revised 

procedures and the presence of armed guards have increased security at FAA. Capital funding in 

FY 2003 has increased from an originally planned $22.5 million to $37.3 million. Increases 

have been made in the out years to complete facility and personnel protection. 

1.4.4 Communications Upgrades 

The events of September 11, 2001 significantly strained the FAA’s ability to communicate 

between facilities, with aviation users, and with the general public. The redirection and landing 

of all civil aircraft flying in the NAS and flying toward U.S. destinations had to be accomplished 

safely and promptly. The FAA successfully performed this mission, but the existing 

communications capabilities approached or became saturated, especially in command and 

control functions. Funding for command and control communications (C3

) has been increased 

from the FY 2002 CIP under the NAS recovery communications budget line. 

On September 13, 2001, the NAS reopened with a significant number of flight restrictions. 

Currently, the FAA must provide civil users with information on temporary flight restrictions 

and distribute this information to users through Notices to Airmen (NOTAM). NOTAM 

distribution is a critical part of restricting flight operations on a temporary basis. All FAA 

employees involved in air traffic control and those aiding pilots in flight planning must have 

timely access to information about restrictions. Therefore, the FY 2002 funding was increased 

and planned work for NOTAM distribution was accelerated. Funding for FY 2003 through 2007 

has also increased to progressively improve the distribution of information. 

1.4.5 Impact of September 11, 2001 on Capacity and Efficiency 

As part of developing the OEP, Version 4.0, the FAA and aviation users conducted extensively 

discussed the current economic impact on air transportation and the recovery of the airlines. 

The airlines were already experiencing pressure from the economic recession. The subsequent 

6
loss of public confidence in air transportation, evidenced by declining travel, has caused the 

airlines and some airports to shift their strategies. The airlines have reduced or terminated 

services to less profitable markets, retired older aircraft that cost more to maintain and operate, 

reduced their service schedules between major city pairs, and reduced personnel. However, 

traffic delays have not disappeared between major markets. There are still delays associated 

with operating peaks at some airports and during adverse weather conditions. 

There is general agreement that the air transportation recovery will take 12 to 18 months before 

passenger demand returns to pre-September 11, 2001 levels. Less predictable is when the 

airlines will return to profitability. This return is important because a significant portion of the 

NAS Modernization is dependent upon the airlines equipping with new technologies, such as 

data link, digital communications, and improved navigation and surveillance capabilities. 

Figure 2 illustrates historical recovery from recessions. Note that revenue passenger miles 

(RPM) are closely linked to the gross domestic product (GDP). 

The airlines and high-end GA will not be able to equip with improved avionics as early as 

previously planned, which means that there is a greater need for procedural and airspace changes 

to prepare for increased traffic flows. Because the major airlines have pulled back on their 

schedules, regional airlines are filling gaps in service. As travel increases, delays will increase 

without the FAA’s continuing efforts to improve efficiency and capacity. Figure 3 shows the 

expected recovery sequence for FAA and airline investments. 

Figure 2 Gross Domestic Product and Revenue Passenger Miles for 1960 through 2000 

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7
Figure 3 Forecasted Demand and Demand Recovery – Strategy for Airline Equipping for 

National Airspace System Modernization

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Aviation Forecast

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???

The CIP has been adjusted to reflect the changes to Version 4.0 of the OEP. The FAA continues 

to fund work that defines requirements and continues testing of data link, digital 

communications, Safe Flight 21, and automated dependent surveillance – broadcast (ADS-B). 

Satellite-based navigation continues to be a high priority. The FAA will proceed with regulatory 

changes on domestic reduced vertical separation minima (DRVSM) in the high altitude airspace. 

The addition of chokepoint sectors to reduce workload that contribute to delay will be completed 

by June 2002. Airspace and procedural changes will continue. National data link 

implementation is deferred beyond the Miami Center test site from 2003 until 2005. 

The new Detroit runway opened as planned on December 11, 2001. For the benchmarked 

airports, improvements at Atlanta will likely be delayed, Charlotte’s plans for a new runway are 

under review, Minneapolis will be delayed one year, but Houston, Miami, and Orlando are 

moving forward as planned. Wherever a new runway at the 31 benchmarked airports is planned, 

the FAA capital investments are included in the CIP prior to runway commissioning so that 

FAA work does not delay full use of these critical new runways. 

The user request evaluation tool (URET), proved to be beneficial in managing flight diversions 

on September 11, 2001. After review of the program, the FAA has decided to deploy URET at 

all en route centers by the end of 2005. Seven centers will have URET by the end of Free Flight 

Phase 1 this year, and the remaining 13 centers will receive the tool between 2003 and 2005. 

8
2.0 Reducing Aviation Accidents and Fatalities 

This section covers the safety investment category introduced in section 1.3. The CIP covers 

critical aviation safety activities defined jointly by the FAA and the aviation user community. 

Included are capital investment support of Safer Skies, safety risk mitigation strategies (Safe 

Flight 21, reducing controlled flight into terrain, surface movement safety, surveillance, and 

weather improvements) and information security. The BLIs in Appendices A and B, whose 

primary outcome or output goal addresses safety, are grouped in this investment category. 

The reduction in aviation accidents and fatalities flows from the FAA Strategic Plan’s safety 

performance goals: 

• Fatal Aircraft Accident Rate: By 2007, reduce the U.S. commercial aviation 

fatal accident rate per aircraft departure, as measured by a three year moving 

average, by 80 percent from the three-year average for 1994-1996. 

• Overall Aircraft Accident Rate: Reduce the rate per aircraft departure. 

• Fatalities and Losses by Type of Accident: Reduce the number of fatalities and 

losses from accidents that occur for each major type of accident. 

• Occupant Risk: Reduce the risk of mortality to a passenger or flight 

crewmember on a typical flight. 

The FAA’s strategies for accident prevention strategies have two parts that involve capital 

investment. The first is Safer Skies—working with the aerospace community to analyze the 

recurrent causes of accidents and develop and implement interventions to reduce or prevent 

them. The second is risk mitigation within acquisitions and changes in procedures. 

2.1 Safer Skies 

Safer Skies uses partnerships between the FAA and the Aviation Industry. Partnerships include 

ongoing analytical programs with the industry to determine the root causes of accidents and then 

the application of operational or technological improvements to prevent accidents and fatalities. 

Information about Safer Skies can be found at http://www.faa.gov/apa/safer_skies/saftoc.htm. 

The Safer Skies Agenda places priority on the leading causes of accidents or incidents in three 

areas—commercial airlines, GA, and cabin safety. Once these root causes are understood, the 

intervention strategies are evaluated to determine which strategies will impact safety the most. 

As the interventions are initiated, progress and effectiveness are tracked using metrics. 

Therefore, Safer Skies uses data in new ways, which allows flight crewmembers, operators, 

manufacturers, and the FAA to focus on breaking causal chains and take action before an 

identified chain of events leads to an accident. From these root causes come solution sets that 

involve capital investments. 

9
The FAA is concentrating on a limited number of specific safety areas: 

• The commercial aviation initiative— focuses on controlled-flight-into-terrain 

(CFIT), loss of control, uncontained engine failures, runway incursions, approach 

and landing, and weather. 

• The GA initiative— focuses on pilot decision-making, loss of control, weather, 

CFIT and survivability, and runway incursions. 

• The cabin safety initiative— focuses on passenger seat belt use, carry-on 

baggage, child restraints, and passenger interference issues. Work in this area has 

now been completed. 

2.2 Safety Risk Mitigation 

A second part of the safety strategy is risk mitigation. Investment in risk analysis and mitigation 

is a major element of new FAA capital programs. Safety risk mitigation seeks to develop and 

field systems, technologies, and procedures that target high-risk hazards in the NAS, and develop 

an integrated safety risk management process that ensures hazards are identified, assessed, and 

managed to reduce risk. Safety risk management is a proven method to reduce mishaps, and is 

applicable to the complete spectrum of the NAS, including commercial aviation and general 

aviation. This method is based on the principle that most, if not all, hazards to an operation or 

system can be found and controlled before the operation starts. The FAA is developing and 

deploying tools for defining risk in the acquisition of new systems. Policies are in place to 

ensure that the new systems adhere to the following requirements: 

1. Designed according to requirements derived from data driven safety risk assessments. 

2. Integrated with the NAS. 

3. Designed by making data driven choices using safety risk as a metric. 

The FAA is acquiring proven and, in some instances, leading edge technologies designed to 

reduce the risk associated with the highest safety hazards in the NAS. The CIP supports work 

that prevents runway incursions, mid-air collisions, flight into hazardous weather conditions, and 

CFIT. 

2.2.1 Controlled-Flight-into-Terrain 

The first mitigation effort for commercial airlines—to reduce uncontained engine failures and 

instances in which planes are flown into the ground (CFIT)—is nearing formal completion. 

A directive to order more focused checks of critical engine parts was issued in 2001. 

A final rule was issued in March 2001 that required all airplanes with turbine engines and six or 

more passenger seats to carry a terrain avoidance warning system (TAWS). TAWS uses a 

computer database to display terrain ahead of an aircraft's path, and warn the aircrew of an 

impending collision with the ground. 

10
The strategy to reduce CFIT also includes deploying more distance measuring equipment (DME) 

and visual approach aids at airports. These navigation aids reduce CFIT by increasing pilot 

situational awareness. Deployment and sustainment of DME is designed to help pilots orient 

themselves relative to the distance from the airport. This capability can be replaced with the 

global positioning system (GPS) as equipage grows. Funding increases for ground-based 

electronic and visual navigation aids in FY 2003 through 2007 directly support the Safer Skies 

Agenda by providing landing guidance at night and in lower visibility conditions. 

A significant element of reducing CFIT is to provide vertical guidance during an approach to the 

airport. GPS, augmented by either a local area augmentation system (LAAS) or wide area 

augmentation system (WAAS), will improve lateral navigation (LNAV), vertical navigation 

(VNAV), and landing. The primary outcome of GPS with WAAS is to provide instrument 

approach procedures at the majority of the nation’s public use airports with vertical course 

guidance. In August 2001, WAAS passed its one-year anniversary for providing augmentation 

to GPS. In December 2003, WAAS will attain initial operational capability (IOC) to deliver 

LNAV and VNAV approaches. 

2.2.2 Safe Flight 21 Leading to Deployment Decisions 

Two of the current FAA projects under Safe Flight 21 provide increased communications, 

navigation, and surveillance capabilities. New technology is improving the availability of 

services to pilots, and is increasing situational awareness for both the controller and pilot. 

The Capstone Project, an alliance of aviation users and the FAA in Alaska, has provided insights 

on improved situational awareness through the use of GPS, cockpit display systems that include 

terrain maps, and air traffic control automation capabilities. The Ohio Valley Project validated 

the advances made in Capstone, and shows that this technology would provide capacity and 

efficiency applications for cargo users. Key to the Ohio Valley work is defining the operational 

concepts for surface movement applications of technology, terminal surveillance requirement 

development, and integration of surveillance information. 

In FY 2003, an investment decision, based on safety improvements, will be made on statewide 

application of the Capstone technologies in Alaska. An investment decision will also be made 

on deployment of ground infrastructure for use of ADS-B at selected delay-constrained airports 

for surface movement safety and efficiency applications. Since ADS-B is dependent upon user 

equipage, the location of airports and airspace for the use of this new surveillance technology 

will need to be timed to mutual FAA and user investments. 

2.2.3 Surface Movement Safety 

An example of surface movement safety is the development of improved airport surveillance 

detection equipment (ASDE) model X technology. This system is intended to reduce the number 

and severity of the risk associated with runway incursions. The ASDE-X provides the controller 

with improved surveillance at 25 airports not currently covered by the ASDE-3 and the airport 

movement safety system (AMASS). Initial deployment of ASDE-X will not include safety 

logic. Safety logic (like AMASS) will be added after surveillance performance is established. 

In FY 2003, the Key Site (Milwaukee) will reach IOC with ASDE-X, and four additional sites 

11
will be installed. Based on performance of ASDE-X a decision will be made in 2003 to retrofit 

the 34 ASDE-3/AMASS sites by upgrading the ground infrastructure at airports that support 

both multilateration and ADS-B on the surface terminal airspace. 

2.2.4 Surveillance Systems 

Surveillance addresses safety outcomes by providing the critical information for separation of

aircraft and detection of hazardous weather. The reliability of surveillance systems and 

continued improvement is important to safety, security, and efficiency goals. Primary radar and 

secondary beacon surveillance funding supports sustainment through service life extensions and 

replacement of older terminal radar and en route secondary surveillance beacons. The surface 

movement radar (ASDE-3) and the airport surveillance radar model 9 (ASR-9)/mode-select 

(Mode-S) are undergoing service life extensions. The ASR-11 is planned to replace older radar 

units. The replacement of air traffic control beacon interrogator model 6 (ATCBI-6) will be 

completed in 2006. The FAA will sustain long range primary radars that were going to be 

decommissioned and now will be retained. The DoD and the FAA are working jointly to 

identify the future mix of primary radar and, by June 2002, will have defined radar requirements. 

It is expected that the DoD will fund the replacement of the radar required for homeland defense. 

Multilateration, a new feature of surveillance, measures the time of arrival of signals from

aircraft to multiple ground receivers and calculates aircraft position. This technology is first 

used for ASDE-X. The infrastructure for multilateration also supports ADS-B. By adding 

ASDE-X infrastructure at additional airports, the NAS gains integration of surveillance, and 

provides the ability to support ADS-B technology insertion. The decision on locations and the 

extent of use of ADS-B will be made in 2003, and funding for this future surveillance 

infrastructure will begin in FY 2004. 

2.2.4.1 Terminal Weather Risk Mitigation 

The last terminal Doppler weather radar (TDWR) will become operational in 2002; in FY 2004, 

product enhancements and service life extension support will begin. Upgrades to next 

generation weather radar (NEXRAD) will be completed in 2006. Both the TDWR and the 

NEXRAD provide critical weather information to enhance safety and efficiency. Within the 

NEXRAD program is a new capability that combines NEXRAD data and the safety features of

the integrated terminal weather system (ITWS) that is being deployed to larger airports. 

In FY 2003, 24 production ITWS units will be delivered, adding to the four scheduled for 

delivery in FY 2002. By FY 2004, all systems will be operational and product improvements 

will be initiated to improve prediction time for severe weather. ITWS consolidates terminal 

weather information at 45 high-activity airports to improve controller situational awareness of 

severe weather. In FY 2003, a new weather capability, the medium intensity airport weather 

system (MIAWS), begins production system deployment following prototype testing in FY 2002 

at Little Rock, AR, and Springfield, MO. This system is a scaled-down version of ITWS that 

integrates weather information and alerts controllers to severity, location, movement, and 

expected duration of hazardous weather. MIAWS will be deployed at 40 airport locations. 

12
2.2.5 Information Security 

The consequence of cyber attacks to disrupt NAS operations or insertion of rogue code within 

automation systems can be a safety hazard. It is not feasible to provide complete cyber 

protection for the NAS; however, the risk associated with information security failures must be 

reduced to acceptable levels. Priority systems must be protected against common threats and 

vulnerabilities. The FAA has the necessary policy for information security presently in place, 

has defined methods to identify risks, has reviewed many systems in the NAS, and has taken 

appropriate remedial actions. However, due to the age and diversity of systems, much work 

must be done. Following the attacks of September 11, 2001, physical security has been the 

priority, 

e.g., passenger and baggage screening, airport security, FAA facility security, and personnel 

security. In FY 2002 and FY 2003, funding focuses on information and communications 

systems that can create high safety consequences in the case of an attack and subsequent denial 

of services. Within their programs, new systems will build the necessary information security 

funding to safeguard services. 

13
3.0 Improving Efficiency of the Air Traffic Control System 

This goal category addresses increasing efficiency in the NAS, as defined in the OEP. The OEP 

is the FAA's commitment to meet the air transportation needs of the United States. Since the 

OEP supports both the efficiency and capacity goals of the agency, the CIP discusses 

contributions of the OEP to both goal areas. In this section, arrival and departure rate 

improvements, reducing en route congestion problems, and dealing with en route severe weather 

are discussed. In addition, improvements in terminal automation are provided since they 

represent the precursors to improving efficiency. Radio spectrum efficiency is addressed 

through the transition to digital air/ground communications. 

The goals of the OEP are to: 

• Describe the operational evolution of the NAS as it relates to increasing capacity 

while maintaining safety. 

• Derive a set of credible initiatives that focus the aviation community on solutions 

for the 2002-2010 timeframe. 

• Link these initiatives to a timetable and specific activities (e.g., procedure 

development, avionics packaging, and system acquisition) required of each 

member of the community. 

Key capital programs to improve efficiency include OEP solution sets that increase predictability 

of services to the users, add flexibility to support their needs, and reduce the workload for the 

controller and pilot. The OEP focuses on the delivery of capabilities and services, not 

acquisitions. As a result, integration across LOBs and with the aviation community is necessary. 

The FAA has invited the aviation community at large to participate in problem identification and 

solution validation. Each stakeholder has unique objectives, concerns, and investments in the 

NAS. Community agreement on the OEP clarifies the responsibilities of individual members of 

the aviation community and helps to establish a climate of accountability throughout the 

industry. To that end, the FAA has assigned a single point of accountability (with a support team

from across all LOBs) for each solution set in the plan. Figure 4 shows the solution sets for the 

OEP. Improvements are targeted at increasing the airport arrival and departure rate, sustaining 

operations in airport weather conditions that degrade capacity and efficiency, responding 

effectively during severe en route weather conditions, and reducing en route congestion. Details 

about the solution sets may be found on the OEP web site at http://www.faa.gov/programs/oep. 

14
Figure 4 Operational Evolution Plan Solution Sets 

3.1 Arrival/Departure Rates 

Programs funded in the CIP for terminal airspace and route redesign develop area navigation 

(RNAV) arrival and departure routes that use airspace more efficiently and reduce 

communications workload. These RNAV routes increase on-time departures, improve airport 

throughput, and improve predictability of services. Communications workload will be reduced 

between 17 and 42 percent, depending on the airport. 

Decision support tools, funded in Free Flight Phases 1 and 2 and Air Traffic Management 

(ATM), are improving the sequencing of arrivals and departures. The Departure Spacing 

Program (DSP) is installed in New York and will be completed in Washington and Boston Air 

15
Route Traffic Control Centers (ARTCC) in FY 2002. The single-center version of traffic 

management advisor (TMA) was implemented under Free Flight Phase 1, serving Dallas-Ft. 

Worth, Minneapolis, Denver, Miami, Oakland, Los Angeles, and Atlanta ARTCCs. These seven 

sites will be sustained during Free Flight Phase 2. 

Airspace redesign and terminal facility improvements are being made to expand radar coverage 

and improve efficiency through reduced separation. The locations include Philadelphia, Santa 

Barbara (Central California), Southern California, Northern California, Phoenix, Cincinnati, 

Seattle, Charlotte, and Chicago. Terminal consolidation work is underway at Potomac (2003), 

Boston (2004), Atlanta (2005), and Houston is in design. Design work is underway to modify 

the airspace in the New York area. These measures are being taken to provide greater flexibility 

and use three-mile separation standards over more congested airspace. 

As noted in section 2.2.1, Safe Flight 21 is also involved in increasing efficiency in surface 

movement, ranging from improved surveillance to cockpit moving maps to improve pilot 

situational awareness and reduce taxi delays. 

3.2 En Route Congestion 

Considerable NAS efficiency is lost when severe convective weather obstructs the flow of traffic 

or demand exceeds available services, leading to en route congestion. The enhanced traffic 

management system (ETMS) provides the technology that builds on yearly lessons learned and 

modification of procedures to refine strategic management of traffic. Web-based technologies 

are being used and developed at the Air Traffic Control System Command Center (ATCSCC) 

and the airline operations centers (AOC) to improve collaboration on weather reroutes and 

holding strategies to manage demand when weather reduces NAS capacity and efficiency. 

The application of controller-pilot data link communications (CPDLC) will be tested at the 

Miami ARTCC through September 2002, with American Airlines serving as the launch partner. 

Development of an expanded message set for CPDLC will first be deployed at Miami in 

December 2005. National deployment to all centers will follow. Data link reduces controller and 

pilot workload, voice congestion, and improves the flow of traffic in the en route airspace. 

In order to accommodate user preferred routing, the controllers needed a tool to take requests 

and look ahead at potential traffic conflicts. Thus, URET was developed, and is currently being 

deployed at seven centers. Funding is provided in this CIP to extend the deployment of URET to 

all 20 en route centers by the end of 2005. By the end of FY 2002, URET will be in Cleveland, 

Chicago, Kansas City, Washington, Atlanta, Memphis, and the Indianapolis ARTCCs. Daily use 

will begin at an additional four centers in FY 2003 and the remaining nine centers in FY 2004. 

3.3 En Route Severe Weather 

When severe weather restricts access to portions of the en route airspace, efficiency is lost. 

Funding is provided in the research and development (R&D) appropriation for weather research. 

The CIP provides funding for implementation of solutions as enhancements to weather products 

that forecast severe weather and for the dissemination of these products within the FAA and to 

16
pilots and flight operations centers. Funding is provided for traffic flow management 

infrastructure (TFM-I), ITWS, next generation weather radar (NEXRAD) improvements, and the 

weather and radar processor (WARP) for product improvements. As part of the Free Flight 

Phase 2 program, funding is provided as part of the collaborative decision making activities to 

engineer, develop, and implement capabilities that mitigate the effects of severe weather on 

capacity. 

A new technology, called the corridor integrated weather system (CIWS), will be evaluated 

during the 2002 convective weather season. The CIWS uses short-term weather forecasts on the 

time-scale of less than one hour within the corridor of heaviest air traffic between Chicago and 

the Atlantic coast. CIWS links together information from the ITWS to show a more regional 

picture of changing weather conditions. The prototype will be sustained through FY 2003. 

Selected ITWS units must be deployed before operational use of CIWS can be implemented. 

The CIP provides prototype funding for CIWS is within the NEXRAD budget line. 

3.4 Terminal Automation 

Improved efficiency in terminal operations is being made through installation of modern displays 

and automation to better integrate terminal and airport operations. The output for the standard 

terminal automation replacement system (STARS) is to provide a digital automation system

capable of meeting expanding air traffic control needs in terminal airspace. In FY 2003, the 

FAA will procure 29 FAA and 19 DoD systems, assume delivery of 18 FAA and all 19 DoD 

systems, and deploy associated color displays to terminal and tower locations. Between FY 

2004 and 2007, the FAA will deliver 232 STARS units. The program has experienced 

significant improvements since the creation of the FAA Terminal Business Service (ATB), the 

prototype performance-based organization (PBO). The Terminal Business Service is fielding 

other automation and display systems to both terminals and towers, accommodating service-life 

extensions and managing the automation transition. 

3.5 Air/Ground Communications Infrastructure Changes to Gain Efficiency 

The next generation communications system (NEXCOM) will deliver the multi-mode digital 

radar (MDR) and commission its first site in FY 2003. The contract for national deployment of 

the MDR is expected in 2005, and transition to digital radios will begin across the NAS in 2007. 

These radios will operate in analog mode and switch over to a digital mode that is more 

efficiently manages spectrum use. A significant benefit is the recovery of the much-needed very 

high frequency (VHF) spectrum. In the transition to digital air/ground voice, this VHF spectrum

will be used to support other NAS communications functions, leaving NEXCOM to support data 

link. 

17
4.0 Increasing Capacity of the National Airspace System 

This section describes measures being taken to add capacity through capital investment by the 

FAA. Increasing airport arrival and departure rates and retaining capacity as weather 

deteriorates at these airports is part of the airport capacity solution. The FAA is requesting a 

consolidation of the navigation line items to begin providing a mix of satellite-based and groundbased navigation and landing capabilities. Oceanic and offshore capacity is increased through 

reductions in separation. 

The first outcome for this goal category is to increase airport throughput by either adding new 

runways or reducing the gap between capacity in visual conditions and capacity in instrument 

meteorological conditions. Between FY 2003 through FY 2007, there are 12 new runways 

planned at the 31 benchmarked airports. While the airport operator decides when to construct 

and commission new runways, it is important for the FAA to invest in airspace and procedural 

changes, acquire necessary air traffic control systems, and provide necessary infrastructure in a 

timely manner. The FAA’s Regional Administrators now have an effective program scheduling 

capability to assure accountability and ensure that capital investments are made in time for 

airport runway commissioning. While the emphasis is on the 31 benchmarked airports in the 

OEP, other airports will also receive added capacity through improvements to approach 

procedures. 

The second outcome is to increase the capacity of offshore, and oceanic airspace to 

accommodate increased throughput by improving automation, communications, navigation, and 

surveillance. 

4.1 Increase Arrival/Departure Rate 

The OEP aligns the necessary F&E, airspace and procedural changes, and operational personnel 

to support planned new runways at the benchmarked airports. The new Detroit runway opened 

on December 11, 2001, adding a 25 percent increase in visual capacity and 17 percent in 

instrument capacity. In 2003, Denver, Miami, Orlando, and Houston will add new runways, 

increasing capacity between 10 and 34 percent in visual conditions and four to 37 percent in 

instrument conditions. All will open with sufficient FAA investment to produce the full benefits 

defined in the airport’s environmental impact statement. Capital requirements vary between 

instrument approach navigational equipment to additional hardware to support added controller 

positions and are included in the CIP. 

Increasing the airport throughput at delay-constrained airports in marginal visual or full 

instrument conditions requires investment in GPS, as augmented by WAAS and/or LAAS, and 

the addition of traditional instrument landing systems (ILS) for improved low-visibility 

approaches and landing. In FY 2003, approximately 30 ILSs will be installed, GPS/WAAS will 

be operational for LNAV/VNAV approaches, and GPS/LAAS procurements will be initiated. 

LAAS has the capability of adding precision approaches to all runway ends for the airport that 

the system serves. 

18
4.2 Retaining Capacity in Airport Weather Conditions 

As weather deteriorates, the airport begins to lose arrival and departure opportunities, causing 

the capacity of the airport to fall. The outcome of this solution set is to sustain the visual 

capacities of the airport for a longer period as weather deteriorates and to use existing runways 

for low-visibility operations. As airport throughput declines, delays accumulate at both the 

airport and throughout the NAS. Adding new instrument procedures to the existing runways 

helps to sustain airport visual capacities for a longer period of time as the weather deteriorates. 

A significant improvement will be realized as GPS approaches (as augmented by either 

WAAS or LAAS) are deployed. New capabilities will be realized through the provision of 

instrument approach procedures that allow airport operations in reduced visibility. The WAAS 

augmentation will support a large number of new runways that currently have non-precision 

approaches or lack an approach completely. Satellite-based navigation supports expansion of 

general aviation capacity and adds safety as discussed in Section 2.2.1. 

In FY 2003, WAAS will be operational, LAAS will start deployment, ILS will continue with its 

installment, and visual navigation aids to support instrument approaches or Safer Skies will be 

deployed. Funding for navigation aids have been increased. The satellite navigation and landing 

backup strategy is to be defined in FY 2002, and adjustments will be made in sustainment and 

replacement for en route navigation aids like the VHF omnidirectional range (VOR) system and 

DME. Tactical air navigation (TACAN) will continue to serve as the primary navigational aid 

for the DoD. 

4.3 Consolidation of Navigation Line Items 

In FY 2003, the FAA is proposing to consolidate all navigation and landing BLIs. This reflects 

the need to enable management flexibility as the FAA and DOT determines how to best deploy 

the mix of satellite and ground-based navigation and landing systems. Table 1 shows the 

changes in BLIs to three line items for ground-based navigation systems. Appendix B shows the 

goals for individual programs. The funding has been combined into a single line item in 

Appendix C. Baselined program variances will still be tracked at the project level. 

19
Table 1 Budget Line Item Consolidation for Navigation/Landing Aids 

FY 02 BLI Program Title 

1D01/1F01/ 

2D12 

Local Area Augmentation for Global Positioning System

1D02/1F01/ 

2D08 

Wide Area Augmentation for Global Positioning System

2D01 Very High Frequency Omni-Directional Range/Distance Measuring 

Equipment/Tactical Air Navigation Network 

2D02 Instrument Landing System Establish/Upgrade 

2D05 Approach Lighting System Improvement Program

2D06 Runway Visual Range Establish 

2D07 Distance Measuring Equipment – Sustain 

2D09 Non-Directional Beacon Facilities – Establish/Sustain 

2D10 Visual Navigation Aids Establish/Expand 

2D11 Visual Approach Slope Indicator Replacement – Replace with Precision 

Approach Path Indicator 

2D14 Navigation and Landing Aids Service Life Extension Program

2D15 Long-Range Navigation – C System Upgrade/Modernization (LORAN) 

2D17 Navigation and Landing Aids – Improve 

2D18 Transponder Landing System

4.4 Expanding Offshore and Oceanic Capacity 

Improvements in communications and navigation are reducing offshore separation in the Gulf of 

Mexico (GOM). Communications is being expanded for high altitude use through a combination 

of long-range VHF ground stations and floating buoys. With improved VHF communications, 

aircraft separation can be reduced, increasing capacity. The use of RNAV procedures is also 

reducing separation between aircraft. Funding in the CIP supports both communications and 

development of RNAV procedures. In 2004, automated flight data transfer will start between 

Mexico and the United States, reducing controller workload. 

The CIP continues funding of the Advanced Technology and Oceanic Procedures (ATOP) 

Program. This program modernizes oceanic air traffic control systems, deploying an integrated 

system in addition to new air traffic control procedures at Oakland, Anchorage, and New York 

from 2003 to 2006. The outcome enables progressive reduction in separation to 30 miles 

longitudinal and 30 miles lateral in oceanic airspace, which will significantly increase both 

capacity and efficiency. 

20
5.0 Improving Reliability of the National Airspace System 

Reliability of service is critical to providing safety, efficiency and capacity improvements. 

The continuing investment in automation changes, communications, facilities, and facility 

infrastructure like power improvements are necessary. 

The modernization of the NAS is on a magnitude not associated with any other aviation system

in the world. The variety of equipment (1950s to 21st century technology), over 41,000 

NAS operational facilities, and the vast array of users—from air traffic controllers to commercial 

airlines to the DoD—demands that the NAS delivers capabilities consistent with the expectations 

of the users. Figure 5 illustrates this diversity and the challenge the FAA faces in improving 

reliability of services and capabilities. 

Figure 5 National Airspace Complexities 

The NAS is a complex collection of systems, procedures, facilities,

aircraft, and most importantly—people. These components work

together as one system to ensure safe and efficient operations.

Other TMU Sites and Data Feeds Alaska, Honolulu,

San Juan, Canada (8), Great Britain, Scotland, Contractor Analysis (13),

Airlines (24), and DOD (3)

En Route Sites • 20 ARTCC

Oceanic Sites • 3 Centers

Radio Sites • 25,000 VHF Radios

• 15,000 UHF Radios

• 1,285 RTR

• 701 RCAG

Navigation Sites • 1,016 VOR

• 1,028 ILS – CAT I

• 85 ILS – CAT II/III

Towers • 264 Level I and II

• 155 Level III, IV, and V

Radar Sites • 116 LRR

•

• 220 ASR

40 ASDE

TFM Sites* • ATCSCC – Herndon

• TFM Hub – Boston

• TMUs at:

• 21 ARTCC • 28 TRACON • 9 Regional Offices

* Denoted by

Terminals • 171TRACONs

• 3 Offshore Sites

Airports •19,292 Public/Private

• 671 Certificated

Flight Service

Stations • 61 AutomatedFSSs • 14 AlaskanFSSs

• 594 ASOS • 198 AWOS

• 25 ADAS

• 2 WMSCR

• 61 AFSS

• 23 WARP

• 46 TDWR

• 235 DASI

• 20 FSDPS

Weather Sites

• 144 Mode-S

• 130 NEXRAD

The NAS is a complex collection of systems, procedures, facilities,

aircraft, and most importantly—people. These components work

together as one system to ensure safe and efficient operations.

Other TMU Sites and Data Feeds Alaska, Honolulu,

San Juan, Canada (8), Great Britain, Scotland, Contractor Analysis (13),

Airlines (24), and DOD (3)

En Route Sites • 20 ARTCC

Oceanic Sites • 3 Centers

Radio Sites • 25,000 VHF Radios

• 15,000 UHF Radios

• 1,285 RTR

• 701 RCAG

Navigation Sites • 1,016 VOR

• 1,028 ILS – CAT I

• 85 ILS – CAT II/III

Towers • 264 Level I and II

• 155 Level III, IV, and V

Radar Sites • 116 LRR

•

• 220 ASR

40 ASDE

TFM Sites* • ATCSCC – Herndon

• TFM Hub – Boston

• TMUs at:

• 21 ARTCC • 28 TRACON • 9 Regional Offices

* Denoted by

Terminals • 171TRACONs

• 3 Offshore Sites

Airports •19,292 Public/Private

• 671 Certificated

Flight Service

Stations • 61 AutomatedFSSs • 14 AlaskanFSSs

• 594 ASOS • 198 AWOS

• 25 ADAS

• 2 WMSCR

• 61 AFSS

• 23 WARP

• 46 TDWR

• 235 DASI

• 20 FSDPS

Weather Sites

• 144 Mode-S

• 130 NEXRAD

• 235 DASI

• 20 FSDPS

Weather Sites

• 144 Mode-S

• 130 NEXRAD

Modernization to improve reliability occurs in varied forms. Equipment at an unmanned site 

may be changed to accommodate new remote maintenance capabilities. Communications may 

migrate from electrical wire to fiber optics. Buildings may need to be rehabilitated to extend 

facility life, improve security, and/or accommodate growth. Automation needs to be replaced to 

increase reliability, avoid obsolescence, and allow additional functionality. Equipment may need 

to be upgraded to add access, such as is the case with homeland defense. These initiatives share 

a common outcome—providing a NAS that is more dependable, more efficient to operate and 

maintain, and more effective in delivery of services to NAS users. 

21
5.1 En Route Automation 

Four major activities are underway within en route automation. Each has a common output to 

provide the NAS users, controllers, and technicians with automation to improve services and 

reduce workload. En route automation changes address more than supportability of existing 

hardware and software. Automation changes are needed to build capabilities for growth in air 

traffic demand, modifications in airspace use, and improved communications, navigation and 

surveillance capabilities. 

The host computer system (HCS) requires continuous software adaptation and modifications to 

deliver new capabilities such as reduced vertical separation minimums at and above flight level 

(FL) 290. Changes are being made to incorporate data link capabilities and provide software to 

support free flight tools. Peripheral equipment such as the flight data input and output (FDIO) 

devices are being replaced. Funding through FY 2005 completes the host/oceanic computer 

replacement (HOCSR). Oceanic equipment is being sustained while the FAA transitions to 

ATOP, as described in section 4.4 of this plan. 

A new display processor has been developed for the direct access radar channel (DARC), which 

provides an independent backup in the event of an HCS or power failure, and a control processor 

will be completed in FY 2002. In FY 2003, the control processor will be installed, and conflict 

alert and Mode-C intruder alerts will be added to DARC. Other enhancements will continue to 

provide a robust backup capability prior to transition of the HCS software modernization. 

The en route communications gateway (ECG) is the interface between en route automation and 

communications entering and leaving the automation systems. A contract was awarded for 

development in FY 2001. In FY 2002, equipment will be in place for testing and training and at 

the first Key Site (Seattle) will begin in late FY 2003. 

A significant challenge to en route automation is the replacement of the obsolete and difficult to 

maintain en route automation software. This work extends beyond sustainment and adaptation, 

and creates the future of en route services and capabilities. The en route automation 

modernization (ERAM) will provide modular changes in software and added functions through 

FY 2007. In FY 2002, requirements will be defined and a contract awarded to begin the 

integration of commercial software and development of new functions. The funding for ERAM 

will increase substantially in FY 2005 to support production and implementation. 

5.2 Telecommunications 

Telecommunications includes voice switches, servers, demarcation equipment, and leased/owned 

communications connectivity between NAS facilities. The outputs include a mix of leased 

communications services and FAA equipment replacements. In FY 2002, the contract for the 

future telecommunications infrastructure (FTI) will be awarded. In FY 2003, the FAA will 

begin the transfer of the existing leased inter-facility NAS communications system (LINCS) and 

portions of the national airspace data interchange network (NADIN) to the new FTI. 

The NAS is evolving into a substantial information system with growing communications 

22
requirements. The movement of information, ranging from target information from surveillance, 

to airspace flight restrictions, to weather graphics, requires increases in owned and leased 

circuits, communications switches, servers, routers, and the necessary information security 

protection that this increased connectivity brings. Telecommunications costs will rise, as more 

information must be exchanged between more systems and users of the NAS. 

5.3 Facilities Modernization 

There are over 400 towers, 171 terminal facilities, 21 centers, three oceanic centers, 75 flight 

service stations (FSS), and thousands of unmanned buildings housing communications, 

navigation, and surveillance equipment. There are nine regional offices, the FAA Aeronautical 

Center (FAAAC), and the FAA Technical Center (FAATC). Like any property owner, the FAA 

must re-capitalize its investment in buildings, replace roofs, sustain heating and air conditioning, 

maintain access roads, and improve survivability from earthquakes and weather related events. 

The FAA must increase the security of FAA facilities. Unlike many business enterprises, the 

FAA must maintain 24-hours, seven days-a-week operations, and conduct facility construction at 

the same time. 

Space must be modified to accommodate new equipment, sectors must be added to relieve 

congestion, and new tower and terminal construction must, in many cases, be timed to other 

development projects managed by the airport operator. The FY 2003 budget provides over 

$313 million for facility modernization and sustainment. By FY 2005, this cost will grow to 

over 

$376 million. Aging infrastructure is one of the consequences of operating in a technologically 

accelerating air transportation system. 

5.4 Power Systems Support 

One of the more critical elements of NAS performance is adequate, sustainable power. The 

quality of commercial power is declining, and sophisticated equipment is more vulnerable to 

power problems. This issue requires the FAA to provide updated power conditioning and standby power to maintain high availability of systems in the NAS. The FAA must install 

uninterruptible power systems (UPS) at 176 terminal facilities, replace critical power batteries 

and make power upgrades at 21 centers, improve power cabling at 77 high-activity airports, and 

replace 2,250 engine generators. The FAA has baselined the power systems sustainment through 

FY 2003, and will add an additional 100 locations to be upgraded starting in FY 2004. 

By FY 2007, an estimated $100 million will be needed to continue sustainment of power 

systems. 

6.0 Improving Efficiency of Mission Support 

This goal category focuses on the funding used to provide support to NAS operations and capital 

development. While some funding for leases are fixed, there are opportunities to leverage 

technology development to improve FAA efficiency. Basic support services are provided to 

sustain reliable NAS services. 

23
This category consists of the following: 

• Laboratory support for engineering development, test, and evaluation 

• Environmental actions 

• Occupational safety and health (OSH) and hazardous materials (HAZMAT) work at 

facilities 

• Information technology (IT) development 

• Asset supply chain management (ASCM) 

• Facility physical security 

• Distance learning and training development 

• Leases and logistical support 

Another aspect is in the engineering support to design the evolution of the NAS. This aspect 

includes funding for system engineering, the Center for Advanced Aviation Systems 

Development (CAASD), the NAS implementation support contract (NISC), and the technical 

support services contract (TSSC). System engineering and CAASD focus on NAS 

Modernization, Architecture development, planning, and decision-making about the evolution of 

the NAS. The NISC and TSSC are designated for design and implementation of NAS 

improvements. 

 

7.0 Air Traffic Organization – Terminal Business Service is Now Operational 

The FAA has established a PBO to manage terminal area air traffic control capabilities. The 

ATB focuses on delivering air traffic control service capabilities, not just on delivering 

equipment. Managing the capabilities does not end once a piece of equipment is fielded—the 

responsibility and accountability for providing the service continues—ensuring that air traffic 

controllers and system specialists are able to provide the service to the flying public. 

The FAA has developed this business-oriented organization that focuses on the terminal 

infrastructure and services. The ATB was designed to implement best business practices to 

manage the resources used in the movement of air traffic in the terminal environment. The 

terminal environment consists of the geographic and airspace volume used for the enplanement 

of passengers, and the departure and approach phases of flight, and is the most densely populated 

airspace in the NAS. Figure 6 shows the domain responsibility for the ATB. 

The business approach also accounts for the tools used in the movement of air traffic. 

The elements of surveillance, automation, facilities, and personnel were consolidated under one 

management unit. This grouping of outputs ensures that all facets of the NAS used to move air 

traffic in the terminal domain will be managed by one organization. 

24
Figure 6 Terminal and Tower Domains under Responsibility of the Terminal Business 

Service 

Tower Tower

Te Terminal rminal

En Route/Oceanic

Tower Tower

Te Terminal rminal

En Route/Oceanic

Tower

Tower controllers manage and control airspace

within approximately five miles of an airport,

including taxiways and runways. Tower controllers

control ground operations and departing and landing

traffic. Traffic is passed between the tower and

terminal controllers. Towers are provided with flight

planning information by the en route computer system.

Weather information is available from airport sensors

and weather processing and distribution through

communications links.

Terminal

Terminal facilities provide air traffic control services

for an airspace located approximately 40 miles from

an airport and usually below 10,000 feet in altitude.

These dimensions are changing to extend more

flexibility in using the airspace. The terminal controller

establishes and maintains the sequence and separation

of aircraft taking off and landing or operating within the

terminal airspace. Terminals are interconnected with

local towers and provided surveillance and position

data of aircraft under terminal control to displays within

the tower. Selected terminal facilities are interconnected

to the traffic flow management systems at the Air Traffic

Control System Command Center. Flight planning

information is provided from the en route computer

system. Weather data are provided from weather

processing and distribution through communications links.

This business approach is inclusive of budgets, projects, and initiatives, and is designed to make 

the terminal environment cost effective and efficient. The primary mission of ATB is to provide 

integrated terminal air traffic capabilities in the most operationally efficient and effective means 

possible, commensurate with the FAA’s strategic performance outcome and output goals. The 

ATB has defined strategic objectives to support the evaluation of competing initiatives. The 

ATB strategic objectives are comprised of the following: 

• Address critical safety and security needs in the terminal air traffic control 

environment where the impact to the economy and general public is greatest.

• Reduce the risk to service by effectively sustaining existing infrastructure. 

• Provide new terminal air traffic control capabilities. 

As an example of the business approach, the ATB is focusing its efforts on minimizing risk and 

meeting needs where the impact to the public may be greatest. The top-level priority of the ATB 

modernization efforts is to resolve safety and efficiency at the busiest U.S. airports. The NAS 

requires a combination of modern technology and additional runways. The ATB, in partnership 

25
with airport operators, is helping to plan and develop new runways to accommodate increased 

aircraft operations, and use new technologies to resolve congestion while meeting environmental 

requirements. 

More specifically, the priority ATB modernization efforts are directed at the following: 

• Eight pacing major metropolitan airports (airports that experience a delay of

greater than 15 minutes on three percent or more of their operations—prior to 

September 11, 2001), 

• Thirty major metropolitan terminal areas, and 

• The remaining terminal/tower areas (approximately 430). 

In the FY 2003 budget submittal, there is a consolidation of BLIs under the ATB. This 

consolidation enables greater management flexibility to address FAA performance goals. 

Appendix B shows the goals for individual projects, but the funding has been combined into the 

new categories in Appendix C. 

There will be no change in requirements for the ATB to manage projects to baseline cost, 

schedule, and performance targets. Baselined program variances will therefore still be tracked at 

the project level. Table 2 shows the FY 2002 programs that have been consolidated into two 

budget line items. One is the combination of the surveillance programs as a safety output, the 

other is the balance of the ATB automation and infrastructure work. The combined investments 

of these programs are approximately $692 million. 

26
Table 2 Budget Line Item Consolidation for the Terminal Business Service 

FY 2002 

BLI 

Program Title 

Safety Category as New FY 2003 BLI 1A01 

2A02 Next Generation Weather Radar - Provide 

2A09 Air Traffic Control Beacon Interrogator Replacement 

2A18 Air Traffic Control En Route Radar Facilities 

2B01 Terminal Doppler Weather Radar – Provide 

2B03 Airport Surface Detection Equipment 

2B04 Airport Movement Area Safety System

2B14 Terminal Digital Radar (Airport Surveillance Radar - 11) 

2B15 Airport Surveillance Radar – Weather Systems Processor 

2B17 Airport Surveillance Radar (Airport Surveillance Radar - 9) 

2B18 Mode-Select – Provide 

2B20 Precision Runway Monitors 

2B21 Airport Surface Detection Equipment Model X 

2B23 Terminal Radar (Airport Surveillance Radar) Improve 

FY 2002 

BLI 

Program Title 

Efficiency Category as New FY 2003 BLI 2A01 

1B01 Terminal Automation Program

2B02 Terminal Automation Program

2B05 Terminal Air Traffic Control Facilities - Replace 

2B06 Air Traffic Control Tower/Terminal Radar Approach Control 

Facilities – Improve 

2B09 Potomac Terminal Radar Approach Control 

2B10 Northern California Terminal Radar Approach Control 

2B11 Atlanta Terminal Radar Approach Control 

2B19 Terminal Applied Engineering 

2B22 Houston Area Air Traffic System

2A01** En Route Automation 

4A08** Permanent Change of Station Personnel Moves 

** Portions of the funding only 

8.0 Measuring Progress 

To measure progress, the following approach has been applied: (1) goals establish the overall 

objective and (2) metrics are employed to measure the progress toward achieving those goals. 

There are two types of performance-based goals, outcomes and outputs. Both are defined as 

measurable objectives. Output goals, in the context of the CIP, consist of the delivery of a 

product that supports the goal. In some instances, a program may support more than one goal. 

An output goal is narrow in scope and is measurable in terms of commitments within the 

programs to deliver capabilities that in turn deliver services. 

