Administrator’s Preface:

The National Airspace System (NAS) requires a high degree of reliability, availability, and 

resiliency to ensure uninterrupted delivery of aviation services while providing the highest level 

of safety in the world. Our highly trained, certified professional air traffic controllers require 

state-of-the-art equipment and dependable communication, navigation, and surveillance systems 

to deliver world-class service to all NAS users. Significant safeguards and redundancies are in 

place to ensure that NAS infrastructure and systems meet stringent reliability, availability, and 

safety standards to prevent service disruptions, and to minimize system impact should one occur. 

The programs included in the Capital Investment Plan (CIP) are critical to FAA’s continued 

success in achieving and maintaining this high level of safety and service to the public and 

support the development and implementation of the ongoing transition to the Next Generation 

Air Transportation System (NextGen). CIP programs also support continued FAA leadership in 

global aviation and the development of future applications for new technologies such as 

Automatic Dependent Surveillance – Broadcast (ADS-B).

The CIP provides the agency’s latest five-year plan for the F&E programs supporting the 

development, acquisition, implementation, and sustainment of the systems that provide the 

infrastructure, the technology, and the capabilities of the NAS. The CIP begins with the F&E 

programs requesting funding in the most recent President’s Budget submission plus the approved 

programs planned for the next four years. By law, FAA’s annual publication of the 5-year CIP 

must be based upon the Facilities and Equipment (F&E) funding requested in the President’s 

Budget and with the F&E outyear funding targets that are issued and updated annually by the 

Office of Management and Budget.

Each year, the overall progress made in sustaining and modernizing NAS equipment, systems, 

and facilities is reviewed. In prioritizing and approving the portfolio of capital programs, the 

FAA executives on the Joint Resources Council (JRC) strategically balance the programming of 

these funds between sustaining the services provided the NAS and supporting development and 

implementation of NextGen capabilities needed to meet projected growth in the demand for 

aviation services.

I hope this plan provides you with a better understanding of FAA’s capital programs; their role in 

sustaining and modernizing the NAS; and the ongoing transition to NextGen that is now 

delivering new capabilities and benefits to our customers. 

Sincerely,

Michael P. Huerta,

Administrator

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Table of Contents

1 CAPITAL INVESTMENT PLAN OVERVIEW.......................................1

1.1 CIP Overview Format .......................................................................................................1

1.2 Statutory Requirements....................................................................................................1

1.3 The Joint Resources Council (JRC).................................................................................3

1.4 Strategic Priorities and the CIP........................................................................................3

1.5 Information on other CIP Sections ..................................................................................4

2 KEY CONSIDERATIONS IN CAPITAL PLANNING............................4

2.1 Economic Considerations..................................................................................................4

2.2 Air Travel Demand............................................................................................................5

2.3 Airport Expansion Projects ..............................................................................................6

2.4 Sustaining and Improving Infrastructure and System Performance ...........................6

2.5 NAS Resiliency ...................................................................................................................8

2.6 Planning for the Future through NextGen Investments ................................................9

3 AVIATION SAFETY...........................................................................10

4 NEXTGEN PORTFOLIOS AND IMPLEMENTATIONS......................10

4.1 Separation Management Portfolio .................................................................................11

4.2 Improved Surface/ Terminal Flight Data Manager (TFDM) Portfolio......................13

4.3 On-Demand NAS Portfolio .............................................................................................14

4.4 Improved Multiple Runway Operations Portfolio........................................................16

4.5 NAS Infrastructure Portfolio..........................................................................................17

4.6 NextGen Support Portfolio at WJHTC .........................................................................19

4.7 Performance-Based Navigation & Metroplex Portfolio...............................................19
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4.8 Collaborative Air Traffic Management Portfolio.........................................................20

4.9 Time-Based Flow Management (TBFM) Portfolio.......................................................21

4.10 System Safety Management Portfolio ............................................................................23

4.11 Cross Agency NextGen Management.............................................................................23

5 ENTERPRISE ARCHITECTURE INFRASTRUCTURE ROADMAPS 24

5.1 Automation Roadmaps....................................................................................................25

5.2 Communication Roadmaps.............................................................................................36

5.3 Surveillance Roadmaps...................................................................................................45

5.4 Navigation Roadmaps......................................................................................................54

5.5 Weather Roadmaps .........................................................................................................61

6 FACILITIES .......................................................................................67

7 NAS AND MISSION SUPPORT ........................................................69

8 ESTIMATED FUNDING BY BUDGET LINE ITEM (DOLLARS IN 

MILLIONS) ........................................................................................71

9 INFORMATION FOR MAJOR CAPITAL PROGRAMS .....................76

10 CONCLUSION...................................................................................85

11 ACRONYMS & ABBREVIATIONS ....................................................86

List of Figures and Tables:

Figure 2-1 Air Travel Demand Growth Compared to Growth in GDP....................................... 5

Figure 5-1 Infrastructure Roadmap Legend .............................................................................. 25

Figure 5-2 Air Traffic Management and Air Traffic Control Roadmap ................................... 26

Figure 5-3 Air Traffic Support and Oceanic Air Traffic Control Roadmap.............................. 30

Figure 5-4 Flight Services, Aeronautical and Information Support Roadmap.......................... 33

Figure 5-5 Telecom and Other Communications Roadmap...................................................... 37

Figure 5-6 Voice Switches and Recorders Roadmap ................................................................ 39

Figure 5-7 Air-to-Ground Voice and Oceanic Communications Roadmap .............................. 41

Figure 5-8 Air-to-Ground Data Communications Roadmap..................................................... 43
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Figure 5-9 Messaging Infrastructure Roadmap ......................................................................... 45

Figure 5-10 En Route Surveillance Roadmap .......................................................................... 47

Figure 5-11 Terminal Surveillance Roadmap........................................................................... 49

Figure 5-12 Surface, Approach and Cross Domain Surveillance Roadmap ............................ 51

Figure 5-13 Precision Approach, Surface Navigation and Safety & Enhancements Roadmap 55

Figure 5-14 Infrastructure and En Route, Terminal and Non-Precision Approach Roadmap . 58

Figure 5-15 Weather Sensors Roadmap ................................................................................... 62

Figure 5-16 Weather Dissemination, Processing and Display Roadmap ................................. 65

Table 3-1 Aviation Safety Programs ........................................................................................ 10