27
Outcome goals relate to the changes in service performance—safer, more efficient, increased 

capacity, or reduced security risks. As the FAA implements a performance based organization, 

this realignment around goals will assist in setting priorities and managing agency performance 

to achieve the needed outcomes. 

Safety improvement metrics and security measures are defined in the FAA Strategic Plan. 

Metrics are defined for the 31 capacity-constrained benchmark airports. Metrics have been in 

place for over two years in the Free Flight Phase 1 Program and now with the OEP. Specific 

performance goals for the performance based organization are under development. 

9.0 Organization of the Capital Investment Plan Appendices 

This CIP differs in perspective compared to the FY 2002 CIP. The FAA has prepared budgetary 

requirements for submission to Congress aligned to organizational goals. This CIP is organized 

to provide insight on the alignment of capital investments to programs supporting the attainment 

of measurable goals. 

Appendix A describes the relationships between the DOT and FAA Strategic Goals and the 

outputs from capital investments. 

Appendix B uses the same program-related performance structure as last year and is a matrix of 

the funding aligned to BLI and FAA Goals. It details each CIP project output goal by BLI 

number, FY 2001 accomplishments, and FY 2002 through 2007 performance goals. 

Appendix C is the budget spreadsheet for FY 2003 through 2007, and is similar to the FY 2002 

CIP with the exception of the consolidation of line items in navigation and the ATB. 

Appendix D is an acronym list. 

10.0 Conclusion 

This FY 2003 through 2007 CIP is submitted to Congress describing a five-year view of the 

FAA’s planned investments. At budget submittal, a key element of capitalization is still 

under review, the requirements for homeland defense, including surveillance, automation, 

and communications changes. The FAA will inform Congress of any changes in these areas 

as planning progresses. 

28
Appendix A 

29
Organization of Categories 

Facilities and Equipment (F&E) Fiscal Year (FY) 2003 Budget Line Items (BLI) have been assigned to one of five 

categories; all costs related to Personnel, Compensation, Benefits, and Travel (PCB&T) are included in Category 6. 

The categories are: 

• Category 1: Improve Aviation Safety

ο Subcategory 1AXX: Reduce Commercial Aviation Fatalities 

ο Subcategory 1BXX: Reduce General Aviation Fatalities 

ο Subcategory 1CXX: Overall Aviation Safety Improvement

• Category 2: Improve Efficiency of the Air Traffic Control System

ο Subcategory 2AXX: Increase Number of Flights Handled by Airports 

ο Subcategory 2BXX: Improve Routing Efficiency for Flights En Route 

ο Subcategory 2CXX: Overall National Airspace System Improvement 

• Category 3: Increase Capacity of the National Airspace System 

ο Subcategory 3AXX: Increase Capability of En Route Systems to Handle Flights 

• Category 4: Improve the Reliability of the National Airspace System

ο Subcategory 4AXX: Replace Terminal Equipment to Prevent Decreased Performance 

ο Subcategory 4BXX: Replace En Route Equipment to Prevent Decreased Performance 

ο Subcategory 4CXX: Replace Supporting Systems that Impact Overall National Airspace System

Performance 

• Category 5: Improve the Efficiency of Mission Support

ο Subcategory 5AXX: Increase Efficiency of Investment Management 

ο Subcategory 5BXX: Minimize Environmental Impact of Aviation Facilities 

• Category 6: Personnel, Compensation, Benefits, and Travel Only

Each BLI may contain one or more Capital Investment Plan (CIP) projects, but it is assigned to only one category.

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

goal. 

By direction of the Office of Management and Budget (OMB), all projects are aligned to Department of 

Transportation (DOT) and corresponding FAA Goals. The contributions of each CIP project in meeting DOT/FAA 

Goals are supplied in the “Narratives for Primary or Secondary Goals” sections. 

In this CIP, category assignment for each BLI was accomplished by reviewing all CIP projects and their goals and 

determining the most significant contribution to one goal in terms of funding and outcome contribution. 

The definitions of categories and DOT and FAA Goals are provided at the beginning of each category. 

30
Format of Appendix A 

The sections of this appendix present information by F&E projects organized in the following 

format: 

 

Category Number: 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 outcome or outputs that contribute to changes in capabilities or services. 

31
Category 1 

Definition of Category 1: Improve Aviation Safety

This category identifies programs that contribute to the aviation safety and security relationship 

within the National Airspace System (NAS). It contains the outcome and output goals of safety 

and security. 

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

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

1. Strategies to Achieve FAA Safety Goals: 

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: 

Air Carrier Fatal Aircraft Rate – Reduce the fatal aviation accident rate for commercial 

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

The Fiscal Year (FY) 2003 target is 0.033 per 100,000 departures–with the reduction to 

be achieved in six key areas outlined in the Safer Skies Agenda. 

General Aviation (GA) Fatal Aircraft Rate – By 2007, reduce the GA fatal accidents by 

an amount that results in a 20 percent improvement from the projected total for that year. 

Assuming a 1.6 percent annual growth in activity, the annual number of GA fatal 

accidents is projected to grow from the three-year baseline of 379 for 1996 to 1998 to be 

437 in 2007. The 2003 target is 374. 

Operational Errors – Reduce operational errors per one million activities. The FY 2003 

goal is no more than 6.5 per million. 

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

incursions. The 

FY 2003 goal is no more than 56 runway incursions per 0.08 of 100,000 operations. 

2. Strategies to Achieve FAA National Security Goals: 

Security Baseline: Continue to improve the baseline security system for civil aviation and 

address vulnerabilities that may remain. 

Information Security: Develop and implement a comprehensive information system security 

(ISS) program and security activities to protect the national airspace and mission support 

systems.

32
FAA Annual Performance Goals: 

Explosive Device and Weapons Detection – Increase the detection rate for explosives 

and weapons that may be brought aboard an aircraft. The detection rates are sensitive 

information protected under Code of Federal Regulations (CFR) Part 191.

Information Security – Develop and implement a comprehensive ISS program and 

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

33
The following graph indicates distribution of funding for F&E programs in Category 1: Improve 

Aviation Safety for FY 2003 to 2007. Funding in thousands. 

Category 1: Improve Aviation Safety

 by Fiscal Year

403,340.00

381,500.00

349,200.00

312,900.00

355,700.00

FY03 FY04 FY05 FY06 FY07

34
Category 1: 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: 

Improve NAS safety through better detection and characterization of hazardous weather 

phenomena, which is achieved by technology upgrades to the next generation weather radar 

(NEXRAD) systems, and implementation of medium intensity airport weather system (MIAWS) 

to airports with limited wind shear detection capabilities. MIAWS will be used to alert air traffic 

control to the severity, location, movement, and expected duration of hazardous weather 

phenomena. 

The initial objective of MIAWS, a product improvement under the NEXRAD Program, is to 

provide a low-cost, real-time weather display of storm positions and estimated storm tracks at 

airports utilizing NEXRAD product data as its primary input. MIAWS provides enhanced 

capabilities to medium-intensity air traffic control towers (ATCT) at a significantly lower cost 

than systems employed at high-intensity airports. MIAWS also provides weather situational 

awareness information—storm position, estimated storm tracks, and precipitation alerts—and 

user interfaces with air traffic via situation displays and ribbon terminals to medium-sized 

airports. MIAWS provides air traffic control with real-time critical hazardous weather 

information needed to safely and efficiently manage the flow of air traffic. NEXRAD provides a 

national network of weather radar currently in use that detects, processes, distributes, and 

displays hazardous and routine weather information. 

Secondary 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 Secondary Outcome Goal: 

Reduce weather-related delays through better strategic awareness and communication of weather 

phenomena. Communication across the NAS will support decisions concerning arrival and 

departure routes and reconfiguration of airport runways. 

Category 1: 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. 

35
Narrative of Primary Outcome Goal: 

Increase aviation safety with the accurate and timely detection of hazardous aviation weather 

conditions. The primary mission of the terminal doppler weather radar (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 by detecting microburst and gust fronts. 

Air traffic control radar currently detects the location and intensity of precipitation. The 

presence, location, and altitude of hazardous weather phenomena, such as microburst and gust 

fronts producing wind shear conditions, are not adequately determined. The TDWR Program

establishes a terminal aviation weather radar capability that provides accurate aviation weather 

products (microburst, gust fronts, and related hazardous wind shear), and furnishes software 

algorithms to improve the radar presentation of weather data. 

36
Secondary 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 Secondary Outcome Goal: 

Improve the management of air traffic in the terminal area through TDWR-derived forecasts of 

gust front-induced wind shifts and precipitation. 

The TDWR deployed at commercial airports have reduced weather related arrival and/or 

departure delays, resulting in savings in aviation fuel consumption. TDWR provides improved 

runway/airfield management through the detection and display of microburst, gust fronts, 

precipitation, and the prediction of wind shifts. 

Category 1: 1A01 Terminal Business Unit: 1A01C Airport Surface Detection 

Equipment 

Airport Surface Movement Detection Equipment Model 3 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: 

Extend service life of airport surface detection equipment (ASDE) model 3, which provides air 

traffic controllers with a video display of aircraft, vehicles, and obstacles on an airport’s runways 

and taxiways, to continue to assist controllers in safely managing terminal traffic. Because the 

ASDE-3 radar is the primary detection sensor input to the airport movement area safety system

(AMASS), extending the service life of the ASDE-3 positively impacts the service life of the 

AMASS. 

The ASDE-3 provides 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 to prevent collision situations, and provides 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 service life 

extension program (SLEP) addresses obsolete parts and parts that impact the reliability and 

maintainability; the SLEP activities will ultimately extend the useful life of the ASDE-3 an 

additional 10 years beyond the original 20-year life cycle to 2015. 

Category 1: 1A01 Terminal Business Unit: 1A01D Airport Movement Area Safety System 

 Airport Movement Area Safety System 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

37
Narrative for Primary Outcome Goal: 

Improve system safety in the terminal area through the use of surface detection hardware and 

software that provides air traffic controllers with both a video display of aircraft, vehicles, and 

obstacles on the airport’s runways and taxiways and an automatically generated visual and aural 

alarm alert to aid in the prevention of loss of life and property as a result of runway incursions 

and other potential unsafe conditions. 

The AMASS adds an automation enhancement to ASDE-3 that provides tower controllers with a 

visual and aural alarm of potential collisions on the airport’s surface. The AMASS is comprised 

of two subsystems—the AMASS processor and the terminal automation interface unit (TAIU). 

The TAIU interfaces with the airport surveillance radar (ASR) model 9 and the automated radar 

terminal system (ARTS) automation equipment to provide airborne aircraft position and runway 

prediction information to the AMASS for alert processing. The AMASS is used as a safety 

system by ground controllers at operational ASDE-3 sites. 

38
Category 1: 1A01 Terminal Business Unit: 1A01E 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: 

IMPROVE AVIATION SAFETY BY PROVIDING AIR TRAFFIC CONTROLLERS WARNINGS OF WIND 

SHEAR AND MICROBURST EVENTS FOR IMMEDIATE ISSUE TO PILOTS. THE WEATHER SYSTEMS 

PROCESSOR (WSP), A LOW COST ALTERNATIVE TO TDWR, PROVIDES HAZARDOUS WEATHER 

SITUATIONAL AWARENESS BETWEEN TOWER AND TERMINAL RADAR APPROACH CONTROL 

(TRACON) PERSONNEL, INCLUDING PREDICTIONS OF GUST FRONTS AND STORM CELL MOTION 

THAT WILL ALLOW IMPROVED RUNWAY RECONFIGURATION IN ADVANCE OF FUTURE WIND 

SHIFTS. 

TO IMPROVE FLIGHT SAFETY, THE FAA INSTALLED WSPS AT MEDIUM- AND LARGE-SIZED 

AIRPORTS THAT COULD NOT SITE A TDWR TO DETECT AND WARN PILOTS OF HAZARDOUS WIND 

SHEARS AND MICROBURSTS IN THE VICINITY OF RUNWAYS. THE WSP PROVIDES ADVANCE 

WARNING TO CONTROLLERS AND PILOTS OF HAZARDOUS WIND SHEAR AND OTHER 

HAZARDOUS WEATHER CONDITIONS. 

Secondary 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 Secondary Outcome Goal: 

Improve system efficiency by significantly increasing aviation fuel savings, improving airport 

capacity under hazardous weather conditions and reducing hazardous weather flight delays. 

Operational benefits of the system include real-time detection of hazardous weather and 

microbursts and increased safety (accident avoidance) and capacity (more runway availability 

and better efficiency of operation during thunderstorm days). 

The WSP Program establishes a terminal aviation weather radar capability at ASR-equipped 

airports that do not receive the TDWR. These airports have a high exposure to wind shear and 

conduct medium to high amounts of air traffic operations. Sixty-five percent of annual air traffic 

control system delays are attributable to weather, and annually account for $1.7 billion of direct 

costs to the airline industry. 

Category 1: 1A01 Terminal Business Unit: 1A01F Airport Surface Detection Equipment – 

Model X 

Airport Surface Detection Equipment Model X 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Primary Outcome Goal: 

Provide detailed coverage of runways and taxiways and alert air traffic controllers, both aurally 

39
and visually, to potential collisions. Provide controllers with improved situational awareness, 

which will reduce runway collision risks, ultimately improving the safety of the nation’s 

runways. 

The airport surface environment is becoming an increasingly complex place. As air traffic 

increases, the needs of air traffic control are expanding to fully utilize runways and taxiways, 

even during low visibility situations and inclement weather. The ASDE-x system’s technologies 

(surveillance, conflict detection and alerting, and controller display) will improve runway safety 

and prevent runway incursion accidents by increasing airport controller situational awareness. 

ASDE-x improves controller situational awareness by providing visual representation of the 

traffic situation on the airport surface in the form of aircraft position information, flight call 

signs, and by alerting controllers through aural and visual alarms that a potential accident may 

occur. The ASDE-x system depicts aircraft vehicle position and identification information 

overlaid on a color map showing the surface movement area and arrival corridors during all 

weather conditions. 

The core ASDE-x system will consist of a primary radar subsystem, multilateration/automatic 

dependent surveillance broadcast (ADS-B) subsystem, multi-processor/data fusion subsystem,

and controller display. System enhancements include safety logic (to provide conflict detection 

alerting), dual-radar fusion, ASDE-3 fusion, and the remote tower design. These planned 

enhancements include audible and visual warning of impending conflicts or collisions, and the 

capability to accept future surveillance sensor inputs. ASDE-x was designed for airports that are 

not covered by the ASDE-3/AMASS projects. This system, which is modular and scalable, will 

detect and identify cooperative (transponder equipped) and non-cooperative aircraft/vehicles, 

provide interface and fusing capability of multiple surveillance sensor inputs, and supply single 

target display of position and flight identification information to the controller. 

Category 1: 1A02 Aviation Weather Service Improvements 

• Integrated Terminal Weather Systems – Development/Procurement 

• Integrated Terminal Weather Systems – 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: 

Improve safety by detection, forecasting, processing, and delivery of aviation weather 

information to pilots, airline operations centers (AOC), and controllers. The integrated terminal 

weather system (ITWS) provides 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 45 high-activity airports that 

have significant convective weather. 

ITWS will provide products to terminal aviation system users that characterize the current 

terminal weather situation in addition to providing a forecast of anticipated weather conditions 

40
for the next 20 minutes. These objectives will be achieved by integrating data and products from

various FAA and National Weather Service (NWS) sensors (e.g., TDWR, ASR, NEXRAD, 

LLWAS, and ASOS), aircraft (via the meteorological data collection and reporting system), and 

other NWS weather information systems. Products generated by ITWS will include wind shear 

and microburst predictions, storm cell and lightning information, and terminal area winds aloft. 

ITWS is to acquire and deploy 37 ITWS systems. A single TRACON can cover multiple 

airports; therefore, 34 ITWSs at TRACONs will cover 46 airports. 

Category 1: 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: 

Monitor the airport area and alert pilots, through the air traffic controllers, when hazardous wind 

shear conditions are detected. Severe wind shear/microburst conditions that occur at low 

altitudes 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 where thunderstorms are 

frequent. 

The LLWAS-Relocation/Sustain upgrade will improve accuracy and increase the probability of 

detection of wind shear events. The LLWAS-Relocation/Sustain upgrade adds additional wind 

speed and direction remote stations, realigns the remote station poles to new runway 

configurations, focuses alerts to specific runways, and extends the service life of the equipment 

with modern technology. 

There are three projects running simultaneously within the overall LLWAS-Relocation/Sustain 

Program: 

• LLWAS Pole Relocation Project: Improve current performance by relocating/replacing and 

adding height to remote stations and poles. 

• LLWAS Sustainment Project: Upgrade 40 stand-alone LLWAS-2 systems to the LLWASNetwork Expansion performance level and address system supportability issues. The 

LLWAS-2’s upgrade to the sustainment configuration will reduce costs by eliminating 

obsolete equipment. When the ASR-9 associated with the Daytona Beach Airport was 

relocated, the Daytona Beach site became ineligible for ASR/WSP because the radar was 

sited outside the range parameter necessary for WSP operation. Therefore, Daytona Beach 

has become the 40th candidate for the LLWAS sustainment site. 

• The LLWAS-Relocation/Sustain Program: Also upgrade nine existing LLWAS-Network 

Expansion sites to the LLWAS-Network Expansion++ configuration. The LLWAS-Network 

Expansion++ rehosted the LLWAS-Network Expansion algorithm on a modern computer 

41
platform and upgraded much of the hardware to extend its service life. The LLWASNetwork Expansion++ is a separate and more robust configuration from the LLWASRelocation/Sustain that is used especially at large and busy airports with multiple runways. 

The nine LLWAS-Network Expansion sites will be upgraded to LLWAS-Network 

Expansion++ as part of the sustainment project. 

The LLWAS Disposal/Decommissioning project 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 in order to restore the sites to their original condition. 

Category 1: 1A04 Aviation Safety Analysis System 

(A) Aviation Safety Analysis System 

(B) System Approach for Safety Oversight 

(A) 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: 

Improve aviation safety and security through enhanced effectiveness in safety and security 

regulation and oversight of the civil aviation industry by improving the automation safety and 

security subsystems and tools that are essential for the safety and security work forces 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. The infrastructure and systems provide the 

tools necessary to enhance the effectiveness of the FAA’s certification, inspection, and 

surveillance responsibilities in the safety and security areas in civil aviation. 

Enhancements in automation safety and security systems and infrastructure are essential to 

establish safety and security standards; monitor aviation safety and security performance; 

conduct aviation safety education; perform safety and security research; issue and maintain 

certificates for the design and manufacture of aircraft and licenses for air operators and airmen, 

including medical certificates; designee monitor; maintain aircraft registration records; manage 

the FAA accident investigation program; and manage the FAA rulemaking program, which is the 

primary means by which safety and security standards and policies are disseminated. 

(B) 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: 

Provide the capability to identify aircraft accident causal factors and mitigate risks within all 

components of the system through the integration of business processes. The system approach 

42
for safety oversight (SASO) expands oversight analysis by providing tools to use to identify 

patterns of sub critical individual failures that combine to create an accident. It provides a 

complete set of analytical tools to allow targeted inspections and identify actions in the areas of

highest potential vulnerability and probability of hazard. 

Category 1: 1A05 Integrated Flight Quality Assurance 

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: 

Provide an electronic capability for the collection and analysis of flight data from airline 

operations. Development of a secure Internet-based FAA electronic data acquisition and 

information infrastructure will allow the FAA to access airline flight operational quality 

assurance (FOQA) trend data for NAS oversight. It will also be used to develop FAA policy and 

conduct informed decision-making regarding aviation safety for the airlines. 

Category 1: 1A06 Safety Performance Analysis System 

Safety Performance Analysis System 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Primary Outcome Goal: 

Assist aviation safety inspectors (ASI) by targeting critical areas for inspection. This system

provides the capability to target certificate holders that pose a greater safety risk and 

dynamically modify the surveillance work programs. Additionally, it allows the FAA to monitor 

the status of aging fleet of aircraft and increases the industry accountability for aviation safety.

Category 1: 1A07 Performance Enhancement Systems 

Portable Performance Support System 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Primary Outcome Goal: 

Contribute to improved aviation safety by providing ASIs mobile, transportable electronic tools 

to identify and track potential violations (based on past performance) and violations of safety 

standards. Identify the potential for discrepancies and violations for the aircraft fleet. This 

portable tool provides the ASIs an on the spot tool to use while conducting surveillance within 

their areas of jurisdiction. 

43
Category 1: 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 Initiative 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Primary Outcome Goal: 

Reduce the number and rate of accidents, fatalities, and property damage, and improve aviation 

safety in Alaska through the integration of interdependent technologies. Capstone provides an 

improved ground and air infrastructure that furnishes pilots with better information on the 

location and severity of hazardous weather, proximity to terrain, improved instrument 

approaches to small airports, and traffic information for the reduction of mid-air collisions. 

Additionally, Capstone provides improved surveillance information to controllers to assist in 

sequencing, separation, flight following, and search and rescue (SAR) activities. Capstone will 

also provide a more useable instrument flight rules (IFR) infrastructure to expand available 

lower en route and approach/departure routes. 

Under Capstone, the Alaskan Region serves as a real-world demonstration of communications, 

navigation, and surveillance (CNS) technologies, procedures, and certification techniques. 

Capstone uses avionics and a ground infrastructure that have passed testing, certification, and 

operational approval for the safe introduction of systems into the existing Alaskan operational 

environment and the NAS. Capstone implements technology used by small aircraft, and focuses 

on operational benefits that can result from implementing avionics, ground systems, and 

operational procedures. Aircraft chosen to participate in the avionics validation are equipped 

with the following: 

 

• An IFR-certified global positioning system (GPS) receiver for enhanced visual navigation 

capabilities; augmentation to receive wide area augmentation system (WAAS) signals as 

WAAS becomes available; 

• A universal access transceiver (UAT) data link radio to provide the pilot with current 

decision-making information via ADS-B, traffic information service-broadcast (TIS-B), and 

flight information services broadcast (FIS-B); 

• A panel-mounted, multiple function color display to present information from the above 

components, and to present a terrain advisory database (to include a terrain awareness and 

warning system (TAWS)) to help avoid collisions with terrain. 

The major ground system components are as follows: 

• Modification to the Anchorage Air Route Traffic Control Center (ARTCC) micro en route 

automated radar terminal system (MicroEARTS) automation system to incorporate ADS-B 

44
data for processing and display at the Anchorage ARTCC and Bethel Tower; 

• Ground broadcast transceiver (GBT) remote ground stations with communication and router 

capability to the Anchorage ARTCC; 

• Multilateration as a means to supplement ADS-B to provide information on transponderequipped aircraft to controllers; 

• FAA-certified automated weather observation systems (AWOS) model III with radio 

broadcast capability installed to enable air carrier use of the new non-precision GPS 

instrument approach procedures; 

• Additional voice communications, as needed, to increase communications coverage to lower 

en route and approach/departure routes. 

Increased safety benefits will result from: 

• Supplying text and graphical weather to the pilot via data link; 

• Increasing pilot situational awareness by providing cost-effective terrain and obstacle 

information; 

• Improving low visibility terminal operations by installing AWOS facilities and designing 

GPS approaches in remote village airports; 

• Providing traffic information to the cockpit using ADS-B, cockpit traffic displays, and TISB; 

• Using an on-board traffic/navigation display and ADS-B to make needed flight path 

adjustments;

• Equipping vehicles in the airport movement area with ADS-B to increase pilot and vehicle 

operation situational awareness on the airport surface; 

• Using ADS-B to provide additional surveillance coverage and fill gaps in current radar 

coverage; 

• Integrating ADS-B data with radar and air traffic control automation systems to improve air 

traffic control capabilities. 

(B) Safe Flight 21 – Ohio Valley Prototype Project 

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: 

Improve flight route flexibility and reduce delays through the use of ADS-B technology to 

achieve user-preferred routes and to maximize airspace and airport resources. ADS-B will serve 

as enabling technology for the free flight capability in the NAS. 

In the oceanic, en route, and terminal environments, the increased flexibility and accessibility 

through the use of ADS-B technology will allow more aircraft to fly at their optimum altitude, 

speed, and routing, resulting in improved economic savings to the user. The evaluation of the 

Safe Flight 21 applications that support ADS-B and other related technologies will address 

arrival and departure capacity issues in all weather conditions, and provide enhanced 

45
surveillance and improved situational awareness for airspace users. 

Secondary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Secondary Outcome Goal: 

Improve aviation safety through the evaluation and validation of Safe Flight 21 applications in 

the oceanic, 

en route, terminal, and surface domains. Development of ADS-B and other related technology 

applications through rigorous testing, simulation, procedures validation, and analysis will result 

in enhanced situational awareness for air traffic controllers, dispatchers, pilots, and airport 

vehicle operators, and enhance overall system safety. 

The use of ADS-B and other related technologies has significant potential for enhancing 

surveillance in air-to-air (A/A), air-to-ground (A/G), and ground-to-ground (G/G) operations. 

Safe Flight 21 applications will enhance the “see and be seen” flight and ground operations 

environment. The capability to use fast-update and highly accurate information and knowledge 

about aircraft and vehicle movements will significantly improve safety. Increased safety benefits 

can result from: 

• Expanded and improved situational awareness for air traffic controllers, dispatchers, pilots, and 

airport vehicle operators in the oceanic, en route, terminal, and surface domains: 

o Improved flight crew situational awareness of other nearby aircraft and ground 

traffic;

o Improved air traffic controller situational awareness by providing surveillance 

information in all airport surface operational areas and in non-radar airspace; 

o Improved management by dispatchers and vehicle operators for movement on the 

airport surfaces; 

o Enhanced safety functions in air traffic control automation systems through the use of 

more accurate and timely ADS-B capabilities. 

(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:

Improve aviation safety through the development of system standards for ADS-B technology in 

terminal, en route, and oceanic airspace, as well as on the airport surface. Development of 

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. 

ADS-B technology has significant potential to enhance surveillance in A/A, airport surface, and 

A/G applications. ADS-B technological applications enhance the “see and be seen” flight and 

46
ground operations environment. The capability to use fast-update and highly accurate 

information and knowledge about aircraft and vehicle movements significantly improves safety. 

Increased safety benefits can result from: 

• Expanded and improved situational awareness for air traffic controllers, dispatchers, pilots, 

and airport vehicle operators in the surface, terminal, and en route domains; 

• Improved flight crew situational awareness of other nearby aircraft; 

• Provided surveillance information in non-radar airport surfaces and in non-radar airspace; 

• Improved visibility and situational awareness of aircraft and vehicles on airport surfaces; 

• Enhanced safety functions in air traffic control (air traffic control) automation systems 

through the use of more accurate and timely ADS-B data. 

47
Secondary 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 Secondary Outcome Goal: 

Improved flight route flexibility and reduced delays through the use of ADS-B technology will 

help to achieve user-preferred routes and maximize airspace and airport resources. ADS-B will 

serve as enabling technology for free flight capabilities in the NAS. Development of ADS-B 

standards will permit more flexible flight routes and international harmonization of ADS-B 

capabilities. 

In the oceanic, en route, and terminal environments, increased flexibility and accessibility 

through the use of ADS-B technology will allow more aircraft to fly at their optimum altitude, 

speed, and routing, resulting in improved economic savings to the user. ADS-B technological 

applications will also support all-weather operations in the air and on the ground. At airports, 

arrival and departure capacity decreases with inclement weather conditions. Airport capacity 

may be increased through the use of enhanced surveillance and improved situational awareness.

Category 1: 1C01 Advanced Technology Development and Prototyping 

A) Separation Standards – Advanced Technology Development and Prototyping 

B) Runway Incursion Reduction – Advanced Technology Development and 

Prototyping 

C) System Capacity, Planning, and Improvements – Advanced Technology 

Development and Prototyping 

D) Operations Concept Validation – Advanced Technology Development and 

Prototyping 

E) Software Engineering Resource Center – Advanced Technology Development and 

Prototyping 

F) Wide Area Augmentation System for Global Positioning System – Advanced 

Technology Development and Prototyping 

G) Local Area Augmentation System for Global Positioning System – Advanced 

Technology Development and Prototyping 

H) Airspace Management Laboratory – Advanced Technology Development and 

Prototyping 

I) National Airspace System Requirements Development – Advanced Technology 

Development and Prototyping 

J) General Aviation/Vertical Flight Technology – Advanced Technology Development 

and Prototyping 

K) Domestic Reduced Vertical Separation Minima – Advanced Technology 

Development and Prototyping 

(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 

48
FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

Improve oceanic system efficiency while maintaining agreed level of safety through introduction 

of reduced separation standard values in portions of international airspace where the FAA is 

partly responsible for the provision of Air Traffic Services (ATS) under delegation from the 

ICAO. The increase in efficiency comes about as the result of making additional economically 

attractive routes and flight levels available to airspace users. A by-product of the increase in 

oceanic system efficiency is a relief of the airport-congestion burden that is traceable to a higher 

percentage of flights cleared for on-time departures. 

This program will improve oceanic system efficiency through introduction of reduced separation 

standard values in horizontal and vertical planes. Reduced separation standard values permit 

more aircraft to operate on fuel- and time-optimal routings during oceanic phases of flight. 

Increased system capacity following from the introduction of reduced separation standard 

values—as measured by availability of more fuel- and time-efficient routings—reduces delays of

oceanic flights at origin airports because increased system capacity allows more on-time 

departures. 

49
(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: 

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. 

New and emerging technologies have significant potential for enhancing situational awareness 

on the airport surface. These technologies will enhance the “see and be seen” ground operations 

environment. The capability to use these technologies to enhance situational awareness related 

to aircraft and vehicle movement on the airport surface will significantly improve safety. 

Increased safety benefits can result from: 

• Expanded and improved surface situational awareness for air traffic controllers, pilots, and 

airport vehicle operators; 

• Surveillance information available in all airport surface operational areas; 

• A second line of defense against runway incursions (when technologies are fully 

implemented). 

(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: 

Provide an aerospace transportation system that meets users’ needs and efficiently governs the 

increasing level of air traffic by reducing system delays and the time necessary to develop 

operational criteria and procedures, and significantly reduces implementation risks for the NAS 

Architecture. 

Develop, track, and report on ATS performance measures; provide direction and management 

support to initiatives that increase airport safety, capacity, and efficiency; and serve as a liaison 

between the FAA and the industry on capacity issues. 

 

The events of September 11, 2001, resulted in major shifts in the way the NAS is operated and 

maintained as well as a new emphasis for the planning and implementing near-term and longterm needs. While safety and security have always been primary considerations, the heretofore 

problem of congestion and efficiency must now be considered in a new light. All venues of 

public transportation require increased resources to deal with the threat of terrorism. The NAS is 

now the main area of concern. Reduced air travel has placed many airlines and airports in 

50
jeopardy of collapse. The loss of jobs and revenues across many industries are part of the nonhuman tragedy. 

Economic recovery is more than ever a national priority. As now seen, the impact of temporary 

loss of the U.S.’s ability to maintain a safe, secure, and efficient NAS was felt worldwide. 

Improvements in safety and security must be supported by investments in returning the NAS to 

normal capacity, which means that each dollar invested in supporting the recovery from a 

capacity perspective must also show how security and safety are also enabled. Ongoing and 

planned capacity initiatives and activities must be re-evaluated in terms of timing and 

implications to today’s environment. 

Beginning in FY 2002, each element of the aviation System Capacity, Planning, and 

Improvement Program was re-evaluated to reflect current relative value and risks, given recent 

developments. The Office of System Capacity (ASC) continues to provide analysis necessary to 

develop an overall strategy to enhance system capacity. This analysis includes both terminal and 

en route assessments of procedures and capacity related technologies to develop customized 

solutions for airports and customers. It also includes a performance measurement system for 

measuring the benefits and cost of airport, airspace, and procedure solutions. This strategy 

combines program and project performance results with cost accounting information to improve 

investment decision-making, thereby achieving optimal strategic and operational outcomes. A 

new airport efficiency metric developed from ASC analysis will support the Operational 

Evolution Plan (OEP), Government Performance & Results Act (GPRA), and other performance 

indicators of national importance. 

(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: 

Provide well-defined and well-understood “validated” operational concepts to support the 

development of the NAS transition steps in the NAS Architecture. Provide integrated guidance 

to the aviation community for the development and transition to a modernized NAS, including 

system specification, roles and responsibilities, procedures, training, and certification 

requirements. 

The operational concept development and validation activities provide for the continued 

development and support of modernization through: 

• Concept development 

• Lower level concept development 

• Scenario development of operational changes to support the establishment of system level 

requirements 

• Concept validation 

• Analysis tools development to evaluate impact of proposed concepts 

51
• Fast-time simulation and analysis 

• Validation data repository 

• System design 

• Metrics development 

• Information modeling to support scenario-to-requirements translation 

These activities provide the basis upon which the NAS Architecture establishes validated, 

integrated, configuration-managed requirements for the subsystems of the new target system, 

providing a coherent, comprehensive framework to guide the associated research and 

development (R&D) activities (e.g., specific requirements for ADS-B capabilities, surface 

management capabilities, advanced concept probe, etc.). They also support top-level designs for 

the major new Air Traffic Management (ATM) capabilities and subsystems associated with the 

operational concept (e.g., the ground-based and airborne information infrastructures required for 

modernization and the design of a capability to dynamically tailor an air traffic controller’s 

airspace responsibility to more efficiently accommodate traffic demand). 

(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: 

Address a U.S. Senate recommendation to “conduct an in-depth analysis of the processes within 

the FAA which are affected by commercial-off-the-shelf (COTS)/non-developmental item (NDI) 

technologies, identify new methods to test and validate safety-critical systems that are not 

dependent on source code analysis, [and] investigate ways to reduce cost and time to establish 

high confidence in a system.” Congress, the Government Accounting Office (GAO), and the 

Research, Engineering, and Development (RE&D) Advisory Committee have routinely criticized 

the FAA for its shortcomings in the definition, acquisition, and maintenance of softwareintensive systems. These deficiencies have resulted in increased cost, decreased quality, and 

delayed deployment of software-based capabilities. Because all the systems required to 

modernize the NAS are dependent on software, the FAA must improve its software engineering 

capabilities to meet operational objectives. 

By improving the process for the acquisition of software intensive systems integrated with 

COTS/NDI products, higher quality systems will be fielded and operational within the projected 

schedule and allocated budget. By streamlining the procedures for certifying avionics and 

ground-based safety-critical software, new aviation system products can be developed faster and 

cheaper. By modernizing the way the FAA collects, stores, distributes, and manages 

aeronautical and adaptation data, the FAA can improve access to the data and ensure its safety 

and quality, reduce costs through standardized data and procedures, and facilitate data and 

domain analysis. 

The primary mission of the FAA’s Software Engineering Resource Center (SERC) is to optimize 

52
systems and software engineering practices to design, acquire, develop, and maintain high 

quality, mission critical systems. The SERC continues to work toward the implementation of an 

agency-wide adaptation data management program that includes data standardization and 

supports IT security, enterprise-wide network operations, secure electronic data exchange, and 

electronic signature capabilities. The SERC evaluates and validates improved software 

processes, methods, and engineering tools that enhance architecture, systems and software 

engineering, testing, and certification functions over the life cycle of systems in the NAS. The 

SERC brings together recognized experts and FAA personnel to solve problems related to the 

certification of software, COTS/NDI, and next generation architecture. This coordination 

transfers skills and increases the technical competency of the FAA workforce. 

(F) Wide Area Augmentation System for Global Positioning System – 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: 

See 3A01B

(G) Local Area Augmentation System for Global Positioning System – 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: 

See 3A01A 

(H) 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: 

Improve the efficiency of the NAS by providing the data, metrics, and tools to analyze traffic and airspace 

configuration to optimize traffic flows through sector design and analysis using historical and projected 

traffic loads. 

The Airspace Management Laboratory will increase the efficiency of the NAS by collecting 

traffic information from the enhanced traffic management system (ETMS) and local facility data 

points to construct historical traffic and system loading metrics. Traffic specialists and analysts 

will use this data to analyze, design, and benchmark existing and proposed airspace structures in 

the en route and terminal areas. The primary tool used by the FAA to perform this function is the 

sector design and analysis tool (SDAT). 

53
The initial conversion of this legacy application will begin deployment in FY 2002. Further 

enhancements and support will be made in FY 2003 and beyond to facilitate the FAA’s ability to 

develop and analyze GPS routes for an entire TRACON area and connectivity to en route 

centers. 

In addition, the Airspace Management Laboratory will continue the deployment and 

enhancement of the FAA’s obstruction evaluation system. This system is essential to provide 

data to analysis services, tools, and systems required to support the development of GPS routes. 

The deployment of this system will merge multiple databases and processes into a centralized 

national system. This application is the FAA’s mechanism for management of workflow, data, 

and correspondence required to verify that proposed construction does not present a safety 

hazard to aviation. 

Although not the primary purpose, the above data and tools are used to support analysis of 

security vulnerabilities and impacts.

Secondary Outcome Goal: FAA Goal: Human and Natural Environment: Maintain the 

number of people exposed to aircraft noise at current levels despite increasing operations. 

Narrative for Secondary Outcome Goal: 

Improve the FAA’s ability to develop routes and procedures to minimize the number of people 

exposed to aircraft noise. 

The Airspace Management Laboratory is responsible for the development of the noise integrated 

routing system (NIRS). This FAA-owned tool provides the ability to analyze multi-terminal 

airspace. NIRS allows the analyst to decompose the noise profiles to determine the traffic 

sample’s profile contribution and alternatives. As National Airspace Redesign and the OEP 

develop alternatives to enhance terminal capacity, NIRS provides the detailing mechanism for 

that analysis.

(I) 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: 

Contribute to the system efficiency goal by providing research and evaluation for the purpose of 

identifying new and existing technologies that will meet the identified needs of aerospace users. 

Provide funding for independent investigation of technologies and selected programs to 

transition from existing to new user needs. Such investigations assist in determining and 

selecting only those programs or technologies best suited to advance overall NAS system

efficiency. 

54
(J) 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: 

Reduce the GA accident rate by integrating new CNS technology, improved avionics, and 

aircraft performance capability along with airman training requirements to enable a greater 

number of GA and vertical flight (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. 

The GPS WAAS and Low Area Augmentation System (LAAS) Programs, dependent 

surveillance programs, Safe Flight 21, the Safer Skies initiative, and National Aeronautics and 

Space Administration (NASA) efforts are developing and testing new technologies and 

procedures to improve the safety and efficiency in the NAS. The GA/VF Program integrates the 

results of these programs and the knowledge of improved aircraft and avionics performance 

characteristics to facilitate the development and implementation of new airspace and heliport 

design criteria, operating procedures, and airmen information and training requirements. These 

new criteria and procedures are primarily directed at GA/VF operations in terminal and low 

altitude airspace, which are areas with a high probability of accidence risk. 

55
Secondary 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 Secondary Outcome Goal: 

Improve route flexibility and reduce delays by using improved CNS systems to enable GA/VF 

operations in airspace where navigation and air traffic control service is impeded because of 

current system performance and to enable aircraft to navigate flight paths independent of air 

carriers and other high performance aircraft routes in terminal and en route airspace. 

The GPS WAAS and LAAS Programs, dependent surveillance program, and NASA efforts are 

developing technology that will enable GA/VF aircraft to navigate precisely on reduced width 

routes and receive air traffic control services at altitudes below those currently available. This 

will permit greater flexibility in aircraft routing in low altitude airspace and may also enable 

simultaneous non-interfering operations between high performance and vertical flight aircraft in 

terminal areas and at major airports. Providing independent fixed wing and vertical flight 

operations will enable additional operations of high performance aircraft at congested airports.

(K) 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: 

Enhance en route traffic throughput by providing six additional altitudes between flight level 

(FL) 290-410, resulting in aircraft fuel burn reduction of one percent, saving an estimated $400 

million annually for NAS users. Provide controller greater flexibility and enhance the efficiency 

of the NAS. 

Category 1: 1C02 Aircraft Related Equipment Program 

(A) Aircraft Related Equipment Program 

(B) Aircraft Related Equipment Program – 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: 

Improve air safety by ensuring that (1) flight inspection aircraft/systems are equipped/modified 

to validate/certify the accuracy of navigational aids' electronic signals and validate/certify the 

flyability of approach/departure flight at all airports in the NAS; (2) R&D aircraft are equipped 

to test/evaluate new aviation technologies for proof of concept, systems integration, equipment, 

56
procedures, and related human factors impacts; and (3) support flight/training mission aircraft 

are equipped to provide meaningful and relevant ASI pilot currency/proficiency experience and 

training required for ASIs to regulate/certify all pilot instructors and test pilots and 

validate/certify all NAS commercial and civil aircraft operations. Each of these flight program

missions serves to reduce fatal aviation accident rates through the investigation and 

incorporation of accident prevention techniques, safety information sharing/analysis, and 

certification/surveillance via in-flight inspection, testing, evaluation, and validation of activities 

directly serving safety initiatives benefiting all air carrier and GA users of the NAS. 

Secondary 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 Secondary Outcome Goal:

Improve system efficiency by ensuring agency aircraft/systems are equipped/modified to support 

required in-flight activities associated with new technologies emerging from and advocated by 

the NAS Architecture, OEP, and the Commercial Air Safety Team (CAST) Plan 

recommendations. Increased traffic volumes will be accommodated through expanded flight 

route flexibility afforded by satellite-based navigation capabilities and associated increases in 

certified approach/departure flight procedures designed for runways where land-based systems, 

infrastructure, or terrain prohibited them previously. By validating parameters for reduced en 

route traffic separation and aircraft-to-obstacle separation, the enhanced flight inspection 

capabilities will help relieve air traffic choke points by multiplying traffic flow rates to and from

airports and providing increased all weather access to airports via precise navigation instrument 

approach/departure procedures that ensure similarly equipped aircraft can fly consistent and 

repeatable paths safely and expeditiously. 

(B) Aircraft Related Equipment Program – Simulator Replacement 

Primary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Primary Outcome Goal: 

Improve air safety by performing meaningful and relevant R&D operational evaluations for large 

transport category aircraft representative of the U.S. air carrier industry through the acquisition 

of an advanced technology flight simulator. Also provide the capability for ASI pilot training 

and currency/proficiency experience required in the regulation/certification of all activities 

comprising U.S. aircraft operations. 

This program ensures flight safety by providing the capability to conduct meaningful and 

relevant R&D operational evaluations of latest aviation technologies, equipment, and procedures 

utilizing flight simulation when use of aircraft is too risky, too costly, or otherwise impractical. 

Data gathered from flight simulation activities are incorporated for consideration to assist 

subsequent in-flight R&D testing and evaluation activities for the OEP, runway incursion 

reduction, land and hold short procedures, free flight initiatives, and other critical safety issues. 

The simulator also provides the FAA's ASI pilots a vehicle to achieve currency/proficiency 

57
experience, and pilot/aircrew training critical to execution of all regulatory/certification activities 

associated with the U.S. air carrier industry. Simulator flight deck avionics are required to be 

technologically representative of the current and future U.S. large transport category aircraft 

population. 

Secondary 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 Secondary Outcome Goal: 

Ensure NAS efficiency by performing R&D operational evaluations prior to actual in-flight 

testing and field deployment using aircraft to support/incorporate NAS Modernization 

initiatives/issues. Examples include validation and certification of (1) land and hold short 

operations procedures; (2) airport and airways capacity expansion techniques; (3) free flight 

initiatives; (4) new aviation systems' operations/integration; (5) human factors impacts on 

pilots/flight crews from new technology equipment, systems integration, and procedures; (6) 

proof of concept verification of proposed new technology systems/procedures; and (7) all 

aviation regulatory activities for all U. S. aircraft operations. 

Category 1: 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: 

Maximize the potential for data analysis to reduce or prevent fatal commercial accidents by 

simplifying complicated and difficult data access problems, strengthening questionable data 

integrity, enabling automated analysis to be performed on an integrated basis across multiple 

bases, creating integrated data sets, distributing quality data to the FAA and the broader aviation 

community, and acquiring and sharing analytical tools for identification and analysis of 

precursors to aviation accidents. 

58
Category 1: 1C04 Explosive Detection Technology 

Explosive Detection Technology 

Primary Outcome Goal: FAA Goal: National Security: Prevent security incidents in the 

aviation system. 

Narrative for Primary Outcome Goal: 

Achieve 100 percent screening of selected checked baggage by certified explosives detection 

systems, eliminating equivalent technologies and procedures at airports. 

59
Category 2 

Definition of Category 2: Improve Efficiency of the Air Traffic Control System

This category contains related programs and projects that improve the systemic utilization of the 

of the en route airspace structure. 

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. 

Strategies to Achieve FAA Goals: 

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. 

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: 

Aviation Delays – Reduce aviation delays to no more than 171 per 100,000 activities. 

All Weather Access to Airports – Increase the number of runways that are accessible in 

low visibility conditions. FY 2003 goal is at least 1,624 runways. 

The following graph indicates distribution of funding for F&E programs in Category 2: Improve 

Efficiency of the Air Traffic Control System for FY 2003 to 2007. Funding in thousands. 

Category 2: Improve Efficiency of the Air Traffic

Control System

 by Fiscal Year

914,185.50

988,700.00

1,051,300.00

1,030,200.00

1,027,500.00

FY03 FY04 FY05 FY06 FY07

60
Category 2: 2A01 Terminal Business Unit: 2A01A Terminal Automation Program 

• Standard Terminal Automation Replacement System – Development & 

Procurement 

• Standard Terminal Automation Replacement System – Technology Refresh 

• Terminal Sustain 

• Interim Tower Displays 

• Standard Terminal Automation Replacement System – Automated Radar Terminal 

System Model IIIE/Automated Radar Terminal 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: 

Provide a digital capable system to meet expanding air traffic control needs. The standard 

terminal automation replacement system (STARS) will provide new computer workstations with 

high-resolution color displays and commercially-based software to allow the FAA to move 

toward uniform configuration at all terminal facilities. The terminal automation evolves from an 

infrastructure composed of various FAA and Department of Defense (DoD) automation systems 

(e.g., ARTS IIIA, ARTS IIE, ARTS IIIE etc) and associated displays to the STARS. 