Table 4-1 Separation Management Programs .......................................................................... 13

Table 4-2 Improved Surface/TFDM Programs ........................................................................ 14

Table 4-3 On-Demand NAS Programs .................................................................................... 16

Table 4-4 Improved Multiple Runway Operations Programs .................................................. 17

Table 4-5 NAS Infrastructure Programs .................................................................................. 19

Table 4-6 NextGen Support Portfolio Program ....................................................................... 19

Table 4-7 Performance Based Navigation & Metroplex Programs ......................................... 20

Table 4-8 Collaborative Air Traffic Management Programs ................................................... 21

Table 4-9 Time-Based Flow Management Programs............................................................... 22

Table 4-10 System Safety Management Programs .................................................................... 23

Table 4-11 Cross Agency Program ............................................................................................ 23

Table 6-1 Facility Programs ..................................................................................................... 69

Table 7-1 NAS and Mission Support Programs ....................................................................... 70
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1

Federal Aviation Administration National Airspace System Capital 

Investment Plan for Fiscal Years 2017 – 2021

1 Capital Investment Plan Overview

The Federal Aviation Administration (FAA) Capital Investment Plan (CIP) describes the capital 

investments required to modernize the National Airspace System (NAS); what can be

accomplished with the Facilities and Equipment (F&E) appropriation dollars requested in the 

Fiscal Year (FY) 2017 President’s Budget; and with the outyear funding targets issued and

updated annually by the Office of Management and Budget (OMB) for the next four years. 

Section 1 of the overview describes the statutory requirements for the CIP; the format for this 

CIP; the senior level decision body for the CIP; the FAA’s strategic priorities that drive the 

objectives of the programs; the economic impact of aviation on the U.S. economy; and

information about the other sections that follow.

1.1 CIP Overview Format

The FY 2017-2021 CIP is being published in a format that includes brief descriptions of the 

NextGen Operational Improvements (OIs) and the systems and programs shown on the NAS 

Enterprise Architecture Roadmaps for Automation, Communications, Navigation, Surveillance 

and Weather. Full descriptions of all the CIP programs are referenced by their Budget Line Item 

(BLI) number and are available in Appendix B. This format results in a more concise document

that provides an overview of NAS modernization and supports reader access to full program 

descriptions for those programs they would like learn more about. The full program descriptions 

with performance output goals (Appendix B) are available online. 

http://www.faa.gov/air_traffic/publications/cip/ 

The overview CIP identifies the F&E programs supporting Aviation Safety, NextGen 

Development, Facilities and NAS and Mission Support. The CIP also includes FAA’s five-year 

Facilities and Equipment (F&E) profile by BLI and the status of the major F&E programs in 

sections 8 and 9; respectively. A complete acronym list for this document is included in section 

11. Also note that all budget and program information in this CIP is consistent with the

“Abbreviated” CIP submitted as a section of the FAA’s 2017 President’s Budget submission to 

Congress in February 2016. 

1.2 Statutory Requirements

The requirements for the annual publication of the CIP are prescribed by the following statutes.

1. The Consolidated Appropriations Act, 2016 (Public Law 114-113) states: “Provided 

further, That no later than March 31, the Secretary of Transportation shall transmit to the 

Congress an investment plan for the Federal Aviation Administration which includes 

funding for each budget line item for fiscal years 2017 through 2021, with total funding
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for each year of the plan constrained to the funding targets for those years as estimated 

and approved by the Office of Management and Budget.”

2. 49 U.S. Code, section 44501 Plans and Policy, requires FAA to prepare and publish a 

national airways system plan that reads: “The Administrator of the Federal Aviation 

Administration shall review, revise, and publish a national airways system plan, known 

as the Airway Capital Investment Plan, before the beginning of each fiscal year.”

The plan shall set forth—

(1) for a 10-year period, the research, engineering, and development programs and the 

facilities and equipment that the Administrator considers necessary for a system of 

airways, air traffic services, and navigation aids that will—

(A) meet the forecasted needs of civil aeronautics;

(B) meet the requirements that the Secretary of Defense establishes for the support 

of the national defense; and

(C) provide the highest degree of safety in air commerce

In compliance with the requirements of Public Law 114-113 cited above, an Abbreviated CIP, 

consisting of a brief introduction, planned funding for each CIP program by BLI for FY 2017-

2021, and a current status of the major CIP programs was included in the FAA’s FY 2017

President’s Budget submission to Congress.

The CIP provides a brief summary of each system and program shown on the NAS Enterprise 

Architecture Roadmaps that graphically depict a 10, or more year view of each system in 

compliance with section 44501 of 49 USC as referenced above. 

The CIP is an integral part of the FAA’s near-term, mid-term, and long-term planning and 

budgeting process. Current CIP program data is used as the starting point for the F&E budget 

formulation and justification process for the following fiscal year. By integrating F&E budget 

formulation with the preparation of the CIP, the accuracy and consistency of program 

information contained in the F&E budget request with the program descriptions included in the 

CIP is significantly improved. 

The forward looking, multi-year view of the CIP serves as a management resource by identifying

planned program lead times for acquisition planning, scheduling, and preparation for milestone

presentations to the Joint Resources Council (JRC) for review and approval under FAA’s

Acquisition Management System (AMS). Examples of typical AMS milestones include 

Investment Analysis Readiness Decision (IARD), Initial Investment Decision (IID), and Final 

Investment Decision (FID). This acquisition planning and scheduling information is helpful for 

other programs that are interdependent with the approval, acquisition, or timely deployment of 

other systems, equipment, or capabilities into the NAS. The CIP development process also 

supports the update of the NAS Enterprise Architecture roadmaps to ensure that the program 

information provided and shown on the roadmaps is consistent with the information in both the 

Budget Request and the CIP. The NAS Systems Engineering Portal may be accessed at 

https://sep.faa.gov/.
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1.3 The Joint Resources Council (JRC)

In accordance with the Acquisition Management System (AMS), the JRC is FAA’s investment 

decision making body charged with the responsibility for approving and overseeing the 

management of all FAA investments and allocating resources for their accomplishment. The 

membership of the JRC consists of senior level representatives from FAA’s major lines of 

business. The JRC plays an important part in the CIP development process as it reviews,

approves, and establishes baselines for all AMS documents. This includes program 

requirements, acquisition program baselines, business case analyses, implementation strategy 

and planning documents, and production and in-service decisions. In addition, the JRC reviews 

and approves the overall portfolio of programs included in the CIP, the agency’s budget requests, 

and the FAA NAS Enterprise Architecture (EA) Roadmaps. CIP programs must return to the 

JRC for review by the investment decision dates shown in the approved NAS EA.

1.4 Strategic Priorities and the CIP

The FAA Administrator has established a strategic framework to define where the agency will 

focus its efforts. This framework includes high-level Strategic Priorities, as well as Priority 

Initiatives and related Performance Metrics that will measure how well FAA achieves the 

priorities. The four Strategic Priorities are:

• Make aviation safer and smarter – There is an imperative to be smarter about how 

FAA ensures aviation safety because the aviation industry is growing more complex. 

At the same time, FAA has more safety data than we have ever had before. This 

provides an opportunity to be more proactive about safety and constantly raise the 

bar.

• Deliver benefits through technology and infrastructure – The NextGen gives FAA

the opportunity to redefine the National Airspace System for the future and prove that 

benefits can be delivered to the users of the system. FAA also needs to safely 

integrate new types of user technologies into the airspace, as well as rebalance 

existing services and modernize our infrastructure, which will enable us to reduce our 

costs and become more efficient in the long run.

• Enhance global leadership – Aviation is a global industry. FAA has to continue to 

be a world leader in aviation and set the safety standard for others to measure against. 

FAA needs to be at the table to shape international standards to improve aviation 

safety and efficiency around the world. 

• Empower and innovate with the FAA’s people – The FAA’s employees are the 

ultimate driver behind its success, and FAA needs the best and brightest talent with 

the appropriate leadership and technical skills to transform the FAA and the aviation 

system as a whole. 

The Strategic Priorities guide the FAA in upgrading NAS systems and operating procedures to 

meet the demands of current operations and future growth. Performance Metrics are a tool the 
4

agency uses to track progress towards accomplishment of the Strategic Priorities. The agency

depends on capital investments to meet the Performance Metrics.

1.5 Information on other CIP Sections

Section 2, “Key Considerations in Capital Planning”, describes the balance that must be 

maintained to sustain current system performance while transitioning to NextGen. Section 3, 

“Aviation Safety”, provides summary descriptions for programs sponsored by the Aviation 

Safety (AVS) organization. Section 4, “NextGen Portfolios and Implementations”, describes 

NextGen Portfolios and the planned Operational Improvements (OIs) that support the portfolio 

objectives. Section 5, “Enterprise Architecture Infrastructure Roadmaps”, contains the 

Infrastructure Roadmaps, which outline the planned modernization of the NAS and describe the 

programs and systems included in the NAS architecture. Section 6, “Facilities”, provides 

summary descriptions for programs sustaining and modernizing facilities across the NAS. 

Section 7, “NAS and Mission Support”, provides summary descriptions for programs. Section 8, 

“Estimated Funding by Budget Line Item”, contains BLIs included in the FY 2017 President’s 

budget request and estimated outyear funding amounts from FY 2018 through FY 2021 for 

current and future BLIs. Section 9, “Information for Major Capital Programs”, provides current 

cost and schedule status on major capital investment programs.

2 Key Considerations in Capital Planning

Building a portfolio of capital investments to sustain and modernize the NAS requires significant 

time to develop, plan, and prioritize program outcomes which may take years to execute and 

implement. Real-time changes in air traffic demand and future growth may require significant 

increases in available NAS capacity, efficiency, predictability, and system flexibility. Other

considerations include adjustments due to periodic changes in economic conditions, the schedule 

status of ongoing capacity expansion projects at major airports (e.g. new runways), and the level 

of sustainment needed for mission critical ATC systems, facilities, and other NAS infrastructure. 

All capital investments must be identified, prioritized, requested, approved, funded, and 

scheduled in time to meet demand forecasts. This must also include sufficient time for systems 

to complete testing to demonstrate compliance with NAS reliability and safety standards.

FAA planning of capital investments is balanced to the latest OMB targets for the F&E 

appropriation. Agency decision makers must allocate capital funds between programs

supporting the ongoing development and deployment of NextGen capabilities and those ensuring 

continued NAS sustainment of ATC systems and infrastructure during the transition. The 

requirement to sustain current NAS performance and safety is a high priority.

2.1 Economic Considerations

Aviation plays a significant role in promoting economic growth and contributes to over five 

percent of the U.S. Gross Domestic Product (GDP). NextGen supports economic growth by 

modernizing the ATC system as it introduces new technologies and advanced decision support 

tools to make air travel more efficient, safer and environmentally friendly. In a study published 
5

by the Air Traffic Organization’s Office of Performance Analysis in June of 2014, “The 

Economic Impact of Civil Aviation on the U.S. Economy,” it was estimated that in 2012 aviation 

accounted for over $1.5 trillion in economic activity contributing to 5.4 percent of total U.S. 

GDP. The spending on aviation-related activities supported an estimated 11.8 million jobs. In 

support of commercial activities, air carriers transported over 61.2 billion revenue ton-miles of 

air cargo. A reliable worldwide aviation network is essential for today’s economy. Domestic 

and international commerce rely on the access to, and the passenger and freight capacity it 

provides to cities around the world to sustain economic growth.

2.2 Air Travel Demand 

Historically, the demand for air travel is heavily influenced by changes in the economy. Figure 

1-1 shows that the growth rate in revenue passenger miles (RPM) over the last 30 years has 

exceeded the growth rate of GDP. 

Figure 2-1 Air Travel Demand Growth Compared to Growth in GDP1

 1 Sources: U.S. Department of Commerce, Bureau of Economic Analysis and U.S. Department of Transportation, 

Bureau of Transportation Statistics
6

The U.S. inflation-adjusted (real) economic output long-term growth trend supports the 

continuing increases in air travel. Recent economic data shows that GDP is continuing to grow. 

The trend lines in figure 2-1 suggest that continuing GDP growth in the economy will support a 

corresponding growth rate in the demand for air travel. With load factors now at a historic high,

larger aircraft have been able to absorb the recent growth in passenger revenue miles which have

continued to climb since 2009. With little room for further increase in the domestic load factor, 

growing demand at core airports will ultimately require more aircraft operations. The 

availability of advanced NextGen capabilities may help to accommodate this growth and

minimize delays. 