STARS requires digitized radar data from surveillance systems to process tracking. It will 

provide multiple radar sensor tracking and mosaic displays. Initially, STARS will provide new 

color displays using the ARTS backroom equipment. The STARS workstation will display air 

traffic, weather overlay, and traffic flow management (TFM) information for controllers. STARS 

can be easily upgraded and will support current and future surveillance technology, traffic and 

weather information, and sequencing and spacing tools. Future upgrades to STARS tower 

displays will add a capability to display airport surface traffic and runway incursion alerts in 

addition to providing an interface for terminal controller-pilot data link communications 

(CPDLC). 

Category 2: 2A01 Terminal Business Unit: 2A01B Air Traffic Control Beacon Interrogator 

– Replacement 

Secondary Surveillance – Air Traffic Control Beacon Interrogator – 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: 

Reduce the cost growth associated with maintaining older beacon interrogator equipment. This 

program will ensure that aircraft positional information and identification remain available to 

support air traffic control services, including separation assurance, traffic management, 

navigation, and flight information. 

61
Air traffic control beacon interrogator (ATCBI) model 6 replaces existing surveillance ATCBI4/5 equipment that has reached the end of its life cycle. ATCBI-6 selectively interrogates 

individual aircraft and provides precise tracking information to the host system. This improved 

automation tool is designed to support free flight. 

The ATCBI-6 Replacement Program will procure 127 monopulse secondary surveillance radar 

(MSSR) with selective interrogation to replace existing operational beacons, including three 

support systems for training, testing, logistics, and operational support. This approach will meet 

the near-term needs while providing a seamless transition for the FAA’s use of GPS-based 

technology. 

Secondary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Secondary Outcome Goal: 

Continue to provide the position and identification of aircraft to air traffic control so that aircraft 

can be separated, the airspace can be managed, and the controller/pilot can maintain airspace 

awareness. 

62
Category 2: 2A01 Terminal Business Unit: 2A01C Air Traffic Control En Route Radar 

Facilities Improvements 

Long-Range Radar Program – Long-Range Radar Improvements – 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: 

Improve system efficiency of the NAS by ensuring that aircraft positional information and 

identification derived from long-range radar (LRR) sites remains available to support air traffic 

control services, including separation assurance, traffic management, navigation, and flight 

information. 

The planned modifications will improve safety, reduce operating costs, and provide greater 

efficiency in en route air traffic control and facility maintenance operations by refurbishing en 

route equipment and facilities. F&E upgrades, particularly the antenna drive system and 

environmental improvements, are required at nearly all of the 126 en route LRR facilities before 

the FAA can deploy replacement secondary surveillance radar (SSR) or transition to an en route 

beacon-only environment. Without these upgrades, operational problems occur each year that 

have severe and immediate impacts on air traffic control. These radar problems require quick, 

responsive engineering analysis and systems corrections to ensure the safety of the en route 

surveillance area. 

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

Narrative for Secondary Outcome Goal: 

Ensure that even in a variety of physical site environments (e.g., temperature, commercial power, 

and lightning) that the position and identification of aircraft is reliably supplied to air traffic 

control so that aircraft can be separated, the airspace can be managed, and the controller/pilot 

can maintain airspace awareness. 

Facility upgrades will ensure efficient and safe environments to house primary and secondary 

radar. Heating, air conditioning, electrical, and all Occupational Safety and Health 

Administration (OSHA) requirement upgrades allow optimal physical site environments for 

effective air traffic system utilization. 

Category 2: 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 

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transportation system that meets the needs of users and is efficient in the application of 

FAA and aerospace resources. 

Narrative for Primary Outcome Goal: 

Improve system efficiency and availability of service in the NAS by replacing existing ATCTs 

and TRACONs that cannot meet the needs of present day airport operational 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 ATCT/TRACON. The FAA provides air traffic control services from over 270 

ATCT/TRACON facilities and must continually replace these buildings to meet demands.

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Category 2: 2A01 Terminal Business Unit: 2A01E Air Traffic Control Tower/Terminal 

Radar Approach Control Facilities – Improve 

(A) Air Traffic Control Tower/Terminal Radar Approach Control 

Establish/Sustain/Replace – Air Traffic Control Tower/Terminal Radar Approach 

Control Modernization 

(B) Large Terminal Radar Approach Controls – Advanced Facility Planning 

(C) Air Traffic Control Tower/Terminal Radar Approach Control 

Establish/Sustain/Replace – Standard Terminal Automation Replacement System 

Facility Upgrades 

(A) Air Traffic Control Tower/Terminal Radar Approach Control 

Establish/Sustain/Replace – 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: 

Improve system efficiency and availability of service in the NAS by modernizing and improving 

terminal facilities to meet current and future operational requirements.

(B) Large Terminal Radar Approach Controls – 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: 

Improve system efficiency by conducting studies to identify operational needs and opportunities 

to consolidate air traffic control facilities.

(C) Air Traffic Control Tower/Terminal Radar Approach Control 

Establish/Sustain/Replace – 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: 

Improve system efficiency by completing facility upgrades that are required to provide a stable 

platform for the deployment of STARS.

Category 2: 2A01 Terminal Business Unit: 2A01F Potomac Terminal Radar Approach 

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Control 

Large Terminal Radar Approach Controls – Potomac 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 of Primary Outcome Goal: 

Improve system efficiency through the consolidation of the TRACON facilities serving the 

Washington-Baltimore Metropolitan and outlying areas and redesign of the associated airspace. 

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Category 2: 2A01 Terminal Business Unit: 2A01G Northern California Terminal Radar 

Approach Control 

Large Terminal Radar Approach Controls – Northern California 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: 

Support system efficiency and effectiveness by combining four TRACONs (Bay, Sacramento, 

Stockton, and Monterey) into one facility (i.e., Northern California TRACON (NCT) in 

Sacramento, CA) by upgrading and improving equipment to provide costs savings to the agency, 

and by optimizing the use of the airspace. 

Category 2: 2A01 Terminal Business Unit: 2A01H Dallas/Fort Worth Terminal Radar 

Approach Control 

Large Terminal Radar Approach Control – Dallas/Fort 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: 

Funding in FY 2003 closes out this project. 

Category 2: 2A01 Terminal Business Unit: 2A01I Terminal Digital Radar (Airport 

Surveillance Radar 

Model 11) 

• Airport Surveillance Radar Model 11 – Airport Surveillance Radar Model 7/Airport Surveillance Radar 

Model 8 Replacement, Department of Defense Takeover, New Establishments 

• 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: 

Improve system efficiency and availability of service in the NAS by replacing existing ASR-7/8 

systems and associated ATCBI 4/5. Replacement of existing systems with new digital ASR-11 

radar systems will ensure continuation of surveillance service with improved and expanded 6-

level weather detection/display capability. New digital ASR-11 systems will also provide the 

input required for STARS and eliminate the need and cost to re-engineer/replace obsolete parts 

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required to sustain existing ASR-7/8 systems. 

Category 2: 2A01 Terminal Business Unit: 2A01J Airport Surveillance Radar (Airport 

Surveillance Radar Model 9) 

• Terminal Radar Program – Airport Surveillance Radar Model 9 

• Terminal Radar Program – Airport Surveillance Radar Model 9 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: 

Provide digital terminal surveillance coverage, plus six-level weather, at 135 high activity 

airports and support facilities. Terminal radar of these critical systems through 2020 reduces 

delays and improves safety at congested airports. A SLEP is needed to ensure continued 

operation 

The ASR-9 SLEP will improve reliability and performance levels, adding to increased safety. 

Recent failures at ASR-9 sites have indicated the criticality of extending the service life of the 

ASR-9

Secondary 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 Secondary Outcome Goal: 

Provide controllers information that permits closer aircraft operations and greater traffic volume 

during instrument meteorological conditions. Scheduled and unscheduled radar system outages, 

increased system availability, and air traffic control system delays are attributable to surveillance 

problems. Extending the service life of the ASR-9 system reduces the risk of outages due to 

deterioration and parts obsolescence and ensures the continuation of maximum service 

capabilities during poor visibility, nighttime, and adverse local weather conditions 

The ASR-9 system continues to experience overall deterioration and parts obsolescence. 

Reliability and performance levels suffer, and these factors adversely impact capacity. The 

SLEP alleviates these concerns by making the system easier to maintain and more reliable than 

the present system. 

Category 2: 2A01 Terminal Business Unit: 2A01K 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 

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FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

Improve system efficiency in the NAS through the commissioning of 144 mode-select (Mode-S) 

systems. These systems will make traffic information service (TIS) available to those who desire 

to equip their aircraft (e.g., Cargo Airline Association members); reduce the number of false 

targets presented to air traffic controllers; and support safety. Commissioned Mode-S systems 

will reduce the maintenance workload requirements imposed by older, less efficient systems. 

Replacement of obsolescence and procurement of spares will provide substantial performance 

and safety improvements and will improve supportability. 

With the current and ongoing concerns regarding air traffic delays, near-term replacement and 

redesign of Mode-S critical components is a high priority and will result in improved NAS 

efficiency. Replacement and/or redesign of Mode-S critical components will provide near-term

benefits and improvements in reliability and supportability, mitigating air traffic delays.

Category 2: 2A01 Terminal Business Unit: 2A01L Terminal Applied Engineering 

Air Traffic Control Tower/Terminal Radar Approach Control 

Establish/Sustain/Replace – 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: 

Improve system efficiency by providing engineering and analysis efforts. The Terminal Applied 

Engineering Program streamlines the deployment of FAA resources to conduct facility surveys, 

and provides a benchmark for future terminal facility planning across all terminal programs. 

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Category 2: 2A01 Terminal Business Unit: 2A01M Precision Runway Monitors 

 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: 

Allow simultaneous independent approach on runways closer than 4,300 feet by utilizing onesecond update radar. Return a portion of lost capacity during adverse weather conditions and 

thus reduce associated delays. 

The precision runway monitor (PRM) system is a highly accurate electronic scan radar that 

tracks and processes aircraft targets once per second (as opposed to 4.8 seconds with 

conventional radar). Five production systems and associated site and depot spares have been 

manufactured and procured by the FAA. Two PRM systems, Minneapolis and St. Louis, have 

been installed and commissioned. Installation activities are underway at John F. Kennedy 

International Airport, and the Philadelphia International Airport was commissioned in September 

2001. 

Category 2: 2A01 Terminal Business Unit: 2A01N Houston Area Air Traffic System 

Large Terminal Radar Approach Controls – Houston Area Air Traffic 

System 

Primary Outcome Goal: FAA Goal: Increase capacity with addition of two new runways at 

the George Bush Intercontinental Airport 

Narrative for Primary Outcome Goal: 

This project expands navigation aids in the Houston metropolitan area and increases air traffic 

control services and facilities to handle new runways at Houston. 

Category 2: 2A02 Aeronautical Data Link Applications 

(A) Aeronautical Data Link – Flight Information Service 

(B) Aeronautical Data Link – Controller Pilot Data Link Communications Build I/IA 

(C) Aeronautical Data Link – Tower Data Link Services 

(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: 

Improve the safety of the NAS by providing new weather hazard graphics directly to pilots via 

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data link for cockpit display relative to current position and route of flight, and by improving the 

quality of aviation weather hazard advisories through input of aircraft derived weather data from

commuter and low-altitude GA operations. 

The Flight Information Service (FIS) Program will increase the level of safety in the NAS 

through implementation of flight information services data link (FISDL) systems that provide 

data link broadcasts of graphic and text FIS/weather products to the cockpit. This timely access 

to FISDL weather data provides better information to pilots, allowing pilots to make earlier 

decisions to continue or divert a flight, which leads to improved and safer flight operations. 

Weather is a major factor in GA accidents. FISDL implementation will support the FAA safety 

goal of reducing fatal accidents by 2007 by an amount that results in a 20 percent improvement 

from the projected total for that year. FISDL is an FAA sponsored service implemented through 

FAA/industry agreements established in 1999. The FAA is providing access to the aeronautical 

spectrum and two industry service providers are providing the necessary data processing and 

communications infrastructure. FISDL is a very high frequency (VHF) broadcast service. 

In addition, the FIS Program will determine the feasibility of establishing a national system for 

collecting and disseminating weather reports from commuter and low altitude general aviation 

operations. These automated meteorological (AUTOMET) reports will provide coverage over 

data void regions and are essential for input to the NWS aviation forecast models and for 

improved predictions of severe convective weather conditions that impact the NAS. 

This program is dependent on industry installation of the FISDL ground infrastructure and 

aircraft equipage for FISDL service.

(B) Aeronautical Data Link – Controller Pilot Data Link Communications Build I/IA 

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: 

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. 

The en route CPDLC Program supports the exchange of air traffic control information between 

FAA controllers and pilots using digital data link applications and technology based on the 

ICAO standards. 

CPDLC Build I will provide early operational use and experience with recurring, routine, and 

repetitive controller-pilot messages in en route airspace by implementing a subset of ICAO, 

Aeronautical Telecommunication Network (ATN), standards and recommended practices 

(SARP), and the CPDLC message set. CPDLC Build I will implement the messages/services 

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required to perform the transfer of communications, initial contact, altimeter setting, and predefined free text messages. These messages will be sent to data link equipped aircraft using a 

service provider’s VHF digital link (VDL) mode 2 A/G communications subnetwork. VDL 

Mode 2 is an evolutionary step satisfying performance and reliability requirements for situations 

in which the message is not time-critical. CPDLC Build I will only be implemented at a key site 

(Miami ARTCC). 

CPDLC Build IA will leverage the FAA’s investment in the development of CPDLC Build I. 

CPDLC Build IA will increase the ATN compliant CPDLC message set to accommodate 

assignment of speeds, headings, and altitudes as well as a route clearance function. A capability 

to handle pilot-initiated altitude requests will also be implemented. 

(C) Aeronautical Data Link – Tower Data Link Services 

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: 

Improve the efficiency of the NAS by replacing aging, obsolete systems and software. 

Transition all maintenance from contractor furnished to FAA (organic).

Secondary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Secondary Outcome Goal: 

Enhance safety by decreasing communication errors and increasing communications accuracy. 

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Category 2: 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: 

Improve system efficiency by supporting the initial daily use (IDU)/planned capability available 

activities for the Free Flight Phase 2 tools/capabilities. 

Resolve cross product Free Flight Phase 2 issues to include, but not limited to, program controls, 

performance metrics, risk management, human factors, benefits assessment, systems 

engineering, operational integration, and airspace analysis in preparation for site implementation. 

(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 

Provide a tool that identifies conflicts in requested flight paths and allows air traffic controllers 

to evaluate pilot requests. The user request evaluation tool (URET) contributes to the system

efficiency goal by increasing direct routings by 15 percent. 

(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: 

Contribute to an increased capacity at selected airports by three percent. 

The Center TRACON Automation System (CTAS) En Route Program provides traffic 

management coordinators with a tool to create metering plans and provides individual controllers 

with information on the required delays for each aircraft.

(D) Free Flight Phase 2 – Collaborative Decision-Making 

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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: 

Bring together major users of the NAS in order to employ tools to ease congestion, reduce 

delays, and promote efficiency by three percent at selected airports. 

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(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: 

Develop new tools, which are RTCA recommended, that yield user benefits within the 2003-

2005 timeframe. These include direct-to problem analysis, resolution, and ranking (PARR), 

traffic management advisor (TMA)–multi center (TMA-MC), and surface management system

(SMS). There are other research projects, but they will not mature sufficiently to produce user 

benefits during this time. The products that are under development are advanced vortex spacing 

system (AVOSS), active final approach spacing tool (aFAST), en route descent advisor (E/DA), 

and expedite departure path (EDP). 

Category 2: 2A04 Air Traffic Management 

Air Traffic Management – Traffic Flow Management Infrastructure – 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: 

Improve system efficiency by utilizing national-scale traffic management. Sustain and upgrade 

mission essential TFM operations 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. 

Improve system efficiency by maintaining and upgrading the existing TFM infrastructure to 

continue mission essential TFM operations in over 80 air traffic control facilities.

Category 2: 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: 

Improve system efficiency by continuing to derive capacity gains realized from Free Flight 

Phase 1 systems. 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. 

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Category 2: 2A06 Automated Surface Observing System 

• Automated Surface Observing System – Base Systems 

• Automated Surface Observing System – Pre-Planned Product Improvements 

• Automated Surface Observing System – Data Displays 

• Automated Surface Observing System – Standalone Weather 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:

Support system efficiency by automating surface weather observations to meet the needs of 

pilots, operators, and air traffic personnel. The aviation surface weather observation network 

(ASWON) includes the AWOS, ASOS, automated weather sensors systems (AWSS), standalone weather sensors (SAWS), and ASOS controller equipment information display system

(ACE-IDS or Data Displays). 

The FAA has developed a long-range equipment strategy for improving automated surface 

weather observations. The ASOS provides air traffic controllers with critical weather parameters 

that are vital for continued operation of aircraft landings and take-offs, which thereby reduces 

delays. AWSSs provide pilots and other users with minute-by-minute weather updates. The 

SAWS provides 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 (LAN) or a wide area network (WAN). The primary 

purpose of ASWON is to support the FAA and NWS modernization by automating the surface 

weather observation to meet the needs of pilots, operators, and air traffic personnel without 

incurring the high costs of labor-intensive manual surface weather observations. In a joint 

program with NWS, the ASWON Program procured 569 ASOSs from 1991 through 1997; 31 

AWSSs in FY 1998; and 270 SAWS and 17 ACE-IDS systems through FY 2001. These systems 

will be deployed through the year 2006. 

Category 2: 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

• 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: 

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Enhance operational efficiency and effectiveness by addressing the need for new digital A/G 

radios (to replace aging analog radios) and other necessary equipment to provide an end-to-end 

A/G communications capability to a system that lacks the capacity to meet current and near-term

air traffic control communication demands. Specific needs include the following: 

• Provide air traffic controllers the capability to accommodate the growing number of sectors 

and services using the limited spectrum available in the VHF aeronautical frequency band; 

• Reduce logistical costs (supplies, maintenance, training, etc.) to maintain VHF and ultra high 

frequency (UHF) radios that have exceeded their life expectancy by 10 years; 

• Procure UHF transmitters and receivers to support the DoD. The UHF radios will be 

deployed simultaneously with the next generation A/G communications (NEXCOM) 

segment 1a multi-mode digital radios (MDR) in order to reduce costs; 

• Provide new data link communications capability to all classes of users; 

• Reduce A/G radio frequency (RF) interference; 

• Enhance security through inherent technology, which will reduce the threat from

unauthorized users. 

The NEXCOM Program will implement a digital system that will relieve the spectrum

congestion problem, afford additional channel control and security, and provide the capability 

for A/G data link. 

The program is planned for implementation in three segments. Segment 1 addresses the high 

and ultra-high sector air traffic control voice channels in the en route environment. Segment 1 is 

divided into two phases. Segment 1a will test and procure MDR. During Segment 1b, 

NEXCOM system hardware/software will be deployed after completing an operational 

demonstration of VDL mode 3. NEXCOM will continue to operate in the present analog mode 

until users can equip with the new avionics (2008) when a transition to digital voice will begin. 

Segment 2 will add the interfaces and telecommunications lines necessary to provide data link 

capability to the en route channels converted to digital voice in Segment 1. Segment 3 will 

implement both digital voice and data capability in the high-density terminal areas.

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Category 2: 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: 

Improve system efficiency at all ARTCCs through the use of a modern, open, and supportable en 

route automation environment that has the capability to readily adapt to evolving requirements 

and meet the long-term requirements for availability, capacity, and efficiency. 

THE EN ROUTE AUTOMATION MODERNIZATION (ERAM) PROGRAM WILL IMPROVE SYSTEM

EFFICIENCY IN THE NAS BY PROVIDING AN OPEN, STANDARDS-BASED EN ROUTE AUTOMATION 

SYSTEM THAT IMPROVES OVERALL SYSTEM AVAILABILITY, SATISFIES INCREASED NAS 

CAPACITY DEMANDS AND NEW CAPABILITY REQUIREMENTS, AND INTEGRATES ADVANCED 

TECHNOLOGIES. ERAM WILL ACCOMPLISH THIS GOAL BY REPLACING THE LEGACY EN ROUTE 

AUTOMATION HARDWARE/SOFTWARE WITH NEW SUBSYSTEMS AND TOOLS THAT SUPPORT THE 

OBJECTIVES OF THE FAA’S MODERNIZATION INITIATIVES, INCLUDING THE OEP AND FREE 

FLIGHT. ERAM WILL ASSIST WITH THE IMPROVED CAPABILITIES TO SUPPORT NAS 

ARCHITECTURE, VERSION 4.0, FREE FLIGHT INITIATIVES, ATS OPERATIONAL NEEDS, AND 

INFORMATION SECURITY REQUIREMENTS. THE ERAM SYSTEM DESIGN WILL ALLOW FIELDING 

PLANNED UPGRADES AND WILL REDUCE LIFE CYCLE COST THROUGH THE USE OF COTS/NDI 

PRODUCTS. IMPROVED SURVEILLANCE DATA PROCESSING WILL ENHANCE SYSTEM SAFETY BY 

IMPROVING THE ACCURACY AND INTENT OF AIRCRAFT OPERATING IN EN ROUTE AIRSPACE. 

IMPROVED FLIGHT DATA PROCESSING WILL ENHANCE FLIGHT REROUTE AND FLIGHT DATA 

DISTRIBUTION CAPABILITIES, TRAJECTORY MODELING, AND AIRCRAFT FLIGHT PLAN 

CONFORMANCE ALGORITHMS IN ADDITION TO IMPROVING AIRSPACE MANAGEMENT 

FLEXIBILITY AND ADAPTABILITY. 

ERAM will provide an expandable and scalable automation infrastructure that can meet 

increasing traffic demands and accommodate the introduction of new automation functions 

necessary for improved system efficiency. ERAM will establish a new automation processing 

architecture that eliminates existing architectural constraints for enhancing efficiency, capacity, 

and flexibility. 

ERAM INITIATIVES CAN BE GROUPED INTO THREE AREAS: REPLACEMENT OF THE EN ROUTE 

AUTOMATION INFRASTRUCTURE, INCLUDING THE HOST AND DIRECT ACCESS RADAR CHANNEL 

(DARC) SYSTEMS; ENHANCEMENTS TO IMPROVE SYSTEM SERVICES, INCLUDING FLIGHT PLAN 

PRE-PROCESSING (FPPP) AND AUTOMATION ASSISTED DYNAMIC REROUTING (AADR); AND 

SEPARATION OF NON-SAFETY CRITICAL SERVICES FROM SAFETY CRITICAL APPLICATIONS, 

INCLUDING EN ROUTE SUPPORT SOFTWARE OFFLOAD AND EN ROUTE INFORMATION DISPLAY 

SYSTEM (ERIDS).

Category 2: 2B03 Weather and Radar Processor 

Weather and Radar Processor – Stage 3 – Sustain Weather 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 

78
FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

Provide timely weather data acquisition and dissemination capability to ensure safe air traffic 

control. The weather and radar processor (WARP) provides for full FAA usage of NEXRAD 

doppler weather radar information. WARP will also provide the most timely and accurate 

forecast weather products to other systems in the NAS, significantly improving NAS capacity. 

WARP is an automated processing system that continuously acquires, stores, distributes, and 

displays weather information and radar products from external sources. 

The WARP Program consists of Stages 1 and 2—development and implementation of the 

display system replacement (DSR) interface to provide controllers with NEXRAD weather radar 

data and other necessary NAS interfaces—and Stage 3—maintain weather operations by making 

upgrades to accommodate changes made to WARP input sources (data, models, and sensors), 

provide for cost effective weather data sharing through interfaces to other NAS subsystems, and 

facilitate a common situational awareness within the en route environment. Stage 1, Phase 1 and 

2, will provide improved products for the meteorologist, as well as NEXRAD weather radar data 

to air traffic controllers on the DSR. WARP Stages 1 and 2 will mosaic the various NEXRAD 

radar data, and compress NEXRAD’s eight levels of weather into three for FAA air traffic 

controller use. In Stage 1, the FAA will transition from leased to an FAA-owned hardware 

system. WARP Stage 3 requirements will be implemented as discrete tasks. 

Category 2: 2C04 Aircraft Fleet Modernization 

Research and Development, Aircraft 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: 

Acquire a modern jet transport aircraft equipped with a suite of digital cockpit 

avionics representative of the current and future U.S. airline jet aircraft population 

to perform required various airborne R&D and test and evaluation functions in 

support of agency goals. 

The FAA is unable to perform critical in-flight jet transport test functions required to serve the 

U.S. air carrier industry in validating proposed new CNS and landing systems. The agency also 

is unable to analyze/measure human factors impacts on jet transport pilots and crews induced by 

new aviation concepts and technologies, systems integration, equipment, and procedures needed 

for transition to the “new NAS.” The agency’s 32-year-old Boeing Model B-727 jet transport 

aircraft—historically used for these functions—has become technologically incapable of 

performing meaningful and relevant testing demanded by the U.S. airlines to expand NAS 

capacity through free flight and Safer Skies initiatives. A new aircraft will re-establish the 

agency’s lagging credibility with the airlines by performing timely, aggressive, and effective in79
flight testing with the confidence and integrity of an aircraft representative of the current and 

future air carrier fleet. Critical tests will be performed as required in the transition from the 

controller-based air traffic control environment to the ATM environment of pilot/controller 

shared responsibility. ATM requires the transmission of air traffic control and weather data to a 

digital cockpit for the pilot’s use. A digital cockpit will process and display data received from

the ground and from satellite transmissions. As a critical part of the transition from air traffic 

control to ATM, the FAA will be capable of analyzing the impacts of introducing advanced 

digital technologies to the cockpit and the additional information processing/decision-making 

required of the flight crew. Analyses also will consider the coordination of decision-making and 

procedures in the cockpit and on the ground and the human factors/safety implications.

Secondary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Secondary Outcome Goal: FAA Goal: FAA Goal: Economic Growth: Support a 

transportation system that ensures a safe, secure aerospace system that is efficient for 

users. 

Secondary Outcome Goal: FAA Goal: Human and Natural Environment: Maintain the 

number of people exposed to aircraft noise at current levels despite increasing operations. 

Narrative for Secondary Outcome Goal: 

Increase significant cost savings over present operating cost and cost avoidance 

from expected operating expenses for the present 32 year-old aircraft. 

Other benefits will be less-frequent scheduled and unscheduled maintenance, improved COTS 

parts availability and warranties, and lower operating costs made possible by more fuel-efficient 

engines that also provide increased range. The increased range will allow increased time aloft 

required for research, test, and evaluation activities, including future CNS systems and 

procedures.

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Category 3 

Definition of Category 3: Increase Capacity of the National Airspace System

This category contains programs relevant to increasing the throughput of the NAS. 

FAA Goal: System Capacity: Provide an aerospace transportation system that meets the needs 

of users for entry and use of FAA, NAS, and other aerospace resources. 

Strategies to Achieve FAA Goals: 

FAA Annual Performance Goals: 

Flight Route Flexibility – Attain a cumulative increase in throughput during peak periods at 

certain major airports. FY 2002 goal is a 3.8 percent increase from the FY 2000. (FY 2003 goal 

to be determined) 

Attain a cumulative increase in direct routings for the en route flight phase. FY 2002 goal is a 7.6 

percent increase over the FY 2000 baseline. (FY 2003 goal) 

Aviation Delays – Reduce aviation delays to no more than 171 per 100,000 activities. 

Runway Pavement Condition – Maintain the percent of runways in good or fair 

condition (commercial service and selected GA airports). FY 2002 goal is at least 95 

percent of runways. (FY 2003 deletes this goal)

The following graph indicates distribution of funding for F&E programs in Category 3: Increase the Capacity of the 

NAS for FY 2003 to 2007. Funding in thousands.

Category 3: Increase Capacity of the NAS

by Fiscal Year

353,500.00

326,900.00

331,300.00

418,900.00

344,000.00

FY03 FY04 FY05 FY06 FY07

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Category 3: 3A01 Navigation and Landing Aids: 3A01A Local Area Augmentation System 

for Global Positioning System 

• Local Area Augmentation System for Global Positioning System 

• Local Area Augmentation System – 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: 

Increase system safety and efficiency by providing a satellite-based precision approach 

capability to the NAS that meets the requirements for all weather approach and landing 

capability. 

Augmentation is required to make the GPS fully usable for all phases of flight since the 

coverage, accuracy, availability, and integrity provided by GPS will not be sufficient to meet 

FAA precision landing requirements. The LAAS will complement the WAAS by providing 

Category (CAT) I and CAT II/III precision approach capabilities. LAAS provides precise 

correction data to airborne and surface receivers that will supply a navigation accuracy of less 

than one meter to a minimum distance of 23 miles. LAAS will meet CAT I navigation and 

landing requirements at locations where WAAS is unavailable due to insufficient satellite 

coverage or availability, e.g., some sites in Alaska. In addition, LAAS will meet the more 

stringent CAT II/III precision approach requirements.

Category 3: 3A01 Navigation and Landing Aids: 3A01B Wide Area Augmentation System 

for Global Positioning System 

• Wide Area Augmentation System for Global Positioning System 

• Wide Area Augmentation System – Satellite Telecommunications 

• Wide Area Augmentation System – 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: 

Provide benefits to both aviation users (through efficiencies, safety, and simplification of 

avionics) and the government through reduced ground-based facility costs. The qualitative 

benefits include improved safety while operating in reduced weather conditions, improved 

efficiency at airport operations due to greater runway availability, reduced separation, more 

direct en route paths, and new precision approach services to the public.

Commission the WAAS, an augmentation to GPS, in December 2003. WAAS will initially 

provide non-precision lateral navigation (LNAV) and vertical navigation (VNAV) for 75 percent 

of the Conterminous United States, with an availability of 95 percent or greater. In later 

implementations, it will provide global navigation satellite system (GNSS) landing system

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(GLS) approach services, increasing safety, mobility, system efficiency, and capacity in the 

application of FAA and aerospace resources. 

WAAS is a safety-critical navigation system. Its capability is to provide a quality of positioning 

information never before available to the aviation community. As the system name implies, 

WAAS is both a functional and geographically extensive augmentation to the basic GPS service. 

WAAS improves the accuracy, integrity, continuity, and availability of basic GPS signals. This 

system, through its augmentation, will permit the FAA to certify WAAS to be used as a means of 

navigation for en route travel and non-precision approaches in the United States. Ultimately, 

WAAS will provide precision approach capability to selected airports throughout the nation. 

The system coverage will include the Conterminous United States, some border areas of Canada 

and Mexico, and limited service in Hawaii, Alaska, and Puerto Rico. WAAS will improve basic 

GPS accuracy to 7.6 meters vertically and horizontally, improve system availability using leased 

geostationary communication satellites carrying navigation payloads, and provide important 

integrity information about the entire GPS constellation. 

WAAS currently consists of a network of 25 ground reference stations, termed Wide Area 

Reference Stations (WRS). Signals from GPS satellites are received at WRSs. Each of these 

precisely surveyed reference stations receives GPS signals and, through computational 

verification and validation, determines whether signal errors exist or not. FAA 

telecommunications assets link these WRSs to form the U.S. WAAS network. Each WRS in the 

network relays the data to Wide Area Master Stations (WMS) where network correction 

information is computed. The WMSs use corrections algorithms to assess the integrity of the 

system. 

A correction message is prepared and uplinked to leased geostationary communications satellites 

via a dedicated WAAS ground uplink system (GUS). The message is then re-broadcast on the 

same frequency as GPS (L1, 1575.24 megahertz (MHz)) to receivers aboard aircraft within the 

WAAS broadcast coverage volume. The geostationary communications satellites also act as 

additional navigation signal sources for the aircraft, thus providing supplemental navigation 

signals for position determination. 

Secondary 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 Secondary Outcome Goal: 

Support the goal of providing an aerospace transportation system that meets users’ needs and is 

efficient in the application of FAA and aerospace resources. The overall objective of the FAA’s 

program, Augmentation for the GPS, is to meet the highest levels of safety while providing the 

integrity, availability, continuity, and accuracy necessary for use as the primary means of 

navigation during all phases of flight from en route through CAT I precision approaches. 

Aviation industry leaders recognize the potential of augmented GPS for enhanced safety and 

operational capabilities, and are committed to a transition to space-based navigation. Therefore, 

some of the major effects that result from augmented GPS operations are: 

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• Reduction in approach accidents; 

• Recommendation from Safer Skies: eliminate non-precision approaches (NPA); 

• Improvement in overall safety for precision approaches; 

• Addition of precision approaches to over 3,000 runway ends; 

• Reduction in controlled-flight-into-terrain (CFIT) accidents; 

• Provision of robust positioning information to support TAWS; 

• Reduction in surface accidents; 

• Provision of positioning information to help reduce runway incursions (major benefits 

emerge when coupled with future technologies). 

Category 3: 3A01 Navigation and Landing Aids: 3A01C Equipment (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: 

Improve system efficiency in the NAS by replacing, relocating, or converting VHF omnidirectional range (VOR)/VOR collocated with tactical air navigation (VORTAC) facilities in 

order to maintain a reliable, safe, and efficient air navigation system used for en route and 

approach purposes. 

VOR/VORTAC will increase the system efficiency of the NAS by providing the 

necessary enhancements, upgrades, and relocations to VOR/VORTAC facilities 

that are experiencing signal deterioration due to various environmental factors. 

This program provides for field installation of low-power tactical air navigation 

(TACAN) antenna retrofit kits, relocation of VOR facilities, and conversion of 

existing facilities to a doppler configuration. 

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Category 3: 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: 

Improve system efficiency in the NAS by providing the necessary equipment to establish, 

replace, and maintain the precision approach capability at various airports. This program

establishes, replaces, and maintains new, partial, and full CAT I/II/III instrument landing 

systems (ILS) and associated equipment. ILS can meet increasing traffic demands and is a 

proven technology that can sustain current operations and can be expanded or retracted as 

necessary to meet agency direction. 

Category 3: 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: 

Improve safety in the NAS by replacing rigid, non-frangible lighting support structures with 

frangible approach lighting equipment. 

The Approach Lighting System Improvement Program (ALSIP) will improve safety in the NAS 

by providing frangible lighting equipment including the high intensity approach lighting system

with sequenced flashers (ALSF) model 2 and the medium intensity approach lighting system

with runway alignment indicator lights (MALSR). 

Category 3: 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. 

System 

Narrative for Primary Outcome Goal: 

Improve safety in the NAS by replacing the older, maintenance intensive and difficult to support 

legacy systems (runway visual range (RVR), SSR, and Tasker 400s and 500s). RVR systems 

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provide critical meteorological visibility information that is necessary for takeoff and landings 

on precision approach equipped runways. These older systems are frequently supported on rigid, 

steel, non-frangible structures. 

RVR replacement will improve safety in the NAS by providing modern RVR equipment. The 

new generation RVR equipment is mounted on frangible, low impact resistant structures that will 

break away in the unlikely event an aircraft should strike the equipment during takeoff or 

landing. 

Category 3: 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: 

Improve system efficiency in the NAS by replacing obsolete, tube-type distance measuring 

equipment (DME) that provides critical distance information to pilots during preparation for 

landings. 

The DME Sustain Program will increase system efficiency by providing current technology 

electronics that will improve operations and facilities performance. The current technology 

DME will help reduce maintenance costs by replacing the older DME that is difficult and 

expensive to maintain because replacement parts are either difficult to obtain or unavailable. 

The upgraded equipment will also improve system efficiency by reducing the downtime required 

for the maintenance/repair of the antiquated DME systems.

Category 3: 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: 

Improve system efficiency in the NAS by replacing obsolete, tube-type non-directional beacons 

(NDB) with current technology electronics that continue to provide navigational direction 

information. 

NDB Sustain will increase system efficiency by providing current technology electronics that 

will upgrade equipment, thereby improving operations and facilities performance. The current 

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technology NDB will help reduce maintenance costs by replacing the older NDB systems that 

are difficult and expensive to maintain because of parts obsolescence. The upgraded equipment 

will improve system efficiency by reducing downtime required for the maintenance/repair of the 

antiquated NDB systems. 

Category 3: 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: 

Increase system efficiency of the NAS by providing the necessary equipment, including 

precision approach path indicators (PAPI) and runway end identifier lights (REIL), to establish a 

visual approach capability at various airports. This program establishes the necessary visual 

equipment to aid pilots to quickly identify the runway threshold and make stabilized descents for 

clearance over obstructions. 

Category 3: 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 Replacement

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: 

Improve system efficiency in the NAS by replacing aging, obsolete visual approach slope 

indicators (VASI) with new technology, the more standardized PAPI. 

The Replace VASI with PAPI Program will add system efficiency to the NAS by providing the 

necessary equipment to upgrade and standardize visual approach angle capability at various 

airports. The upgraded equipment will improve system efficiency by reducing the downtime 

required for the maintenance/repair of the older system and by reducing the technician’s time 

required to adjust the aiming angle on the older, less precise VASI.

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Category 3: 3A01 Navigation and Landing Aids: 3A01K Instrument Approach Procedures 

Automation 

Instrument Approach Procedures Automation 

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: 

Improve system efficiency in the NAS by providing automated tools, including the ability to digitize maps and

charts, that allow FAA specialists to develop more timely and accurate instrument approaches for pilots into airports 

clear of obstacles such as radio towers, buildings, and trees. In addition, the instrument approach procedures 

automation (IAPA) tool will meet expanding air traffic control needs (e.g., the FAA receives 30,000 annual requests 

to erect more obstacles near airports. The automated tools help to reduce the time it takes to evaluate, revise, and

update the approaches). 

Category 3: 3A01 Navigation and Landing Aids: 3A01L Navigational and Landing Aids – 

Service Life Extension Program (Long-Range Navigation – C) 

Long-Range Navigation – C Monitors and Transmitter Enhancements

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: 

Support system efficiency by determining whether long-range navigation – C (LORAN-C) can 

provide navigation support and other benefits to aviation. 

Although the current LORAN-C system can be used for en route navigation, no approaches 

exist. The goal of the program is to determine whether the accuracy, availability, integrity, and 

continuity of an enhanced LORAN-C transmitter and receiving system will be able to meet the 

requirements for LNAV, Required Navigation Performance (RNP) 3. Another ancillary benefit 

to aviation will be to determine whether LORAN-C can provide an alternative means of

transmitting the WAAS correction signal to aircraft where reception from geostationary satellites 

may be problematic (e.g., high latitudes). 

Category 3: 3A01 Navigation and Landing Aids: 3A01M 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: 

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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 in order to maintain en 

route, approach, and landing capabilities at various airports throughout the United States. 

The upgraded equipment will improve system efficiency by reducing the downtime required for 

the maintenance/repair of the older system and by reducing the technician’s time required to 

service each of the navigation and landing aids under this program. Equipment under this 

program includes the following navigation and landing aids: ALSF-2, MALSR, PAPIs, REILs, 

VORs, DME, and NDBs. 

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Category 3: 3A02 Oceanic Automation System 

Advanced Technologies & 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: 

Increase system efficiency in all Oceanic ARTCCs through the modernization of the oceanic air 

traffic control systems. When in place, the new integrated satellite-based system, combined with 

new air traffic control procedures, will render a new concept of operations, providing significant 

benefits to the FAA and its customers. The advanced technologies & oceanic procedures 

(ATOP) system, which does not rely on paper strips, will provide the following: 

• A new platform to deliver customer benefits through increased air traffic control efficiencies 

and capacity; 

• A fully integrated flight data processor, radar data processor, and satellite-based data link 

communication and surveillance (e.g., automatic dependent surveillance address (ADS-A)); 

• Controller tools, such as conflict probe. 

In addition, the system will enable reduced separation standards – 30/30 longitudinal/latitudinal 

separation, which will result in the most efficiently managed oceanic airspace in the world. 

The FAA manages 80 percent of the world’s controlled oceanic airspace, airspace that is beyond 

domestic coverage with land-based air traffic control infrastructure, including radar. The FAA 

provides air traffic control services for oceanic flights within an area of approximately three 

million square miles in the Atlantic Ocean and 18 million square miles in the Pacific Ocean. 

This airspace is not sovereign—the ICAO delegated the airspace to the Civil Aviation 

Authorities, of which the FAA is one, and can reassign the airspace at any time. The Oakland 

ARTCC, the New York ARTCC, and the Anchorage ARTCC presently manage this airspace. 

Oceanic air traffic control differs from domestic air traffic control largely because there is no 

radar tracking of aircraft and no direct radio communication. Oceanic air traffic controllers must 

rely on other sources of aircraft position information, including voice position reports from pilots 

derived from on-board navigation systems that include the GPS and communications satellite 

information. In turn, this lack of reliable and timely position information requires large aircraft 

separation standards that severely limit the useable system capacity. As a result, oceanic users 

are rarely able to obtain maximum fuel efficiency, minimum travel durations, and access to 

preferred takeoff times and flight paths. 

Oceanic air traffic is projected to continue to grow at a higher rate than domestic air traffic, 

primarily in the highest density areas. In addition, the market demands expanded capacity 

through improved operational and fuel efficiency. The FAA’s current oceanic system is 

approaching maximum operating capacity. An integrated, modernized oceanic air traffic control 

system is required to increase oceanic air traffic capacity and efficiency, without degrading 

safety, and to enable the introduction of free flight in oceanic airspace. 

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The ATOP contract will replace the oceanic systems at the Anchorage, New York, and Oakland 

ARTCCs. The new oceanic 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 

it will integrate capabilities such as flight data processing, radar data processing, automatic 

dependent surveillance (ADS), controller-pilot data link, and conflict probe. The ATOP system, 

along with accompanying new oceanic procedures, will increase capacity and efficiency by 

providing enhanced prediction of aircraft and airspace conflicts, improved communications, 

automation tools that allow reallocation of sector workloads and eliminate time consuming 

manual tasks, and support for reduced separation standards through full use of CNS capabilities. 

As components of the ATOP architecture, sustainment and improvement to the MicroEARTS 

platform, as well as ongoing upgrades to existing oceanic legacy systems: oceanic display and 

planning system (ODAPS), interim situation display (ISD), telecommunications processor, 

oceanic data link (ODL), air traffic services interfacility data communications (AIDC) systems, 

and dynamic ocean tracking system plus (DOTS+) is required. 

Category 3: 3A03 Gulf of Mexico Offshore Program 

Gulf of Mexico Offshore 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 Outcome Goal: 

Establish two-way voice and data communications that will permit less stringent offshore 

separation standards (space) and flight route changes over the Gulf of Mexico (GOM), thus 

increasing capacity and reducing delays. 

The GOM Program (GOMP) currently is developing an approach to improve efficiency and 

capacity while enhancing the currently inadequate communication coverage over the GOM. This 

project is comprised of two systems: the buoy communications system (BCS) and the VHF 

extended range network (VERN). These systems 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 feet. These enhancements offer solutions to current shortfalls as well as 

proactively address future anticipated growth and user demand for efficient use of the GOM 

airspace. 

Category 3: 3A04 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 

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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: 

Improve operational efficiency and effectiveness of the NAS by replacing and upgrading the 

voice switching and control system (VSCS) equipment at all en route ARTCCs, including the 

Mike Monroney Aeronautical Center and the William J. Hughes Technical Center (WJHTC).

The VSCS Program provides effective en route air traffic control services to airspace users 

through A/G and G/G communication systems. The VSCS Program modernizes 

communications systems through the replacement of obsolete, non-supportable VSCS hardware 

and software to ensure that all VSCSs within the en route environment continue to provide 

reliable service to air traffic controllers. The sustainment activities planned under this program

include software upgrades, power supply upgrades, position electronic module (PEM) upgrades, 

display module upgrades, and system expansions. Through the performance of these sustainment 

activities, the VSCS Program improves air traffic control services within the en route 

environment. 

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Category 4 

Definition of Category 4: Improve Reliability of the National Airspace System

This category contains the efforts to sustain existing and establish and/or implement new NAS 

services and capabilities. It includes programs that protect and enhance communities and the 

natural environment affected by transportation. 

FAA Goal: Reliability of the NAS: Provide an aerospace system infrastructure that is available 

for aerospace users. 

Strategies to Achieve FAA Reliability of the NAS Goals: 

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 transportation into NAS 

requirements. 

FAA Annual Performance Goals: 

Service Reliability – Maintain or increase navigation aid, sensor, and communications 

systems availability levels commensurate with percentages in the NAS System 

Requirements 1000 (SR1000). 

Operational Efficiency and Effectiveness – Provide services at a lower cost without 

reducing availability of facilities, infrastructure, or equipment (the target level of 

performance for this goal has not been defined by Office of the Secretary of 

Transportation (OST)/FAA).

The following graph indicates distribution of funding for F&E programs in Category 4: Improve 

the Reliability of the NAS for Fiscal Years 2003 to 2007. Funding in thousands. 

Category 4: Improve Reliability of the NAS

 by Fiscal Year

443,410.00

477,500.00

455,000.00

472,200.00

524,200.00

FY03 FY04 FY05 FY06 FY07

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Category 4: 4A01 Guam Center Radar Approach Control – Relocate 

Relocate Guam Center Radar Approach Control 

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: 

Improve system efficiency at the Guam Center Radar Approach Control (CERAP) by relocating 

operations from the existing CERAP at Andersen Air Force Base (AFB) to the FAA Base 

Building at the Agana International Airport. The existing base building at the Agana 

International Airport will be renovated and expanded to accommodate CERAP operations, NAS 

equipment, and associated environmental support equipment. 