2.3 Airport Expansion Projects

Ongoing efforts to increase airport capacity with runway infrastructure improvements drive

capital investments, especially at large hub airports, where flights are concentrated. In 

September 2014, Fort Lauderdale/Hollywood International Airport (FLL) completed a 2 year 

project to expand and elevate runway 9R-27L to an overall length of 8,000 feet to accommodate 

larger passenger aircraft; upon completion the runway designation was changed to 10R-28L. In 

October 2015, Chicago O’Hare International Airport opened a new runway, 10R-28L following 

its October 2013 opening of runway, 28C-10C. Further runway improvements for Chicago 

O’Hare are proposed for the north airfield. Philadelphia International Airport will be extending

9R-27L, a main east-west runway by an additional 1,500 feet to 12,000 feet as part of a longterm major airport reconfiguration program. 

Increasing capacity at large, congested airports is critical to overall NAS performance because 

delays at the large hub airports often propagate to other airports throughout the system. The 30 

large hub airports handle about 72 percent of airline enplanements. The combined total of 63 

large and medium hubs supports about 88% of all U.S. passenger enplanements. Delays at large 

and medium hubs affect a significant number of passengers waiting to depart, as well as 

passengers waiting to board aircraft at the delayed flight’s destination.

When airport authorities in coordination with the FAA build new runways to expand capacity,

additional supporting navigation and surveillance equipment is often required. New procedures

may also be needed to fully utilize new capacity. New or relocated runways often require that

airspace around the airports be reconfigured to accommodate new approach and departure 

patterns. When new or relocated precision approach guidance systems are installed, approach 

lights and visibility sensors must be positioned along the runway so that these systems can be 

used down to the lowest visibility approved for that airport. Some airports may need new 

surveillance systems to cover expanded departure and approach patterns. Capital investment

may also be needed to expand or relocate air traffic control facilities. In cases where significant 

increases in demand result from the airport improvements, additional controller positions may 

also be required. 

2.4 Sustaining and Improving Infrastructure and System Performance

The air traffic control system requires very high reliability and availability. Aircraft operating in 

controlled airspace and while on the airport surface must maintain safe separation from other 
7

aircraft. To ensure separation, the reliable operation of communication, navigation and 

surveillance systems is required. Each system operating in the NAS has a high level of 

redundancy to support system reliability and availability to minimize service disruptions. Before 

these systems reach the end of their service life, planning for their replacement must be well 

underway to reduce the risk of performance degradation or outages in the event that replacement 

parts become obsolete or difficult to obtain.

The air traffic control infrastructure is a complex system made up of several thousand 

components. There are 21 Air Route Traffic Control Centers (ARTCC) that house automation 

equipment used by air traffic controllers to control en route air traffic. There are over 500 Air 

Traffic Control Towers (ATCT) and 168 Terminal Radar Control (TRACON) facilities that 

control air traffic approaching, landing and departing from airports. This daily flow of air traffic 

is dependent on several hundred surveillance and weather radars; navigation systems for en route 

and airport approach guidance, and thousands of radios that allow pilots and air traffic 

controllers to be in continuous contact during an aircraft’s flight.

NextGen will incrementally replace and upgrade much of this equipment as new technologies 

and procedures are introduced to improve efficiency in air traffic control. Some legacy 

equipment, such as communication, navigation, and surveillance systems must remain in 

operation to supplement or backup NextGen capabilities. Many current buildings that house

existing ATC equipment will also be needed for the NextGen systems. To sustain the high level 

of NAS reliability and availability required to ensure the safety and efficiency of flight, 

continued investment in the maintenance and improvement of these buildings and other legacy

infrastructure is required.

As of February 2016, the air traffic control infrastructure has a maintenance and repair backlog 

estimated at $3.9B in unfunded requirements to sustain its facilities. Goals, objectives, 

strategies, processes, and priorities are being established to address this challenge. Eight

systemic issues have been identified across the Air Traffic Organization (ATO) that include 

Mold Remediation, Fire Life Safety, Fall Protection, Arc Flash, Power Cable, Engine 

Generators, Fuel Storage Tanks, and ARTCC Chiller replacement. As requested in the FY 2017

President’s Budget, the ATC Facilities Sustainment Strategic Plan focuses on the following 

programs for sustaining the NAS. 

• Air Route Traffic Control Center (ARTCC) & Combined Control Facility (CCF)

Building Improvements, BLI 2A04;

• Air Traffic Control En Route Radar Facilities Improvements, BLI 2A07;

• Terminal Air Traffic Control Facilities – Replace, BLI 2B06;

• ATCT/ Terminal Radar Approach Control (TRACON) Facilities – Improve, BLI 2B07;

• NAS Facilities Occupational Safety and Health Administration (OSHA) and 

Environmental Standards Compliance, BLI 2B09;

• Fuel Storage Tank Replacement and Management, BLI 2E01;

• Unstaffed Infrastructure Sustainment, BLI 2E02;

• Facilities Decommissioning, BLI 2E06;

• Electrical Power Systems – Sustain/Support, BLI 2E07;

• Energy Management and Compliance (EMC), BLI 2E08;
8

• Hazardous Materials Management, BLI 3A01;

• Facility Security Risk Management, BLI 3A04; and

• Mobile Assets Management Program, BLI 3A11.

In addition to air traffic control infrastructure, the FAA has several other facilities that support 

the NAS. The Mike Monroney Aeronautical Center (MMAC) includes facility space used for 

Air Operations, Engineering, Training (Radar/Navigational Aids (Navaids)), NAS Logistics, 

Airmen/Aircraft registration, Civil Aeromedical Institute (CAMI), Safety, and Business Services. 

The William J. Hughes Technical Center supports research, test and evaluation of safety systems 

and new equipment. The infrastructure at these locations requires building system and 

telecommunications replacement.

Key investments in air traffic control systems that support the current and future operation of the 

NAS are:

• Terminal Automation – Older terminal systems must be upgraded to accept Automatic 

Dependent Surveillance-Broadcast (ADS-B) position reporting and also modernized to a 

common automation platform to support NextGen and reduce maintenance costs;

• En route Automation – The new En Route Automation Modernization (ERAM) 

platform is operational and will require continuing enhancements to support 

implementation of many NextGen operational enhancements;

• Navigation/Landing – The Wide Area Augmentation System (WAAS) program will 

continue to augment the Global Positioning System (GPS) to support the implementation 

of improved procedures that are dependent on satellite navigation capabilities. 

Instrument Landing System (ILS) and other Navigation aids (Navaids) systems will be

installed as necessary to replace older unreliable and unsupportable systems; and

• Surveillance/Weather – Modernization of en route, and terminal primary and secondary 

surveillance radars will be implemented to upgrade or replace aging unsupportable 

systems. Weather sensing and processing equipment will also be modernized.

More details on all of these programs, systems, and infrastructure are provided in section 5, 

Enterprise Architecture Infrastructure Roadmaps.

2.5 NAS Resiliency

As a direct result of the Chicago ARTCC sabotage incident in 2014, exhaustive reviews have 

highlighted several high risk areas in the NAS. A Resiliency Assessment Program has been 

established to identify and address vulnerabilities that could severely impact NAS operations. 

Assessing programs critical to ensuring NAS Resiliency will result in the development of 

specialized programmatic and technical recommendations to target investments to improve the 

resiliency of critical services at Tier 1 facilities. These are the facilities, systems and services 

whose interruption would result in less than 90% of normal operating rates for greater than 24 

hours at Core Airports and/or 96 hours for the En Route domain. Funding for NAS Resiliency 

activities will be requested within the BLIs for the relevant systems, facilities, and infrastructure 

to be addressed. 
9

2.6 Planning for the Future through NextGen Investments

NextGen is the name given to the overarching program for the ongoing, wide-ranging 

transformation of the NAS to ensure that future safety, capacity and environmental needs will be

met by the FAA. NextGen will fundamentally change the way air traffic is managed by 

combining new technologies for surveillance, navigation, and communications with automation 

system enhancements, workforce training, procedural changes, and airfield development. These 

improvements will also facilitate the integration of commercial space and operation of unmanned 

aircraft systems into the NAS.

 

NextGen advances will enable precise monitoring of aircraft both on the ground and in flight, 

allow direct routes for travel between cities, improve decision support to strategically manage 

traffic flows on busy routes, and leverage precision navigation to improve utilization of existing 

airspace and runway capacity. Having already achieved many of the milestones needed for this 

transformation, we are starting to realize some of the expected benefits from NextGen. The 

NextGen Implementation Plan provides more information concerning the vision, benefits and 

implementation details and can be found at: http://www.faa.gov/nextgen/library/.

Development of NextGen Operational Improvements (OIs) can include concept development, 

modeling changes in ATC performance, safety analyses, demonstration of new capabilities, 

international coordination, standards development, and other pre-implementation activities. 

When a new concept is developed and adopted, the improvement may be implemented through 

procedural changes, system enhancements, airspace changes, training, and upgrades to aircraft 

avionics as necessary. The CIP programs support the activities leading up to the initial 

investment decisions for implementation. When fully developed, a program solution is baselined 

for acquisition and implementation. More information on the NextGen OIs can be found in 

section 4.

Some of the larger NextGen programs that provide the foundation for the introduction of new 

NextGen OIs are:

• En Route Automation Modernization (ERAM) – Sector Enhancements and 

Technology Refresh – These programs will be upgrading the ERAM software to support 

NextGen OIs and provides replacement hardware for the ERAM system (BLI 2A01);

• System Wide Information Management (SWIM) – SWIM provides the standards, 

hardware and software to enable information management and data sharing required to 

support NextGen. This includes Common Support Services – Weather (CSS-Wx) which 

provides access for NAS users to a unified aviation weather picture (BLI 2A11);

• ADS-B NAS Wide Implementation (ADS-B) – ADS-B provides more accurate and 

timely surveillance data needed to allow direct routing and conflict free routes (BLI 

2A12);

• NextGen Weather Processor (NWP) – This program will establish a common weather 

processing platform which will provide improved weather products and support more 

efficient operations (BLI 2A17);

• Data Communications in support of NextGen – Data Comm provides data link 

communications between controller and pilot to facilitate information transfer, reduce 
10

workload and minimize potential errors in communication of flight plan adjustments 

(BLI 2A19);

• National Airspace System Voice System (NVS) – NVS will provide a nationwide 

network of digital voice switches for terminal and en route air traffic facilities. These new 

systems will provide voice switch configuration flexibility required to support facility 

backup (BLI 2B13); and

• Aeronautical Information Management (AIM) Program – AIM provides digital 

aeronautical information to NAS users (BLI 4A09).

3 Aviation Safety

The Aviation Safety (AVS) organization sets, oversees, and enforces safety standards for all 

parts of the aviation industry impacting every facet of domestic and international civil aviation 

safety. AVS is responsible for the certification, production approval, and continued 

airworthiness of aircraft and avionics as well as the certification of pilots, mechanics, and others 

in safety-related positions.

Capital investments that support Aviation Safety are listed below. 

Table 3-1 Aviation Safety Programs

4 NextGen Portfolios and Implementations

Planning the future systems architecture of the air traffic control system, requires establishing 

performance goals regarding the NAS improvements to be achieved. These goals are defined by 

the Operational Improvements (OIs) listed in the NextGen portfolios shown below and describe 

specific performance enhancements to be realized through the NextGen investments.

The NextGen concept development and pre-implementation work is now focused on the next 

useful segments of capabilities that will be deployed once development and implementation of 

new modern infrastructure is completed. The portfolios describe the engineering and acquisition 

work needed to achieve additional functionality to the base systems along with complementary

development of standards, guidance, operational descriptions, and procedures. 

BLI # CIP Title CIP #

2A18 Airborne Collision Avoidance System X (ACAS X) – Segment 1 M54.01-01

 3A02 Regulation and Certification Infrastructure for System Safety (RCISS) – Segment 3 A17.01-03

3A06 System Approach for Safety Oversight (SASO) Phase – 2b A25.02-02

3A07 Aviation Safety Knowledge Management Environment (ASKME) – Segment 2 A26.01-01 

3A08 Aerospace Medical Equipment Needs (AMEN) – Phase 2 M53.01-02 

3A08 Aerospace Medical Equipment & Infrastructure Needs (AMEIN) – Phase 3 M53.01-03

3A12 Aerospace Medicine Safety Information System (AMSIS) – Segment 1 A35.01-01 
11

The OIs included in this section are targeted for development and implementation within the FY 

2017-2021 timeframe. Each portfolio section and its corresponding OI descriptions are followed 

by a list of the portfolio programs that support the OIs. For information concerning the 

implementing systems, please refer to the NAS Enterprise Architecture Infrastructure Roadmaps

descriptions in Section 5. To obtain more information on NextGen accomplishments visit the 

following site: http://www.faa.gov/nextgen/snapshots/

Each OI has a unique six-digit identifier that is included as a reference. The first digit identifies 

the FAA Service Group such as Air Traffic Management services; the next two digits are service 

type; the fourth digit is the capability, e.g. ATC Separation Assurance/Surface Separation; and 

the last two digits are a unique ID. Additional information can be found on the NAS Systems 

Engineering Portal at https://sep.faa.gov.