The existing Guam CERAP facility was constructed in 1960 on Andersen AFB. This facility 

incurred significant damage from Super Typhoon Paka in 1997. Minimal stopgap repairs were 

made following the typhoon. Facility maintenance and modernization projects are difficult to 

program, as the DoD owns the building. Additionally, when military operations are underway, 

access to the facility is restricted. Working conditions within the CERAP are presently 

unacceptable. In 1998, a decision was made to relocate the existing CERAP to an FAA-owned 

base building at the Agana International Airport.

Category 4: 4A02 Terminal Voice Switch Replacement/Enhancement Terminal Voice 

Switch 

Enhanced Terminal 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: 

Improve system efficiency of the NAS by replacing the electromechanical and aging electronic 

switches in all ATCTs and TRACON facilities with modern reliable voice-switching systems. 

The Terminal Voice Switch Replacement (TVSR) Program enables effective air traffic 

operations at all terminal facilities by replacing older, non-supportable electronic and 

electromechanical voice switches. The TVSR Program consists of several multi-year equipment 

contracts, including small tower voice switch (STVS) systems, operational support telephone 

systems (OSTS), enhanced terminal voice switch (ETVS) systems, rapid deployment voice 

switch (RDVS) model IIA systems, and voice switch by-pass (VSBP) systems. Modern voice 

switches, like ETVS and RDVS IIA, meet the needs of the air traffic controllers and enable more 

effective air traffic operations. 

Category 4: 4A03 Airport Cable Loop Systems – Sustained Support 

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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: 

Improve system efficiency by enhancing communications outages and increasing system

performance from multiple pathways. 

By implementing this program, the agency will now have a standard design and method to install 

fiber optic transmission systems (FOTS) throughout the NAS. Standardizing the design 

requirements will simplify logistics, configuration management, training, and depot support. 

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 Category 4: 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 

(F) En Route Automation Program – En Route System Modification and Voice 

Switching and Control System Electronic Module/Position Electronic Module 

Relocation 

(A) En Route Automation Program – En Route Enhancements

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: 

Provide software evolution, as prioritized and approved by air traffic and airway facilities, to add 

new capabilities and enhancements to the host and DSR software and to address critical software 

problems. The host and DSR are the primary processor and display system used to control air 

traffic. While the level of effort maintained is not sufficient to incorporate all air traffic and 

airway facilities operational needs, current funding levels have been adequate to incorporate high 

priority changes 

The En Route Enhancements Program supports the FAA system efficiency goal by maintaining 

and enhancing host and DSR system software at the ARTCCs. 

(B) En Route Automation Program – Flight Data Input/Output 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: 

Support the FAA system efficiency goal by maintaining and replacing obsolete flight data 

input/output (FDIO) equipment. 

(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: 

Maintain an enhanced independent back-up radar automation system capable of continuously 

improving the functionality. This program will eliminate legacy hardware and interfaces and 

96
replace the current software architecture 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: 

Maintain the reliability and performance of the host and oceanic computer systems within the 

NAS to prevent future major outages of air traffic control services. The host/oceanic computer 

system replacement (HOCSR) provides operational air traffic control capabilities in the mission 

areas of safety and capacity, and provides secondary benefits in the mission area of 

productivity/business practices. 

HOCSR will increase the system efficiency of the NAS by providing mobility through the 

replacement of the primary en route computer system hardware (host) in the 20 en route centers, 

the oceanic systems (ODAPS) in two centers, and the offshore flight data processing system in 

Honolulu, HI. The HOCSR Program is a key component of the ongoing modernization of the 

FAA NAS infrastructure. HOCSR extends the life of the many hardware components that have 

reached their end of life service. The host and oceanic computers are the foundation of the 

FAA’s automated air traffic control environment. The computers receive, process, coordinate, 

distribute, and track information on aircraft movement throughout the nation’s airspace as well 

as the borders of oceanic airspace. The computers connect to all types of FAA services—

ATCTs, TRACON facilities, flight service stations (FSS), adjacent flight information regions, 

host and oceanic computers at other centers, and external organizations such as the U.S. Customs 

Service and the U.S. Military. The computers are key to the FAA’s ability to implement new 

services, concepts, and traffic flows for the airline industry and the flying public. The 

availability of these computers is critical to maintaining the nation’s commerce. 

(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: 

Increase system capacity and expandability by minimizing the time that full operational services 

are not available, and by enabling the integration of new surveillance technology, the 

introduction of new interface standards and formats, and connectivity to additional remote 

equipment (e.g., radar). The en route communications gateway (ECG) infrastructure will 

provide the automation system capacity and expandability required to support anticipated 

increases in air traffic and changes to the operational environment. By providing a flexible and 

expandable architecture, ECG must be deployed prior to the introduction of new services, 

systems, and capabilities. 

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ECG, a replacement system, is a combination of new functionality and capability. ECG will 

replace the current peripheral adapter module replacement item (PAMRI) functions deployed at 

the ARTCCs, subsume certain legacy functions, and provide the foundation for new 

radar/surveillance sources and new communications sources. In addition to supporting external 

legacy interfaces, ECG will provide an initial set of external Internet Protocol (IP) interfaces. 

The ECG architecture will include the capability for adding modern interfaces to the host 

computer system (HCS) and DARC platforms and support future applications that require ECG 

data processing. ECG software development will be minimal. Overall, the ECG Program will 

meet the En Route Integrated Product Team (IPT) objectives to evolve from legacy systems to an 

open system architecture and modern protocols. All hardware to be fielded in support of ECG 

will be COTS. 

(F) En Route Automation Program – En Route System Modification and Voice Switching 

and Control System Electronic Module/Position Electronic Module Relocation 

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: 

Provide product modifications and upgrades to replace aging or obsolete components while 

ensuring that national, agency, and customer requirements are met through cost effective 

methods that capitalize on the technology evolution, supporting growth in NAS functionality and 

providing system flexibility. 

The En Route System Modifications (ERSM) Program will provide modifications to aging or 

obsolete components of the display system. This program will provide an incremental transition 

to newer components to ensure that the system infrastructure is supportable, that enhanced user 

functionality can be supported, that system growth is not curtailed by product obsolescence or 

shortages, that planned system functionality enhancements can be supported, and that integration 

of advanced technologies is possible.

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Category 4: 4B02 Air Route Traffic Control Center Building Improvements/Plant 

Improvements 

Air Route Traffic Control Center Plant 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: 

Continue improvements to re-capitalize facilities providing new services. 

Support operational efficiency and effectiveness by maintaining the integrity of 21 ARTCCs, 

three CERAP facilities, and the Air Traffic Control System Command Center (ATCSCC), and 

ensure facility sustainment, modernization, and expansion to support air traffic control 

operations. This will aid in the integration and transition of new NAS systems within ARTCCs, 

CERAPs, and the ATCSCC and the management of the life cycle of these facilities. 

Category 4: 4B03 Air Traffic Management 

(A) Air Traffic Management – Air Traffic Management Functionality 

Development/Deployment – Departure Spacing Program 

(B) Air Traffic Management – Traffic Flow Management Infrastructure – Infrastructure Modernization 

(A) Air Traffic Management – 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: 

Continue the development of the departure spacing program (DSP) prototype and the eventual 

integration of the DSP functionality into a modernized TFM infrastructure that will result in a 

reduction of system-wide delays while facilitating achievement of collaborative decision-making 

(CDM) and free flight operating concepts. 

The current TFM infrastructure requires modernization to allow full traffic system integration. 

The DSP prototype system is being expanded into additional Northeast U.S. Corridor facilities in 

the Boston, MA, and Washington, D.C., metropolitan areas and will eventually require 

integration into the TFM infrastructure and further evaluation for consideration of NAS-wide 

implementation. DSP provides more efficient departure management tools to decrease the 

amount of delays and lower associated costs of imposed delays, thus providing greater economic 

benefit to the user community. 

(B) Air Traffic Management – Traffic Flow Management Infrastructure – Infrastructure 

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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: 

Serve as a primary source of information to be used by the FAA and NAS users to manage 

irregular operations as a result of congestion, avoidance of severe weather, and/or other 

disruptive events. The current infrastructure has been successfully expanded to support Free 

Flight Phase 1 initiatives. However, limitations in both the existing software architecture and the 

aging hardware on which it resides will restrict the level of integration with the en route domain 

and AOC flight planning systems that is desired by the operational community. In addition, 

TFM modernization will supply the hardware/software required for the assimilation of the 

standalone functionality provided by DSP, collaborative routing and coordination tools (CRCT), 

and other new traffic flow initiatives. 

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Category 4: 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: 

Improve system efficiency and effectiveness by providing modifications to existing 

telecommunications systems at over 5,000 facilities within the NAS. Critical 

telecommunications support (CTS) provides funds for air traffic communications diversity, unprogrammed telecommunications additions, moves, modifications, and emergency requirements. 

Category 4: 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: 

Improve telecommunications services within the NAS infrastructure through an integrated 

approach. The FAA Telecommunications Infrastructure (FTI) will acquire a wide range of

contractor-provided service delivery points (SDP) to SDP telecommunications services with 

integrated network management and provisioning capabilities. Over the next decade, FTI will 

incrementally replace existing NAS telecommunications systems. FTI will reduce unit costs for 

telecommunications services, increase bandwidth utilization, and improve efficiency and 

effectiveness by using modern business practices. FTI centralizes management and security 

functions and improves flexibility to support new and emerging air traffic systems. 

Category 4: 4C03 Air-to-Ground Communications Infrastructure 

• Communications Facilities Enhancement – Expansion 

• Communications Facilities Enhancement – Limited Radio Replacement Program 

• Communications Facilities Enhancement Air-to-Ground Communications Radio 

Frequency Interference Elimination 

• Backup Emergency Communication – Replacement 

• Radio Control Equipment 

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: 

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Enhance operational efficiency and effectiveness through planned improvements to the A/G 

communications infrastructure that involve replacing aging and increasingly unreliable 

equipment and improving associated sites and facilities, including the establishment of new 

facilities intended to broaden communications coverage. The A/G Communications 

Infrastructure Program is the combination of the following CIP projects: 

• Communications Facilities Enhancements (CFE): Provide new radio control facilities and/or modify 

existing facilities to enhance the A/G communications between air traffic control and aircraft; 

• CFE Limited Radio Replacement: Procure high-low VHF transmitters and receivers; 

• Radio Frequency Interference Elimination (RFI) Elimination: Provide modern communication and 

ancillary equipment to improve operational performance at select remote communication facilities; 

• Back-up Emergency Communications (BUEC): Provide a dedicated channel/sector in place of a priority 

based, shared outlet system. Replace current 1970s system that is logistically unsupportable; 

• Radio Control Equipment (RCE): Provide equipment used to control A/G radios from a remote location. 

Replace vacuum-tube equipment that is maintenance intensive and logistically unsupportable.

Category 4: 4C04 Voice Recorder Replacement Program 

Voice Recorder Replacement 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: 

Improve system efficiency of the NAS by replacing aging, analog voice recording systems with 

modern digital voice recording systems (DVRS). DVRSs enable air traffic controllers to 

effectively record all voice communications between the controllers, pilots, and other groundbased air traffic control facilities, which meets the statutory requirement. 

The Voice Recorder Replacement Program (VRRP) enables effective air traffic operations 

through the replacement of aging, analog voice recorders with DVRSs. The VRRP will replace a 

total of 530 voice recorders systems at various ATCTs, TRACON facilities, automated flight 

service stations (AFSS), and ARTCCs. Through the deployment of DVRS, the VRRP will 

enable reliable and legal recording services, while reducing maintenance staffing requirements 

and life cycle maintenance costs.

Category 4: 4C05 National Airspace System Infrastructure Management System 

 National Airspace System Infrastructure Management System – Phase 2 

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: 

Establish a National Operations Center (NOCC) and three strategically located operations 

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control centers (OCC) to centralize information and technical expertise. Field a COTS-based 

information system that consists of distributed computers, integrated software and database 

applications, remote monitoring, and control capabilities. The NAS infrastructure management 

system (NIMS) will provide the necessary tools to FAA maintenance personnel to support ATS 

in meeting demand for increasing services with diminished resources while maintaining safety. 

To maintain the increasing numbers of new systems and facilities being added to the NAS as part 

of the modernization program, increased field maintenance staff of about 2,000 is required to 

maintain the system availability at the level necessary for the FAA to perform its mission. The 

NIMS Phase 2 project provides the capability necessary to avoid the costs associated with 

increasing staff levels, and employs a centralized maintenance concept along with associated 

infrastructure management tools. 

Secondary Outcome Goal: FAA Goal: National Security: Prevent security incidents in the 

aviation system. 

Narrative for Secondary Outcome Goal: 

Establish an NOCC and three strategically located OCCs to centralize information and technical 

expertise. Field a COTS-based information system that consists of distributed computers, 

integrated software and database applications, remote monitoring, and control capabilities. 

NIMS will provide the necessary tools to establish NAS capacity for disaster recovery 

contingency planning and execution. 

NIMS will provide the capability to execute an appropriate national response to local threats or 

disasters. NIMS will provide the capability to consider availability profiles at all levels ranging 

from national to local in execution of the disaster recovery plan. NIMS will provide OCC 

redundancy using integrated fail-over capability and interconnectivity to eliminate the singlepoint failure mode present in the current NAS organizational infrastructure. 

Category 4: 4C06 Flight Service Station Modernization 

Flight Services Facilities – Automated Flight Service Stations Facilities 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: 

Improve system efficiency in the NAS by procuring power conditioning systems for the AFSS to 

alleviate power problems and accommodate any new load requirement from future systems, 

including upgrading and sustaining leased and owned FSSs, continuing the replacement of 

uninterruptible power supplies (UPS) in the FSS to provide reliable power for existing systems 

and to accommodate the stringent power requirements of new equipment as it is installed to 

modernize the NAS, and continuing the other infrastructure repairs necessary to maintain the 

facilities heating, ventilation, and air conditioning (HVAC) systems to ensure the proper 

environmental control in operations, equipment, and administrative areas. 

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Secondary Outcome Goal: FAA Goal: People: Prepare the workforce for the demands of 

the 21st century. 

Reform: Become more businesslike while increasing customer 

responsiveness. 

Narrative for Secondary Outcome Goal: 

Optimize customer satisfaction with the safety, security, and efficiency of the air transportation 

system in the United States. This objective requires planning, evaluating, and controlling the 

system in such a manner as to enable optimizing customer satisfaction, providing funding 

options together with advantages and disadvantages, then accomplishing modifications, 

sustainment actions, and expansions that address customer satisfaction.

Category 4: 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 users and is efficient in the application of 

FAA and aerospace resources.

Narrative for Primary Outcome Goal: 

Provide on-going operational support, enabling flight service specialists to more efficiently 

provide weather and flight information for GA pilots. The existing flight services automation 

system (FSAS) equipment is 1980s technology and is difficult to maintain and support. The 

operational and supportability implementation system (OASIS) will provide significant 

improvement in the computer-human interface (CHI) by replacing the existing FSAS display 

with a graphical user interface. Additionally, new ergonomic equipment consoles will be 

installed. 

The OASIS Program will provide a modified COTS/NDI-based software and COTS hardware 

leased service. OASIS will replace all existing FSAS hardware and software, enhance the 

current FSAS operational capabilities, and incorporate the interim graphic weather display 

system (IGWDS) and the direct user access terminal (DUAT) functionality. Modifying the 

COTS/NDI-based service has become necessary to meet operational requirements for the 

system. The AFSS specialists and technicians have identified deficiencies with the current 

equipment consoles. The FSAS equipment console replacement program will provide 

ergonomically designed COTS workstation consoles in conjunction with each OASIS 

installation.

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Category 4: 4C09 Flight Service Station Switch Modernization 

Automated Flight Service Station Voice Switches

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: 

Improve system efficiency in the NAS by replacing the 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 (AFSSVSR) Program will 

provide pilots with significantly improved access to flight planning, weather, communications, 

and emergency services deemed essential to the conduct of safe and efficient flight. This 

modernization program will replace the aging, non-supportable voice switches at 61 AFSSs 

throughout the NAS and at 14 non-automated FSSs located in Alaska. The principle 

enhancement of this program is a call transfer capability, which enables the AFSSs 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 the deployment of 

modern digital voice switches, the AFSSVSR Program will significantly improve the operational 

and maintenance aspects of flight service operations. 

Category 4: 4C10 Alaskan National Airspace System Interfacility Communications System 

Alaskan National Airspace System Interfacility Communications System Satellite 

Network – Phase II 

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: 

Improve the system efficiency in the NAS by installing a new satellite telecommunications 

facility at locations where the FAA has experienced poor telecommunications performance. The 

increase of telecommunications availability provided by the implementation of the Alaskan NAS 

Interfacility Communications System (ANICS) sites corresponds to a direct increase in the 

availability of the NAS and improves air safety in Alaska. 

ANICS will add system availability to the NAS by providing more reliable telecommunications 

in several rural areas throughout Alaska. The ANICS Phase II design will increase the 

availability of communications at these sites from 98 percent commercially available to 99.9 

percent available via ANICS. On average, this improvement will decrease outages due to 

telecommunications from over eight days per year to less than nine hours per year. 

At each ANICS Phase II installation site, the FAA will realize cost savings in the monthly 

recurring telecommunications costs. The average is $340,000.00 net present value (NPV) 

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savings per site over the 20-year life cycle of ANICS, which equates to $17,000.00 NPV cost 

savings per year on each of the 18 phase II ANICS sites that the JRC has approved to build. 

Because the design is based on a completely digital communications stream, it will be easy to 

take advantage of new technologies that are just now being introduced (e.g., IP networks that 

include voice over IP). These technologies will allow for an even more reliable cost saving 

network. 

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Category 4: 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: 

Improve system efficiency by providing reliable quality power for the NAS. These power 

system sustainment activities will provide a more reliable standby source of quality power to 

support the continuous delivery of critical and essential air traffic control services within the 

NAS. 

By implementing this program, the agency is merely beginning to impact “the big picture” of 

several years of power systems deficiencies. This program is expected to achieve cost savings 

through improved business practices, enhanced training of power maintenance personnel, 

improved systems efficiency of the airways facilities workforce, and increased safety for FAA 

employees.

Category 4: 4C12 National Airspace System Recovery Communications 

National Airspace System Recovery Communications

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: 

Provide system efficiency to the NAS by ensuring that during emergencies the FAA’s command 

and control communications (C3) will be able to provide time critical public safety and NAS 

information between the Administrator, the Administrator’s staff, key regional managers, the 

DOT, and other national level executive personnel. 

The NAS Recovery Communications (RCOM) Program will add system efficiency to the NAS 

by providing and enhancing 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 (AUTODIN)/defense messaging system, secure telephone unit (STU) third 

generation/secure telephone equipment (STE), secure facsimile, VHF/frequency modulated 

(FM), high frequency single side band (HFSSB), satellite telephone network (AMSC), 

automated notification system (ANS), secure conferencing system (SCS), and communications 

support teams (CST).

Category 4: 4C13 Aeronautical Center Infrastructure Modernization 

Aeronautical Center Infrastructure Modernization 

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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: 

Improve operational efficiency and effectiveness by providing up-to-date facilities and 

supporting infrastructure that meets the needs of FAA mission support organizations located at 

the Aeronautical Center. 

 

The Aeronautical Center lease provides more than 1090 acres of land, over 90 buildings, towers, 

streets, and infrastructure for the purpose of housing FAA mission support services. Services 

include training for over 30,000 FAA and international students per year in resident and distance 

learning formats (Academy, Transportation Safety Institute, and U.S. Coast Guard); logistics and 

supply support to all FAA locations and approximately 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/certification of

radar/navigation aids at all nation-wide 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. 

Secondary Outcome Goal: FAA Goal: People: Prepare the workforce for the demands of 

the 21st century. 

Reform: Become more businesslike while increasing 

customer responsiveness. 

Narrative for Secondary Outcome Goal:

Provide adequate facilities and infrastructure for organizations that support the agency’s model 

work environment initiatives. 

Continue to build model work environments through the improvement of facilities and 

infrastructure, supporting employee services such as child care, wellness centers, employee 

credit union, food services, parking, Americans with Disabilities Act (ADA), equal employment 

opportunities, postal services, employee training and development opportunities, and physical 

security.

Category 4: 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.

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Narrative for Primary Outcome Goal: 

Improve system efficiency in the NAS with careful and detailed frequency planning necessary to 

ensure that current and future aeronautical safety systems are provided adequate radio spectrum

in which to operate. In addition, 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. 

Frequency and Spectrum Engineering will add system efficiency to the NAS through frequency 

and spectrum engineering studies for the ICAO to protect frequency bands of the GNSS; to 

support test planning and to develop frequency assignment and airspace evaluation criteria for 

the ICAO approved ground-based augmentation system (GBAS); and to finalize the NEXCOM 

transition plan. Other elements of this program will seek to advance civil aviation interests in 

the development and coordination of the U.S. position for the 2003 World Radiocommunication 

Conference (WRC), ensuring protection of aeronautical safety service radio spectrum; to analyze 

radio spectrum technical and capacity issues associated with selecting the best link for ADS-B 

implementation; and to ensure radio spectrum support to the FAA’s runway incursion program. 

Other activities include efforts to modernize and develop equipment for more efficient radio 

frequency engineering and to upgrade existing radio frequency investigation capabilities 

throughout the NAS, including fixed direction finding equipment to support radio frequency 

interference to GNSS and configuration management support for all regional radio frequency 

interference vans. These activities are aimed at reducing air traffic delays. Another critical 

element of this program is the study and electromagnetic compatibility analysis of the impact of 

proposed new technologies on NAS aeronautical safety systems.

Secondary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Secondary Outcome Goal: 

Improve safety in the NAS with careful and detailed frequency planning necessary to ensure that 

current and future aeronautical safety systems are provided adequate radio spectrum in which to 

operate. In addition, 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. 

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Category 5 

Definition of Category 5: Improve Efficiency of Mission Support

This category contains projects and programs that contribute to the mission of the agency and assist in 

delivering primary services and meeting strategic and performance goals. 

1. FAA Goal: Human and Natural Environment: Maintain the number of people exposed to 

aircraft noise at current levels despite increasing operations.

2. FAA Goal: Organizational Excellence: 

People: Prepare the workforce for the demands of the 21st century. 

Reform: Become more businesslike while increasing customer responsiveness. 

1. Strategies to Achieve FAA Human and Natural Environment Goals: 

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.

Quantify and Mitigate 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: 

Aircraft Noise Exposure – Number of people in the U.S. exposed to significant noise 

levels 65 decibels or more. The FY 2003 target is no more than a to be determined 

number of people. 

2. Strategies to Achieve FAA Organizational Excellence Goals: 

People: Implement a model work environment, a productive and hospitable work environment, 

where 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. 

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FAA Annual Performance Goals: 

Customer satisfaction – Gain positive feedback from stakeholders.

People – Continue to build a model work environment. 

Financial Responsibility – Achieve a clean audit and further improve agency 

accountability by implementing core financial systems.

The following graph indicates distribution of funding for F&E programs in Category 5: Improve 

the Efficiency of Mission Support for FY 2003 to 2007. Funding in thousands.

Category 5: Improve the Efficiency of Mission Support 

by Fiscal Year

444,019.50

443,200.00

466,900.00

469,500.00

477,900.00

FY03 FY04 FY05 FY06 FY07

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Category 5: 5A01/5A02 National Airspace System Improvement of System Support 

Laboratory/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: 

Improve system efficiency in the NAS by upgrading and improving the agency’s laboratory 

infrastructure at the WJHTC for the development, testing, upgrades, and second level field 

support for CIP programs. Each CIP program supported by these laboratories contributes to one 

or more of the FAA and DOT Goals. 

 

This program improves system efficiency in the NAS by upgrading and improving the agency’s 

infrastructure of test beds that duplicate the NAS environment in a unique, non-operational 

mode. The WJHTC’s System Support Laboratory provides the environment to test, evaluate, 

and integrate new NAS systems prior to field deployment. These laboratories provide around 

the clock operations support to all en route and terminal air traffic control facilities throughout 

the nation. 

The WJHTC’s multi-user laboratories are engaged in support of virtually all the F&E programs 

in the CIP. Laboratory groupings include the en route and terminal test beds; navigational, scan 

radar, and automated tracking sites; communications switching equipment; aircraft simulation 

systems; and the human factors laboratory. This program funds the operation, maintenance, and 

enhancements to these test beds and pays for hardware and software maintenance, operations, 

software licensing fees, and other costs associated with operating the laboratories. The NAS 

Modernization portion funds enhancements and reconfigurations of the laboratory’s electronic 

data distribution systems, communications systems, climate control system, and power 

distribution system. This program ensures that the WJHTC’s laboratories provide state-of-theart laboratory environments that support the implementation, testing, and integration of new 

NAS systems prior to their delivery to the various FAA field sites.

Category 5: 5A03 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: 

Improve system efficiency in the NAS 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 develop and support a safe, secure, and efficient global aviation 

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system. 

Infrastructure sustainment at the WJHTC will improve operational efficiency and effectiveness 

by replacing aged systems and equipment before serious problems occur. This BLI will also 

update facilities and facility support systems and reduce energy consumption on a per square 

foot basis. 

The WJHTC owns and operates approximately 1.54 million square feet of test and evaluation 

facilities, R&D facilities, administrative facilities, and numerous project test sites. The 

capitalization value of the buildings is estimated at approximately $162.2 million, while the 

capitalized value of the infrastructure (roads, exterior utilities, etc.) is estimated at approximately 

$21 million. These values do not include the approximately $65.4 million dollars of 

environmental funding, received via a national program, that has been expanded to clean up 

environmentally hazardous sites at the WJHTC as well as replace aged underground storage 

tanks. Additionally, the values do not include the worth of the land itself, estimated at 

approximately three million. 

This CIP program is the only available funding stream to sustain the 1.54 million square feet of 

space with the required utility and roadway support systems, which translates to an annual 

expenditure of approximately 2.4 percent of the WJHTC’s capitalization value (including the 

land) to sustain the investment that the FAA has made in the WJHTC. From another 

perspective, this expenditure would equate to a sustainment value of approximately $2.90 per 

square foot. It would seem prudent that with the magnitude of monetary investment at the 

WJHTC, a sustainment mechanism would exist.

Category 5: 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: People: Prepare the workforce for the demands of the 

21st century. 

Reform: Become more businesslike while increasing 

customer responsiveness. 

Narrative for Primary Outcome Goal: 

Optimize customer satisfaction with the safety, security, and efficiency of the air transportation 

system in the United States. This goal requires planning, evaluating, and controlling the system

in such a manner as to enable optimizing customer satisfaction, providing funding options 

together with advantages and disadvantages, then acquiring new systems (e.g., 

telecommunications, microwave, power supply, short-term emergency power, security, etc.) that 

are most effective in addressing customer satisfaction. These tasks require providing essential 

air traffic data to FAA air traffic controllers covering previously controlled DoD airspace in 

addition to maintaining the safety of the NAS by modernizing facilities and creating 

communication connections at DoD transferred locations. The DoD identifies sites at the 

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beginning of each FY to transfer to the FAA. 

Category 5: 5A09 Federal Aviation Administration Buildings and Equipment 

Federal Aviation Administration Buildings and Equipment Sustain Support – Modernize/Improve 

Primary Outcome Goal: FAA Goal: People: Prepare the workforce for the demands of the 

21st century. 

Reform: Become more businesslike while increasing 

customer responsiveness. 

Narrative for Primary Outcome Goal: 

Optimize customer satisfaction with the safety, security, and efficiency of the air 

transportation system in the United States. This goal requires planning, evaluating, 

and controlling the system in such a manner as to enable optimizing customer 

satisfaction, providing funding options together with advantages and 

disadvantages, then accomplishing the modifications, sustainment actions, and 

expansions that are most effective in addressing customer satisfaction. This task 

involves refurbishing and upgrading existing FAA owned facilities to meet the 

requirements of new NAS equipment installation and extend the facilities service 

life to the year 2010. As such, this program improves NAS efficiency through the 

upgrade and maintenance of existing FAA unstaffed facilities. 

The FAA owns thousands of structures, built during the 1940s and 1950s, that have suffered 

from the effects of exposure to the elements, decay, and inattention and subsequently are in 

unsatisfactory condition. Problems include leaking roofs, deteriorated foundations, and 

inadequate air conditioning systems. A majority of these structures are not able to meet current 

seismic and safety standards. Despite the problems, these facilities house and support critical 

NAS weather, communication, surveillance, and navigational aids. Most of these facilities 

require upgrades and expansion to accommodate installation of new NAS equipment. This 

program will continue to improve NAS efficiency by repairing and upgrading the most inneed/critical facilities. 

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Category 5: 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: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Primary Outcome Goal: 

Ensure F&E failures do not jeopardize the safety and efficiency of the air traffic control 

facilities. Capabilities include communications, surveillance, weather information, and air traffic 

control facilities. 

Examples of completed F&E projects include the following: 

• Instituted a second ground control position at the General Edward Lawrence Logan 

International Airport and the General Edward Lawrence Logan International ATCT; 

• Replaced sections of cab glass at the Fayetteville ATCT, which lost pressurization, causing 

visibility problems and creating a safety hazard; 

• Replaced batteries at the VOR navigation aid on Blorka Island, AK, that unexpectedly died. 

Local F&E project funds are used for various local minor modifications and alterations that must 

be made to over 30,000 commissioned air navigation and air traffic control facilities throughout 

the United States. 

Category 5: 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: 

Improve system efficiency at all regions and centers through the use of enhanced computer-aided 

design and drafting (CADD) systems coupled with a web-based document management system

to improve the FAA’s ability to implement capital improvements. The enhanced system will 

meet increasing user access needs by expanding the system and by providing a flexible system

interface to a suite of state-of-the-art graphical modeling and analysis tools and to an underlying 

secure and reliable engineering library to augment the decision-making process. 

The computer aided engineering graphics (CAEG) system will add system efficiency to the NAS 

by providing mainstream CADD software to reduce file conversion costs, provide secured access 

via a web browser to specialized applications with an improved user interface needed for 

equipment siting studies, provide radio coverage, supply electromagnetic interference 

predictions, conduct aeronautical case study evaluations, and provide a host of other analysis 

capabilities. A highly scalable and adaptable electronic document management system (eDMS) 

with a robust workflow engine will be finalized and implemented across the regions and centers 

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to automate and standardize a largely manual and unreliable drawing management process. The 

overall goal is to deliver system upgrades to enhance user productivity, increase system

availability, and improve system reliability and security. 

Category 5: 5A12 Information Technology Integration 

Federal Aviation Administration Corporate System Architecture – 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: 

Improve operational efficiency and effectiveness by reducing the cost of delivering IT services 

without reducing service quality, and by optimizing IT decisions and resources across the 

agency. 

The FAA spends in excess of two billion annually on IT, making it a high-volume buyer of IT 

services, such as voice and data communications, desktops, and database management systems. 

The agency will significantly improve the cost-effectiveness of IT by standardizing what it buys, 

by leveraging its position with vendors as a high-volume buyer, by coordinating the purchase 

and operation of related IT services, by creating the right management processes and incentives, 

and by adhering to an agency-wide IT architecture. Reducing costs rather than just reducing the 

rate at which costs rise is necessary given projected agency budgets. The FAA will improve its 

understanding of the total cost of ownership from conception through implementation, operation, 

and eventual retirement of major systems. Better insight into total cost of ownership will enable 

lower overall systems costs. 

The FAA is acquiring, developing, and operating over 400 IT services and information systems 

that enable the agency to carry out virtually all of its mission and business functions. New 

management techniques will be implemented to improve critical investment decisions and to 

more effectively carry them out. Related IT systems will be grouped into portfolios and 

managed to optimize the performance of the whole portfolio to support agency business 

objectives. Key processes on which execution depends will be re-engineered and systematically 

improved. 

Category 5: 5A14 Logistics Support Systems and Facilities 

Logistics Support Systems and Facilities – Asset and Supply Chain Management 

Primary Outcome Goal: FAA Goal: Human and Natural Environment: Maintain the 

number of people exposed to aircraft noise at current levels despite increasing operations.

Narrative for Primary Outcome Goal: 

Improve operational efficiency and effectiveness throughout the agency by exercising effective 

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control of assets and providing full life cycle management. 

The Asset and Supply Chain Management (ASCM) Program improves operational efficiency 

and effectiveness by providing a single, integrated planning, inventory, and asset management 

solution capable of producing effective performance, financial, and logistics information. 

ASCM’s automated data collection capability will supply complete logistics information to all 

lines-of-business (LOB) engaged in strategic decision-making. It will aid FAA users in 

managing perpetual inventories in the field and support enhanced requisitioning capabilities by 

matching live data to the requisition process. ASCM will enhance staff productivity and 

decrease operational costs by cutting massive paperwork activities. It will facilitate accurate 

inventory planning by reducing on-hand inventory levels, shrink supply support delays 

associated with mistaken or insufficient information, and improve field technician effectiveness 

by aiding in the rapid deployment of assets. 

Currently, the FAA has no single, integrated system to accurately and completely account for 

agency assets valued at over $15 billion. Incomplete, conflicting, or missing financial and 

logistics information is being used as the basis for agency decision-making and financial 

reporting, thereby jeopardizing efforts to maintain standards for financial management, cost 

accounting, and a clean financial statement. By centralizing asset data, the ASCM Program will 

provide full life cycle cost and performance data, support the FAA’s new cost accounting 

system, and provide asset information for capitalization, work-in-process, and depreciation 

calculations. ASCM will encompass functionality to replace multiple legacy systems in whole 

or in part, including the logistics and inventory system. 

Category 5: 5A16 Facility Security Risk Management 

Facility Security Risk Management 

Primary Outcome Goal: FAA Goal: National Security: Prevent security incidents in the 

aviation system. 

Narrative for Primary Outcome Goal: 

Improve and/or enhance physical security 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 for the protection of FAA 

employees, agency property, facilities, contractors, and the public. This order clarifies and 

updates facility security procedures for all FAA facilities, and establishes standards for facility 

security management, control, and safeguarding of assets and facilities. 

The Facility Security Risk Management (FSRM) Program will continue to upgrade and accredit 

staffed facilities and procure additional security systems to enhance the protection of FAA 

employees, facilities, and assets. Various measures will be implemented to enhance physical 

security at all FAA staffed facilities. These measures include, but are not limited to, installation 

of surveillance, intrusion detection, and access control systems; addition or repair of fences, 

locks, and doors; and at some of the more critical facilities, addition of guard services. Other 

facility improvements include parking control, lighting, occupant emergency plans, intelligence 

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sharing, physical barriers, shipping/receiving upgrades, employee/visitor identification, and blast 

hardening, where applicable. 

Category 5: 5A17 Information Security 

National Airspace System Information Security – Information Systems Security 

Primary Outcome Goal: FAA Goal: National Security: Prevent security incidents in the 

aviation system. 

Narrative for Primary Outcome Goal: 

Safeguard information assets. 

The increasing growth of cyber attacks and terrorism on critical infrastructures such as the NAS 

calls for a national effort to protect the increasingly vulnerable and interconnected U.S. computer 

and communications infrastructure. Vulnerability assessments and reviews of critical systems 

have identified protection requirements. A June 2000 GAO review of information security on 

computer systems cited progress the FAA is making, but it also identified key vulnerabilities that 

the FAA needs to address to detect and prevent information security breakdowns and denial of 

service attacks. In addition, the FAA must continue to comply with requirements of OMB 

Circular A-130, the Computer Security Act of 1987, as well as other Federal laws, Executive 

Orders, and policies. 

The mission of the FAA’s ISS Program is to protect the FAA’s information infrastructure and 

help the aviation industry reduce security risks through leadership in innovative information 

assurance initiatives. 

The increasing number of network-based attacks, the reliance on the Internet (which is 

susceptible to attacks) for quickly communicating information, and the vulnerability of cyber 

terrorists exploiting information systems require a rigorous information security approach to 

protect FAA information systems. The ISS Program requires substantial investment over several 

years to certify and authorize the more than 100 systems in the FAA’s response to Presidential 

Decision Directive (PDD) 63 and the more than 600 agency mission support systems. In 

addition to national security, disruption of the modernized NAS would pose significant threats to 

safety, and could have considerable impact on the national economy. The FAA must address 

issues associated with ISS to ensure that its computer and communication systems will continue 

to support the FAA mission. 

Category 5: 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. 

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Narrative for Primary Outcome Goal: 

Maintain operational efficiency and effectiveness in training delivery to the FAA workforce 

throughout the world by keeping a highly reliable and easy to use distance learning infrastructure 

available at every location. This program will design and provide a standard state-of-the-art 

computer-based instruction (CBI) delivery system for all CIP programs to support rollout and 

initial operational and maintenance training. 

Also, this program will improve operational efficiency and effectiveness in air traffic control, 

airway facilities, and regulatory standards training through the following: 

• Advanced simulation and training delivery capability at all field learning centers; 

• NAS equipment sub-system mock-ups interfaced to CBI. 

The Distance Learning Program is required to deliver technical training across the FAA to 

include air traffic, airway facilities, regulatory standards, IT, and other general topics. Given the 

ever-increasing cost of maintaining a well-trained FAA workforce, it is imperative to achieve 

training efficiencies wherever possible. This program continues to provide and maintain a 

distance learning infrastructure through upgrades of the learning centers around the world and 

the network to support them. Special simulators for new NAS systems are supported as required 

through standard interfaces to the CBI platforms at all learning centers. 

The overall payback of the Distance Learning Program (FY 2003 through FY 2007) is over $50 

million with an overall benefit to cost ratio of better than 2.8. 

Secondary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years.

Narrative for Secondary Outcome Goal: 

Improve safety by reducing operational errors and runway incursions through improved and 

more accessible training and state-of-the-art simulation techniques. 

There is a clear link between the training of FAA personnel and aviation safety. The Distance 

Learning Program’s main concern relating to this goal is for safer skies through proper training. 

Proper training is strengthened by the use of simulation and other “hands on” methods of 

delivery. Through CBI simulations, a student can make the mistakes necessary to learn without 

jeopardizing human life or air safety. CBI training is individual training; each student must 

experience the training and master it by him/herself, which improves safety. Whether it is an air 

traffic controller in an en route center or a maintenance technician repairing a radar site, safety is 

enhanced through training. This program improves FAA training by making it more realistic and 

more accessible. The training is delivered at the job site rather than a single centralized location, 

thus making training available when needed and without travel. The training remains available 

for immediate use for refresher and remediation, which also greatly enhances safety. 

Category 5: 5A19 National Airspace System Training Facilities 

National Airspace System Training – Modernization 

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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: 

Maintain operational efficiency and effectiveness in air traffic control training through the 

replacement of the FAA’s outdated ATCT cab training simulator with one that is far more 

versatile and up-to-date than those currently used by aviation organizations throughout the 

world. 

Also, improve operational efficiency and effectiveness in air traffic control, airway facilities, 

airports, and regulatory standards training by: 

Upgrading classrooms to provide a more effective, efficient presentation and reducing course 

delivery costs; 

• 

• 

• 

Replacing outdated laboratory equipment with actual current field test equipment; 

Improving communications between Academy and student and administrative customers, 

resulting in significant operational timesavings. 

This program is expected to perform technical training across the FAA to include air traffic, 

airway facilities, regulatory standards, and airports. Given the ever-increasing cost of

maintaining a well-trained FAA complement, it is imperative to achieve training efficiencies 

wherever possible. This program is poised for upgrades of the tower cab simulators at the FAA 

Academy, as well as the balance of classroom upgrades and implementation of related training 

systems. 

The FAA’s only ATCT simulator, the agency’s best method to improve runway incursion 

training for new hires, is 10 years old, equipped with antiquated technology, and in certain areas, 

lacking spares. The tower cab simulator retrofit will allow the FAA to continue to avoid the cost 

and time required to train air traffic controllers in the tower cab environment. This program also 

accesses the technology available to improve efficiencies in the resident training environment. 

Extensive actual experience in the private sector has repeatedly proven that the introduction of 

interactive classrooms will decrease the amount of time required to complete training. In the 

FAA environment, the introduction of interactive classrooms will result in lower per diem and 

student/instructor salary costs during training. This program’s classroom upgrades will include 

interactive student computers, overhead projection systems, and networking to central servers to 

enhance the training system. Although the efficiency resulting from the following two initiatives 

cannot be specifically measured, it is self-evident. The FAA Information Superhighway for 

Training (FIST) will create an efficient electronic network that seamlessly combines field and 

resident training into an easily accessible entity. Finally, the Academy’s Airway Facilities 

Training Division has been hampered by the unavailability of adequate current test equipment, 

which has resulted in students being forced to wait for equipment and Academy graduates not 

being familiar with the equipment they will use in the field daily. This program’s lab/simulation 

upgrades will remove this concern. 

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The overall payback of this program (FY 2001 through FY 2011) is over $67 million with an 

overall benefit to cost ratio of 3.13. 

Secondary Outcome Goal: FAA Goal: Safety: Reduce fatal aviation accident rates by 80 

percent in 10 years. 

Narrative for Secondary Outcome Goal: 

Improve safety by reducing operational errors and runway incursions through improved and 

more accessible training and state-of-the-art simulation techniques. 

There is a clear link between the training of FAA personnel and aviation safety. It is a question 

rarely asked until a catastrophe occurs. This program’s main concern is for safer skies through 

proper training. This proper training is strengthened by the use of simulation and other “hands 

on” methods of delivery. In this realm, a student can make the mistakes necessary to learn 

without jeopardizing human life or air safety. Whether it is an air traffic controller in an en route 

center or a maintenance technician repairing a radar site, safety is enhanced through training. 

This program will improve FAA training by making it more realistic. Of course, without 

expensive, long-term studies, the link between training and aviation safety will remain largely 

undefined. However, improved realism increases training quality, and increased training quality 

leads inevitably to an increase in safety. 

Category 5: 5A21 Program Support Leases 

Continued General Support – 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: 

Assure efficient application of FAA and aerospace resources by providing payment for existing 

leases for land and space that directly support NAS operational facilities and critical components 

of an aerospace transportation system that meet the needs of users. 

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Category 5: 5A22 Logistics Support Services 

National Airspace System Regional/Center Logistics Support Services 

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: 

Improve system efficiency by providing real estate, acquisition, and material management 

functions at regions and centers, as required, to field modernized NAS equipment, systems, and 

facilities within the timeframes established by the programs included in the CIP. Compile and 

maintain adequate documentation, suitable for independent audit, to establish the capital cost of 

facilities throughout the FAA. 

Category 5: 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: 

Improve operational efficiency and effectiveness by providing up-to-date facilities and 

supporting infrastructure that meets the needs of FAA mission support organizations located at 

the Aeronautical Center. 

The Aeronautical Center lease provides more than 1090 acres of land, over 90 buildings, towers, 

streets, and infrastructure for the purpose of housing FAA mission support services. Services 

include training for over 30,000 FAA and international students per year in resident and distance 

learning formats (Academy, Transportation Safety Institute, and U.S. Coast Guard); logistics and 

supply support to all FAA airway facilities locations, air traffic, and approximately 70 DoD and 

international organizations; cost accounting and payroll services for the FAA and other DOT 

organizations; engineering services for NAS systems modification and repair; flight check for 

calibration/certification of radar/navigation aids at all nation-wide 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. 

Secondary Outcome Goal: FAA Goal: People: Prepare the workforce for the demands of 

the 21st century. 

Reform: Become more businesslike while increasing customer responsiveness. 

Narrative for Secondary Outcome Goal: 

Provide adequate facilities and infrastructure for organizations supporting the agency’s model 

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work environment initiatives. 

Continue to build model work environments through the improvement of facilities and 

infrastructure supporting employee services, such as child care, wellness centers, employee 

credit unions, food services, parking, the ADA, equal employment opportunities, postal services, 

employee training and development opportunities, and physical security. 

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Category 5: 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: 

Improve system efficiency by providing professional and technical support services to the FAA 

in over 13 functional areas, including implementation and integration planning, engineering, 

automation, air traffic systems requirements, project management, environment, and other 

technical specialties. The primary function of the NAS Implementation Support Contract 

(NISC) is to assist the FAA in ensuring that over 80 CIP projects are completed on schedule and 

within budget and meet specifications and quality standards. NISC is a contract support CIP 

project. 

Category 5: 5A26 Federal Aviation Administration Corporate System Architecture 

Federal Aviation Administration Corporate Systems Architecture – Information 

Technology Infrastructure 

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: 

Improve system efficiency for the following IT programs: Enterprise Network, Metropolitan 

Area Network, Internet/Intranet, and the web. The programs will enhance the agency’s systems 

for its internal customers. 

These improvements will increase the quality of IT program products and services, such as antivirus software, bandwidth, extranet firewall, multi-media communication, and Internet web. The 

anti-virus software will provide the latest software tools to constantly monitor and scan the 

system for authorization access, viruses, Trojans, and worms. Enhancements to bandwidth will 

increase the speed of the Internet connections and reduce the bandwidth usage during the 

workday. Improvements to the extranet firewall will provide hardware necessary to host the 

extranet firewall so that extranet traffic will have a stringent rule set and will alleviate the traffic 

going across the primary firewall. Multi-media improvements require hardware to implement a 

converged network for video and voice capabilities. The Internet/Intranet enhancements provide 

industry-quality web servers, database support hardware, security hardware, locational security 

and software for the servers, automated routines, and diagnostics. 

The overall benefits of these products and services (e.g., anti-virus software and the extranet 

firewall) will lower cost and increase system efficiency. 

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Category 5: 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: 

Perform site surveys and preparation and equipment installation for large F&E programs as they 

move from acceptance to the field delivery phase. The Technical Support Services Contract 

(TSSC) is an enabling vehicle that expands and contracts with work requirements and available 

F&E funds. 

TSSC funding enables the FAA to effectively plan and implement NAS programs that provide 

system efficiency as expected by the aviation community. It provides supplemental resources to 

assist the F&E organizations to accomplish NAS Modernization, thereby providing a safe, 

secure, and efficient airspace system. It is through this contract that many sites are prepared for 

equipment installation. The average FY 2003 cost per staff year for TSSC is approximately 

$98,000. This amount includes all associated contract labor and travel cost (salary, travel, 

general and administrative overhead, and fees). 

Category 5: 5A28 Resource Tracking Program 

Continued General Support – Resource Tracking Program 

Primary Outcome Goal: FAA Goal: People: Prepare the workforce for the demands of the 

21st century. 

Reform: Become more businesslike while increasing 

customer responsiveness. 

Narrative for Primary Outcome Goal: 

Improve organizational excellence by providing a diverse set of tools to support and enhance 

F&E project management. 

The Resource Tracking Program (RTP) is used by the regions, implementation centers, and the 

Aeronautical Center to identify requirements, prepare internal budgets, plan implementation, 

estimate resources, track the status of projects, measure performance, and report on F&E projects 

(from inception through capitalization) to upper management. RTP enhances the productivity of 

the F&E workforce by providing greater visibility to the FAA engineers and managers on the 

status of F&E projects, and by supporting standardized project management processes across the 

ATS. 

Category 5: 5B01 National Airspace System Facilities Occupational Safety and Health 

Administration and Environmental Standards Compliance 

National Airspace System Facilities Occupational Safety and Health 

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Administration/Environmental Standards Compliance 

Primary Outcome Goal: FAA Goal: Human and Natural Environment: Maintain the 

number of people exposed to aircraft noise at current levels despite increasing operations. 

Narrative for Primary Outcome Goal: 

Implement programs for OSHA and Environmental Compliance, 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 efficient practices. 

FAA employees are exposed to a variety of chemical, physical, and biological hazards on the 

job. This program implements procedures to identify and eliminate workplace hazards. Through 

proper handling and disposition of hazardous materials, the agency will minimize hazardous 

waste and environmental liability. The FLS Upgrade Program will protect NAS operations by 

ensuring employees’ safety in the event of a fire in an ATCT. In addition, implementing energy 

conservation measures, including identifying inefficient resource utilization and then developing 

solutions, will help eliminate excessive costs. 

Category 5: 5B02 Fuel Storage Tank Replacement and Monitoring 

National Airspace System Facilities Occupational Safety and Health Administration & 

Environmental Standards – Fuel Storage Tank Replacement and Monitoring 

Primary Outcome Goal: FAA Goal: Human and Natural Environment: Maintain the 

number of people exposed to aircraft noise at current levels despite increasing operations. 

Narrative for Primary Outcome Goal: 

Meet the FAA goal of protecting and enhancing communities and the natural environment 

affected by transportation. Also, future associated liability costs will be minimized, and the FAA 

will be in compliance with State and Federal regulations governing fuel storage tank systems. 

Reducing or eliminating damage to communities and the natural environment will strengthen the 

linkage between transportation and environmental policy. 

Category 5: 5B03 Hazardous Materials Management 

National Airspace System Facilities Occupational Safety and Health Administration 

& Environmental Standards Compliance – Environmental Cleanup/Hazardous 

Materials 

Primary Outcome Goal: FAA Goal: Human and Natural Environment: Maintain the 

number of people exposed to aircraft noise at current levels despite increasing operations. 

Narrative for Primary Outcome Goal: 

Ensure compliance with statutory mandates and identify appropriate procedures for proactively 

managing hazardous materials (HAZMAT) to prevent future environmental contamination and 

notices of violations. This program will improve the quality of human health and the 

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environment by removing HAZMAT that is carcinogenic and materials that destroy living 

organisms (animal or plant). 

This program improves human and natural environment through the identification, assessment, 

and remediation of contaminated FAA sites. Site identification occurs through employee 

interviews, public notifications, and historical site reviews. Site assessments and investigations 

determine the extent of the contamination and impact on human health and the natural 

environment. HAZMAT support personnel and contractors conduct the remediation activities. 

The national environmental site cleanup tracking system tracks the number of sites and status of 

each contaminated site. Based on the present number of FAA contaminated sites on the 

Environmental Protection Agency (EPA) docket, this program has received “no further remedial 

action planned (NFRAP)” status at 97 percent of the presently known FAA sites. This progress 

supports the DOT Goal to increase the total number of NFRAPs for DOT sites on the EPA 

Docket. 

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Appendix B 

1
Federal Aviation Administration Goal Matrix 

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

deaths and injuries. 1.1. Federal Aviation Administration (FAA) Goal: Safety: Reduce fatal aviation accident rates by 80 percent in 10 years. 

Strategies to Achieve FAA Goals: Accident Prevention: Prevent accidents before they happen through appropriate, targeted, systematic interventions in the avi

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

aviation.Certification and Surveillance: Develop new approaches to working with others on certification, inspection, and surveillancresources. 

FAA Annual Performance Goals: 

1.1.1 Air Carrier Fatal Aircraft Rate – Reduce the fatal aviation accident rate for commercial air carriers from 

0.051 fatal accidents per 100,000 departures. The Fiscal Year (FY) 2003 target is 0.033 per 100,000 departu

be achieved in six key areas outlined in the Safer Skies Agenda. 

1.1.2 General Aviation (GA) Fatal Aircraft Rate – By 2007, reduce the GA fatal accidents by an amount that r

improvement from the projected total for that year. Assuming a 1.6 percent annual growth in activity, the anaccidents is projected to grow from the three-year baseline of 379 for 1996 through 1998 to 437 in 2007. Th

1.1.3 Operational Errors – Reduce operational errors per one million activities. The FY 2003 goal is no more th

1.1.4 Runway Incursions – Reduce the number and rate (per 100,000 operations) of runway incursions. The 

FY 2003 goal is no more than 56 runway incursions per 0.08 of 100,000 operations. 

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

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

aerospace resources. 

Strategies to Achieve FAA Goals: Free Flight: Within safety and environmental considerations, work toward giving aircraft the opportunity to fly in a way that 

benefit as they define it.National Airspace System (NAS) Modernization: Using the NAS Architecture as the guideline, continually refine and updaefficient aerospace systems and operations. 

2
Systems Integration: Integrate airport and commercial space requirements into NAS planning and architecture. 

FAA Annual Performance Goals: 

2.1.1. Flight Route Flexibility

--Attain a cumulative increase in throughput during peak periods at certain major airports. FY 200

increase from the FY 2000. (FY 2003 percentage is to be determined) --Attain a cumulative increase in direct routings for the en route flight phase. FY 2002 goal is a 7.6 percent 2000 baseline. (FY 2003 percentage is to be determined) 

2.1.2. Aviation Delays – Reduce aviation delays to no more than 171 per 100,000 activities. 

2.1.3. Runway Pavement Condition – Maintain the percent of runways in good or fair condition (commercial service and se

2002 goal is at least 95 percent of runways. (FY 2003 deletes this goal)

2.1.4. All Weather Access to Airports – Increase the number of runways that are accessible in low visibility conditions. FY 

runways. 

2.1.5. Operational Efficiency and Effectiveness – Provide services at a lower cost without reducing availability of facilities, 

equipment (the target level of performance for this goal has not been defined by the Office of the Secretary of Transpor

3. DOT 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, sec

is efficient for users. 

Strategies to Achieve FAA Goals: See FAA Goal: System Efficiency: Strategies to Achieve FAA Goals FAA Annual Performance Goals: 

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

4. DOT Goal: Human and Natural Environment: Protect and enhance communities and the natural environment affected by trans

4.1. FAA Goal: Human and Natural Environment: Maintain the number of people exposed to aircraft noise at current levels d

operations. 

Strategies to Achieve FAA Human and Natural Environment Goals: Understanding Aerospace Environmental Impacts: Participate in research to understand more fully the effect of aerospace the 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.

3
Quantifying and Mitigating Environmental Impacts of FAA activities: Assess compliance with environmental regulations

clean 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. Aircraft Noise Exposure – Reduce the number of people in the United States exposed to significant aircraft noise by a

1995 baseline of 1.7 million. The FY 2003 target is to be determined.

4
5. DOT Goal: National Security: Ensure the security of the transportation system for the movement of people and goods, and suppo

Strategy. 5.1. FAA Goal: National Security: Prevent security incidents in the aviation system. 

Strategies to Achieve FAA National Security Goals: Security Baseline: Continue to improve the baseline security system for civil aviation and address vulnerabilities that may remInformation Security: Develop and implement a comprehensive information system security (ISS) program and security actinational airspace and mission support systems.FAA Annual Performance Goals: 

5.1.1 Explosive Device and Weapons Detection – Increase the detection rate for explosives and weapons that m

aircraft. The detection rates are sensitive information protected under Code of Federal Regulations (CFR) P

5.1.2 Information Security – Develop and implement a comprehensive ISS program and security activities to pro

and mission support systems.

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

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

Reform: Become more businesslike while increasing customer responsiveness. 

Strategies to Achieve FAA Goals: People: Implement a model work environment, a productive and hospitable work environment, where employees can develop 

contribute fully to the organization. Contributions of all employees are supported and encouraged; discrimination and harassm

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 employe

productivity; promote high standards of accountability; enhance the agency’s intellectual capital; and create incentives for chaFinancial Reform: Reform financial systems to enable a more performance-based management approach. FAA Annual Performance Goals: 

6.1.1 Customer satisfaction – Gain positive feedback from stakeholders. 6.1.2 People – Continue to build a model work environment.6.1.3 Financial Responsibility – Achieve a clean audit and further improve agency accountability by implementi

5
6
Format of Appendix B

The sections of this appendix will present multiple Facilities and Equipment (F&E) projects organized into the following format: 

Category Number: Budget Line Item (BLI) Number; BLI Name;

• Capital Investment Plan (CIP) Project Name #1 • CIP Project Name #2 

7
•

Conduct testing of runway status lights (RWSL)data fusion and safety logic subsystems.

•

Complete site surveys at 14 high runway incursionnon-ASDE airports.

• Continue research on potential technology solutions

for small - to medium - sized airports.

• Complete the technical and operational evaluation

of RWSL Program.

•

• Continue research on potential technolo

solutions for small - to medium - sized a

• Continue the development of performan

standards/requirements for selected runwincursion reduction technologies.

Primary Goal (s): 1.1/1.1.4 Secondary Goal(s): n/a

Runway Incursion Reduction Program (RIRP) – Advanced TechnologyDevelopment and Prototyping (ATDP). Reduce the number and rate of runwayincursions and improve surface safety at NAS airports through research,development, demonstration, and evaluation of new and emerging methods,procedures, and technologies.

•• Completed the technical assessment of microwave motion sensors 

Eppley Airport.

Ongoing Activities Planned

for this Fiscal Year

Planned 2003 Activities

Program Title and Outcome Goal Description FY 2001Accomplishments

Key Events Based on Ex

Fiscal Year 2003 Fun

Appendix B Format Legend

Program Name and Outcome Description

Develop performance standards/requirements forselected runway incursion reduction technologies.

Complete the operational evaluation of microwavemotion sensors integrated with the pavement lightemitting diode (LED) light strip at Eppley Airport.

•

Primary and Secondary Goals

the Program Supports

Awarded 6 contracts to evaluate and demonstrate emerging technoreducing runway incursions under the Surface Technology Broad Announcement (BAA).

Category 1: 1C01; Advanced Technology Development and Prototyping;

Budget Category and Line Item

Key Events FY2004-2007

Performance Output Goals

Program Plan FY2003

Performance Output Goals

Program Plan FY2002

Performance Output Goals

FY2001 Program Accomplishments/Status

Performance Output Goals

8
Category 1: Improve Aviation Safety

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

• Next Generation Weather Radar – Open Systems Upgrade • Medium-Intensity Airport Weather System 

 Primary Goal: 1.1/1.1.1, 1.1.2 Secondary Goal(s): 2.1/2.1.1, 2.1.2 Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Next Generation Weather Radar (NEXRAD) Programs. Improve the NAS safety through better detection and characterization of hazardous weather phenomena, which is achieved by technology upgrades to the NEXRAD systems, and implementation of medium intensity airport weather system(MIAWS) to airports with limited wind shear detection capabilities. MIAWS will be used to alert air traffic control to the severity, location, movement, andexpected duration of hazardous weather phenomena. 

• Installed new rotary uninterruptible power syst

sites. 

• Obtained approval of MIAWS Initial Requirem

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Make the 1st FAA NEXRAD site with the open 

radar products generator (ORPG) upgrade available for operational use. 

• Install rotary UPSs at the 5 remaining FAA 

NEXRAD sites. 

• Make MIAWS Initial Investment Decision-2a. • Install prototype MIAWS at Little Rock, AR, 

and Springfield, MO. 

• Award production contract to supply 40 

airports with MIAWS. 

• Complete the last FA

ORPG upgrades for op

• Continue MIAWS in• Initiate technical enh

systems. 

Category 1: 1A01; Terminal Business Unit: 1A01B; Terminal Doppler Weather Radar – Pr• Terminal Doppler Weather Radar - Product Improvements • Terminal Doppler Weather Radar - Service Life Extension Program  Primary Goal: 1.1/1.1.1, 1.1.2, 1.1.3 Secondary Goal(s): 2.1/2.1.4Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Terminal Doppler Weather Radar (TDWR) – Product Improvements and • Completed insta

9
TDWR Service Life Extension Program (SLEP) Programs. Increase aviation 

safety with the 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 by detecting micro burstand gust fronts. 

systems (Chicago Midway Airport and John F. KAirport).

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy radar products generator rehost upgrade 

at 30 sites. 

• Perform last Operational Readiness Date 

(ORD) of 47 systems. 

• Implement technology improvements to

update and enhance the 1980s technology of the main computer/processor. 

• Complete implementation of remaining

product improvements, including backup communications.

• 

implement major elemeincluding elevation buldigital controller replacreplacement, and radar 

Category 1: 1A01; Terminal Business Unit: 1A01C; Airport Surface Detection Equipment;  Primary Goal: 1.1/1.1.4 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 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. The SLEP activities will ultimately extend the useful life of the ASDE-3 at 34 high activity airports an additional 10 years beyond the original 20-year life cycle to 2015. Mid-life upgrade activities will improve the ability at 34 high-activity airports with the ASDE-3 tointegrate its radar output with the ASDE-x processing equipment.

• Began SLEP to replace obsolete microproc

contained in every cabinet of the ASDE-3 system

• Completed commissioning of all operation

sites, except Ronald Reagan Washington Nationa

• Initiated Congressionally directed roll ring• Began activities to relocate the Ronald Rea

Airport ASDE-3 in compliance with Congression

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

10
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue SLEP. • Purchase and test 80% of obsolete part

replacements. 

• Begin procurement of microprocessor 

subsystem replacement for obsolete subsystem to increase maintainability. 

• Submit Congressionally requested roll ring/slip

ring report.

• Complete an 80/20 cost estimate report for a 6-

year projection for obsolete parts requirements. 

• Complete relocation/reinstallation of the 

Ronald Reagan Washington National AirportASDE-3. 

• Continue implementation of the SLEP through 

2004.

• Complete purchase and testing of obsolete part

replacements and deliver to depot. 

• Continue procurement of microprocessor 

subsystem replacement hardware and install at ten ASDE-3 sites.

• Design upgraded receiver hardware with an 

ASDE-x interface.

• 

implementation of the S

• 

procurement of microprreplacement hardware asites as funding authori

Category 1: 1A01; Terminal Business Unit: 1A01D; Airport Movement Area Safety System;  Primary Goal: 1.1/1.1.4 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Airport Movement Area Safety System (AMASS). Improve system safety at 34 high activity airports through the use of AMASS’s automated visual and aural alarm alerts and warnings provided as an enhancement to the ASDE-3. The enhancements aid in the prevention of accidents resulting from runway incursions and other accidents. 

• Delivered the 40th of 40 systems.

• Completed independent operational test an• Completed operational suitability demonst

commissioning into the NAS, the San Francisco Ithe Detroit Metropolitan Wayne County Airport s

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete test and acceptance of software build 

5, which will resolve remaining human factors open issues and improve overall systemperformance. 

• Install 26 remote audio amplifier modifications, 

which will complete the final hardware installations required for commissionings. 

• Install 40 computer access panel modifications, 

• Develop and implement the ASDE-x 

interface. 

• Start the operational suitability 

demonstrations at 12 additional sites.

• 

operational suitability dsites.

11
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

which will close out an IOT&E open item.

• Start the operational suitability demonstrations

at 18 additional sites. 

Category 1: 1A01; Terminal Business Unit: 1A01E; Weather Systems Processor;  Primary Goal: 1.1/1.1.1, 1.1.2, 1.1.3 Secondary Goal(s): 2.1/2.1.4Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Airport Surveillance Radar (ASR) Weather Systems Processor (WSP). Improve aviation safety by providing air traffic controllers with warnings of wind shear and microburst events for immediate issue to pilots. The WSP, a low cost alternative to TDWR, provides hazardous weather situational awareness between 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. 

• Commenced deployment of 1st of 32 system

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete delivery of 26 systems. • Complete deployment and commissioning 

of all 37 systems. 

• 

SLEP efforts during Ph

Category 1: 1A01; Terminal Business Unit: 1A01F; Airport Surface Detection Equipment – Model x;  Primary Goal: 1.1/1.1.4 Secondary Goal(s): n/a

12
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Airport Surface Detection Equipment (ASDE) Model x. Improve safety on the airport surface by preventing accidents resulting from runway incursions. The ASDEx system will provide detailed coverage of runways and taxiways, and will alert air traffic controllers, both aurally and visually, to potential collisions. Runway collision risks will be reduced because controllers will be provided with improved situational awareness, which will ultimately improve the safety of the nation’s runways.

• Completed system requirements review (S

• Completed preliminary design review (PD

• Completed critical design review (CDR) as • Completed both radio frequency (RF) site 

surveys at key site in Milwaukee, WI.

• Procured an ASDE-x interim contractor de

(ICDLS) system to provide a realistic test environ

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Install ICDLS system at Hancock Airport in

Syracuse, NY. 

• Deliver and install system to key site 

(Milwaukee, WI, is the Key Site and Orlando, FL, is the alternate Key Site). 

• Complete software coding, integration, and 

testing.

• Complete factory acceptance testing (FAT). 

• Complete site acceptance testing (SAT). • Complete operational testing (OT). • Complete initial operating capability 

(IOC) at key site(s). 

• Complete final design review (FDR). • Complete in-service decision. • Complete IOT&E. • Achieve ORD at key site in Milwaukee, 

WI. 

• Deliver and install 4 sites out of 26 sites. 

• Deliver safety lo

at 23rd delivery site. 

• Deliver and insta• Achieve ORD at 

Category 1: 1A02; Aviation Weather Service Improvements; 

• Integrated Terminal Weather System – Development/Procurement 

• Integrated Terminal Weather System – Corridor Integrated Weather System 

 Primary Goal: 1.1 Secondary Goal(s): n/a

13
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Integrated Terminal Weather System (ITWS) Programs. Improve safety bythe detection, forecasting, processing, and delivery of 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. 

• Delivered First Article systems. • Continued to develop advanced terminal weath

capabilities. 

• Began full-scale development, training, mainte

software and algorithms; developed test cases and system level testing.

• Included hardware upgrades, transfer protocol 

Protocol (TCP)/Internet Protocol (IP), adaptation tool in Block 0 production system.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Procure 24 production systems, deliver 4 

production systems, and begin installation. 

• Conduct IOT&E and information security

certification.

• Continue to operate prototypes. • Conduct demonstration/validation of corridor 

integrated weather systems (CIWS) with additional sensor input. 

• Procure 13 production systems, deliver 24 

production systems, and continue installation. 

• Conduct acceptance testing, continue 

algorithm support, and conduct IOT&E and information security certification on production upgrade. 

• Continue to operate prototypes.

• Complete produ• Begin to implem

upgrades. 

• Replace prototypes w

Category 1: 1A03; Low Level Wind Shear Alert System – Upgrade; • Low Level Wind Shear Alert System – Upgrade Low Level Wind Shear Alert System to Expanded Network Con

Low Level Wind Shear Alert System – Disposal/Decommissioning of Low Level Wind ShModel 2 

•  Primary Goal: 1.1/1.1.2 Secondary Goal(s): n/a

14
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Low Level Wind Shear Alert System (LLWAS) Programs. Monitor the airport area and alert pilots through the 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 where thunderstorms are frequent.

• Delivered the LLWAS–relocation/sustain syste

Oklahoma City, OK, April 2001. 

• Completed operational test and evaluation (OT• Completed the Functional Configuration Audit 

Configuration Audit (PCA) in August 2001. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deliver 8 LLWAS sustainment systems. • Make production decision. • Make in-service decision. • Complete 1st ORD. 

• Upgrade 9 network expansion sites to network 

expansion++ sustainment configuration.

• Deliver remaining 25 LLWASs. • Establish depot f

• Complete Last S• Achieve last OR• Transition to ope

Support Service (AOS

15
Category 1: 1A04; Aviation Safety Analysis System; 

(A) Aviation Safety Analy

sis System

(B) System Approach for Safety Oversight 

(A) Aviation Safety Analy

sis System

Primary Goal: 1.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aviation Safety Analysis System (ASAS). Improve aviation safet

y and 

security t

hrough enhanced effectiveness in safet

y and security regulation and 

oversight of t

he civil aviation industry by i

mproving t

he automation safet

y and 

security su

bsystems an

d tools that are essential for the safety an

d security work

forces to accomplish their responsibilities. Provide information technology (IT) infrastructure an

d develo

p systems to facilitate partnerships with the aviatio

n

com

munity to share data and i

nformation supporting safe and secure aviation. 

The i

nfrastructure and systems provide t

he tools to enhance the effectiveness of 

FAA’s certification, inspection, and surveillance responsibilities in areas of safety an

d security in civil aviatio

n.

• Completed document i

maging workflow su

IV en

hancements: co

mpleted ap

plication develop

designed Airman Medical Examiner (AM

E) i

ntern

acquired and i

mplemented storage equipment; des

"Decision Support Database" for analysis of trenddecision making for regulatory and procedural chreq

uired security modificatio

ns; co

mpleted airpor

reporting system (AAIRS)/system development; cdevelopment and upgrades; completed hardware areplacement/upgrades; developed aviation securitcompleted system documentation. 

• Completed formal acceptance, enhancemen

reco

nciliatio

n of Airmen Certificatio

n an

d Ratin

g 

• Enhanced, upgraded, supported, and condu

operations specifications subsystem (OPSS). 

• Co

mpleted req

uirements docu

ment for faci

repository). 

• Enhanced certificate management system; 

document.

• Acquired desktop personal computers (PC)

com

munication equipment.

• Implemented i

ntegrated rulemaking i

nform

(IR

MIS)/updated C

yberDocs; converted automate

(version 1.1) from mainframe to web-based applicfor design engineers and manager. 

• Completed Phase II development of parts r

include web-based technology; deployed database 

• Completed development of i

nformation sys

records checks. 

16
17
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete accident investigation quality 

assurance system upgrade; continue accident investigation dut

y room system upgrade;

co

mplete DIWS implementatio

n of AME Internet 

data transmission; perform administration and compliance tracking in an integrated office net

work subsystem (AC

TIONS)—reengineer and 

integrate the compliance assessment reporting system (CARS). 

• Complete development, test, and begin 

deploy

ment of aircraft certification systems 

evaluation program (ACSEP). 

• Create databases for Airworthiness Directive 

Notices of Proposed Rulemaking, final and special conditions (corporate repository). 

• Fulfill hardware req

uirements for natio

nal 

deploy

ment (PRS). Implement a limited 

production OPSS solution with additional air carriers. 

• Continue deploy

ment of Internet-based AC

RA

software. 

• Develop a web-based data collection and 

anal

ysis system for AIIRS. Develop and 

implement an i

nformation system for background 

checks. 

• Initiate develo

p

ment of crisis management

system to provide the capability to haveup-to-date and im

mediate access to environmental 

and i

ncident status i

nformation. 

• Co

mpleted joint v

ulnerability analysis system

(JVAS) 1st p

hase of mechanism for jointly 

reporting, tracking, and detecting trends. Upgrade to Windows 2000. 

• Complete DRS upgrade; initiate NTSB 

Recom

mendations System (NRS) upgrade. 

• Perform DIWS-application enhancements

ACTIONS; continue application enhancements. 

• Perform additional modifications (AAIRS) for 

recording assessments performed under t

he 

revised rules for checked baggage and additional modules for screening arrests and foreign assessments. 

• Deploy AC

RA along with enhancements and 

database i

ntegration with other FAA systems. 

• Complete deploy

ment of ACSEP; corporate 

repository/complete deploy

ment of corporate 

repository 1st phase of project activity file

(PAF). 

• Develop and web-enable C

A

Rs, joi

nt aviation 

regulation (JAR), and Special Federal Air Regulation (SFAR) databases. 

• Complete requirements document for ecom

merce for enhanced certificate management 

system. 

• Acquire desktop PCs, laptops, servers, licenses, 

lab support, and com

munication equipment.

• Convert automated federal regulations (AFAR)

from mainframe to web-based (IRMIS). 

• Continue deploy

ment to air carriers and repair

stations and provide security and performance enhancements (OPSS). 

• Continue to develop enhancements i

n t

he i

n t

he 

facility security reportin

g system (FSRS), the 

fingerprinting processing system (FPS), the crisis management system, and t

he JVAS. 

• Complete NRS upgra

investigation system coDIWS/Phases VII and enhancements: applicaimplementation of telecapabilities; acq

uisitio

n 

improved viewing equimplementation of airminformation. 

• Continue application 

enhancements for ACT

• Co

mplete AAIRS/sy

additional modules; avrepository technical remsystems. 

• Complete design doc

repository 2nd phase of 

interchange with induscapabilities within corp

• Continue adding safe

web for public access. 

• Complete deploy

men

management system. 

• Continue developme

medical knowledge datren

din

g reportin

g capa

decision support subsy

• Continue 3 to 4-year 

upgrade/enhancement/technology workstationprinters, software, oper

• Continue additional m

continue system expanmanagement system; cimplementation of JVA

18
19
(B) System Approach for Safety Oversight 

Primary Goal: 1.1/1.1.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

System Approach for Safety Oversight (SASO). Improve safety byimplementing new approaches to certification, inspection, and surveillance activities with the integration of Flight Standards Service (AFS) tools anddatabases. This system will provide a comprehensive set of analytical tools toallow targeted inspections and actions in areas of highest potential vulnerability and probability of hazard. 

• n/a 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• n/a • n/a • Develop system safe

• Develop risk metrics• Develop supporting a• Integrate tools and da

Category 1: 1A05; Integrated Flight Quality Assurance System;  Primary Goal: 1.1/1.1.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 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. 

• Completed prototype system design. • Achieved operational implementation of protot• Performed prototype assessment, tests, and eva• Completed CDR process for FAA system topol

implementation.

• Procured hardware, software, communication, 

initial FAA system installation.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue technical infrastructure design and • Continue development of hardware, • Achieve 100% d

20
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

development to accommodate growth. 

• Continue OT&E of system. • Develop user, administrator, and system

documentation and training materials. 

• Achieve IOC of IFQA system (support for 10 

air carriers). 

• Deploy off-site mirror site and FAA hot 

backup. 

• Continue refinement of ISS capability for 

emerging threats.

communication, and technical infrastructure toaccommodate growth (35 air carriers). 

• Implement FOQA Training Course at 

FAA Academy. 

• Implement web-based training materials 

and user aids. 

• Continue development of statistical

indices for airline aggregate data submissions. 

• Continue design and development of 

IFQA system data warehouse, data marts, and metadata repository. 

• Initiate separate FOQA applications for 

maintenance and engineering purposes. 

implementation of maiapplications. 

• Initiate developm

of techniques to supply 

• Initiate developm

of advanced search and 

• Continue design 

expanded IFQA system 

marts, and metadata re

• Implement pre-p

improvements (P3I). 

• Continue implem

documentation, and trareleases. 

Category 1: 1A06; Safety Performance Analysis System;  Primary Goal: 1.1/1.1.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 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 and dynamically modifythe surveillance work program as a result. It also allows the FAA to monitor the status of aging aircraft, to track the growing number of aircraft operations, and to increase industry accountability for aviation safety. 

• Completed development of SPAS II. • Completed SPAS enhancement training. • Added Air Operator FAA Oversight (Fore

Measure. 

• Added Simulator/Fixed Time Determination (F

Performance Measure.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Incorporate air transportation oversight system

(ATOS) data repository into SPAS. 

• Include ATOS data in SPAS data arrays, 

profiles, and query and browse. 

• Perform enhancements to the system. • Integrate into flight standards business 

applications. 

• n/a 

21
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Develop and implement repair station risk 

model.

Category 1: 1A07; Performance Enhancement Systems;  Primary Goal: 1.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Portable Performance Support System (PPSS). Improve aviation safety by

providing ASIs mobile electronic tools to identify and track potential and actualviolations of safety standards. These mobile units allow the inspectors to make safety critical decisions while conducting surveillance and certification activities on site. 

• Began integration of certification, surveillance, 

applications. 

• Developed training materials for flight standard

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue integration of certification,

surveillance, and inspection applications andinitiatives. 

• Begin deployment of integrated software. • Develop plans for integration of new 

technologies.

• Complete deployment of integrated 

software to flight standards workforce. 

• Conduct training for flight standards 

workforce. 

• n/a 

Category 1: 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 Initiative Primary Goal: 1.1/1.1.1, 1.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Safe Flight 21 – Alaska Capstone Initiative. Reduce the number and rate of • Completed 132 automatic dependent surveillan

22
accidents, fatalities, and property damage, and improve aviation safety in 

Alaska through the integration of interdependent technologies. Capstone provides an improved ground and air infrastructure that furnishes pilots withbetter information about the location and severity of hazardous weather, proximity to terrain, improved instrument approaches to small airports, and traffic information for the reduction of mid-air collisions. Additionally, Capstone provides improved surveillance information to controllers to assist insequencing, separation, flight following, and search and rescue (SAR) activities. A more useable instrument flight rules (IFR) infrastructure will be provided toenable lower en route and approach/departure routes.

avionics installations in participating aircraft in th

• Continued to install ground broadcast transceiv

AK. 

• Supported universal access transceiver (UAT) m

performance standard (MOPS) development.

• Performed micro en route automated radar term

(MicroEARTS) capacity modifications to aid in thvalidation process as controllers provide key safeADS-B. 

• Conducted site survey for multilateration system 

Airport.

• Commissioned 9 automated weather-observing 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

Complete Phase I (Bethel core) hardening and 

commissioning of GBTs. 

Purchase 2nd generation ADS-B avionics and 

begin installation in participating aircraft insoutheast Alaska. 

Install ADS-B display in Bethel Tower to

increase controller situational awareness. 

Obtain Joint Resources Council (JRC) decision 

to harden Phase I (Bethel core) systems and equipment and obtain operations and maintenance funding. 

Define surveillance requirements and concept 

of operations for Juneau area of southeast Alaska. 

Demonstrate incorporation of wide area 

augmentation system (WAAS) technology withCapstone avionics in southeast Alaska. 

Begin GBT installation in southeast Alaska. 

• Install and commission additional AWOSs. 

• Complete installation of ADS-B avionics 

in remaining participating aircraft 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.

• Begin Yukon-Kuskokwim Delta expansion by

installing and commissioning ADS-B ground stations and AWOSs.

• Continue expansion 

stations, AWOS, and ssoutheast Alaska.

• • • • • • • (B) Safe Flight 21 – Ohio Valley Prototype Project  Primary Goal: 2.1/2.1.1, 2.1.2 Secondary Goal(s): 1.1/1.1.4

23
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Safe Flight 21 – Ohio Valley Prototype Project. Improve flight route flexibility and reduce delays through the use of 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. 

• Conducted operational evaluation at Louis

approach spacing and surface moving map display 

• Awarded test and evaluation surveillance a

(TESIS) contracts to 4 avionics manufacturers to specific ADS-B applications (surface and termina

• Awarded contract to modify Common ART

target information (in conjunction with Air Traffi(AUA)). 

• Conducted Air Traffic Control Modernizat

TN, to provide status and demonstrations to indusarea augmentation system (LAAS) developments

• Received supplemental-type certificate (ST

installation of ADS-B/cockpit display of traffic inBoeing 757s and 727s for “Enhanced See and Avin conjunction with United Parcel Service Airline

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete development of “Call Sign 

Procedure” using ADS-B for trial use inLouisville, KY. 

• Complete development of concept of use and 

business case for “Approach Spacing” and “Enhanced Visual Approach” applications. 

• Support effort to obtain STC approval for 

“Surface Moving Map” functionality on those aircraft with CDTI displays (working inconjunction with United Parcel Services Airlines). 

• Conduct TESIS contracts efforts with avionics 

vendors to support dual-link interoperability between ADS-B links. 

• Survey 60 airports in the NAS to build map

database in support of “Surface Moving Map” functionality (working in conjunction withNational Geodetic Survey). 

• Obtain NAS Change Proposal (NCP) 

approval for “Radar-like Separation Services” using ADS-B on Common ARTS. 

• Continue development for integration of 

ADS-B and STARS. 

• Continue activities associated with

development and use of procedures for CDTI and “Electronic Flight Rules” in the terminal environment to allow descents through marine layers, etc. 

• Complete integration of CDTI and

airborne surveillance and separation assurance (ASSA) MOPS into a single document.

• Expand develop

exploration of ADS-B route and oceanic dom

• Begin developm

ADS-B and en route au

• Work to transitio

for certified use at all Aconjunction with the A

• Explore strategie

functionality into “Gla

24
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Conduct testing of “Broadcast Services” using 

ASDE-x infrastructure. 

• Begin development for integration of ADS-B

and standard terminal automation replacement system (STARS). 

(C) Automatic Dependent Surveillance Broadcast – Advanced Technology Development and Prototyping  Primary Goal: 1.1/1.1.1, 1.1.2, 1.1.4 Secondary Goal(s): 2.1/2.1.1, 2.1.2Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Automatic Dependent Surveillance Broadcast (ADS-B) – Advanced Technology Development and Prototyping (ATDP). Improve aviation safetythrough the development of system standards for ADS-B technology interminal, en route, and oceanic airspace, as well as on the airport surface. Development of domestic (RTCA) 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 ADS-B 1090 megahertz • Completed RTCA CDTI MOPS for selecte

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete RTCA UAT MOPS. • Complete RTCA Airborne Separation 

Assurance Minimum Aviation SystemPerformance Standards (MASPS) for 4 ADS-B applications. 

• Complete Revision A of ADS-B MASPS. • Complete baseline MASPS for traffic 

information service broadcast (TIS-B). 

• Complete Revision A of 1090 MHz ADS-B

MOPS.

• Complete baseline RTCA MOPS for 

airborne surveillance and separation assurance processing (ASSAP). 

• Complete Revision A of TIS-B MASPS.

• Complete UAT 

Recommended Practic

• Complete additio

MASPS for more ADS

• Complete additio

Separation Assurance 

• Complete additio

MOPS for more ADS-

25
Category 1: 1C01; Advanced Technology Development and Prototyping; 

(A) Separation Standards – Advanced Technology Development and Prototyping (B) Runway Incursion Reduction Program – Advanced Technology Development and Prototyping (C) System Capacity, Planning, and Improvements – Advanced Technology Development and Prototyping (D) Operations Concept Validation – Advanced Technology Development and Prototyping (E) Software Engineering Resource Center – Advanced Technology Development and Prototyping (F) Wide Area Augmentation System for Global Positioning System – Advanced Technology Development and 

3A01B 

(G) Local Area Augmentation System for Global Positioning System – Advanced Technology Development and 

3A01A 

(H) Airspace Management Laboratory – Advanced Technology Development and Prototyping (I) National Airspace System Requirements Development – Advanced Technology Development and Prototyp(J) General Aviation /Vertical Flight Technology – Advanced Technology Development and Prototyping (K) Domestic Reduced Vertical Separation Minima – Advanced Technology Development and Prototyping 

(A) Separation Standards – Advanced Technology Development and Prototyping  Primary Goal: 2.1/2.1.1 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Separation Standards – Advanced Technology Development and Prototyping (ATDP). Improve oceanic system efficiency through introduction 

of reduced separation standard values in horizontal 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 systemcapacity 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 systemcapacity allows more on-time departures. 

• Completed all air traffic control, regulatory

international documentation preparations for introvertical separation minimum (RVSM) into West Aairspace on November 1, 2001. 

• Initiated adaptation of North Atlantic airsp

benefit-cost methodology to North Pacific airspac

• Monitored height-keeping performance of 

with safety oversight of Pacific and North Atlanti

• Led Asia Pacific RVSM Implementation T

11th, and 12th meetings. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Initiate safety oversight of Gulf of Mexico

(GOM) and West Atlantic airspace in connection with implementation of reduced lateral-separation

• Establish ICAO GOM/Caribbean (CAR) 

RVSM Task Force (01/03). 

• Conduct seminar for states and operators 

• Publish operator 

ADS-based 30-nmi latseparation standards in 

26
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

parallel Air Traffic Services (ATS) routes (TRoutes and Q-Routes) (10/01). 

• Implement West Atlantic Route System RVSM 

(11/01). 

• Complete safety assessment, readiness 

assessment, and international documentation tosupport Western Pacific/South China Sea RVSMimplementation (01/02). 

• Implement Western Pacific/South China Sea 

RVSM. 

• Introduce parallel ATS routes in GOM with 18-

nautical miles (nmi) lateral separation based on required navigation performance (RNP) approvalof operators (06/02). 

planning to participate in GOM/CAR RVSM (6/03). 

• Develop air traffic control operational

concept for application of 30-nmi lateral and longitudinal separation standards in FAAadministered oceanic airspace based on deployed FAA oceanic automation system and automatic dependent surveillance (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 (9/03).

Pacific oceanic airspac

• Implement GOM• Implement ADS

longitudinal separation administered Pacific oc

• Begin work on h

minima below 30-nmi Airspace Safety Panel 

(B) Runway Incursion Reduction Program – Advanced Technology Development and Prototyping  Primary Goal: 1.1/1.1.4 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

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. 

• Extended the multilateration technology ev

Dallas/Fort Worth International Airport. 

• Achieved approval for the procurement, te

ASDE-x at Dallas/Fort Worth International Airpo

• Completed the technical assessment of LO

Beach Airport. 

• Awarded 6 contracts to evaluate and demo

technologies for reducing runway incursions unde

Broad Agency Announcement (BAA). 

• Completed the technical assessment of mic

Eppley Airport.

• Awarded a contract to evaluate precision a

(PAPI) flashing lights as a low-cost runway incur

• Initiated and evaluated responses to a Vehi

future award of several demonstration contracts. 

27
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue research on potential technology

solutions for small- to medium-sized airports. 

• Complete the operational evaluation of 

microwave motion sensors integrated with the pavement light-emitting diode (LED) light strip at Eppley Airport.

• Conduct testing of runway status lights 

(RWSL) data fusion and safety logic subsystems. 

• Develop procedures, education, training, and 

airport improvements to reduce runwayincursions. 

• Complete site surveys at 14 high runway

incursion non-ASDE airports. 

• Continue research on potential technology

solutions for small- to medium-sized airports. 

• Complete the technical and operational

evaluation of RWSL Program. 

• Develop performance standards/requirements 

for selected runway incursion reduction technologies. 

• Continue research 

solutions for small- to airports. 

• Continue the devel

standards/requiremeincursion reduction t

(C) System Capacity, Planning, and Improvements – Advanced Technology Development a Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

System Capacity, Planning, and Improvements – Advanced Technology Development and Prototyping (ATDP). Focus on the following: (1) airportimprovements such as new runways, high speed exits, departure staging aprons, and new technologies such as Free Flight Phases 1 and 2, WAAS, and LAAS;(2) approach procedure development and refinement for more efficient use of new and existing runways; (3) development of a performance measurementsystem for the air traffic system to measure FAA progress against agency costs and customer expectations; and (4) expansion of the performance measurementdata collection system to include surface operations within the movement area. 

• Conducted demonstrations at George Bush 

Airport/Houston. 

• Conducted simultaneous offset instrument 

Francisco International Airport, Newark InternatiLouis International Airport; Chicago O’Hare InteMidway Airport Enhanced Arrivals (Benchmark)

• Completed Airport Capacity Benchmark R• Finished the Airport Efficiency Metric. • Conducted Phoenix Sky Harbor Internation

Airport Design Study. 

• Completed the 2000 Aviation Capacity En

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

I. NAS PERFORMANCE I. NAS PERFORMANCE I. NAS PERFORMA

28
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

MEASUREMENT 

• En Route Balance Scorecard 

o Development and Implementation o En Route Scorecard Metrics 

• Air Traffic System Metrics 

o Systemo Facility – Performance Data Analysis 

Reporting System (PDARS) 

• En Ro

ute Capacity Metric 

• En Route Efficiency/Economic Causal Anal

ysis

• Terminal Efficiency/Economic Causal Anal

ysis

II. Airport Development • Benchmarking 

o San Francisco International Airport,

Philadelp

hia Internatio

nal Airport, William B. 

Hartsfield Atlanta Internatio

nal Airport 

• William J. Hughes Technical Center (WJHTC)/ 

ACT-540 Requirements 

• New Large Aircraft (NLA) 

o 

Memphis International Airport, John 

F. Kennedy International Airport, Los Angeles Internatio

nal Airport 

• Regional Jets

o Dallas/Fort Worth Internatio

nal 

Airport

• 2001 ACE Plan • 2002 ACE Plan • Metrics for Operatio

nal Evolutio

n Plan (OEP) 

8 Pacing Airports

III. Capacity Improvement Opportunities • Houston (Arrival Departure-1 (AD-1), Airport

Weather-1 (AW-1)) 

• GPS Support• San Francisco Bay Area Analysis 

MEASUREMENT 

• En Route Balance Scorecard 

o Implementation o En Route Scorecard Metrics 

• Air Traffic System Metrics 

o Systemo Facility - PDARS 

• En Ro

ute Capacity Metric 

• Airport Capacity Metric • Terminal Balance Scorecard • En Route Efficiency/Economic Causal

Analysis 

• Terminal Efficiency/Economic Causal

Analysis 

II. Airport Development 

• Benchmarking 

o San Francisco International Airport,

Philadelp

hia Internatio

nal Airport, William B. 

Hartsfield Atlanta Internatio

nal Airport 

• ACT-540 Requirements • NLA 

o 

Memphis International Airport, John 

F. Kennedy International Airport, Los An

geles Internatio

nal Airport 

• Regional Jets

o Newark Internatio

nal Airport, 

Philadelp

hia Internatio

nal Airport, BaltimoreWashington International Airport, General

Edward Lawrence Logan InternationalAirport

• 2002 ACE Plan • 2003 ACE Plan • Metrics for OEP 8 Pacing Airports• Benchmarking 

o La Guardia Airport, Newark 

MEASUREMENT 

• En Ro

ute Capacity M

• Airport Capacity Me• Terminal Balance Sc• Full Integratio

n of Fa

Metrics into the NAS o Performanco Cost Measu

• Small Aircraft Transp

Demonstration o 

Manassas, B

Beach 

• En Route Efficiency/

Analysis 

• Terminal Efficiency/

Analysis 

II. Airport Devel

• Benchmarking 

o La Guardia 

International AirportInternatio

nal Airport 

• ACT-540 Requireme• NLA 

o 

William B. 

Internatio

nal Airport

Lawrence Logan IntC

hicago O’Hare Inte

• 2003 ACE Plan • 2004 ACE Plan • New OEP Site Speci

an

d Performance Mana

III. Capacity Improvem

• Miami International 

Internatio

nal Airport M

29
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

(Metropolitan Oakland International Airport, SanFrancisco International Airport, San Jose International Airport) 

• Chicago O’Hare International Airport Design 

Task Force 

IV. Architecture Deployment Support • SOIA (AW-1) • Along Track Separation • Wake Turbulence Separation Standards 

(AW-1) 

• RNP Operations 

o Chicago O’Hare International 

Airport/Chicago Midway Airport

International Airport, John F. KennedyInternational Airport 

• NLA 

o William B. Hartsfield Atlanta 

International Airport, General EdwardLawrence Logan International Airport,Chicago O’Hare International Airport

III. CAPACITY IMPROVEMENT OPPORTUNITIES 

• Houston (AD-1, AW-1) • GPS Support• Chicago O’Hare International Airport 

Design Task Force 

IV. Architecture Deployment Support 

• SOIA (AW-1) • Along Track Separation • RNP Operations 

o Chicago O’Hare International 

Airport/Chicago Midway Airport

o San Francisco International

Airport, Metropolitan Oakland International Airport, San Jose International Airport

V. NAS Plan Handoff 

• Transition Facility Metrics to Operational Use • PDARS Maintenance, Logistics & 

Infrastructure; Air Traffic Control SystemCommand Center (ATCSCC), aviation weather processor (AWP), Warsaw Municipal Airport,Office of the Regional Administrator, Southern Region (ASO) 

Facility (AD-1, AW-1) o Economic B

Redesign 

• Other Site Specific S

IV. Architecture Deploy

• RNP Operations 

o San Francis

Metropolitan OaklanSan Jose Internation

o Detroit Met

Airport, Ronald ReaAirport

• NAS System Modern

V. NAS Plan Han

• Transition Facility M• PDARS Maintenance

Infrastructure; ATCSCMunicipal Airport, AS

30
(D) Operations Concept Validation – Advanced Technology Development and Prototyping; 

Primary Goal: 2.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

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 the developmentof the NAS Architecture and new operational requirements. 

• Developed gridded airspace prototype to valida

reference system to support en route automation m

• Conducted analysis of the benefits of domestic 

separation minimum (DRVSM) and the dynamic separations. 

• Developed detailed scenarios of current NAS a• Developed software architecture and tools to in

models into fast-time simulations. 

• Conducted studies of secondary tasks (e.g., mo

active participants to monitors). 

• Conducted studies of alerting time/lead-time fo

such as dynamic resectorization. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Develop detailed scenarios of operational

changes in support of architecture and research requirements. 