4.1 Separation Management Portfolio

This portfolio provides controllers and pilots with the necessary tools and procedures to perform 

separation management in all airspace and airports within the NAS. The aircraft separation 

assurance service is the cornerstone of ATC operations, and the investments tied to this portfolio 

provide the tools, procedures, standards and guidance to better manage aircraft in a mixed 

environment with varying navigation equipment and wake performance capabilities. 

Enhancements to separation management are articulated in the following Operational 

Improvements (OI):

Flight Management with Trajectory, OI: 101202

Develops and maintains all information about a flight and makes that information 

available to all decision support tools to improve strategic flight planning and tactical 

flight management. Users may also supply trajectory option sets that represent their route 

preferences in the event of a constraint, such as weather. Trajectory flight data will 

continue to be updated for changes and made available to subscribers so that tactical and 

strategic plans are developed with the most up to date 4D flight trajectory.

Initial Conflict Resolution Advisories, OI: 104104

The ANSP automation supports the controller in predicting and resolving conflicts.

Automation is enhanced not only to recognize conflicts but also to provide rank-ordered 

resolution advisories to the ANSP.

Automation Support for Separation Management, OI: 102137

ANSP automation provides the controller with tools to manage aircraft separation in a 

mixed navigation and wake performance environment. Advances in Performance Based 

Navigation and additional wake separation categories leads to the use of more 

sophisticated separation rules between aircraft and the need for advisory support to the 

controller. 
12

Wake Re-Categorization, OI: 102154

The current set of pairwise wake separation requirements have been updated and 

expanded based on analysis of wake generation, wake decay and encounter effects for the 

current fleet of aircraft. These new separation standards are programmed into the 

automation systems to allow the controllers to use more accurate aircraft separation

standards to increase both flight efficiency and runway capacity utilization.

Optimized Oceanic Trajectories via Interactive Planning, OI: 104102

Interactive planning between the airspace user and FAA automation both before and after 

departure enhances the ability of the flight to fly closer to the user’s preferred 4D 

trajectory. Given the long duration of oceanic flights, there are often changes to wind 

and weather conditions while the flight progresses which change the flight’s progress 

along the route. The exchange of the route information from the aircraft provides the 

FAA with more up to date location information. Automation improvements allow the 

user to more easily request trajectory changes to better fit the new conditions.

Reduced Horizontal Separation Standards, En Route - 3 Miles, OI: 102117

By taking advantage of advances in surveillance and surveillance data processing, the

ANSP provides reduced separation (down to 3 miles) in greater portions of en route 

airspace. These reductions will allow procedures with lower separation minima and 

enable controllers to use more flight efficient clearances to manage conflict resolution.

Improved Management of Special Activity Airspace (SAA), OI: 108212

Special Activity Airspace availability is optimized and managed in real-time, based on 

actual flight profiles and real-time operational use parameters. Assignments, schedules, 

coordination, and changes to status of SAA are made readily available for operators and 

ANSPs using automation systems.

Relative Spacing Using Traffic Display, OI: 102143

Enhanced surveillance and new procedures enable the ANSP to initiate relative spacing 

operations, in which the position of an aircraft in a stream is managed in relation to the 

position of one or more other aircraft. These operations improve NAS capacity and flight 

efficiency by allowing flight crews to close to tighter spacing currently only experienced 

during visual approach and visual separation operations. Relative spacing operations can 

be realized through flight deck equipment and procedures supported by new ground 

automation and procedures. 

Flexible Routing, OI: 102146

Increased system precision and enhanced automation supports the efficient use of flight 

levels so that aircraft can more closely fly routes that maximize the airlines' goals of fuel 

efficiency, aircraft operations, and schedule. Aircraft provide state and intent data that 

will lead to fewer predicted problems, and as a result, fewer diversions from the preferred 

routing. 
13

Improved Parallel Runway Operations with Airborne Applications, OI: 102157

Improved flight deck capabilities allow for increased arrival capacity for parallel runway 

operations in Instrument Meteorological Conditions. Aircraft collision avoidance 

systems will be further enhanced for dependent operations by providing algorithms that 

calculate the blunder protection area followed by the appropriate procedural maneuver to 

ensure that the protection area is not compromised.

Dynamic, Pair-wise Wake Turbulence Separation, OI: 102152

Wake turbulence separation procedures and applications supporting en route and terminal 

operations are integrated into air traffic automation to provide dynamic, pairwise, lateral, 

longitudinal, and vertical wake separation requirements for trajectory management based 

on aircraft and weather conditions, in real time.

Capital investments that support Separation Management are listed below. 

Table 4-1 Separation Management Programs

4.2 Improved Surface/ Terminal Flight Data Manager (TFDM) Portfolio

This portfolio will improve safety, efficiency and flexibility on the airport surface by 

implementing new traffic management capabilities for pilots and controllers using shared surface 

movement data. The capabilities in the portfolio address surface movement and the exchange of 

information between controllers, pilots and air traffic managers that occur for departing aircraft 

from the gate to departure of the aircraft from the airport; and for landing traffic from exiting the 

runway to arriving at the terminal gate. 

Provide Full Surface Situation Information, OI: 102406

Automated broadcast of aircraft and vehicle position to ground and aircraft 

sensors/receivers provides a digital display of the airport surface. Aircraft and vehicles 

are identified and tracked to provide a comprehensive picture of the surface environment 

to ANSPs, equipped aircraft, and flight operations centers. 

BLI # CIP Title CIP #

1A05 Automatic Dependent Surveillance-Broadcast (ADS-B) In Applications – Flight 

Interval Management G01S.02-01

1A05 Modern Procedures G01A.01-01

1A05 Alternative Positioning Navigation and Timing (APNT) G06N.01-06

1A05 Wake Turbulence Re-Categorization G06M.02-02

1A05 Oceanic Tactical Trajectory Management G01A.02-02

1A05 Unmanned Aircraft Systems (UAS) Concept Validation and Requirements 

Development G01A.01-09

1A05 Reduced Oceanic Separation G02S.04-01

1A05 Separation Automation System Engineering G01A.01-06

1A05 Separation Management Concept & Analysis G01M.02-04

1A05 NextGen Oceanic Capabilities G01A.01-07

1A05 Conflict Advisories G01A.02-03
14

Enhanced Separation Services to Small Community Airports, OI: 102138

Improved surveillance and communication capabilities at or near smaller community 

airports allow for increased capacity in previous non-radar environments providing 

improvements over non-radar separation guidelines. 

Enhanced Departure Flow Operations, OI: 104208

Efficient departure operations are achieved through the improved ability to quickly revise 

departure clearances in the event that changing weather, winds or system constraints 

requires amendments to the pre-departure clearance. Traffic managers create route 

amendments and send the updated flight data to air traffic controllers for delivery to 

affected flights. Revised departure clearances are issued electronically to equipped 

aircraft.

Surface Traffic Management, OI: 104211

Departures are sequenced and staged to maintain throughput. Automation generates 

predicted airport and runway schedules for arrivals and departures providing better 

demand/capacity balancing. ANSP uses automation to integrate surface movement 

operations with departure sequencing to ensure departing aircraft meet departure schedule 

times while optimizing the physical queue in the movement area as well as the ability to 

save fuel and emissions through the use of virtual departure queues into the movement 

area. 

Remotely Staffed Tower Services, OI: 102155

Non-radar tower services are provided to additional general aviation airports through the 

certification of remote tower operations. These remote tower services are more 

economical for the airport owner than the cost to build, staff, and maintain an air traffic 

control tower. This provides increased access, capacity and safety at airports wanting to 

provide non-federal tower services by enabling control operations to be conducted with 

FAA certified controllers located in a remote ground level facility. 

Capital investments that support Improved Surface/TFDM are listed below. 

Table 4-2 Improved Surface/TFDM Programs

4.3 On-Demand NAS Portfolio

On-Demand NAS Information will provide flight planners, air traffic controllers and traffic 

managers, and flight crews with consistent and complete information related to changes in 

various areas of the NAS, such as temporary flight restrictions, temporary availability of special 

BLI # CIP Title CIP #

1A06 Surface Tactical Flow G02A.01-01

1A06 Surface Conformance Monitoring G02A.01-02 

1A06 Enhanced Service Small Communities (ESSC) G03M.04-02

2B18 Terminal Flight Data Manager (TFDM) – Segment 1 G06A.03-01
15

activity airspace (this includes military, Temporary Flight Restrictions (TFRs), other), equipment 

outages and runway closures. This portfolio ensures that NAS and other aeronautical 

information is consistently provided across all NAS applications and locations using common net 

enabled access to aeronautical and flight information utilizing global standards – Aeronautical 

Information Exchange Model (AIXM) and Flight Information Exchange Model (FIXM).

Flight Management with Trajectory, OI: 101202

Develops and maintains all information about a flight and makes that information 

available to all decision support tools to improve strategic flight planning and tactical 

flight management. As reroutes are selected, user preferences assessed, and approved, 

the trajectory flight data will continue to be updated and made available to subscribers so 

that both tactical and strategic plans can be developed with the most up to date 4D 

trajectory of the flight. 

Improved Management of Special Activity Airspace, OI: 108212

Special Activity Airspace availability is optimized and managed in real-time, based on 

actual flight profiles and real-time operational use parameters. Assignments, schedules, 

coordination, and changes to status of SAA are made readily available for operators and 

ANSPs using automation systems.

On-Demand NAS Information, OI: 103305

NAS and aeronautical information will be available to users on demand. This

information is consistent across applications and locations that are available to authorized 

subscribers and equipped aircraft. Proprietary and security-sensitive information is not 

shared with unauthorized agencies or individuals.

Tailored Delivery of On-Demand NAS Information, OI: 103306

The delivery of selected NAS and aeronautical information data elements will be 

available to users and tailored based on the information that pertains to their flight 

trajectory.

Current Tactical Management of Flow in En Route for Arrivals and Departures, OI:

104115

Automation will assist with minimizing the capacity and efficiency impacts to aircraft of 

space vehicle traffic and ensure that safety is maintained. Traffic managers and 

controllers will use these tools to tactically manage aircraft flows away from space 

vehicle launches, and in the event of a catastrophic failure, the debris field.

Flexible Airspace Management, OI: 108206

ANSP automation supports reallocation of trajectory information, surveillance, 

communications, and display information to different positions or different facilities. The 

ANSP moves controller capacity to meet demand. Automation enhancements enable 

increased flexibility to change sector boundaries and airspace volume definitions in 

accordance with pre-defined configurations. 
16

Capital investments that support On-Demand NAS are listed below. 

Table 4-3 On-Demand NAS Programs

4.4 Improved Multiple Runway Operations Portfolio

The Improved Multiple Runway Operations (IMRO) portfolio enables the FAA to more 

efficiently use runway capacity through the use of improved technology, updated standards, 

safety analysis, and air traffic tools and operating procedures to enable more arrival and 

departure operations. The capabilities in this portfolio will enable the use of simultaneous 

approaches (two aircraft on the approach path at the same time) during periods of reduced 

visibility, decrease the required separations between aircraft on dependent approaches (staggered 

aircraft arrivals on parallel runways), departure procedures, and alleviate the effects of wake 

turbulence that normally require increased separation between aircraft in terminal airspace. 

Improved Parallel Runway Operations, OI: 102141

This improvement will explore concepts to recover lost capacity through reduced 

separation standards, increased applications of advanced dependent and independent 

procedures, and enabling operations in lower-visibility conditions.

Improved Parallel Runway Operations with Airborne Applications, OI: 102157

Improved flight deck capabilities allow for increased arrival capacity for parallel runway 

operations in Instrument Meteorological Conditions. Reduced separation for dependent 

approaches of closely spaced parallel runways will be enhanced through the use of 

aircraft avionics that assist pilots in maintaining the required interval from other aircraft. 