• Conduct a comparison of traffic flow 

management (TFM) techniques (Europe and the United States). 

• Establish a validation data repository for 

reuse of experimental data and results. 

• Deliver an analysis of the core factors 

related to common trajectory. 

• Develop detailed workload assessments of 

traffic situations for use in validating density concepts and alerts for collaborative decisionmaking (CDM) and TFM products. 

• Deliver an information model to translate 

concept into NAS interface requirements. 

• Complete study of the technical and 

human factor parameters in the flight objectconcept. 

• Deliver concept of use for future of TFM.• Deliver concept of use for management by

trajectory. 

• Provide capability to model Air Traffic 

Management (ATM) influences (strategicsimulator). 

• Develop concep

required total system pICAO concept. 

• Expand high alti

analysis (strategies for exchange of latitude/loflight plans (cognitive issues)). 

• Conduct analysi

change in cross facility and en route). 

• Develop concep

separation normalizatio

31
(E) Software Engineering Resource Center – Advanced Technology Development and Prototyping 

Primary Goal: 2.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

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. 

• Conducted analyses of current technologies in 

implemented these technologies in systems in the reduce costs and the time required to deploy softw

• Streamlined the procedures for certifying avion

safety-critical software. 

• Implemented prototypes and process improvem

and operational environments. 

• Evaluated/validated improved software process

engineering tools. 

• Brought together recognized experts and FAA 

software problems. 

• Increased the technical competency of the FAA • Investigated better and cheaper ways to ensure 

software is safe, secure, and efficient through rese

• Reduced software costs and schedule slippages• Reduced system and software acquisition costs• Provided better estimates for total cost of owne

the-shelf (COTS) intensive systems. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Evaluate/validate improved software 

processes, methods, and engineering tools. 

• Bring together recognized experts and FAA 

personnel to solve software problems. 

• Investigate better and cheaper ways to ensure 

that NAS hardware and software is safe, secure, and efficient through research and prototyping. 

• Develop standards and guidelines for 

COTS/non-developmental item (NDI) software/system assurance. 

• Develop standards and guidelines for 

• Evaluate/validate improved software 

processes, methods, and engineering tools. 

• Bring together recognized experts and FAA 

personnel to solve software problems. 

• Investigate better and cheaper ways to ensure 

that NAS hardware and software is safe, secure, and efficient through research and prototyping. 

• Develop standards and guidelines for 

COTS/NDI software/system assurance. 

• Develop standards and guidelines for 

COTS/NDI software/system cost estimation.

• Evaluate/validate imp

processes, methods, an

• Bring together recogn

personnel to solve soft

• Investigate better and 

that NAS hardware and and efficient through r

• Develop standards an

COTS/NDI software/s

• Develop standards an

COTS/NDI software sy

32
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

COTS/NDI software system cost estimation. 

• Develop standards and guidelines for 

certification of safety critical software-intensive systems. 

• Lower systems and software acquisition costs. • Develop FAA systems with enhanced safety

and reliability characteristics. 

• Improve system security. • Improve network infrastructure system

capacity, enabling increased utilization ofelectronic data interchange (EDI) commerce, video conferencing, and Internet-based activities. 

• Modernize obsolete IT infrastructure elements 

in headquarters and the regions. 

• Improve and modernize FAA software 

engineering skills and capabilities. 

• Deploy new NAS systems and add new 

functionality to existing NAS systems more rapidly.

• Adapt NAS systems more rapidly and 

correctly. 

• Increase confidence in the quality and

timeliness of aeronautical data. 

• Reduce the total lifecycle cost of software 

adaptation for new and legacy NAS systems. 

• Develop standards and guidelines for 

certification of safety critical software-intensive systems. 

• Lower systems and software acquisition costs. 

• Develop FAA systems with enhanced safety

and reliability characteristics. 

• Improve system security. • Improve network infrastructure system

capacity, enabling increased utilization of EDI commerce, video conferencing, and Internetbased activities. 

• Modernize obsolete IT infrastructure elements 

in headquarters and the regions. 

• Improve and modernize FAA software 

engineering skills and capabilities. 

• Deploy new NAS systems and add new 

functionality to existing NAS systems more rapidly.

• Adapt NAS systems more rapidly and 

correctly. 

• Increase confidence in the quality and

timeliness of aeronautical data. 

• Reduce the total lifecycle cost of software 

adaptation for new and legacy NAS systems. 

• Develop standards an

certification of safety csystems. 

• Lower systems and s• Develop FAA system

and reliability characte

• Improve system secu• Improve network infr

capacity, enabling incrcommerce, video confe

• Modernize obsolete I

in headquarters and the 

• Improve and modern

engineering skills and 

• Deploy new NAS sys

functionality to existinrapidly.

• Adapt NAS systems 

correctly. 

• Increase confidence i

timeliness of aeronauti

• Reduce the total lifec

adaptation for new and 

(H) Airspace Management Laboratory – Advanced Technology Development and Prototyping  Primary Goal: 2.1 Secondary Goal(s): 4.1 

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

AIRSPACE MANAGEMENT LABORATORY – ADVANCED TECHNOLOGY DEVELOPMENT AND PROTOTYPING (ATDP). IMPROVE THE EFFICIENCY OF THE NAS BY PROVIDING THE DATA, METRICS, AND TOOLS TO 

• Deployed obstruction evaluation legacy rep

Great Lakes Region. 

• Deployed PC beta version of sector design 

to advanced airspace tool users.

33
ANALYZE TRAFFIC AND AIRSPACE CONFIGURATION 

TO OPTIMIZE TRAFFIC FLOWS THROUGH SECTOR DESIGN AND ANALYSIS USING HISTORICAL AND PROJECTED TRAFFIC LOADS. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete deployment of 1st generation 

obstruction evaluation legacy system to all FAA regions. 

• Complete replacement of legacy SDAT 

functionality on to the PC platform. Beginintegration of data services into SDAT. 

• Begin higher resolution traffic repository for 

National Airspace Redesign analysis and deployment of data as an integrated service toSDAT. 

• Begin web-based airspace metrics. 

• Expand obstruction evaluation system to

handle workflow requirements of non-air traffic divisions. 

• Enable entry of obstruction evaluation 

case by the public. 

• Expand SDAT coverage to include 

advanced functionality for terminals andTRACONs. 

• 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. 

• See paperless ob

processing from public processing to resolutio

• Enable all FAA 

capable of analyzing loissues using a single in

• Standardize secu

processing for all airspprocesses. 

• Evaluate perform

metrics) of advanced dall FAA points of delivcenter 

(I) National Airspace System Requirements Development – Advanced Technology Development and Prototyping  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Requirements Development – Advanced Technology Development and Prototyping (ATDP). Contribute to systemefficiency though research and evaluation that is provided for the purpose of identifying new and existing technologies that will meet the identified needs of 

aerospace users. Provide funding for independent investigation of technologies 

and selected programs to transition from existing to new user needs. Such investigations assist in determining and selecting only those programs or technologies best suited to advance overall NAS system efficiency. 

Completed research on navigation aids and NTCompleted research on the impact of ADS-B in

techniques and decision-making. 

Completed research on weather radar techn

National Academy of Sciences. 

Completed research on weather forecasting acc

control for the National Academy of Sciences

Conducted special studies, research, and 

operational facilities and capabilities in supAviation Safety Team (CAST). 

Completed research on requirements for servic

34
NAS tool. 

Supported aviation weather issue management Supported acquisition management system (A

development. 

Initiated portfolio management process for FAAConducted human factors evaluation and requi

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Fund contracts to continue support of the 

goals identified in FY 2001. 

• Continue to support AMS process through 

research and investigation of selected programs and/or technologies. 

• Continue to supp

research and investigatand/or technologies. 

35
(J) General Aviation /Vertical Flight Technology – Advanced Technology Development and Prototyping 

Primary Goal: 1.1/1.1.2 Secondary Goal(s): 2.1/2.1.1, 2.1.2 

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

General Aviation (GA)/Vertical Flight (VF) Technology – Advanced Technology Development and Prototyping (ATDP). Reduce GA accident rate by integrating new navigation, communication, surveillance technology, improved avionics, and aircraft performance capability in addition to airmantraining requirements in order to enable a greater number of GA and VF aircraftto 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. 

• Designed global positioning system (GPS) 

for GA operations in mountain passes (Safer Skie

• Completed assessment of requirements and 

precision operations at heliports. Wendell H. ForReform Act (AIR-21) legislative requirement. 

• Completed flight-testing to validate safety 

decision height for helicopter instrument landing Completed simulation tests of helicopter ILS lighissue). 

• Completed program plan for simultaneous 

operations for vertical flight aircraft. AIR–21 leg

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Conduct flight tests to ascertain maximum

descent angles for visual segment of helicopter instrument approaches. Modification of terminalinstrument procedures (TERPS) criteria. 

• Develop initial procedures for SNI. Conduct 

simulation of SNI procedures. 

• Develop procedures for flight locating (CFR

Part 135.79 requirement) using Safe-Flight 21 concepts. 

• Complete helicopter ILS test report and

publish data in the Aeronautical Information Manual (AIM). 

• Initiate helicopter steep angle instrument

approach and departure TERPS criteria work. 

• Plan and initiate a demonstration of SNI 

procedures in a small hub terminal area. 

• Develop methodology for air traffic 

control surveillance of sailplanes. Publishcriteria and information in the AIM. 

• Complete plan for aircraft regulatory

work required for implementation of elements of Safe Flight 21. 

• Complete helico

instrument approach ancriteria work. 

• Develop helicop

reduced noise segment

• Develop improv

heliports. 

• Complete SNI d

hub area and publish Sprocedures. 

• Plan and comple

in a major hub area. 

• Complete aircraf

small aircraft moving mdisplays, and enhanced 

(K) Domestic Reduced Vertical Separation Minima – Advanced Technology Development and Prototyping  Primary Goal: 2.1 Secondary Goal(s): n/a

36
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Domestic Reduced Vertical Separation Minima (DRVSM) – Advanced Technology Development and Prototyping (ATDP). Reduce vertical separation from 2000 feet to 1000 feet above flight level (FL) 290, which will enhance en route traffic throughput by providing 6 additional altitudes between FL 290-FL 410. This will increase NAS efficiency and result in an estimated 1% fuel burn reduction, saving an estimated 400 million annually for users. 

• Completed management plan and impleme• Developed concept of operations (CONOP• Conducted 2 user seminars. • Completed analysis of domestic fleet (Civi

Defense (DoD)). 

• Completed safety assessment and monitori

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Establish phased implementation. • Complete CONOPS. • Complete air traffic control simulations. • Publish Notice of Proposed Rule Making. • Deploy monitoring system. • Establish Mountain Wave Activity Mitigation 

Group. 

• Coordinate activities with Canada and Mexico. 

• Modify host computer. • Conduct air traffic control simulations. • Continue Mountain Wave Activity

Mitigation Group. 

• Conduct performance monitoring activity. • Publish final rule. • Coordinate activities with Canada and

Mexico.

• Continue perform• Complete NAS h

modifications. 

• Complete safety • Implement DRV

Category 1: 1C02; Aircraft Related Equipment Program; 

(A) Aircraft Related Equipment Program(B) Aircraft Related Equipment Program – Simulator Replacement 

(A) Aircraft Related Equipment Program Primary Goal: 1.1 Secondary Goal(s): 2.1Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aircraft Related Equipment Program. Improve air safety by ensuring that(1) flight inspection aircraft/systems are equipped/modified to validate/certifyaccuracy of navigational aids' electronic signals and validate/certify the flyability of approach/departure flight at all airports in the NAS; (2) researchand development (R&D) aircraft are equipped to test/evaluate new aviation technologies for proof of concept, systems integration, equipment, procedures, 

• Established vari

products and services for modernization of aircrafand delivered equipment and services that were teinstallation and implementation. These included: o Digital ILS/very high frequency (

range (VOR) flight inspection receivers 

37
and related human factors impacts; and (3) support flight/training mission 

aircraft are equipped to provide meaningful and relevant ASI pilotcurrency/proficiency experience and training required for ASIs toregulate/certify all pilot instructors and test pilots and validate/certify all NAS commercial and civil aircraft operations. Each of these flight program missions serves to reduce fatal aviation accident rates through investigation and incorporation of accident prevention techniques, safety information 

sharing/analysis, and certification/surveillance via in-flight inspection, testing,evaluation, and validation of activities directly serving safety initiatives benefiting all air carrier and GA users of the NAS. 

o WAAS/LAAS software developmo Automated flight inspection syste

software 

o Computerized flight monitoring an

(CFMSS) hardware and software

o Terrain awareness and warning sy

38
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Install/evaluate ILS/VOR receivers in 1 flight 

inspection aircraft. 

• Expand CFMSS capabilities. • Develop WAAS/LAAS software. • Install/check out TAWS in 5 aircraft. • Continue AFIS enhancement in 28 aircraft. • Acquire/install low-earth orbit (LEO) satellite 

communications (SATCOM) in 10 aircraft. 

• Complete ILS/VOR receiver installation 

in all 33 flight inspection aircraft. 

• Continue expansion of CFMSS 

capabilities. 

• Acquire WAAS/LAAS receivers (fleet). • Install TAWS in 22 aircraft. • Install LEO SATCOM in 12 aircraft. • Continue AFIS enhancements in 29 

aircraft.

• Acquire flight data recorder/cockpit voice 

recorder upgrade (fleet). 

• Acquire radio frequency interference 

RFI/direction finder (DF) equipment (18 aircraft). 

• Install TAWS in • Install LEO SAT• Achieve major c

technology refresh for aircraft. 

• Install/implemen

data link communicatio

• Install/implemen• Develop/implem

information service (FI

• Complete flight 

voice recorder upgrade 

• Develop/implem

aircraft/scheduling per

• Develop/implement n

(B) Aircraft Related Equipment Program – Simulator Replacement  Primary Goal: 1.1 Secondary Goal(s): 2.1 Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aircraft Related Equipment Program – Simulator Replacement. Improve air safety (through the acquisition of 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 in the regulation/certification of all activities comprising U.S. aircraft operations. 

• Determined investment solution.• Developed an acquisition strategy. • Developed acquisition requirements.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Solicit vendor 

interest.

• Acquire new simulator. • Install/test/accept new 

• Conduct simulator op

39
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

training. 

• Achieve partial imple• Acquire logistics sup• Achieve full implem

40
Category 1: 1C03; National Aviation Safety Data Analysis Center; 

 Primary Goal: 1.1/1.1.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Aviation Safety Data Analysis Center (NASDAC). Maximize the potential for data analysis to reduce or prevent fatal commercial accidents by simplifying complicated and difficult data access problems, by strengthening questionable data integrity, by enabling automated analysis to be performed on an integrated basis across multiple bases, by creating integrated data sets, bydistributing quality data to the FAA and the broader aviation community, andby acquiring and sharing analytical tools for identification and analysis of precursors to aviation accidents. 

• Completed Phase I implementation of the N

Architecture, which dramatically enhances legacy facilitates the use of complex and customized metaviation safety data.

• Prepared software requirements statements 

(aging aircraft wiring, incident trend monitoring).

• Co-sponsored the building of an FAA Data 

reference of standardized agency-wide data descrdatabases).

• Developed 4 safety data models that will a

analyzing accident precursors by enabling users to between aviation safety activities and the data ele

• Developed a draft international standard fo

aircraft identifiers that will enable analysts to trac

aircraft.

• Initiated development of an international s

make/model.”

• Initiated development of an aviation thesau

standardize decoding of legacy database narrative fields (text mining) for further analysis.

• Completed a proof of concept study of fea

commercially available text mining tools to FAA databases, opening the door to sharing analytical government agencies.

• Completed user-based assessment of analy

delivery of NASDAC services.

• Completed a requirements analysis and eva

effective tools for safety analysis.

• Provided 2 governmental agencies with ac

desktop system via development and initial deplocapability. 

41
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Create and deploy initial specialized, 

integrated datasets for individual FAA lines-ofbusiness (LOB) or offices.

• Deploy enhanced web-enabled analysis

tools on the NASDAC system, including an enhanced query tool and a data visualization tool. 

• Enhance user analytical capabilities by

providing users of the NASDAC Web Site withthe capability to download multiple files.

• Continue development of international

standards for “aircraft make/model” and assignment of unique aircraft identifiers.

• Complete development of initial prototype 

aviation thesaurus and demonstrate usefulness through application to multiple data sources.

• Begin planning for aviation community

conference on aviation thesaurus development.

• Build and validate a prototype text mining 

tool for airline users in analyzing aircraft crew incident reports.

• Provide access to the NASDAC desktop 

system to at least 2 additional governmentalagencies via the NASDAC “Extranet.” 

Conduct aviation community conference on 

aviation thesaurus development. 

Analyze requirements for capacity/delay

related data mart for Air Traffic Operations (ATO) performance-based organization (PBO). 

Acquire and deploy web-enabled data mining 

tool. 

Analyze need for NASDAC to provide data 

mining service in addition to data mining tool. 

• Complete technology 

system.

• Transform the NASD

knowledge managemen

Category 1: 1C04; Explosive Detection Technology;  Primary Goal: 5.1/5.1.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Explosive Detection Technology (EDT). Achieve 100% screening of selected checked baggage by certified explosives detection systems, eliminating equivalent technologies and procedures at airports. 

• To be provided. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

42
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Program will be

transferred to the new DOT organization. 

• Program will be transferred to the new DOT 

organization. 

• 

transferred to the new D

43
Category 2: Improve the Efficiency of the Air Traffic Control System 

Category 2: 2A01; Terminal Business Unit; 2A01A; Terminal Automation Program 

• Standard Terminal Autom

ation Replacement System – Development & Procuremen

• Standard Terminal Autom

ation Replacement System – Technology Refresh 

• Terminal Sustain • Interim Tower Display

s

• Standard Terminal Automation Replacement System – Automated Radar Terminal System Model IIIE/Autom

System 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Standard Terminal Automation Replacement System (STARS) Programs.

Provide a digital capable system to meet expanding air traffic control needs. The STARS will provide new co

mp

uter workstatio

ns with hig

h-resolutio

n color 

displays an

d co

m

mercially-based software to allow the FAA to move toward

u

niform co

nfig

uratio

n at all terminal facilities. The terminal auto

matio

n

evolves from an i

nfrastructure composed of various FAA and DoD automation 

systems (ARTS IIIA, ARTS IIA, ARTS IIE, ARTS IIIE, etc.) and associated displays to the STARS. 

• Achieved ORD of STARS earl

y display co

key sites. 

• Delivered final 40 ARTS color displays (A• Com

missioned ARTS IIIE at Atlanta TRA

• Delivered an

d installed 57 remote ARTS color 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

Deliver Full STARS full service (FS) 2

+ at 

Philadelphia. 

Com

mission ARTS IIIE at Minneapolis-St. 

Paul, St Louis, Atlanta Phase II, Northern California, and Potomac. 

Deliver final 17 RACDs. Complete Power PC upgrade. Deploy 11 i

nteri

m tower displays. 

Deliver STARS EDC-2 to 7 sites. Upgrade El Paso and Syracuse to Full STARS 

FS-1. 

Continue deploy

ment of life cycle maintenance 

b

uilds for EDC-2 an

d STARS initial systems 

• Procure 39 STARS. • Procure 19 DoD ISC systems. • Deliver 18 STARS. • Deliver 19 DoD ISC systems. • Deploy 25 i

nteri

m tower displays. 

• Deliver STARS EDC-2

+ to 4 sites. 

• Start EDC-2 upgrades to EDC-2+. • Continue deploy

ment of life cycle 

maintenance builds for EDC-2 and FS-2+. 

• Develop STARS enhancements. • Conduct IOT&E. 

• Procure 109 STARS• Procure 60 DoD ISC• Deliver 141 STARS. • Deliver 91 DoD ISC• Deploy nine i

nteri

m 

• Upgrade all EDC-2 a

2+ configuration. 

• Develop and implem

b

uilds. 

• Implement technolog

Operating Systems). 

• Continue planning, d

implementation of add

• 

• 

• • • • • 

• 

1
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

configuration (ISC). enhancements. 

2
Category 2: 2A01; Terminal Business Unit; 2A01B: Air Traffic Control Beacon Interrogator – Replacement; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): 1.1/1.1.1

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Secondary Surveillance – Air Traffic Control Beacon Interrogator (ATCBI) – Replacement. Replace existing surveillance ATCBI-4/5 equipment that has reached the end of its life cycles. ATCBI-6 selectively interrogates individual aircraft and provides precise tracking information to the host system. This improved automation tool is designed to support Free Flight. 

• Procured the first 50 ATCBI-6 production • Conducted site surveys at 46 sites. • Purchased and delivered 40 monopulse bea• Procured the ATCBI-6 system depot and s• Began the air route surveillance radar (AR

MBTS interface. 

• Continued rotary joint, antenna, and moun• Began the NAS infrastructure managemen

development.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Procure 42 ATCBI-6 production systems. 

• Support commissioning efforts. • Begin system delivery and installation at

ATCBI-6 sites.

• Procure the remaining 35 ATCBI-6 

systems. 

• Continue the ARSR-3 interface and 

ARSR-4/mode 4 interface development. 

• Support commissioning efforts. • Continue rotary joint, antenna, and 

mounting kit installations. 

• Complete NIMS interface development. • Continue system delivery and installation 

at ATCBI-6 sites. 

• Continue to supp

efforts. 

• Complete ARSR

efforts and testing to b

• Continue system 

at ATCBI-6 sites throu

• Commission the 1st article and 1st production 

systems at Tinker Air Force Base (AFB) and Putnam, OK. 

• Continue the ARSR-3 and ARSR-4/mode 4 

interface. 

• Procure an additional 60 MBTSs. • Conduct site surveys at 40 sites. • Continue rotary joint, antenna, and mounting 

kit installations. 

FY2001 Program Accomplishme

Category 2: 2A01; Terminal Business Unit; 2A01C; Air Traffic Control En Route Radar Facilities Improvements;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): 1.1Program Name and Outcome Goal Performance Output GoLong-Range Radar Program – Long-Range Radar (LRR) Improvements – • Completed facility infrastructure upgrades 

3
Infrastructure Upgrades. Improve system efficiency of the NAS 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). 

facilities. Upgrades included the refurbishment or ventilating, and air-conditioning (HVAC) system improvements to grounding systems, and replacemshelters where necessary and at ATCBI-6 sites. 

• Performed in-service engineering. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Perform facility infrastructure upgrades at 

20 additional en route LRR facilities out of 126 sites. Upgrades included the refurbishment or replacement of HVAC systems and power panels, improvements to grounding systems, and replacement of equipment shelters, where necessary, and at ATCBI-6 sites. 

• Perform in-service engineering. 

• Perform facility infrastructure upgrades at 

20 additional en route LRR facilities out of 126 sites. Upgrades included the refurbishment or replacement of HVAC systems and power panels, improvements to grounding systems, and replacement of equipment shelters, where necessary, and at ATCBI-6 sites. 

• Perform in-service engineering. 

• Upgrade en rout

1/2, 2, and 3, and fixed sites receiving ATCBIrefurbishment of HVApanels, grounding systreplacements. 

• Complete LRR s

engineering solutions, equipment and compoor unsustainable infras

Category 2: 2A01; Terminal Business Unit; 2A01D; Terminal Air Traffic Control Facilities Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Air Traffic Control Tower (ATCT)/Terminal 

Radar Approach Control (TRACON) Replacement. Improve systemefficiency and availability of service in the NAS by replacing existing ATCTs and TRACONs that cannot meet the needs of present day airport operationalrequirements. 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 controlincreases, 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. 

• Commissioned 3 

FY 2001.

4
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Procure equipment for 10 sites. • Start construction at 3 sites. • Commission 5 sites. 

• Start construction at 6 sites. • Commission 3 sites. 

• Start constructio• Commission 17 

5
Category 2: 2A01; Terminal Business Unit; 2A01E; Air Traffic Control Tower /Terminal Radar Approach Control Fa

(A) Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Air Traffic 

Tower/Terminal Radar Approach Control Modernization 

(B) Large Terminal Radar Approach Controls – Advanced Facility Planning (C) Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Standard T

Replacement System Facilities Upgrades 

(A) Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Air Traffic Control TowApproach Control Modernization Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Air Traffic Control Tower (ATCT)/Terminal 

Radar Approach Control (TRACON) Modernization. Improve systemefficiency and availability of service in the NAS by modernizing and improvingterminal facilities to meet current and future operational requirements. 

• Continued mode

terminal facilities.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Improve, repair, and sustain 40 

ATCTs/TRACON facilities. 

• Add additional positions at 2 ATCTs/TRACON 

facilities. 

• Improve, repair, and sustain 28 

ATCTs/TRACON facilities. 

• Add additional positions at 6 

ATCTs/TRACON facilities. 

• 

facility sustainment and (subject to available fun

(B) Large Terminal Radar Approach Controls – Advanced Facility Planning Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Large Terminal Radar Approach Controls (TRACON) – Advanced Facility Planning. To be provided.

• To be provided. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• To be provided. • To be provided. • To be provided. 

6
7
(C) Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Standard Terminal Au

Replacement System Facilities Upgrades  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Traffic Control Tower/Terminal Radar Approach Control Establish/Sustain/Replace – Standard Terminal Automation Replacement System (STARS) Facilities Upgrades. Complete facility upgrades required to provide a stable platform for deployment of STARS. 

• n/a 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Provide facility upgrades for STARS 

deployment at 14 TRACONs and/or associated ATCTs. 

• Provide facility upgrades for STARS 

deployment at 56 TRACONs and/or associated ATCTs. 

• Provide facility u

deployment for remainassociated ATCTs. 

Note: Last FY of funding FY 2006 

Category 2: 2A01; Terminal Business Unit; 2A01F: Potomac Terminal Radar Approach Control;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Large Terminal Radar Approach Controls (TRACON) – Potomac TRACON (PCT). Improve system efficiency through the consolidation of the TRACON facilities serving the Washington-Baltimore Metropolitan and outlying areas and redesign of the associated airspace. 

• Completed PCT building construction. • Started PCT system installations. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete PCT system installations. • Commission PCT (consolidated 

TRACONs at Andrews AFB, BaltimoreWashington International Airport, Ronald Reagan Washington National, Washington Dulles 

• Implement PCT airspace redesign. • n/a 

8
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

International Airport, and Richmond InternationalAirport). 

9
Category 2: 2A01; Terminal Business Unit; 2A01G; Northern California Terminal Radar Approach Control; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Large Terminal Radar Approach Controls (TRACON) – Northern California TRACON (NCT). Improve system efficiency and effectiveness through the consolidation of the 4 TRACONs (Bay, Sacramento, Stockton, and Monterey) into 1 facility serving Northern California Metropolitan and outlying areas. 

• Installed equipment, such as the enhanced 

system (ETMS). 

• Activated 358 out of 361 (99%) telecommu

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete installation of ARTS IIIE Power 

PC upgrade. 

• Complete testing and integration of all 

equipment and automation software. 

• Commission NCT.

• Complete decommissioning of preNCT TRACONS. • n/a 

Category 2: 2A01; Terminal Business Unit; 2A01H; Dallas/Fort Worth Terminal Radar Approach Control; Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Large Terminal Radar Approach Controls (TRACON) – Dallas/Fort Worth TRACON. To be provided. 

• To be provided. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• To be provided. • To be provided. • n/a Category 2: 2A01; Terminal Business Unit; 2A01I; Terminal Digital Radar (Airport Surveillance Radar Model 11); 

• Airport Surveillance Radar Model 11 – Airport Surveillance Radar Model 7/Airport Surveillance Radar Mode

Department of Defense Takeover, New Establishments 

• Airport Surveillance Radar Model 11 – Technology Refresh 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

10
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

The Terminal Digital Radar Programs. Improve system efficiency and availability of service in the NAS by replacing existing ASR-7/8 systems andassociated ATCBI 4/5. Replacement of existing systems with new digital ASR-11 radar systems will ensure continuation of surveillance service withimproved and expanded 6-level weather detection/display capability. New digital ASR-11 systems will also provide the input required for STARS and 

eliminate the need and cost to re-engineer/replace obsolete parts required to sustain existing ASR-7/8 systems. 

• Selected 29 ASR-11 sites. • Completed environmental activities at 17 s• Initiated 15 site designs. • 2 sites are currently under construction.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Procure 3 of 112 production systems. • Install 1 ASR-11 systems at DoD site. • Complete construction at 8 ASR-11 facilities. Note: Procurement of production systems iscontingent upon FY 2002 Conference Mark. 

• Achieve ORD at Key Site, Stockton, and 

first operational feed at Willow Grove. 

• Complete construction at 7 ASR-11 sites. • Deliver and commission 10 ASR-11 

systems. 

• Conduct IOT&E. 

• Complete constr• Deliver and com

systems. 

Category 2: 2A01; Terminal Business Unit; 2A01J; Airport Surveillance Radar (Airport SuModel 9); 

• Terminal Radar Program – Airport Surveillance Radar Model 9 • Terminal Radar Program – Airport Surveillance Radar Model 9 - Service Life Extension Program

 Primary Goal: 1.1 Secondary Goal(s): 2.1/2.1.2/2.1.4 Program Name and Outcome Goal FY2001 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. The ASR-9 has reached the end its economical service life. Due to increases in power outages, equipment outages, Occupational Safety and Health Administration (OSHA) concerns, and diminishing manufacturing sources (obsolete parts), a SLEP is necessary tomaintain the functionality currently provided by these systems. 

• Implemented power conditioning systems • Initiated procurement of receiver protector

service life. 

• Procured transportable ASR-9 system for P

Airport.

• Signed Finding of No Significant Impact (

Decision (ROD) for locating the St. Louis ASR-9

11
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Initiate OSHA modifications, including wave

guide relocation, lift cart, and safe sail access. 

• Install 20 ASR-9 jack-screw and box beam

emergency fixes. 

• Exercise option for procurement of 

receiver/protectors that have exceeded their service life. 

• Initiate non-recurring engineering effort for 

SLEP. 

• Complete surveillance and communication

interface processor emulator for Potomac TRACON Project. 

• Conduct OSHA modifications, including 

wave guide relocation, lift cart, and safe sail access. 

• Complete antenna box beam and jackscrew fixes. 

• Complete SLEP PDR and working 

engineering model.

• Exercise option for procurement of 

receiver/protectors that have exceeded their service life. 

• Complete OSHA 

wave guide relocation, access. 

• Exercise final op

receiver/protectors thaservice life. 

• Conduct SLEP. 

Category 2: 2A01; Terminal Business Unit; 2A01K; Mode-Select – Provide; 

• Secondary Surveillance – Mode-Select • Secondary Surveillance – Mode-Select - Service Life Extension Program 

 Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

The Mode-Select (Mode-S) Programs. Implement a National Upgrade II (after a 4 year delay). 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, TIS, site identifications to support deployment of beacon interrogator model 6 and ASR-11/monopulse secondary surveillance radar (MSSR). Also, procurement of time of year (TOY) clock replacement, rework of the digital power supply, and modulation control unit board modification will improve performance, reliability, and supportability. 

• Tested 68040 processor boards. • Deployed beacon video reconstituter. • Initiated TOY clock installation.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Initiate Mode-S National Upgrade. • Conduct installation of 68040 processor • Complete last O

12
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Conduct installation of TOY clock, modulation 

control unit modification, and rework of the digital power supply.

boards in conjunction with Mode-S NationalUpgrade. 

• Conduct installation of TOY clock, 

modulation control unit modification, and rework of the digital power supply.

• Expand TIS coverage. 

• Complete install

boards in conjunction wUpgrade. 

• Complete install

modulation control unirework of the digital p

• Implement advan• Implement ASR

Category 2: 2A01; Terminal Business Unit; 2A01L; Terminal Applied Engineering;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) Establish/Sustain/Replace – Terminal Applied Engineering.Support system efficiency by streamlining the deployment of FAA resources toconduct surveys and by providing a benchmark for future terminal facility planning. 

• Completed government transition evaluatio

terminal facilities. 

• Completed Phase I of a 3 phase development fo

information and analysis tool (FIAT). 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete GTE and terminal area transition

plan at an additional 40 of 400 terminal facilities. 

• Revise the retrofit terminal area transition

plans for 31 existing GTE TRACON site reports. 

• Complete Phases II and III for FIAT 

development.

• Complete GTE at an additional 68 of 400 

terminal facilities. 

• Complete GTE a

400 terminal facilities. 

Category 2: 2A01; Terminal Business Unit; 2A01M; Precision Runway Monitors;  Primary Goal: 2.1/2.1.2, 2.1.4 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Precision Runway Monitor (PRM). Provide the capability to conduct • Commissioned the Philadelphia, PA, syste

13
simultaneous independent IFR approaches on parallel runways spaced less than 

4,300 feet apart by utilizing 1 second update radar, which will return lost capacity, reduce delays, and improve fuel savings. 

• Began site construction at John F. Kennedy • Purchased additional system parts due to p

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Commission the John F. Kennedy International

Airport system. 

• Replenish obsolete and spare parts for all PRM

systems and training platform. 

• Continue the Atlanta construction. • Award the Atlanta contract for system

installation.

• 

the Atlanta system. 

• 

Atlanta construction, sicommissioning. 

Category 2: 2A01; Terminal Business Unit; 2A01N; Houston Area Air Traffic System; Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Large Terminal Radar Approach Controls (TRACON) – Houston Area Air Traffic System (HAATS). To be provided. 

• To be provided. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• To be provided. • To be provided. • To be provided. 

14
Category 2: 2A02; Aeronautical Data Link Applications; 

(A) Aeronautical Data Link – Flight Information Service (B) Aeronautical Data Link – Controller-Pilot Data Link Communication Build I/IA (C) Aeronautical Data Link – Tower Data Link Services 

(A) Aeronautical Data Link – Flight Information Service 

 Primary Goal: 1.1/1.1.2 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aeronautical Data Link (ADL) – Flight Information Service (FIS). Improve the safety of the NAS by providing new weather hazard graphics 

directly to pilots via data link for cockpit display relative to current position androute of flight, and by improving the quality of aviation weather hazard advisories through input of aircraft derived weather data from commuter and low-altitude GA operations. 

• Obtained license from the Federal Commu

(FCC) for 3 initial FIS data link (FISDL) ground IOC. 

• Published guidance for pilots in FAA AIM

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Publish government-industry standards for 

flight information service broadcast (FIS-B) data link communications through RTCA SpecialCommittee 195. 

• Achieve operational FISDL service through 

activation of at least 30 ground stations out of planned 200 total (15%).

• Expand national coverage and operational

FISDL services through activation of 100 more ground stations, resulting in 130 operational out of 200 total (65%). 

• Achieve at least 1,500 active users of 

FISDL services. 

• Establish FAA monitoring and quality 

control of FISDL services.

• Publish Advisory Circulars and Technical

Standards Order (TSO) supporting FISDL implementation.

• Complete activa

FISDL ground stations 

• Achieve at least 

users of FISDL service

• Implement natio

and disseminating autoreports (AUTOMET) faltitude GA operations 

• Input at least 1,0

per day to national sys

(B) Aeronautical Data Link – Controller-Pilot Data Link Communication Build I/IA 

 Primary Goal: 2.1/2.1.2 Secondary Goal(s): 1.1/1.1.3

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aeronautical Data Link (ADL) – Controller-Pilot Data Link • Completed CPDLC Build I system developmen

15
Communication (CPDLC) Build I/IA. Combine reduced voice 

communications workload and distributed 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.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete CPDLC Build I evaluation at Miami 

Air Route Traffic Control Center (ARTCC). 

• Complete CPDLC Build I initial daily use 

(IDU) at Miami ARTCC. 

• Complete CPDLC B

ARTCC. 

(C) Aeronautical Data Link – Tower Data Link Services 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aeronautical Data Link (ADL) – Tower Data Link Services (TDLS). Improve the efficiency of the NAS by replacing aging, obsolete systems and software. Transition all maintenance from contractor furnished to FAA (organic). 

• Completed refresh system design and deve• Performed OT&E. • Developed air traffic and airway facilities t• Installed refresh system at 1st Key Site (Te

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Conduct FCA/PCA. • Perform shakedown. • Acquire remainder of all required system

replacement components. 

• Retrofit system at second Key Site

(Philadelphia ATCT). 

• Obtain in-service decision. • Continue deployment at 25% of current TDLS 

sites (58 systems at 57 sites).

• Continue/complete deployment of 

technology refresh. 

• Determine suitable replacement for voice 

synthesis units. 

• Perform system integration of new 

voicing units. 

• Procure new voice synthesis hardware for 

all sites. 

• Install new voice 

related software upgra

• Initiate requirem

on TDLS configuration Telecommunications N

Category 2: 2A03; Free Flight Phase 2; 

(A) Free Flight Phase 2 – Integration 

16
(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 Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 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. 

• Completed human factors assessment for Free F

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in June 2002. 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in June 2002. 

• Establish Free Flight 

milestones during JRC

(B) Free Flight Phase 2 - User Request Evaluation Tool  Primary Goal: 2.1/2.1.1, 2.1.2 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Free Flight Phase 2 - User Request Evaluation Tool (URET). Provide a toolthat identifies conflicts in requested flight paths and allows air traffic controllers to evaluate pilot requests. Contribute to an increase in direct routings by 15%. 

• n/a

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in June 2002. 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in June 2002. 

• Establish Free F

milestones during JRC

(C) Free Flight Phase 2 - Traffic Management Advisor-Single Center  Primary Goal: 2.1/2.1.1, 2.1.2 Secondary Goal(s): n/a

17
Program Name and Outcome Goal FY2001 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 3%. 

• n/a 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in June 2002. 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in M June 2002. 

• Establish Free F

milestones during JRC

(D) Free Flight Phase 2 – Collaborative Decision-Making  Primary Goal: 2.1/2.1.1, 2.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Free Flight Phase 2 - Collaborative Decision-Making (CDM). Contribute toan increased capacity at selected airports by 3% and contribute to an increase in direct routings by 15%. 

• Deployed initial increment of collaborative rou

tools (CRCT) functionality. 

• Made available the flow constrained area inform

and common constrained situation display for stra

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in June 2002. 

• Establish Free Flight Phase 2’s tracking 

milestones during JRC-2B in June 2002. 

• Establish Free F

milestones during JRC

(E) Free Flight Phase 2 - Priority Research Support Efforts  Primary Goal: 2.1/2.1.1, 2.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Free Flight Phase 2 - Priority Research Support Efforts. Develop new tools to help increase NAS capacity/efficiency. 

• Conducted the f

field demonstrations of direct-to, problem analysi(PARR) conflict probe tools; initial lab simulation management system (SMS); design and developm(TMA-MC). 

18
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Conduct lab and field evaluations of priority

research tools. 

• Establish JRC investment decisions for 

incremental development of PARR. 

• Conduct lab and field evaluations of 

TMA-MC, direct-to, PARR, and SMS. 

• Deploy operational p

sufficiently mature. 

• Transition prototype 

is successful). 

Category 2: 2A04; Air Traffic Management;  Primary Goal: 2.1/2.1.2, 2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Traffic Management (ATM) – Traffic Flow Management (TFM) Infrastructure – Current Enhanced Traffic Management System (ETMS) Operations. Improve system efficiency by utilizing national-scale traffic management. Sustain and upgrade mission essential TFM operations that are 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. 

• Funded the 3rd year of a 3-year nation wide 

communication equipment at Hub Development L

• Completed bandwidth manager (BWM) cir• Finalized communications upgrade to supp

and new Free Flight Phase 1 functionality, includdelay program enhancements (GDPE) and collabo

• Upgraded software/memory to increase eff

for configuration at traffic management units (TMfacilities. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue functional upgrades to provide 

national-scale traffic management tools to balance traffic loads. 

• Support continued safe flight operations 

and maximize air traffic flow, thereby performing the mission of managing en route air traffic flow at the ATCSCC from data from the TFM HUB. 

• Report traffic conditions from local TMUs 

and coordinate delay reduction initiatives with the airlines. 

• Develop and initiate new software releases 

• Integrate sector traffic management tools, 

web-based situational display, dynamic sector realignment, and monitor alert-flight database restructuring. 

• Integrate and utilize (free flight) 

additional CDM tools. 

• Upgrade to enhanced hardware and site

integration until new platform is in place.

• Continue TFM o• Begin infrastruc

modernization. 

• Determine future 

transitioning to operati

19
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

and related data integration that affect Hub operations at VOLPE. 

• Install ETMS in new PCT and Gateway 

(Lambert St. Louis International Airport)TRACON. 

Category 2: 2A05; Free Flight Phase 1;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Free Flight Phase 1 – Sustain. Improve system efficiency by continuing toderive capacity gains realized from Free Flight Phase 1 systems. 

• Deployed TMA to Miami ARTCC with an • Deployed passive final approach spacing t

California TRACON with an IDU of 2/01. 

• Completed URET system government acce• Made CDM runway visual range (RVR) in

Boston, Memphis, and Volpe 2/01. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete 3 en route centers with URET 

capability by 3/02.

• Complete center terminal radar approach

control automation system (CTAS) en route spiral 3 software by March 2002. 

• Increase direct routing within ARTCCs 

(URET). The target is 15 percent. 

• Conduct mainten

20
Category 2: 2A06; Automated Surface Observing System; 

• Automated Surface Observing System – Base Systems 

• Automated Surface Observing System – Pre-Planned Product Improvements • • 

Automated Surface Observing System – Data Displays Automated Surface Observing System – Standalone Weather Systems 

 Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Automated Surface Observing System (ASOS) Programs. Support systemefficiency by supplying automating surface weather observations to meet the needs of pilots, operators, and air traffic personnel. The Aviation Surface Weather Observation Network (ASWON) includes AWOS, ASOS, automated weather sensors systems (AWSS), stand alone weather sensors (SAWS), and ASOS controller equipment information display system (ACE-IDS or DataDisplays). 

• Delivered 8 ACE-IDS. 

• Implemented product improvements and u• Commissioned 79 ASOSs.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Begin SAWS delivery.• Implement product improvements and upgrades 

to the base ASOSs. 

• Deliver 10 SAWSs. • Deliver 4 ACE-IDSs. • Complete ASOS commissioning. 

• Implement product improvements and 

upgrades to the base ASOSs. 

• Deliver 36 SAWSs. • Deliver 2 ACE-IDSs.

• Implement produ

upgrades to the base A

• Deliver 144 SAW• Deliver 1 ACE-I

Category 2: 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• Ultra High Frequency Radio Replacement 

 Primary Goal: 2.1 Secondary Goal(s): n/a

21
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Next Generation Air-to-Ground (A/G) Communications System (NEXCOM) Segments 1a, 1b, and 2/3 and Ultra High Frequency (UHF) Radio Replacement Programs. Provide a new communications system tosatisfy requirements that cannot be met using the current voice communications system. 

• Awarded NEXC

radio (MDR) contract (completed 7/01). 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete analog voice IOC. • Award system prototype contract. 

• Establish government/industry partnership for 

avionics development.

• Conduct IOT&E. 

• Conduct MDR in-service decision. • Complete 1st commissioning (analog voice).

• 

NEXCOM demonstrati

• 

NEXCOM contract in 2

• 

NEXCOM in-service d

Category 2: 2B02; En Route Automation Program; Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

En Route Automation Modernization (ERAM). Improve system efficiency in all ARTCCs through the use of a more modern, open, and supportable en route automation environment that has the capability to readily adapt to evolvingrequirements and meet the long-term requirements for availability, capacity, and efficiency. 

• Completed en route information display sy

based developmental system. 

• Completed initial evaluation of en route tra

capabilities. 

• Completed flight plan preprocessing (FPPP

design. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy ERIDS developmental system to Salt

Lake City and Boston ARTCCs. 

• Complete initial evaluation of deployed ERIDS 

developmental system. 

• CONDUCT FPPP PHASE 1 

• Award ERAM solution contract. • Achieve IOC for 

• Achieve ORD fo

22
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

PROTOTYPE EVALUATIONS. 

• Complete FPPP phase 2 prototype development 

with dynamic restrictions, and initiate evaluationactivities. 

• Complete JRC-2A for the ERAM Solution

contract.

Category 2: 2B03; Weather and Radar Processor; 

 Primary Goal: 2.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Weather and Radar Processor (WARP) – Stage 3 – Sustain Weather Operations. Collect, process, and disseminate NEXRAD data and other weather data to ARTCC controllers, traffic management specialists, and ARTCC weather service unit meteorologists. WARP provides the most timelyand accurate weather forecast products to other NAS subsystems. 

• Deployed WARP Stage 1 and 2 systems. • Implemented WARP Stage 3 weather infor

(WINS) to support Free Flight Phase 1 at 7 sites. 

• Continued development of other WARP St

changes, upgrades, and new interfaces.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• IOC of NEXRAD products on display system

replacement (DSR). 

• Complete WINS deployment at all ARTCCs. • Continue Stage 3 and provide systems changes 

as required by users. 

• Develop an interface with the National 

Weather Service (NWS) advanced weather interactive processing system (AWIPS) toimprove weather forecasting. 

• Develop operational changes to

accommodate NEXRAD hardware and software upgrades. 

• Implement WINSs at additional ARTCCs 

to provide critical weather data to Free FlightPhase 1 and 2 Programs.

• Continue Stage 3 

critical NAS interfaces and supportability imp(OASIS), and ETMS). 

• Conduct hardwa

Category 2: 2C04 Aircraft Fleet Modernization;  Primary Goal: 2.1/2.1.1, 2.1.2, 2.1.3, 2.1.4 Secondary Goal(s): 1.1/3.1/4.1

23
Program Name and Outcome Goal FY2001 Program Accomplishm

Performance Output G

Research and Development (R&D), Aircraft Replacement. Acquire a modern jet transport aircraft equipped with a suite of digital cockpit avionics representative of the current and future U.S. airline jet aircraft population to perform required various airborne R&D and test and evaluation (RDT&E) functions in support of agency safety, security, system efficiency, and human & natural environment goals. 

• n/a 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Incorporate latest security program 

concerns into proposed replacement criteria. 

• Negotiate the acquisition of a new aircraft. 

• Delivery of new aircraft. • Configure aircraft for RDT&E support. 

• Continue to provide 

airborne support with transport. 

• Provide a critical in

functions in the prop

24
Category 3: Increase Capacity of the National Airspace System 

Category 3: 3A01; Navigation and Landing Aids: 3A01A; Local Area Augmentation System for Global Positioning S

• Local Area Augmentation System for Global Positioning System • Local Area Augmentation System - Advanced Technology Development and Prototyping 

 Primary Goal: 1.1 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Local Area Augmentation System (LAAS) Programs. Increase system safety and efficiency by providing a satellite-based precision approach capability to the NAS that meets the requirements for weather approach and landing capability. 

• Released Catego

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performanc

• Award contract for CAT I LAASs. • Begin procurement of CAT I LAASs. • Award CAT II/III deve

• Complete CAT I LAA

Category 3: 3A01; Navigation and Landing Aids: 3A01B; Wide Area Augmentation System for Global Positioning S• Wide Area Augmentation System for Global Positioning System • Wide Area Augmentation System – Satellite Telecommunications • Wide Area Augmentation System – Advanced Technology Development and Prototyping Primary Goal: 1.1 Secondary Goal(s): 2.1 Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Wide Area Augmentation System (WAAS) Programs. Provide benefits toboth aviation users through efficiencies, safety, and simplification of avionics, and to the government through reduced ground-based facility costs. The qualitative benefits include improved safety while operating in reduced weather conditions, improved efficiency at airport operations due to greater runwayavailability, reduced separation, more direct en route paths, and new precision

• Negotiated and signed lateral navigation (L

(VNAV) schedule/contract modification with the Raytheon Corporation (September 2001). 

• Published LNAV/VNAV December 2003 

(March 2001). 

• WAAS Integrity Performance Panel (WIPP

25
approach services to the public. Outcome Measure: Percent reduction in system

costs per flight. 

Vehicle-19 monitor algorithm requirement:o Simplified design o Total of 8 instead of 9 monitor alg

• Acknowledged 1 year anniversary of WAA

public use (August 2001). 

26
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Reduce the rates of volume- and 

equipment-related system delays by 20% from the 1994 baseline. 

• Support the Associate Administrator for 

Certification and Regulation (AVR) Safer Skies initiative (cornerstone for free flight). 

• Demonstrate that WAAS systems 

architecture achieves deliverable performance objectives. 

• Develop 

LNAV/VNAV procedures for additional runway ends. 

• WAAS performance parameters for Level 

I: 

En Route/Non-Precision Approach (NPA) 

Horizontal Accuracy 100 meters or less Vertical Accuracy n/a Time to Alarm 8 seconds Availability 99.9% • Continue reduction rate of volume and 

equipment-related delays. 

• Commission WA

12/03 

• Develop and init

GPS landing system ca

• Acquire addition

stationary satellite serv

• Continue to deve

procedures to serve all 

• Develop LNAV/

navigation satellite syssystem (GLS) proceduends. 

• Develop an electrom

detection and location 

Category 3: 3A01; Navigation and Landing Aids: 3A01C; Equipment (Distance Measuring Equipment); 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Very High Frequency (VHF) Omni-Directional Range Collocated with 

Tactical Air Navigation (VORTAC). Improve system efficiency in the NAS by replacing, relocating, or converting VOR/VORTAC facilities in order to maintain a reliable, safe, and efficient air navigation system used for en route and approach purposes. 

• Performed field installation of approximate

navigation (TACAN) antenna retrofit kits. 

• Initiated relocation process of 1 VOR facil

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Perform field installation of approximately

29 TACAN antenna retrofit kits. 

• Complete relocation process of 1 VOR

facility. 

• Perform field installation of approximately 31 

TACAN antenna retrofit kits.

• 

facility relocations, retrupgrades as required.

Category 3: 3A01; Navigation and Landing Aids: 3A01D; Instrument Landing System – Establish/Upgrade; 

27
 Primary Goal: 2.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Instrument Landing Systems (ILS). Improve system efficiency of the NAS by establishing and maintaining precision approach capability at large- andmedium-sized hub airports and their associated reliever airports. ILS will help meet expanding air traffic control needs for increased airport capability byincreasing capacity through lowering of visual minimums required for landing. 

• Deploy 15 ILSs at various locations. • Deploy 2 medium-intensity approach light 

alignment indicator lights (MALSR) at various lo

• Deploy 1 approach light system with seque

(ALSF) model 2.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy 6 ILSs at various locations. • Deploy 4 MALSR at various locations. • Deploy 2 ALSF-2 at various locations. 

• Procure and perform regional installations 

at approximately 30 ILS locations. 

• Continue to proc

associated equipment tprecision approach capairports. 

Category 3: 3A01; Navigation and Landing Aids: 3A01E; Approach Lighting System Impr

Program; 

 Primary Goal: 1.1/1.1.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Visual Navigation Aids – Approach Lighting System Improvement Program (ALSIP) Continuation. Improve safety in the NAS by replacing rigid, non-frangible lighting support structures with frangible approach lighting equipment.

• Deployed 6 MALSR at various locations. • Deployed 1 ALSF-2.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy 2 MALSR at various locations. • Deploy 5 MALSR at various locations. • 

procure and install apprtheir associated frangib

• Deploy 1 ALSF-2. • Deploy 1 ALSF-2. Category 3: 3A01; Navigation and Landing Aids: 3A01F; Runway Visual Range; 

28
 Primary Goal: 1.1/1.1.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Runway Visual Range (RVR) – Replacement/Establishment. Improve safety in the NAS by replacing the older, maintenance intensive, and difficult tosupport legacy systems (RVR, SSR, and Tasker 400s and 500s). 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. 

• Deployed 10 RV

airports.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 Key Events 

Performance 

• Deploy 6 RVR

systems at various airports.

• Procure and perform field installations at

approximately 19 RVR locations. 

• 

procure and install RVR for visibility informatioequipped runways. 

Performance Output Goals 

Category 3: 3A01; Navigation and Landing Aids: 3A01G; Distance Measuring Equipment – Sustain;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 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. 

• Deployed 10 low power DME systems at v

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy 5 low power DME systems at various 

locations. 

• Procure and perform field installations at

approximately 15 low power DME locations. 

• Continue to proc

DME to replace the cuequipment in the NAS

Category 3: 3A01; Navigation and Landing Aids: 3A01H; Non-Directional Beacon Facilities – Sustain;  Primary Goal: 2.1 Secondary Goal(s): n/a

29
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Non-Directional Beacons (NDB) Sustain. Improve system efficiency in the NAS by replacing obsolete, tube-type NDBs with current technologyelectronics that continue to provide navigational direction information. 

• Procure and install NDB equipment at app

locations. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Procure and install NDB equipment at

approximately 13 regional locations. 

• Procure and install NDB equipment at

approximately 14 regional locations. 

• Continue to proc

equipment at approximlocations. 

Category 3: 3A01; Navigation and Landing Aids: 3A01I; Visual Navigation Aids – Establish/Expand;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Visual Navigation Aids – Visual Navigation Aids for New Qualifiers.Improve system efficiency of the NAS by providing visual approach slope guidance and runway threshold identification in order to increase landing capability at designated airports throughout the United States. 

• Deployed 12 PA

locations.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy 6 PAPI 

systems at various locations.

• Procure and perform regional installations 

at approximately 35 PAPI locations. 

• 

procure and install PAPidentifier lights (REIL) demand for visual apprairports. 

Category 3: 3A01; Navigation and Landing Aids: 3A01J; Visual Approach Slope Indicator Replacement – Replace wApproach Path Indicator;  Primary Goal: 2.1 Secondary Goal(s): n/a

30
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Visual Navigation Aids – Replace Visual Approach Slope Indicator (VASI) with Precision Approach Path Indicator (PAPI). Improve system efficiency in the NAS by replacing aging, obsolete VASI with newer technology—the more standardized PAPI.

• Deployed 4 PAP

locations.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy 6 PAPI 

systems at various locations.

• Procure 12 additional PAPI systems and 

perform regional installations at approximately47 locations. 

• 

procure and install PAPthe current inventory of NAS. 

Category 3: 3A01; Navigation and Landing Aids: 3A01K; Instrument Approach Procedure Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Instrument Approach Procedures Automation (IAPA). Improve systemefficiency to the NAS by providing automated tools, including the ability todigitize maps and charts, that allow FAA specialists to develop more timely andaccurate instrument approaches for pilots into airports clear of obstacles such as 

radio towers, buildings, and trees. In addition, the automated tools will meet expanding air traffic control needs (e.g., the FAA receives 30,000 annual requests to erect more obstacles near airports. The automated tools help toreduce the time it takes to evaluate, revise, and update the approaches). 

• Completed programming for RNP, missed appr

precipitous terrain, and use of terrain data for all s

• Developed fly-ability tool for delivery to users. • Assessed feasibility of porting IAPA to personn

purchased prototype equipment, and began the po

• Maintained the current production system, inclu

criteria changes. 

• Configured new servers and completed delivery • Purchased replacement printers. • Purchased necessary software to provide drawi

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete porting software to a new platform. • Begin testing and certification process. • Purchase new IAPA workstations. 

• Certify and deploy new IAPA systems. • Continue to develop all approach types and 

segments. 

• Continue to develop 

the regions in support 

• Maintain established 

31
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Maintain the current production system, 

including changes to criteria. 

• Develop, certify, and deliver fly-ability tool

and other suite of tools required to support the CAST plan. 

• Purchase necessary software to provide 

drawing capabilities. 

• Design automated obstacle evaluation tool. • Purchase servers and associated hardware to 

support instrument flight procedures (IFP) database. 

• Develop interface between IFP database and 

instrument procedures automation system (IPAS). 

• Continue to develop suite of tools to deploy to

the regions in support of CAST plan. 

• Maintain established programming and keep 

pace with criteria changes. 

• Provide contractor assistance for obstacle 

evaluation services. 

• Continue design of obstacle evaluation tool. • Purchase hardware and software to support

data warehousing. 

• Develop interface between IFP database and 

IPAS. 

• Expand development of digital charts to

provide data for the automated tools. 

• Replace obsolete cartographic workstations 

and reproductions hardware. 

• Provide access interface to critical data to 

update source information. 

• Upgrade software support for obstacle 

evaluation, visual charts, and en route charts. 

pace with criteria chan

• Continue design and 

evaluation tool. 

• Complete obstac

centralization database 

• Replace end-of-l

equipment for IPAS. 

• Purchase hardwa

necessary to support IPand IFP database. 

• Continue to expa• Continue to repl

workstations and repro

• Continue to upgr

aerocharts. 

• Continue to digi

automated tools. 

Category 3: 3A01; Navigation and Landing Aids: 3A01L; Navigational and Landing Aids – Service Life Extension P

Navigation – C);  Primary Goal: 2.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Long-Range Navigation – C (LORAN-C) Monitors and Transmitter Enhancements. Support system efficiency by determining whether LORAN-Ccan provide navigation and other benefits to aviation. 

• Developed and tested all in-view digital sig

• Developed and tested magnetic (H-Field) a

precipitation static problems.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Provide technical report to the DOT regarding 

capabilities of LORAN-C to support aviation navigation and other requirements. 

• Continue enhancements and recapitalization of LORAN-C system. • n/a 

32
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Provide recommendation to DOT regarding 

whether LORAN-C services should continue. 

Category 3: 3A01; Navigation and Landing Aids: 3A01M; Navigation and Landing Aids – Service Life Extension Pro Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

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 in 

order to maintain en route, approach, and landing capabilities at various airports throughout the United States. 

• n/a 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deploy 1 ALSF-2. • Deploy 2 ALSF-2. 

• Deploy 2 MALSR.

• Continue procur

various visual navigatiground-based navigatio

Category 3: 3A02; Oceanic Automation System;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Advanced Technologies & Oceanic Procedures (ATOP). Increase systemefficiency in all oceanic ARTCCs through the modernization of the oceanic air traffic control systems. When in place, the new integrated satellite-based system combined with new air traffic control procedures will render a new concept of operations, providing significant efficiency benefits to both the FAA and its customers. The ATOP system, without reliance on paper strips, will provide a new platform for delivering customer benefits through increased air traffic control efficiencies and capacity; a fully integrated flight data processor, radar data processor, and satellite-based data link communication andsurveillance (automatic dependent surveillance-address (ADS-A)); and

• Released ATOP RFO.• Completed evaluation of vendor offers.

• Completed ATOP JRC, securing approved 

baseline.

• Awarded ATOP contract.

33
controller tools, such as conflict probe. In addition, the system will enable 

reduced separation standards – 30/30 longitudinal/latitudinal separation,resulting in the most efficient oceanic airspace in the world. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deliver “test bed” procedural system to the 

WJHTC.

• Complete procedural system FAT. 

• Complete Oakland (Key Site) ARTCC 

procedural system IOC.

• Complete New Y

system IOC. 

• Complete Ancho

radar/system IOC. 

34
Category 3: 3A03; Gulf of Mexico Offshore Program; 

 Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Goals 

Gulf of Mexico Offshore Program (GOMP). Develop an approach to improve efficiency and capacity while enhancing the currently inadequate communication coverage over the GOM. This project is comprised of two systems: the buoy communications system (BCS) and the VHF extended range network (VERN). They are directed at expanding direct controller-pilot VHF radio communications. The combination of the BCS and VERN will improveefficiency and capacity through enhanced communications in the en route portion of the GOM above 18,000 ft. These enhancements answer currentshortfalls as well as proactively address future anticipated growth and user demand for efficient use of the GOM airspace. 

• Awarded BCS production contract. • Initiated production buoy #3 refurbishmen• Continued to support VERN and satellite t

• Completed VERN operator maintenance tr• Completed VERN certification and IOC.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Transfer VERN to operational control of 

Houston ARTCC in support of NAS Handoff. 

• Complete construction/refurbishment of

production buoys #2, 3, and 4. 

• Conduct and complete the BCS Provisioning 

Conference. 

• Complete environmental test, production 

acceptance test, site acceptance test, systemintegration and multi-buoy test, and operational test for 2 out of 4 production buoys. 

• Conduct and complete FCA/PCA with National

Data Buoy Center (NDBC). 

• Conduct several 4-day BCS training course 

with airway facilities technicians. 

• Initiate multi-buoy upgrades at Houston 

ARTCC. 

• Deliver first operational buoy. • Complete IOC for 2 production buoys. 

• Commission 3 BCS production buoys into

the NAS. 

• Continue to support 4 BCS buoys.• Complete testing on last buoy.

• Maintain 3 production buoys in the GOM.

• Complete full operating capability (FOC).• Conduct IOT&E.

• Transfer BCS op

Houston ARTCC via N

• Maintain all pro

• Refurbish 2 BCS 

35
Category 3: 3A04; 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 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 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, non-supportable 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. Through the performance of these sustainment activities, the VSCS Program will provide improved air traffic control services within the en route environment.

• Delivered final F&E software baseline to 6 • Delivered VSCS hardware to 5 choke poin

expanded air traffic services in the NAS.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Procure 21 of 21 VSCS servers for the 

ARTCCs.

• Procure and deliver new cutover switch PCs 

and laser printers for the VSCS backup and training system at 21 of 21 ARTCCs.

• Deliver VSCS hardware to additional 8 choke 

point sectors, providing expanded air traffic operations in the NAS.

• Initiate procurement to replace/upgrade the 

contractor traffic simulation unit (CTSU), which is used to perform system loading requirements for all formal baseline verifications of VSCS functions.

• Initiate technology refresh activities for 

the sustainment of the VSCS. 

• Continue techno

the sustainment of VSC

36
Category 4: Improve the Reliability of the National Airspace System 

Category 4: 4A01; Guam Center Radar Approach Control – Relocate;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Relocated Guam Center Radar Approach Control (CERAP). Improve system efficiency at the Guam CERAP by relocating operations from the existing CERAP at Andersen AFB to the FAA Base Building at the Agana International Airport. The existing base building at the Agana International Airport will be renovated and expanded to accommodate CERAP operations, NAS equipment, and associated environmental support equipment.

• Funding was no

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Construct/remodel the base building at the 

Agana International Airport. 

• Begin procurement of power system. 

• Complete construction/remodeling 

activities of the base building.

• Install power system. • Begin procurement/installation of NAS 

electronics systems. 

• Procure and install the MicroEARTS 

automation system. 

• Complete install

equipment systems. 

• Commission ope

CERAP. 

• Conduct clean-u

facility. 

• Dispose equipm

Category 4: 4A02; Terminal Voice Switch Replacement/Enhancement Terminal Voice Switch;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Enhanced Terminal Voice Switch (ETVS). Improve NAS system efficiency by replacing the electromechanical and aging electronic switches at all ATCTs 

and TRACON facilities. Through the 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 57 of 

switches.

37
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Replace an 

additional 24 of 212 terminal voice switches. 

• Replace an additional 17 of 212 terminal voice 

switches. 

• Replace an additiona

switches in 2004. 

• Replace remaining 8

switches in 2005 throu

Category 4: 4A03; Airport Cable Loop Systems – Sustained Support;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Airport Cable Loop Systems Sustained Support. Support agency goals byimproving systems efficiency by enhancing communications outages and increased system performance from multiple pathways. 

• Purchased fiber optic installation equipmen• Completed fiber optic installations at 1 or 2 • Began fiber optic installations at 1 or 2 larg• Provide FAA Academy-based training.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue to replace airport system 

communication cabling system where airport construction or system installations occur. 

• Continue to replace airport system 

communication cabling system where airport construction or system installations occur.

• Continue to replace 

communication cabliairport construction ooccur.

Category 4: 4B01; En Route Automation Program; 

(A) En Route Automation Program – En Route Enhancements Program (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(F) En Route Automation Program – En Route System Modification and Voice Switching and Control S

Module/Position Electronic Module Relocation 

(A) En Route Automation Program – En Route Enhancements Program  Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/a

38
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

En Route Automation Program – En Route Enhancements Program.Support FAA system efficiency goals by maintaining and enhancing hostcomputer system (HCS) and DSR system software at the ARTCCs. 

EN ROUTE ENHANCEMENTS DEVELO2001 INCLUDE THE FOLLOWING: • Deployed safety-critical fixes to support en rou

warning (EMSAW) corrections. 

• • 

• • • • • 

• 

Changed flight plans to facilitate exchange of I

plan messages with Canada and Mexico. 

Developed multiple flight plan readout on DSR

Developed common message set (CMS) to faci

Free Flight Phase 1 Programs’ URET core capabi(CCLD) and CTAS. 

Developed host communication via CPDLC BuSourced national and local patches, as space all

maintenance burden. 

Implemented system improvements for airway 

system operations and maintenance. 

Developed multiple flight plan readout, range r

readout, and multiple dwell lock user functionalit

Developed BCC20, including important compu

(CHI) enhancements, annotation feature for air trasupport URET. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

 En route enhancements planned during FY 2002 include the following: • Complete software adaptation of up to 50,000 

fixes to support route structuring. 

• 

• 

• 

• 

• 

• 

• 

• 

Enhance safety and controller efficiency by

adding 4th line to the DSR full data block.

Provide interface for transitioning from

peripheral adapter module replacement item(PAMRI) to ECG. 

Upgrade CMS functionality for URET CCLD, 

CTAS, and ETMS enhancements. 

Facilitate display of RVSM capability for 

En route enhancements planned during FY 2003 include the following: 

• Accommodate national RVSM capability. 

Accommodate national equipment restricted 

route enhancements. 

Enhance ICAO compliant flight plan 

processing to facilitate exchange of ICAO compliant flight plan messages with Canada and Mexico. 

Source national and local patches, as space 

allows, reducing maintenance burden. 

Implement improvements to facilitate system

En route enhancements 2007 include the followi

• Continue to prov

prioritized and approveairway facilities, to proenhancements to the hoto address critical softw

• Support ERAM 

39
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

MicroEARTS. 

• 

• 

• 

• • 

• • • • • • 

Source national and local patches, as space 

allows, reducing maintenance burden. 

Implement improvements to facilitate system

operations and maintenance. 

Develop R-console display replacement 

enhancements. 

Develop BCC21 with features such as 4th line 

of the data block, interactive data block, and toolbar enhancements

Perform upgrades to support URET. 

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 R-position display replacement. 

(B) En Route Automation Program – Flight Data Input/Output Replacement  Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

En Route Automation Program – Flight Data Input/Output (FDIO) Replacement. Support the FAA system efficiency goal by maintaining and replacing obsolete FDIO equipment.

• Completed insta

terminal facilities. 

40
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete installation of FDIO at 80 terminal 

facilities. 

• Complete installation of FDIO at 80 terminal 

facilities. 

• Complete install

terminal facilities. 

(C) En Route Automation Program – Direct Access Radar Channel  Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

En Route Automation Program – Direct Access Radar Channel (DARC).Maintain an enhanced independent back-up 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. 

• Completed development of Phase I (displa• Completed airway facilities training for Ph• Achieved successful data processor replace• Completed quality processor functionality 

failures. 

• Corrected 116 problem trouble reports and 

decision. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Develop control processor prototype. • Deploy control processor replacement. 

• Add conflict alert. • Add Mode C (altitude reporting) intruder 

alert. 

• Reduce DSR to DARC system interfaces 

to improve supportability, expandability, and system response time. 

• Continue functio

on air traffic and airwarequirements and prior

(D) En Route Automation Program – Host/Oceanic Computer System Replacement  Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

En Route Automation Program – Host/Oceanic Computer System Replacement (HOCSR). Maintain the reliability and performance of the host 

• Delivered Phase 2 to Honolulu, HI, contro• Achieved government acceptance of Phase 

41
and oceanic computer systems within the NAS so that future major outages of 

air traffic control services do not occur. HOCSR provides operation air traffic control capabilities in the mission areas of safety and capacity, and provides secondary benefits in the mission area of productivity/business practices. 

20, 2001. 

• Achieved government acceptance of Phase 

Aeronautical Center (FAAAC) August 23, 2001. 

• Completed installation of Phase 3 equipme

42
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete government acceptance of Phase 3 at 

13 en route operational sites (13 sites) 13/23. 

• Complete Phase 4 keyboard video display

terminal printer replacement procurement and GA for all 23 sites. 

• Complete Phase 4 high-speed printer 

procurement for all 23 sites. 

• Complete government acceptance of 

Phase 3 at all oceanic operational sites (3 sites) and the remaining 7 en route sites 10/23. 

• Complete government acceptance of 

Phase 4 high-speed printer replacements at all 23 operational sites. 

• Plan/deploy tape 

keyboard video display 

• Sustain terminal 

(TCU) switches thru 2

(E) En Route Automation Program – En Route Communications Gateway Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

En Route Automation Program – En Route Communications Gateway (ECG). Increase system capacity and expandability by minimizing the time that full operational services are not available, and by enabling the integration of new surveillance technology, the introduction of new interface standards and formats, and connection to additional remote equipment (e.g., radar). The ECG infrastructure will provide the automation system capacity and expandability required to support anticipated increases in air traffic and changes in the operational environment. By providing a flexible and expandable architecture, ECG must be deployed prior to the introduction of new services, systems, and capabilities. 

• Completed SRR. • Completed software development technica• Completed hardware design technical inter

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deliver equipment to WJHTC labs (PAMRI 

Support Facility (PSF), ECG maintenance support system (EMSS), standalone simulator (SAS), System Support Facility (SSF), and Instruction and Interoperability Facility (I2F)). 

• Achieve WJHTC government acceptance. • Deliver FAAAC equipment. • Achieve FAAAC government acceptance. • Deliver equipment to Key Site (Seattle 

ARTCC). 

• Achieve Key Sit• Achieve ORD at 

(F) En Route Automation Program – En Route System Modification and Voice Switching and Control System Elect/Position Electronic Module Relocation 

43
 Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

En Route Automation Program – En Route System Modifications (ERSM) and Voice Switching and Control System (VSCS) Electronic Module (VEM)/Position Electronic Module (PEM) Relocation. Provide productmodifications and upgrades to replace aging or obsolete components while ensuring that national, agency, and customer requirements are met through costeffective methods capitalizing on technology evolution, supporting growth inNAS functionality and providing system flexibility. 

• Produced DSR display processing upgrade • Completed developmental engineering effo

monitor (MDM) upgrade.

• Conducted prototype demonstrations of dis

MDM display replacement for air traffic and airw

• Developed and demonstrated an engineerin

and less costly solution for VEM/PEM relocation relocation with MDM replacement. Demonstratioapproach to air traffic and airway facilities users ragreement of both user groups.

• Provided additional tape drive capabilities 

system availability requirements are met and that can be achieved.

• Provided test and training ring modificatio

isolation, or detachment, of support and operationmodification reduces risks associated with the phynetworks used for simulation/training and air traff

• Provided enhanced direct access radar chan

EDARC system interface (ESI) maintainability anproved that system availability and maintainabilitmodification; sustainment and purchase of a limitcomponents was the most cost-effective approach system life. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue to develop DSR radar-console display

processing technical upgrade. 

• Develop and begin deployment activities for 

MDM replacement, accompanied by relocation of VEM/PEM hardware. 

• Coordinate and demonstrate display and 

display thread CHI development and functionalupgrade requirements definitions with Air Traffic 

• Complete development of display processing 

technical upgrade. 

• Continue development and deployment of 

storage and support devices. 

• Deploy MDM replacement. 

• Complete MDM repl• Deploy DSR radar-c

upgrade. 

• Provide storage and 

refresh/upgrades of harsupport sites. 

• Develop a refresh pa

data-console processor 

44
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

Display System Replacement Evolution Team(ATDET), Professional Airways SystemSpecialists (PASS), and National Air Traffic Controllers Association (NATCA). 

• Develop design specifications and change 

packages for technology refresh of DSR storage and support devices. 

• Develop design spec

packages for refresh of 

45
Category 4: 4B02; Air Route Traffic Control Center Building Improvements/Plant Improvements; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Route Traffic Control Center (ARTCC) Modernization/Expansion – ARTCC Modernization. Support operational efficiency and effectiveness inmaintaining the integrity of 21 ARTCCs, 3 CERAP facilities, and the ATCSCC, and ensure facility sustainment, modernization, and expansion to support air traffic control operations. This will aid in the integration and transition of new NAS systems within ARTCCs, CERAPs, and the ATCSCC, and management of the life cycle of these facilities. 

• Funded Control Systems International-TAC 

installation, and implementation of fire alarm anncenters.

• Funded chiller replacements at 4 sites.

• Funded administration wing rehabilitation/

• Funded sustainment projects at all 21 cente• Funded various headquarter contracts for t

programmatic support.

• Provided funding to support FAA Telecom

Infrastructure (FTI) equipment area modernizatio

• Established en route facilities and building 

product team; formalized lines of communication Reprioritized remaining ARTCC modernization p

Note: These funded accomplishments are activities by ATS. Agreement could not be reached to move titems to FY 2002. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Modernization/Sustainment:

o Modernize air traffic control automation wing 

2nd floor and M-1 control room at 2 sites 

o Modernize/renovate M-1 control room at 2 

sites 

o Identify and fund mini-modification facility 

sustainment projects at 21 sites 

o Manage the implementation of 12 ARTCC fire 

alarm projects 

• Transition/Integration Management:

o Develop standard ARTCC layout drawings and 

standard transition plan and initiate site-specific end-state drawings 

• Modernization/Sustainment:

o Modernize air traffic control automation wing 

2nd floor and M-1 control room at 2 sites 

o Modernize/renovate M-1 control room at 1 siteo Identify and fund mini- modification facility 

sustainment projects at 21 sites 

o Manage the implementation of 9 ARTCC fire 

alarm projects 

• Transition/Integration Management:

o Complete remaining end-state site-specific 

drawing revisions 

o Conduct facility administrative space 

requirements analysis

• Modernization/Susta

o Modernize air traffic 

2nd floor and M-1 co

o Modernize/renovate 

6 sites 

o Modernize administr

rehabilitation/expans

o Identify and fund min

sustainment projects 

o Manage the impleme

alarm projects 

• Transition/Integratio

o Manage the smooth t

46
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

o Initiate an integrated resource requirement

document for en route facilities NAS systemdeployment and facility modernization.

o Manage the smooth transition and integration 

of the NAS system and the en route facility 

of the NAS system a

47
Category 4: 4B03; Air Traffic Management; 

(A) Air Traffic Management – Air Traffic Management Functionality Development/Deployment – Departure S(B) Air Traffic Management – Traffic Flow Management Infrastructure – Infrastructure Modernization 

(A) Air Traffic Management – Air Traffic Management Functionality Development/Deployment – Departure Spacing  Primary Goal: 2.1/2.1.2 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Traffic Management – Air Traffic Management (ATM) Functionality Development/Deployment – Departure Spacing Program (DSP). Continue 

development of the DSP prototype and eventual integration of DSP functionality into a modernized TFM infrastructure, which will result in a reduction of system-wide delays while facilitating achievement of CDM andfree flight operating concepts. 

• Achieved operational DSP at David J. Hur• Deployed DSP at 3 additional New York f• Deployed Phase I at Boston ARTCC. • Achieved operational barcode processing c

at 7 New York area ATCTs, significantly reducinperiods of heavy departure activity. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue operation and mandated 

expansions of DSP prototypes at the Boston ARTCC and Washington ARTCC.

• Continue enhancements and software upgrades 

to DSP at existing facilities. 

• Develop and utilize DSP integrations and

Operations Lab in northeast corridor operations concept refinement. 

• Sustain DSP basic capability at existing

facilities. 

• Integrate DSP operations with

Washington ARTCC—inclusive of departure positions in associated facilities. 

• Integrate departure positions in associated 

facilities. 

• Upgrade lab facility development to

evaluate NAS expansion. 

• Improve entire existing DSP system

operations. 

• Begin analysis of COTS/NDI hardware 

and software and systems necessary to work in conjunction with TFM infrastructure and NAS infrastructure to support DSP operations. 

• Conduct testing 

sustainment of northea

• Research and ev

DSP.

(B) Air Traffic Management – Traffic Flow Management Infrastructure – Infrastructure Modernization Primary Goal: 2.1/2.1.2, 2.1.5 Secondary Goal(s): n/a

48
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Air Traffic Management – Traffic Flow Management (TFM) Infrastructure – Infrastructure Modernization. Implement the required TFM infrastructure modifications and enhancements to support increased demand for flight planning data exchange services. 

• No current FY 2001 funding to accomplish • Planned future development and initiated s

for TFM modernization/technology refresh. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Provide 

planning, requirements definition for platformdevelopment, communications efficiency studies, and development of software architecture requirements (current goals funded). 

• Continue hardware refresh, software redesign 

and development, and integration of standalone prototype capability.

• 

• 

Refresh current field 

site planning, analysis, implementation. Databdevelopment consistencapabilities, planned hcommunications requir

Re-engineer TFM arc

supports improved accand integration of stan

Category 4: 4C01; Critical Telecommunications Support;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Critical Telecommunications Support (CTS). Improve system efficiency and effectiveness by providing changes to existing telecommunications systems atover 5,000 facilities within the NAS. CTS provides funds for air traffic communications diversity, non-programmed telecommunications additions, moves, modifications, and emergency requirements. 

• Installed emergency circuits for operations 

Region after 2001 earthquake. 

• Replaced wind damaged Alaska Region ra• Funded emergency and unplanned telecom

requirements. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Install 20 new operational circuits for ATS 

mission support.

• Upgrade telecommunications interfaces in 

ARTCCs. 

• Relocate and add operational

• Install 15 new operational circuits for 

ATS mission support.

• Provide telecommunications diversity at

10 remote sites. 

• Relocate and add operational

• Provide new ope

required for ATS miss

• Relocate and add 

telecommunications seairspace reconfiguratio

49
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

telecommunications services required by airspace reconfigurations. 

• Provide emergency telecommunications 

restoration activities. 

telecommunications services required byairspace reconfigurations. 

• Provide emergency telecommunications 

restoration activities. 

• Provide telecom

required. 

• Continue to prov

telecommunications re“pop-up” requirements 

Category 4: 4C02; Federal Aviation Administration Telecommunications Infrastructure;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 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. 

• FTI in program 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Award FTI contract. • Achieve in-service decision for FTI. • Initiate transition to FT

Telecommunication Sa2004. 

• Complete development of 

telecommunications information managementsystem (TIMS) ordering capability for FTI. 

• Achieve security certification and 

authorization (SCAP). 

• Initiate transition to FT

2005. 

• Complete development of integrated

business system and network manager user interface. 

• Complete ARTCC telecommunications

modernization for FTI at New York Center. • Complete transition fo

• Establish FTI telecommunications

infrastructure for inter air traffic control center backbone at 22 en route facilities. 

• Initiate transition to FT• Complete transition fo

Hawaiian LINCS in 20

• Initiate transition for leased interfacility 

NAS communications system (LINCS), datamultiplexing network (DMN), and national airspace data interchange network (NADIN). 

• Complete transition fo

2007.

Category 4: 4C03; Air-to-Ground Communications Infrastructure; 

50
• Communications Facilities Enhancement – Expansion 

• 

• 

Communications Facilities Enhancement – Limited Radio Replacement Program

Communications Facilities Enhancement – Air-to-Ground Communications Radio Frequency Interfe

• Backup Emergency Communications – Replacement 

• Radio Control Equipment 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal Performance Output GoAir-to-Ground (A/G) Communications Infrastructure Programs. Enhance 

operational efficiency and effectiveness through planned improvements to the A/G communications infrastructure that include replacement of aging and increasingly unreliable equipment, associate sites, and facility improvements, including the establishment of new facilities intended to broadencommunications coverage. 

FY2001 Program Accomplishme

• Communications facilities enhan

484 replacement radios, equipment racks, antenna

• Conducted CFE site preparation • Procured and installed RFI equi

existing communications infrastructure. 

• Continued backup emergency c

systems integration, site preparation, and installatARTCCs (completing 2 of the 3). 

• Procured radio control equipme

requirements, continued software upgrades, and in

Program Plan FY2002 

Performance Output Goals Performance Output Goals 

Key Events 

Performance 

Program Plan FY2003 

• Procure CFE 375 replacement 

radios, equipment racks, antennas, and towers. 

• Procu

radios, equipment racks

• Procure CFE 375 replacement radios, 

equipment racks, antennas, and towers. 

• Deliver CFE equipment for the 

next 8 choke point sectors. 

• Cond

at 82 sites. 

• Conduct CFE site preparation at 12 sites. • Procure and install RFI equipment to maintain

• Procure and install RFI existing communications infrastructure. 

equipment to maintain existing communicationsinfrastructure. 

• Procu

equipment to maintain einfrastructure 

• Continue BUEC systems integration, site 

preparation, and installation. Complete 3

• Continue BUEC systems ARTCCs. 

integration, site preparation, and installation.Complete 1 ARTCC. 

• Conti

integration, site preparaComplete 10 ARTCCs. 

• Install 150 RCE channels. 

• Procure RCE for new 

requirements, continue software upgrades, and install 200 channels. 

51
Category 4: 4C04; Voice Recorder Replacement Program; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Voice Recording Replacement Program (VRRP). Improve NAS systemefficiency by replacing aging analog voice recording systems with modern digital voice recording systems (DVRS). DVRSs enable air traffic controllers to effectively record all voice communications between the controllers, pilots, and other ground-based air traffic control facilities, meeting the statutory requirement. 

• Replaced an add

recording systems.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Replace an additional 68 of 530 voice 

recording systems. 

• Replace an additional 62 of 530 voice 

recording systems. 

• Replace remaini

recording systems in 2

• Perform 36 of 34

delivered systems to brhardware and software 

• Award follow-on 

remaining 309 of 345 rprocured systems to brhardware and software 2005–2007, which wilreplacements planned 

52
Category 4: 4C05; National Airspace System Infrastructure Management System; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): 5.1

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Infrastructure Management System (NIMS) – Phase 2. Establish a National Operational Control Center (NOCC) and 3 strategically located operations control centers (OCC) to centralize information and technical expertise. Field a COTS-based information systemthat consists of distributed computers, integrated software and database applications, remote monitoring, and control capabilities. NIMS will provide the necessary tools to FAA maintenance personnel to support ATS in meeting demand for increasing services with diminished resources while maintaining safety. 

• Achieved IOC for 3 OCCs. • Consolidated 7 general NAS maintenance 

into OCCs.

• Completed 7% of the system.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Achieve IOC for enterprise manager at NOCC 

and 3 OCCs. 

• Complete 1 GMCC consolidation. • Complete deploy

functionality to 33 serv(SOC) and over 300 w

• Deploy facility maintenance logging tools 

to eliminate duplicate data entries. Overall cost and performance metrics utility and accuracy will be increased, enabling more objective capital investment decisions and maximizing the return on the investment. 

• Consolidate 12 GMCCs into OCCs. 

• Retire legacy ma

subsystem (MPS) hard

• Initiate technology refresh of Maintenance Data 

Terminals. 

• Continue techno

Maintenance Data Term

• Begin transition of fielded remote maintenance 

monitoring systems (RMMS) to NIMS. 

• Continue technology refresh of 

Maintenance Data Terminals. 

• Initiate NIMS te

Phase 2 components.

• Completed 8% of the system; total completed:

15%. 

• Continue transition of fielded RMMS to

NIMS.

• Completed 74% 

completed: 100%. 

• Completed 11% of the system; total 

completed: 26%. 

Category 4: 4C06; Flight Service Station Modernization;  Primary Goal: 6.1 Secondary Goal(s): 2.1 Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Flight Services Facilities (FSS) – Automated Flight Service Stations (AFSS) • Completed UPS installations at 6 sites. 

53
Facilities Sustainment. Optimize customer satisfaction with the safety, 

security, and efficiency of the air transportation system in the United States. This objective requires planning, evaluating, and controlling the system in such a manner as to enable optimizing customer satisfaction, providing funding options together with advantages and disadvantages, and then accomplishing 

modifications, sustainment actions, and expansions that address customer satisfaction.

• Completed HVAC upgrades at 3 sites. • Completed infrastructure improvements at 

accessibility improvements, carpet replacement, flightning protection.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Identify new systems to acquire in order to

result in optimum customer satisfaction.

• Accomplish acquisitions that are most 

effective in terms of results. 

• Accomplish proc

effective in terms of re

• Complete UPS installations at 9 sites. • Complete UPS installations at 9 sites. • Complete UPS i• Complete HVAC upgrades at 3 sites. • Complete HVAC upgrades at 3 sites. • Complete HVAC • Perform minor infrastructure improvements at

10 sites, including roof and fire light safety, toOSHA standards. 

• Perform minor improvements at 10 sites, 

including roof and fire light safety, to meetOSHA standards. 

• Perform major r

including roof and fire 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. 

• 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. 

• Improve NAS system 

power conditioning syalleviate power problemnew load requirement 

• Upgrade and sustain leased and owned flight

service stations (FSS) on a priority basis. 

• Upgrade and sustain leased and owned FSSs 

on a priority basis. 

• Upgrade and sustain 

on a priority basis. 

Category 4: 4C07; Flight Services Automation System Operational and Supportability Implementation System;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Flight Service Automation System (FSAS) Operational and Supportability Implementation System (OASIS). Provide on-going operational support,enabling flight service specialists to more efficiently provide weather and flightinformation to GA pilots. The existing FSAS equipment is 1980s technologyand is difficult to maintain and support. OASIS will provide significant improvement in the CHI by replacing the existing FSAS display with a graphical user interface. Additionally, new ergonomic equipment consoles will be installed.

• Continued softw

testing.

54
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Procure 15 systems and install 1 system. • Continue to procure and install OASISs. • Procure and inst• Complete IOT&E. • Install OASIS le

operational use (2005)

55
Category 4: 4C09; Flight Service Station Switch Modernization; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Automated Flight Service Station Voice Switches. Provide pilots withsignificantly improved access to flight planning, weather, communications, and emergency services deemed essential to the conduct of safe and efficient flight. This modernization program will replace the aging, non-supportable voice switches at 61 AFSSs throughout the NAS and at 14 non-AFSSs located in Alaska. The principle enhancement of this program is a call transfer capability, enabling AFSSs 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 the deployment of modern digital voice switches, the Automated FSS Voice Switches Program will significantly improve the operational and maintenance aspects of flight service operations. 

• Delivered 4 of 8 

(STVS) systems to FSSs in Alaska. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Deliver 4 of 8 STVS systems to FSSs in 

Alaska, which completes all FSS voice switch replacements in Alaska. 

• Deliver 3 of 3 automated FSS voice switches

testing systems and accept system into the NAS.

• Conduct OT&E • Install 7 of 61 vo

throughout the NAS in 

• Award automated FSS voice switches contract. • Install an additio

switches to AFSSs thro

• Install an additio

switches to AFSSs thro

Category 4: 4C10; Alaskan National Airspace System Interfacility Communications System Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Alaskan National Airspace System (NAS) Interfacility Communications System (ANICS) Satellite Network – Phase II. Improve system efficiency of the NAS 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 

• Purchased and engineered 3 Phase II ANIC• Installed 1 new Phase II ANICS site.

• Completed Phase II design to include all O

• Completed standardized drawing package. 

56
sites corresponds to a direct increase in the availability of the NAS and 

improves air safety in Alaska. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Purchase and engineer 2 Phase II ANICS • Install 1 new Ph

sites. 

• Purchase and engineer 8 Phase II ANICS sites. • Install 8 new Phase II ANICS sites. • Bring online 1 P• Bring online 9 Phase II ANICS sites. • Install 8 new Phase II ANICS sites. • Improve commu• Improve communications at 9 sites. • Bring online 8 Phase II ANICS sites. • Reduce outages 

• Reduce outages from almost 15 hours per • Improve communications at 8 sites. month to 3⁄4 of an hour

month to 3⁄4 of an hour. • Increase telecom

from 98% to 99.9% fo

• Reduce outages from almost 15 hours per 

• Increase telecommunications availability month to 3⁄4 of an hour.

from 98% to 99.9% for each new site. • Save approxima

each site brought on lin

• Increase telecommunications availability 

• Save approximately $17,000 per year for from 98% to 99.9% for each new site.

each site brought on line. • Save approximately $17,000 per year for • Correct any insta

each site brought on line. • Correct Joint Ac

discrepancies. 

• Cutover of circu

Category 4: 4C11; Electrical Power Systems – Sustain/Support; Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Power Systems Sustained Support. Improve system efficiency by providing reliable quality power for the NAS. These power system sustainment activities will provide a more reliable standby source of quality power to support the continuous delivery of critical and essential air traffic control services within the NAS. 

• Improved power in 5 ATCTs and TRACO

STARS. 

• Improved power in 5 ARTCCs. • Improved power in 7 other facilities. 

Program Plan FY2002 

Performance Output Goals Performance Output Goals 

Key Events 

Performance 

Program Plan FY2003 

• Complete trainin

City, OK (FY 2004 or 

• Install UPS at 13 of the 176 TRACONS. • Install UPS at 12 of the 176 TRACONS. 

• Replace ARTCC critical essential power 

system batteries at 9 of the 21 ARTCCs. 

• Replace ARTCC critical essential power 

system batteries at 12 of the 21 ARTCCs. 

• Improve ARTCC critical essential power • Improve ARTCC critical essential power 

• Improve power a

57
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

system at 5 of the 21 ARTCCs. system at 5 of the 21 ARTCCs. 

• Improve FAA power cable at 30 of the 77 

high activity airports. 

• Improve FAA power cable at 30 of the 77 

high activity airports. 

• Replace 60 engine generators out of the 

2,250 engine generator inventory. 

• Replace 66 engine generators out of the 

2,250 engine generator inventory. 

58
Category 4: 4C12; National Airspace System Recovery Communications; 

 Primary Goal: 2.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Recovery Communications (RCOM) Program. Provide system efficiency to the NAS by ensuring that during emergencies, the command and control communications (C3) will be able toprovide time critical public safety and NAS information between the Administrator, the Administrator’s staff, key regional managers, the DOT, and other national level executive personnel.

• Completed 39 of 39 RCOM high frequency 

(HFSSB) upgrades. 

• Procured 154 of 408 secure telephone equi• Initiated RFI for the VHF/frequency modu• Completed C3 HF Radio Sole Source Proo• Established Defense Messaging System (D

Architecture. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Complete the de

network. 

• Deliver 66 out of the remaining 112 

STEs. 

• Deliver DMS equipment to 39 out of 39 sites. • Deliver 154 of 264 STEs. 

• Complete the pr

frequency systems. 

• Deliver 39 VHF/FM handhelds out of 

3036. 

• Establish VHF operational test network. • Award VHF/FM contract. 

• Deliver 109 VHF/FM repeaters out of • Implement P3I. 

600. 

• Upgrade and enhance Satellite Telephone 

Network phones at 39 of 39 sites. 

• Deliver 109 VHF/FM telephone 

interconnect units out of 600. 

• Upgrade and enhance automated notification 

system (ANS) equipment at 15 of 15 sites. 

• Deliver 84 out of 200 VHF/FM base 

stations. 

• Deliver 2 out of 2 secure conferencing systems. • Install C3 high frequency operational test

networks in 4 out of 4 networks. • Deploy 1 out of 22 ARTCC C3 high 

frequency systems. 

• Enhance and upgrade Communications 

Support Team (CST) equipment.

Category 4: 4C13; Aeronautical Center Infrastructure Modernization;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): 6.1/6.1.2Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aeronautical Center Infrastructure Modernization. Improve operationalefficiency and effectiveness by providing up-to-date facilities and supporting 

• Awarded contract for the 1st phase of the s

Logistics Support Facility (LSF).

59
infrastructure that meet the needs of FAA mission support organizations located 

at the Aeronautical Center.

• Began construction of the 1st phase. 

• Completed design work for the next constr• Purchased and installed network equipmen

telecommunications system bandwidth capability

• Upgraded the FAAAC’s telephone switchi

NORTEL switch software upgrade.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

omplete construction of the 1st

nd

• Award contract for the 2nd phase of the 

LSF structural upgrade. 

Install telecommDesign and award 1st phase of Civil

Aeromedical Institute (CAMI) Buildingrenovation.

• Complete 2nd phase of the LSF structural

upgrade, complete design for 3rd phase, and 

begin 3rd phase construction. 

• Design and award 2nd construction phase 

of CAMI renovation. 

• Design and construct 

Multi-Purpose Buildin

• C

construction phase of the LSF structural upgrade and begin 2 phase. 

• unications equipment,

including telephone system cabling, network equipment, and NOTEL telephone switch upgrade. 

• 

• 

• Complete design and 

remaining phases of th

• • Complete installation 

systems expansion and NORTEL switch. 

Install telecommunications equipment,

including telephone system cabling, network equipment, and NOTEL telephone switch upgrade.

• Begin next generatio

system modernization. 

• Complete design and 

remaining phases of threnovation. 

• Design and construct 

Building renovation. 

Construct storm sewe

Category 4: 4C14; Frequency and Spectrum Engineering; 

• National Airspace System Spectrum Engineering Management – National Airspace System Spectrum Engi

Support 

• National Airspace System Spectrum Engineering Management – Frequency Interference Support/Resolutio

 Primary Goal: 2.1/2.1.1, 2.1.2, 2.1.4 Secondary Goal(s): 1.1/1.1.1, 1.1.2, 1.1.3, 1.1.4

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Frequency and Spectrum Engineering Programs. Improve system efficiency in the NAS with careful and detailed frequency planning necessary to ensure that current and future aeronautical safety systems are provided adequate radio spectrum in which to operate. In addition, spectrum management support must

• Installed GPS R

inspection aircraft. 

• Supported FAA 

60
be provided to both government and non-government offices involved in

operation of current systems and to organizations planning new aeronauticalsystems.

requirements. 

• Supported FAA 

requirements. 

• Increased availa

communication channels for air traffic control to congestion. 

• Provided engine

international standards for NEXCOM VHF digitafrequency engineering criteria. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Provide Support preparations for the WR

frequency engineering for ASDE-x. 

• Modernize and d

more efficient radio fre

• Achieve 

consensus for a worldwide frequency allocation for LAAS. 

• C 2003. • Complete frequency and spectrum studies 

for ICAO to protect GNSS frequency bands. • Improve RFI cap

• Develop frequency assignment and NAS. 

airspace evaluation criteria for the ICAO approved ground-based augmentation system(GBAS). 

• Develop the nex

• Replace analog design. 

radios with next generation digitalcommunication radios. 

• Develop the nex

• Finalize NEXCOM transition plan. frequency managemen

• Complete 

studies and tests on the effects of ultra-wideband (UWB) devices on GPS*. 

• Analyze radio spectrum technical and • Support preparat

capacity issues associated with ADS-B. 

• Support ADS-B

spectrum requirements. 

• Support

required spectrum studies for the 2003 World Radio communication Conference (WRC). 

* In FY2001, Congress mandated $2.6 million to study the effects of UWB devices on aeronautical systems (including GPS). Funds wunder project code11270104, CIP # N120103.” Tests may include bench tests and flight tests, expanding on previous tests of aeronauti

that have not been tested to date. The tests may also include UWB signals that have not been previously used, and should provide addiaggregate effects of UWB devices. The results obtained will be used to provide the basis for rules for UWB devices. 

61
Category 5: Improve the Efficiency of Mission Support 

Category 5: 5A01/5A02; National Airspace System Improvement of System Support Laboratory /Technical Center F

• National Airspace System Improvement of System Support Laboratory• Technical Center Facilities 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

William J. Hughes Technical Center (WJHTC) System Support Laboratory. Improve system efficiency in the NAS by providing the agency’s laboratory infrastructure at the WJHTC for the development, testing, upgrades, and 2nd level field support of CIP programs. Each CIP program supported bythese laboratories contributes to one or more of the FAA and DOT Goals.

• Sustained and su

Laboratories and Test Facilities.

Program Plan FY2002 

Performance Output Goals Performance Output Goals Performance 

Program Plan FY2003 Key Events 

• Sustain and 

support FAA WJHTC Laboratories and TestFacilities. 

• Sustain and support FAA WJHTC

Laboratories and Test Facilities. 

• 

support FAA WJHTC LFacilities. 

Category 5: 5A03; Technical Center Building and Plant Support;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal Performance Output GoWilliam J. Hughes Technical Center (WJHTC) Infrastructure Sustainment. Improve system efficiency of the NAS 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 todevelop and support a safe, secure, and efficient global aviation system. 

FY2001 Program Accomplishme

• Expanded the WJHTC’s energy manageme• Completed the Building 301 interior renov• Completed Phase 1 of a base-wide central 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Perform infrastructure upgrades at 5 R&D Replace the exterior glazing in Building omplete Phase 

facilities at the WJHTC. Upgrades include the 

• 

301. 

• C 

mechanical equipment 

62
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

refurbishment or replacement of HVAC systems, electrical power panels, lighting systems, and exterior glazing, where necessary. 

• Replace the Building 303 boiler stack. • Complete the Building 300 interior 

• Renovate Buildi• Replace electrica

upgrade design. WJHTC facilities. 

• Complete the Building 301 interior renovation. • Complete roadw• Complete the Building 303 emergency WJHTC.

generator synchronization. • Expand Building 

• Replace 1 refrig

Building 303. 

Category 5: 5A05; Department of Defense/Federal Aviation Administration Facilities Transfer;  Primary Goal: 6.1 Secondary Goal(s): n/a Program Name and Outcome Goal Performance Output Go

FY2001 Program Accomplishme

Department of Defense (DoD)/Federal Aviation Administration (FAA) Air Traffic Control Facility Transfer/Modernization – Original Program.Achieve the optimum level of customer satisfaction that should result from acquiring new systems (telecommunications, microwave, power supply, shortterm emergency power, security, etc.) needed for providing essential air traffic data to FAA air traffic controllers covering transferred DoD airspace now controlled by the FAA.

• Modernized facilities at DoD t

locations: McClellan/Camp Kohler/TRACON; El Toro; Castle; Skaggs Point, HI; Kalaeloa Airport, HI; K.IVandenburg/Pt Mugu/Edwards, CA

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals Performance 

Key Events 

• Identify new acquisitions that should result

in optimum customer satisfaction.

• Acquire new systems that are the most 

effective in terms of results. 

• Acquire new sys

effective in optimizing 

• Complete Vandenburg/Pt Mugu/Edwards, satisfaction.

CA (telecommunications, microwave, power 

• Accomplish projects identified by the 

DoD and approved by Congress for FY 2003. • Accomplish proj

63
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

supply, short-term emergency power, security, etc.). 

DoD and approved by through 

• Complete the communications project at FY 2007. 

Pt. Lay, AK. 

• Remote air traffic data from Point Mugu, 

CA, to either the Santa Barbara TRACON/Southern California TRACON/Los Angeles Center. 

• Install radar equipment at 29 Palms and El

Centro. 

• Support the air traffic operations of Ft. Sill, 

OK, Army Radar Approach Control (ARAC), pending Congressional approval.

 Primary Goal: 6.1/.6.1.1 Secondary Goal(s): n/aCategory 5: 5A09; Federal Aviation Administration Buildings and Equipment; Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Federal Aviation Administration (FAA) Buildings and Equipment Sustain Support – Modernize/Improve. Achieve the optimum level of customer satisfaction that should result from sustainment actions, expansions, and modifications, which also includes improving NAS efficiency by providing facility replacements and upgrades to reduce maintenance requirements associated with an aging infrastructure. 

• Repaired/replaced cable, access roads, grou

most critical VORs. 

• Repaired/replaced electrical systems, floor

at the most critical ASRs. 

• Established/improved lightning, grounding

at limited remote transmitter/receiver locations. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Identify the future year sustainment actions, 

expansions, and modifications that should resultin optimum customer satisfaction.

• Accomplish the modifications, sustainment 

actions, and expansions that are most effective in terms of results. 

• Accomplish the 

sustainment actions, anmost effective in terms 

• Replace/upgrade outdated radio communication 

link equipment HVAC systems for ARSRs and ASRs. 

• Replace/upgrade outdated radio 

communication link equipment and HVAC systems for ARSRs and ASRs. 

• Continue repair 

in-need/critical facilitie

• Replace/relocate power and control cabling at • Replace/relocate power and control cabling at 

• Continue repair 

for compliance with la

64
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

various navigation and landing system locations. 

Repair/replace the most dilapidated shelters for 

various navigation and landing system locations. objective to reduce the 

• Repair/replace the most dilapidated shelters infrastructure condition

for VOR equipment, radar, radar microwave links, ILS, engine generators, and communications outlets. 

• 

VOR equipment, radar, radar microwave links, ILS, engine generators, and communications outlets. 

• Continue power 

repairs/replacements to of new equipment, as a

• Repair/improve facility access roads. • Repair/improve facility access roads. • Make facility modifications to improve

building accessibility and provide safety upgrades. 

• Make facility modifications to improve

building accessibility and provide safety upgrades for unstaffed facilities. 

Category 5: 5A10; Air Navigational Aids and Air Traffic Control Facilities (Local Projects);  Primary Goal: 1.1/1.1.3 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Continued General Support – Air Navigation Aids Facilities – Local Projects. Address F&E emergencies that arise during the course of daily operations and that require immediate attention to ensure the continued safe operation of air navigation facilities and air traffic control equipment. Capabilities include communications, surveillance, weather information, and air traffic control facilities. 

• Performed recurring emergency installatio

air traffic control equipment. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Perform recurring emergency installations 

of navigational aid and air traffic controlequipment.

• Perform recurring emergency installations 

of navigational aid and air traffic controlequipment.

• Perform recurrin

of navigational aid and equipment.

65
Category 5: 5A11; Computer-Aided Engineering Graphics Modernization; 

 Primary Goal: 2.1 Secondary Goal(s): n/a 

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Computer-Aided Engineering Graphics (CAEG) Replacement. Improve system efficiency at all regions and centers through the use of enhanced computer-aided design and drafting (CADD) systems coupled with a web-based document management system to improve the FAA’s ability to implement capital improvements. The enhanced system will meet increasing user access needs by expanding the system and by providing a flexible system interface to a suite of state-of-the-art graphical modeling and analysis tools and to an underlying secure and reliable engineering library to augment the decision making process.

Increased CAEG system access by deliveri

specialized CADD software based on the Window

• 

• 

• 

• • 

• • • • 

• 

Delivered 6 modern high-performance CA

slow and inefficient servers. 

Completed the electronic document manag

effort at 4 sites. 

Delivered 17 plotters to replace high maint

plotters. 

Delivered 3 modern scanners for imaging a

Completed eDMS drawing database and se

application for National Standard Drawings and p

drawing file images and intelligence out of 17,000 

Deployed radio coverage analysis system (Completed development of training materi

v1.0 (Part 77 Analysis tool).

Completed customization of MicroStation 

FAA-Standard-002e (the FAA’s drawing standardtesting.

Instituted a web-base problem reporting sy

desk for specialized applications. 

• Provided timely application of all Window

virus protections, preventing unauthorized system preventing system infestation of Code Red virus. patches and 20 Internet server patches to each CA

• Achieved Bargaining Unit Acceptance of F

66
67

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Field the airport 

system v1.0 with requisite training material and curriculum.

• Upgrade airport 

system v1.0 to v2.0 to include connectivity to 7460-1 Aeronautical Case Studies; upgrade to Threshold Siting Analysis. 

• Migrate RCAS 

v10.2.1 to the Windows NT Platform and serve via CITRIX solution, increasing product availability. 

• Upgrade and 

increase CITRIX server licenses by 30% for additional access points to the RCAS and airport system applications. 

• • • • • • 

• Test new CADD licensing concept (Bentley 

Portfolio), offering enhanced management and flexibility in terms of breadth of application. 

• ware upgrade to

capture the standard drawing management business process quality control revisions and document management improvements.

• ication of all Windows 

security patches to prevent breach of CAEG system.

Upgrade CAEG database engine to v Oracle9i 

to increase system access time, reliability, and maintainability. 

Complete the AutoCAD CADD engine FAAStandard-002e customization and begin beta 

testing. 

Provide rapid application of all Windows 

security patches to prevent breach of CAEG system. 

Sustain national CAEG system maintenance 

vehicle to ensure optimum system availability. 

Install eDMS and make fully operational at 5 

implementation centers. 

Replace 3 CAEG outdated (WorkStation 

Solution) backup systems. 

• Populate the eDMS with 3000 engineering

drawing file images and intelligence of remaining 16,650 drawings. 

• Install and fully implement the eDMS at the 

remaining 4 implementation centers.

Develop an eDMS (rev2) soft

• Implement next generation of Microsoft 

operating system and CAEG servers.

• Finish implementation of the CAEG backup 

and recovery plan.

Provide rapid appl

• Sustain national CAEG system maintenance 

vehicle to ensure optimum system availability.

• Populate the eDMS with 3000 engineering

drawing file images and intelligence of remaining 13,650 drawings.

• 

software upgrades to caof the MicroStation WiOffice Suite and the MiCADD software as nee

• 

next generation of CAEsystems.

• 

application of all Windprevent breach of CAE

• 

CAEG system maintenaoptimum system availab

• 

Virtual Public Network system and develop stu

• 

eDMS with remaining drawing file images and 
68
Category 5: 5A12; Information Technology Integration; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Federal Aviation Administration (FAA) Corporate System Architecture – Information Technology (IT) Integration. Improve operational efficiencyand effectiveness by reducing the cost of delivering IT services withoutreducing service quality, and by optimizing IT decisions and resources across the agency. 

• Implemented an agency data management • Continued to improve selected FAA progr

maturity model (iCMM) Level 3 and expanded prto include additional programs to reach maturity l

• Continued to integrate improved processes 

aspects of airborne and ground systems to ensure 

• Developed and implemented an FAA IT In

Prioritization Plan to ensure the efficient investme

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue to integrate improved processes 

for certifying software aspects of airborne and ground systems to ensure safety.

• Continue to integrate improved processes 

for certifying software aspects of airborne and ground systems to ensure safety.

• Continue to inte

for certifying software ground systems to ensu

• Broaden the process improvement effort to

include more acquisition programs and accelerate the benefits realized in programs that have already been applying process improvement. 

• Continue to broaden the process 

improvement effort to include more acquisition programs and accelerate the benefits realized in programs that have already been applying process improvement. 

• Continue to broa

improvement effort to iprograms and acceleratprograms that have alre

• Enhance the FAA metadata repository process improvement. 

from a limited IOC to a COTS solution withexpanded capability. 

Develop th

• Implement the initiatives of the Agency’s 

Data Management Program. 

• Continue to imp

the Agency’s Data Man

• e Agency’s Business Planning 

And Portfolio Management initiatives. 

• Implement the initiatives of the Agency’s 

Business Planning and Portfolio ManagementPrograms. 

• 

implement the initiativeBusiness Planning and Programs. 

Category 5: 5A14; Logistics Support Systems and Facilities;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Logistics Support Systems and Facilities – Asset and Supply Chain • Evaluated and implemented short-term sol

69
Management (ASCM). Improve operational efficiency and effectiveness 

throughout the agency by exercising effective control of assets and providing full life cycle management. 

• Purchased initial hardware and software. • Sustained legacy systems. 

70
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals Performance 

Key Events 

• Complete custom

solution.

• Complete business process analysis and 

reengineering. 

• Award systems integration contract. • Begin business process analysis and reengineering. 

Initiate so

• Fully deploy nat• Train personnel.

• Implement baseline solution, including 

• ftware improvements to legacy hardware and software acquisition. 

software, including inventory and shipping and receiving. 

• Continue barcoding of new and legacy

NAS systems. 

• Complete update 

tracking, quality assura

• Update cataloging and storage software. 

management software.

• Continue barcoding of new and legacy NAS 

systems. • Operate and mai

Category 5: 5A16; Facility Security Risk Management;  Primary Goal: 5.1 Secondary Goal(s): n/aProgram Name and Outcome Goal Performance Output GoFacility Security Risk Management (FSRM). Improve and/or enhance physical security 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 for the protection of FAA employees, agency property, facilities, contractors, andthe public. This order clarifies and updates facility security procedures for all FAA facilities, and establishes standards for facility security management, control, and safeguarding of assets and facilities. 

FY2001 Program Accomplishme

• Awarded contract for X-ray screening equ• Accredited 150 facilities.

• Developed standard drawings for guardhou• Completed standard drawings for 7 types o• Completed Engineering Design Reference 

• Developed and distributed the Physical Sec

• Developed and distributed standard statem

guards. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Upgrade and 

accredit 200 facilities.

• Upgrade and accredit 17 facilities. • 

upgrade and accredit 62

• Develop SOW facilities.

for contract maintenance.

• Start 

engineering design at 10 ARTCCs.

• Complete 

impact and implementation with bargaining units. 

71
Category 1: 5A17; Information Security; 

 Primary Goal: 5.1 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Information Security – Information Systems Security. Safeguard information assets. 

• Certified and authorized mission critical sy

Decision Directive (PDD) 63 list. 

• Expanded the computer security incident r

(CSIRC). 

• Implemented cost-effective countermeasur

assessment reports and intrusion detection analysi

• Conducted independent penetration testing

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals Performance 

Key Events 

• Certify and authorize mission critical 

systems on the PDD-63 list. 

• Certify and authorize the remaining

mission critical systems on the PDD-63 list. 

• Certify and auth

support systems. 

• Expand the CSIRC.• Implement cost-effective countermeasures 

based on risk assessment reports and intrusion detection analysis of CSIRC data. 

ive countermeasures 

based on risk assessment reports and intrusion detection analysis of CSIRC data. 

• Expand the CSIRC.• Implement cost-effect

• Implement cost-

based on risk assessmedetection analysis of C

• Conduct indepen

• Conduct independent penetration testing. • Conduct independent penetration testing. 

Category 5: 5A18; Distance Learning;  Primary Goal: 2.1/2.1.1, 2.1.2, 2.1.4, 2.1.5 Secondary Goal(s): 1.1/1.1.1, 1.1.2, 1Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Distance Learning. Maintain/improve system efficiency by making more efficient and effective training delivery systems available to all NAS programs and at all FAA learning centers. Significantly reduce training time through increased use of proven self-paced computer-based instruction (CBI) multimedia instruction, thus reducing costs and increasing trainingopportunities. Significantly reduce training costs through increased use of CBI at the job site, thus reducing travel and per diem costs and travel time. Significantly increase training delivered through improved availability by 

• Identified system requirements and specifi• Converted all analog video courseware to d

(DVD). 

• Completed CBI platform digital video upg

sites. 

• Completed upgrade of central system serve

72
publishing more CBI courses. In addition to improving system efficiency, this

project will clearly protect system safety by making more training available, as well as more immediate and individualized training and more effective training for controllers and all FAA technical personnel.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Upgrade all Airway Facilities Learning Centers 

to CBI enhanced DVD platforms. 

• Upgrade ATRCC and TRACON Learning

Centers to CBI enhanced DVD platforms. 

• Upgrade all remainin

enhanced DVD platfor

• Deliver 10 new courses to all sites. • Upgrade all Flight Standards Learning Centers 

to CBI enhanced DVD platforms. 

• Maintain all learning 

current platforms requCBI training and simulcomponents in the CIP

• Deliver courses to support current NAS system

rollouts and commissionings. • Deliver 50 new courses to all sites. 

• Deliver courses to support current NAS 

system rollouts and commissionings. • Deliver 200 new cou

• Deliver courses to su

rollouts and commissiospecific NAS program 

Category 5: 5A19; National Airspace System Training Facilities;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): 1.1/1.1.3, 1.1.4Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Training – Modernization. Maintain

operational efficiency and effectiveness in air traffic control training byreplacing the FAA’s outdated air traffic control tower cab training simulator with one that is more versatile and up-to-date with those currently used byaviation organizations throughout the world. Also, improve operationalefficiency and effectiveness in air traffic control, airway facilities, airports, andregulatory standards training by (1) upgrading classrooms to provide a more effective, efficient presentation and a reduction in course delivery costs; (2) replacing outdated laboratory equipment with actual current field testequipment; and (3) improving communications between academy and student and administrative customers, resulting in significant operational time savings. 

• Identified tower cab simulator requirement• IOC of Enhanced Debrief Stations. • Initial system implementation for Airway F

Simulation.

• Initial implementation of hardware for FAA 

Superhighway for Training (FIST). 

• Program completion status: 47.5% comple

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

73
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• FOC of enhanced debrief stations. • FOC of tower cab bay 1 of 2. • FOC of tower ca

• IOC of tower cab bay 2 of 2. • FOC of classroo

related course conversOPSS, ACRA, designe(DIN), Regulatory and en route radar, OASIS DSR, STARS, air traffassurance, ARTS IIE/Ivehicle management, aenhancement (ATTE) 

• IOC of tower cab bay 1 of 2. 

• Continue implementation of classroom

refurbishment with necessary course conversion for ILS, VORTAC, and DME. 

• IOC of classroom refurbishment, including 

conversion of course material to suitable formatfor digital bright radar indicator tower equipment(DBRITE), data processing subsystem (DPS), and Sony Display.

• Replace by-pass exam functions and 

hardware added to FIST. 

• Install and test FIST software. 

• FOC of FIST, in

capabilities. 

• Technology refr

training system (TOTSsystem (EDS). 

• Complete techno

classrooms. 

• Complete techno

simulation.

• Complete techno

74
Category 5: 5A21; Program Support Leases; 

 Primary Goal: 2.1/2.1.5 Secondary Goal(s): n/a

Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Continued General Support – Program Support 

Leases. Assure efficient application of FAA and aerospace resources by providing payment for existing leases for land and space that directly support NAS operational facilities and critical components of an aerospace transportation system that meet the needs of users.

• Funded over 3,6

land and space that directly support NAS operatio

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Fund over 3,600 

existing leases for land and space that directly support NAS operational facilities. 

• Fund over 3,600 existing leases for land and 

space that directly support NAS operational facilities. 

• 

3,600 existing leases fodirectly support NAS o

Category 5: 5A22; Logistics Support Services;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Regional/Center Logistics Support Services Program. Improve system efficiency by providing real estate, acquisition, and material management functions at regions and centers, as required, to field modernized NAS equipment, systems, and facilities within the timeframes established by the programs included in the CIP. Compile and maintain adequate documentation, suitable for independent audit, to establish the capital cost of facilities throughout the FAA. 

• Provided 126 st

to perform real property acquisition, material manactivities.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

75
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Provide 126 

staff years of contract support to perform realproperty acquisition, material management, and contracting activities. 

• Provide 126 staff years of contract support to

perform real property acquisition, materialmanagement, and contracting activities. 

• 

staff years of contract sproperty acquisition, mcontracting activities. 

Category 5: 5A23; Mike Monroney Aeronautical Center – Leases;  Primary Goal: 2.1/2.1.5 Secondary Goal(s): 6.1/6.1.2Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Aeronautical Center Lease. Improve operational efficiency and effectiveness by providing up-to-date facilities and supporting infrastructure that meets the needs of FAA mission support organizations located at the Aeronautical Center. 

• Met all lease commitments on time, which 

and infrastructure to accomplish the mission of orMonroney Aeronautical Center (MMAC). 

• Completed last phase of the fire protection 

Registry Building. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• 

lien debt on 1st phase of 

Program in FY 2005, wrequirement by approxi

• Meet all lease 

commitments on time, which provides land, facilities, and infrastructure to accomplish the mission of organizations at the MMAC.

• Meet all lease commitments on time, which 

provides land, facilities, and infrastructure toaccomplish the mission of organizations at the MMAC. 

commitments on time, wfacilities, and infrastrucmission of organization

• 

Category 5: 5A25; Transition Engineering Support;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Implementation Support Contract (NISC). Improve system efficiency by providing professional and technicalsupport services to the FAA in over 13 functional areas, which include 

• Provided vital support to:

o En Route Automation and STARS o ATCT/TRACON (including TRACON consoli

76
implementation and integration planning, engineering, automation, air traffic o Terminal Evaluation, Free Flight Program, & C

systems requirements, project management, environment, and other technicalspecialties. The primary function of the NISC is to assist the FAA in ensuringthat over 80 CIP projects are completed on schedule and within budget and meet specifications and quality standards. 

o Information Security and NIMSo Configuration Managemento Environmental and OSHA o Infrastructure Support

• Projected life cycle cost estimates. 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Continue 

contractor support services that directly impactthe completion of over 80 CIP projects and other projects and activities. 

• Continue contractor support services that

directly impact the completion of over 80 CIP projects and other projects and activities. 

• 

contractor support servthe completion of over projects and activities. 

77
Category 5: 5A26; Federal Aviation Administration Corporate System Architecture’ 

 Primary Goal: 1.1 Secondary Goal(s): n/a Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Federal Aviation Administration (FAA) Corporate Systems Architecture – Information Technology Infrastructure. Improve system efficiency for the following IT programs Enterprise Network, Metropolitan Area Network,Internet/Intranet, and the web. The programs will enhance the agency’s systems for its internal customers. 

• Continued to im

virus software. 

• Continued to im

firewall. 

• Continued to br

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performanc

• Continue anti-virus software updates. • Continue anti-virus software updates. • Continue anti-v• Continue bandwidth increase. • Continue bandwidth increase. • Continue bandw• Continue multi-media improvements. • Continue Internet/Intranet improvements. Conti

• Continue multi• nue Internet/Intra

• Continue multi-media improvements. • Continue Internet /Intranet improvements. 

Category 5: 5A27; Technical Support Services Contract;  Primary Goal: 2.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Technical Support Services Contract (TSSC). Serve as an enabling vehicle that expands and contracts with work requirements and available F&E funds. As large F&E programs move from the acceptance to the field delivery phases, TSSC resources are needed to perform site surveys and preparation and equipment installation for them. 

• Completed RFO and screening information 

on contract (T-3). 

• Completed evaluation of bids (November 2• Awarded T-3 contract (estimated Novemb• Supported approximate breakout of TSSC 

o En Route: 265,031 o Terminal: 739,880 o Flight Service: 99,387 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

78
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Award follow-on contract (T-3), which will 

require a T-2 to T-3 transition period and a period supporting 2 simultaneous TSSC vendors in order to avoid a gap in services.

• Continue T-3 contract. • Continue T-3 co

79
Category 5: 5A28; Resource Tracking Program; 

 Primary Goal: 6.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

Continued General Support – Resource Tracking Program (RTP).Improve organizational excellence by providing a diverse set of tools to supportF&E project management. 

• Upgraded database to Oracle 8i. • Centralized the database. • Reviewed and received training on the pro

management tool.

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Enhance/

modify 

FAA needs.

• Provide a mirrored server for backup and 

archive. 

• Purchase a C

OTS project management tool. 

• Integrate COTS software into RTP. 

• Complete com

munications net

work 

upgrade. 

• Provide training on t

he C

OTS application. 

• Provide Oracle software development.• Begin com

munications upgrade. • Provide Oracle software development.

• Continue hardware and software 

maintenance and upgrades.

• Continue hardware and software maintenance 

and upgrades. 

Category 5: 5B01; National Airspace System Facilities Occupational Safety and Health AdmEnvironmental Standards Compliance;  Primary Goal: 4.1 Secondary Goal(s): n/a

80
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Facilities Occupational Safety and Health Administration (OSHA)/Environmental Standards Compliance.Implement programs for OSHA and Environmental Compliance, Fire Life Safety (FLS), and Energy Conservation, insure a safe and healthful workplace for FAA employees, and protect the environment through sound environmental and energy efficient practices. 

• Developed lockout/tagout program implem

coordinated the guidance with the field, and initia

• Developed and published training standard

and environmental training courses in the FAA. 

• Provided training for 100 technicians respo

ATCTs and initiated upgrade projects at 28 ATCT

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Implement a fall protection program to protect

employees working at heights. 

• Implement an electrical safety program to 

protect employees working on electrical systems. 

• Continue to imp

towers. 

• Support the acquisition management 

organizations by providing occupational safetyand health (OSH) and environmental technicalassistance throughout the acquisition process. 

• Support the acquisition management 

organizations by providing OSH and environmental technical assistance throughoutthe acquisition process. 

Perform

• Continue to imp

efficient/conservation e

• Perform Environmental Compliance Plan

(ECP) follow-up reviews in 2 regions/centers. 

• ECP follow-up reviews in 2 

regions/centers. 

• Support the acqu

organizations by providenvironmental technicathe acquisition process. 

• Reduce energy consumption in FAA 

administrative buildings by 4%. 

• Implement energy efficient/conservation 

efforts. 

• Complete ECP f

regions/centers.

• Continue to provide maintenance training for 

technicians responsible for FLS systems inATCTs, initiate training for technicians responsible for FLS systems in ARTCCs, and continue FLS upgrades to ATCTs. 

• Continue to provide maintenance training 

for technicians responsible for FLS systems inATCTs and ARTCCs, and continue FLS upgrades to ATCTs. 

Category 5: 5B02; Fuel Storage Tank Replacement and Monitoring;  Primary Goal: 4.1 Secondary Goal(s): n/a

81
Program Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Facilities Occupational Safety and Health Administration (OSHA) & Environmental Standards – Fuel Storage Tank Replacement and Monitoring. Sustain fuel storage tank systems in FAA’s operational inventory to support continued operation of mission-critical activities, and to reduce or eliminate environmental damage to communities andthe environment.

• Investigated 381 beacon sites in 3 regions. • Reviewed and updated Operations Manage

region and headquarters. 

• Replaced fuel storage piping at Farminton 

Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Conduct a pilot test of fuel storage tank optical

monitoring system with remote monitoringmaintenance capability. 

• n/a • 

cycle replacement/sustatank systems. 

• Finalize FAA Order 1050.16. • 

remediation efforts after replacements. 

• Meld environmental compliance program goals

into FY 2002 spend plan categories and into FuelStorage Tank Operation Management Plans. 

Category 5: 5B03; Hazardous Materials Management;  Primary Goal: 4.1 Secondary Goal(s): n/aProgram Name and Outcome Goal FY2001 Program Accomplishme

Performance Output Go

National Airspace System (NAS) Facilities Occupational Safety and Health Administration (OSHA) & Environmental Standards Compliance – Environmental Cleanup/Hazardous Materials (HAZMAT). Ensure compliance with statutory mandates and identify appropriate procedures for proactively managing HAZMAT to prevent future environmental contamination and notices of violations. This program will improve the quality of humanhealth and the environment by removing hazardous carcinogenic materials and materials that destroy living organisms (animal or plant). 

• Completed 4 remediation projects on the E

Agency (EPA) Docket. 

• Initiated contaminated soil and water remo

29, FAA Technical Center (FAATC), Atlantic Cit

• Completed environmental assessment of A• Developed regional environmental reportin

Program Plan FY2002 

Performance Output Goals Performance Output Goals 

Key Events 

Performance 

Program Plan FY2003 

• Perform surface debris removal at Annette 

Island, AK. 

• Continue remedial assessments of 

contaminated areas at FAATC, Atlantic City, NJ. 

• 

remediation of environm

82
Program Plan FY2002 

Performance Output Goals 

Program Plan FY2003 

Performance Output Goals 

Key Events 

Performance 

• Initiate assessment of mercury contamination at sites through 2007.

FAATC, Atlantic City, NJ. 

• Identify extent of contamination at

Annette Island, AK. 

• Perform environmental assessments at multiple 

ARSR sites. 

• Develop Federal Interagency Remediation 

Plan for Annette Island, AK. 

• Continue remedial actions for environmentally

contaminated sites. 

• Complete remediation activities at 

multiple ARSR sites.

• Complete contaminated soil and water 

remediation at area of Concern 29, Atlantic City, NJ. 

83
Appendix C 

FAA future budget projections are not released to the public due to the requirement for 

the FAA budget to be approved by Office of the Secretary of Transportation and Office of 

Management and Budget and submitted as part of the President’s budget to Congress. 

1
Appendix D 

1
AADR

automated surface observing system controller equipment information display system

ACTIONS 

aeronautical data link 

ADS 

AFAR

air traffic services interfacility data communications

automated radar terminal system

ASCM

Office of the Regional Administrator, Southern Region 

List of Acronyms and Abbreviations 

A 

A/A air-to-air

automation assisted dynamic rerouting 

AAIRS airport/air carrier information reporting system

ACD automated radar terminal system color display 

ACE Aviation Capacity Enhancement 

ACE-IDS 

ACRA airmen certification rating application 

ACSEP aircraft certification systems evaluation program 

ACT William J. Hughes Technical Center 

administration and compliance tracking in an integrated office network subsystem

AD arrival departure

ADA Americans with Disabilities Act 

ADAS automated weather observing system data acquisition system

ADL 

automatic dependent surveillance 

ADS-A automatic dependent surveillance address 

ADS-B automatic dependent surveillance broadcast 

Automated Federal Regulation 

aFAST active final approach spacing tool 

AFB air force base 

AFIS automated flight inspection system

AFS Flight Standards Service 

AFSS automated flight service station 

AFSSVSR automated flight service station voice switch replacement 

AIDC 

AIM Aeronautical Information Manual

AIR-21 Wendell H. Ford Aviation Investment Reform Act

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 

AMS acquisition management system

AMSC satellite telephone network 

ANICS Alaskan National Airspace System Interfacility Communications System

ANS automated notification system

AOC airline operations center 

AOS Operational Support Service 

ARAC Army Radar Approach Control

ARSR air route surveillance radar 

ARTCC air route traffic control center 

ARTS 

ASA airborne separation assurance 

ASAS aviation safety analysis system

ASC Office of System Capacity 

asset supply chain management

ASDE airport surface detection equipment 

ASI aviation safety inspector

ASO 

ASOS automated surface observing system

2
ASPS aircraft/scheduling performance system

ASR airport surveillance radar 

ASSA airborne surveillance and separation assurance 

ASSAP airborne surveillance and separation assurance processing

ASWON aviation surface weather observation network 

ATB Terminal Business Service 

ATCBI 

AUA 

AUTODIN 

BCS

CADD

Civil Aeromedical Institute 

core capability limited deployment

center radar approach control

communications facilities enhancements 

CFIT

air traffic control beacon interrogator 

ATCSCC air traffic control system command center 

ATCT air traffic control tower 

ATDET Air Traffic Display System Replacement Evolution Team

ATDP advanced technology development prototyping 

ATM Air Traffic Management

ATN aeronautical telecommunications network 

ATO Air Traffic Operations 

ATOP advanced technologies & oceanic procedures 

ATOS air transportation oversight system

ATS Air Traffic Services 

ATTE air traffic training enhancement 

Director, Air Traffic Systems Development 

automatic digital network

AUTOMET automated meteorological reports

AVOSS advanced vortex spacing system

AVR Associate Administrator for Certification and Regulation 

AW airport weather

AWIPS advanced weather interactive processing system

AWOS automated weather observing system

AWP aviation weather processor 

AWSS automated weather sensors systems 

B

BAA Broad Agency Announcement

buoy communications system

BLI budget line item

BUEC backup emergency communications 

BWM bandwidth manager

C

C3 command and control communications 

CAASD Center for Advanced Aviation Systems Development (Mitre Corporation) 

computer-aided design and drafting 

CAEG computer-aided engineering graphics 

CAMI 

CAR Caribbean

CARS compliance assessment reporting system

CAST Commercial Aviation Safety Team 

CAT category

CBI computer-based instruction

CCLD 

CDM collaborative decision-making

CDR critical design review 

CDTI cockpit display of traffic information

CERAP 

CFE 

controlled-flight-into-terrain

3
CFMSS computerized flight monitoring and scheduling system

CFR Code of Federal Regulations 

CHI computer-human interface

CIP Capital Investment Plan 

Communications Support Team

digital altimeter setting indicator

DF

document imaging workflow subsystem

data multiplexing network

Department of Defense 

DUAT 

enhanced direct radar access channel 

early display configuration 

EDP 

EDS 

CIWS corridor integrated weather system

CMS common message set

CMS crisis management system

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

CRCT collaborative routing and coordination tools 

CSIRC computer security incident response capability 

CSI-TAC Control Systems International-TAC 

CST 

CTAS center terminal radar approach control automation system

CTS critical telecommunications support

CTSU contractor traffic simulation unit

D

DARC direct access radar channel 

DASI 

DBRITE digital bright radar indicator tower equipment

direction finder

DIN designee information network 

DIWS

DME distance measuring equipment

DMN 

DMS defense messaging system

DOC Department of Commerce 

DoD 

DOT Department of Transportation 

DOTS+ dynamic ocean tracking system plus 

DPS data processing subsystem

DRVSM domestic reduced vertical separation minima

DSP departure spacing program

DSR display system replacement 

direct user access terminal 

DVD digital versatile disc 

DVRS digital voice recorder system

E

ECG en route communications gateway

ECP Environmental Compliance Plan

E/DA en route descent advisor 

EDARC 

EDC

EDI electronic data interchange 

eDMS electronic document management system

expedite departure path

explosive detection system

EDT 

EFABS en route facilities and building systems 

explosive detection technology

4
EMSAW en route minimum safe altitude warning

EMSS en route communications gateway maintenance support system

EPA Environmental Protection Agency

ERAM en route automation modernization 

ERIDS en route information display system

ERSM en route system modifications 

ESI enhanced direct radar access channel system interface 

ETMS enhanced traffic management system

ETVS enhanced terminal voice switch 

F

FAA Federal Aviation Administration 

FAT factory acceptance testing 

FAAAC Federal Aviation Administration Aeronautical Center 

FAATC Federal Aviation Administration Technical Center 

FAATSAT Federal Aviation Administration Telecommunications Satellite 

FCA functional configuration audit 

FCC Federal Communications Commission 

FDIO flight data input/output

FDR final design review 

F&E facilities and equipment 

FIAT facilities information and analysis tool

FIS flight information service 

FIS-B flight information service broadcast

FISDL flight information services data link

FIST Federal Aviation Administration Information Superhighway for Training 

FL flight level

FLS Fire Life Safety 

FM frequency modulated

FOC full operating capability 

FONSI Finding of No Significant Impact

FOQA flight operational quality assurance 

FOTS fiber optic transmission system

FPPP flight plan preprocessing 

FPS fingerprinting processing system

FS full service

FSAS flight services automation system

FSDPS flight service data processing system

FSRS facility security reporting system

FSRM facility security risk management

FSS flight service station 

FTD fixed time determination

FTI Federal Aviation Administration Telecommunications Infrastructure 

FY fiscal year

G

GA general aviation

GAO Government Accounting Office 

GBAS ground-based augmentation system

GBT ground broadcast transceivers 

GDP gross domestic product

GDPE ground delay program enhancements

GEO geostationary communications satellite 

G/G ground-to-ground

5
GLS global navigation satellite system landing system 

GMCC general national airspace systems maintenance control center 

GNSS global navigation satellite 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 

GUS ground uplink system

H

HAATS Houston Area Air Traffic System

HAZMAT hazardous materials

HCS host computer system

HFSSB high frequency single side band 

HOCSR host/oceanic computer system replacement 

HVAC heating, ventilating, and air-conditioning 

I

I

2

F Instruction and Interoperability Facility 

IAPA instrument approach procedures automation 

ICAO International Civil Aviation Organization

ICDLS interim contractor depot logistics support

iCMM integrated capability maturity model 

IDU initial daily use 

IFP instrument flight procedures 

IFQA integrated flight quality assurance 

IFR instrument flight rules 

IGWDS interim graphic weather display system

ILS instrument landing system

IOC 

initial requirements document 

initial operating capability 

IOT&E independent operational test and evaluation 

IP Internet Protocol

IPAS instrument procedures automation system 

IPT integrated product team

IRD 

IRMIS integrated rulemaking information system

ISC initial systems configuration

ISD interim situation display 

ISS information systems security 

IT information technology

ITWS integrated terminal weather system

J

JAI joint acceptance inspection 

JAR joint aviation regulation

JRC Joint Resources Council

JVAS joint vulnerability analysis system

L

LAAS local area augmentation system

LAN local area network 

LED light-emitting diode

LEO low-earth orbit 

6
LINCS leased interfacility NAS communications system

LLWAS low-level wind shear alert system

LNAV lateral navigation 

NISC 

NWS 

LOB line-of-business

LORAN-C long-range navigation – C system

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 

MBTS monopulse beacon test sets 

MDM main display monitor 

MDR multi-mode digital radio

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 

MPS maintenance processor subsystem

MSSR monopulse secondary surveillance radar 

N

NADIN national airspace data interchange network 

NAS National Airspace System

NASA National Aeronautics and Space Administration 

NASDAC national aviation safety data analysis center 

NATCA National Air Traffic Controllers Association 

NCP NAS Change Proposal

NCT Northern California Terminal Radar Approach Control

NDB non-directional beacon

NDBC National Data Buoy Center 

NDI non-developmental item

NEXCOM next generation air/ground communications system

NEXRAD next generation weather radar 

NFRAP “no further remedial action planned” 

NIMS National Airspace System Infrastructure Management System

NIRS noise integrated routing system

national airspace system implementation support contract 

NLA new large aircraft 

nmi nautical mile

NOCC National Operational Control Center 

NORAD North American Air Defense Command 

NOTAM Notice to Airmen 

NPA non-precision approach

NPV net present value 

NRS National Transportation Safety Board Recommendations System

NTSB National Transportation Safety Board 

National Weather Service 

O

OASIS operational and supportability implementation system

7
OCC operational control center 

ODAPS oceanic display and planning system

ODL oceanic data link 

OEP Operational Evolution Plan 

OMB Office of Management and Budget

OPSS operations specification subsystem

ORD operational readiness date

ORPG open radar products generator 

OSH occupational safety and health

OSHA Occupational Safety and Health Administration 

OST Office of the Secretary of Transportation 

OSTS operational support telephone system

OT operational testing

OT&E operational test and evaluation 

P

P3I pre-planned product improvement

PAF project activity file 

PAMRI peripheral adapter module replacement item

PAPI precision approach path indicator 

PARR problem analysis, resolution, and ranking 

PASS Professional Airways System Specialists 

PBO performance based organization 

PC personal computer

PCA physical configuration audit

PCB&T Personnel, Compensation, Benefits, and Travel

PCT Potomac Terminal Radar Approach Control

PDARS Performance Data Analysis Reporting System

PDD Presidential Decision Directive 

PDR preliminary design review 

PEM position electronic module 

pFAST passive final approach spacing tool

PPSS portable performance support system

PRM precision runway monitor 

PRS parts reporting system

PSF peripheral adaptor module replacement item support facility 

R

RACD remote automated radar terminal system color display 

RCAG remote center air-to-ground 

RCAS radio coverage analysis system

RCE radio control equipment

RCOM recovery communications

R&D research and development

RDT&E research and development and test and evaluation 

RDVS rapid deployment voice switch 

RE&D research, engineering, and development

REIL runway end identifier lights 

RF radio frequency

RFI radio frequency interference 

RFO request for offer 

RGL Regulatory and Guidance Library

RIRP runway incursion reduction program

RMMS remote maintenance monitoring systems 

8
RNAV area navigation

RNP required navigation performance 

ROD Record of Decision 

RPM revenue passenger miles 

RTP resource tracking program

RTR remote transmitter/receiver

RVR runway visual range 

RVSM reduced vertical separation minima

RWSL runway status lights 

S

SAR search and rescue 

SARP standards and recommended practices 

SAS standalone simulator

SASO system approach for safety oversight

SAT system acceptance test 

SATCOM satellite communications

SAWS stand-alone weather sensors 

SCAP Security Certification and Authorization

SCS secure conferencing system

SDAT sector design analysis tool

SDP service delivery point

SERC Software Engineering Resource Center 

SFAR Special Federal Air Regulation 

SIR screening information request

SLEP service life extension program

SMS surface management system 

SNI simultaneous non-interfering 

statement of work 

TCU 

terminal doppler weather radar 

SOC service operations center 

SOIA simultaneous offset instrument approach 

SOW

SPAS safety performance analysis system

SR1000 System Requirements 1000 

SRR system requirements review 

SSF System Support Facility 

SSR secondary surveillance radar 

STARS standard terminal automation replacement system

STC supplemental-type certificate

STE secure telephone equipment

STU secure telephone unit

STVS small tower voice switch

T

TACAN tactical air navigation 

TAIU terminal automation interface unit 

TAWS terrain awareness and warning system

TCP Transmission Control Protocol

terminal cluster control unit 

TDLS tower data link services 

TDWR

TERPS terminal instrument procedures 

TESIS test and evaluation surveillance and information system

TFM traffic flow management

TIMS telecommunications information management system

9
TIS traffic information service 

TIS-B traffic information service broadcast 

TMA traffic management advisor 

TMA-SC traffic management advisor-single center 

TMA-MC traffic management advisor-multi center 

TMU traffic management unit

TOTS tower operating training system

TOY time of year 

TRACON 

terminal voice switch replacement 

 

WMS 

terminal radar approach control

TSA Transportation Security Administration 

TSO technical standard order 

TSSC technical support services contract

TVSR 

U

UAT universal access transceiver 

UHF ultra high frequency

UPS uninterruptible power supply

URET user request evaluation tool

UWB ultra-wideband

V

VASI visual approach slope indicator 

VDL very high frequency digital link 

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 

VRRP voice recorder replacement program

VSBP voice switch by-pass 

VSCS voice switching and control system

W

WAAS wide are augmentation system

WAN wide area network 

WARP weather and radar processor 

WINS weather information network system

WIPP Wide Area Augmentation System Integrity Performance Panel 

WJHTC William J. Hughes Technical Center 

wide area master station 

WMSCR weather message switching center replacement 

WRC World Radiocommunication Conference 

WRS wide area reference station 

WSP weather systems processor 

10