Ground automation identifies opportunities to the controller who can provide a clearance 

to the flight crew for specific lateral and longitudinal separation distance from other 

aircraft. 

Wake Turbulence Mitigation for Arrivals: CSPRs, OI: 102144

Initially, dependent separation between aircraft on parallel approach courses to CSPRs 

will be procedurally reduced in Instrument Meteorological Conditions in all crosswind 

conditions to something less than today's wake separation behind heavy or B757 aircraft 

based on a safety analysis of the airport geometry, local meteorology and other factors at 

each airport. In persistent crosswind conditions, separation at less than today's wake 

separation minima for dependent approaches will be permitted for certain aircraft pairs, 

based on systems that sense and predict wind and indicate to controllers when the upwind 

approach is safe from wakes generated by aircraft on the downwind approach. 

BLI # CIP Title CIP #

1A07 Flight Object G05A.02-03

1A07 Common Status and Structure Data G05A.02-01

1A07 Flight Object Exchange Services (FOXS) G05A.02-08

1A07 Dynamic Airspace G05A.04-01

1A07 Advanced Methods G05A.02-02

1A07 Airspace Resource Management System (ARMS) G05A.02-09
17

Ground Based Augmentation System (GBAS) Precision Approaches, OI: 107107

Global Positioning System (GPS)/GBAS support precision approaches to Cat I and 

eventually Cat II/III minima for properly equipped runways and aircraft. GBAS can 

support approaches at airports which require fewer restrictions to surface movement and 

offers the potential for curved precision approaches. GBAS may also support highintegrity surface movement requirements.

CSPR Paired Departure Wake Mitigation, OI: 102159

Changes in procedures and standards, and the implementation of new technology, will 

safely reduce the impact of wake separation standards on airport operations. Changes to 

wake separation minima implemented at airports with CSPR complexes will increase 

throughput during departure operations during periods with favorable winds. (OI: 

102159)

Single Runway Arrival Wake Mitigation, OI: 102145

Single Runway Arrival Wake Mitigation will provide increased arrival capacity to single 

runways by reducing longitudinal wake separation standards during radar operations 

under certain crosswind conditions. Weather sensors and wind predictions systems will 

be used to forecast persistent crosswind conditions and air traffic automation systems will 

be used to indicate to controllers when they can safely reduce wake separation standards, 

increasing arrival capacity. 

Single Runway Departure Wake Mitigation, OI: 102151

Single Runway Departure Wake Mitigation will provide increased departure capacity 

from single runways by reducing longitudinal wake separation standards under certain 

crosswind conditions. Airport weather sensors and wind predictions systems will be used 

to forecast persistent crosswind conditions, will be used to monitor crosswind conditions, 

and air traffic automation systems will be used to indicate to controllers when they can 

safely reduce wake separation standards, increasing departure capacity. 

Capital investments that support Improved Multiple Runway Operations are listed below. 

Table 4-4 Improved Multiple Runway Operations Programs

4.5 NAS Infrastructure Portfolio

The NAS Infrastructure Portfolio includes capabilities that address aviation weather issues, 

which supports the need to improve air traffic management (ATM) decision making during 

adverse weather conditions, improves the use of weather forecast information in the NAS and 

evolves the existing aviation weather infrastructure, i.e., dissemination, processor, and sensor

BLI # CIP Title CIP #

1A08 Wake Turbulence Mitigation for Arrivals (WTMA) G06A.01-02

1A08 Closely Spaced Parallel Runway Operations G06N.01-02

1A08 Ground Based Augmentation System (GBAS) G06N.01-01
18

systems, to standardize weather information and interfaces, and reduce operational costs. This 

work also includes new air traffic control management procedures, separation standards and 

flexible airspace categories to increase throughput. 

Current Oceanic Separation, OI: 102105

The use of Advanced Technologies and Oceanic Procedures (ATOP) will be expanded 

into domestic-to-oceanic transition sectors to provide the controllers with integrated rules 

for setting up transitioning traffic to/from oceanic airspace. Enhancements include 

modifications needed to handle tactical 5 nautical mile separations. 

Automated Support for Initial Trajectory Negotiation, OI: 102158

En Route sector capacity and throughput are increased through the ability to send route 

changes and instructions to the cockpit over data communications. Trajectory 

management is enhanced by automated assistance to negotiate pilot trajectory change 

requests with properly equipped aircraft operators. 

On-Demand NAS Information, OI: 103305

An integrated set of weather information will be available to users on demand. This

information is consistent across applications and locations that are available to authorized 

subscribers and equipped aircraft. 

Initial Integration of Weather Information into NAS Automation and Decision Making, OI: 

103119

Advances in weather information content and dissemination provide users and/or their 

decision support tools with the ability to identify specific weather impacts on operations 

(e.g., trajectory management and impacts on specific airframes, arrival/departure 

planning) to ensure continued safe and efficient flight.

Full Integration of Weather Information into NAS Automation and Decision Making, OI: 

103123

Weather information will be translated into constraint information to be fully integrated 

into decision-support technologies. Advanced impact assessment tools improve ANSP 

and flight operator tactical and strategic planning by providing consolidated weather 

processing of observational and forecast capabilities to produce consistent weather 

information for improved ATM decision-making for meeting capacity, efficiency, and 

safety objectives. 

Surface Traffic Management, OI: 104211

ANSP automated decision support tools integrate surveillance data, weather data, 

departure queues, aircraft flight plan information, runway configuration, expected 

departure times, and gate assignments. Local collaboration between ANSP and airport 

stakeholders improves information flow to decision support as well as the ability for 

aircraft operators to meet their operational and business objectives. The sharing of 

electronic flight data increases efficiency by providing a method to convey both the 

strategic and tactical plan to controllers as well as improved amendment and coordination 

capabilities.
19

Capital investments that support NAS Infrastructure are listed below. 

Table 4-5 NAS Infrastructure Programs

4.6 NextGen Support Portfolio at WJHTC

This portfolio will continue to explore new technologies at the NextGen laboratories and support 

operational assessment for system performance. A capital investment that supports NextGen 

Support Portfolio at WJHTC is listed below. 

Table 4-6 NextGen Support Portfolio Program

4.7 Performance-Based Navigation & Metroplex Portfolio

PBN uses RNAV and Required Navigation Performance (RNP) to improve access and flexibility 

in the NAS with the goal of providing the most efficient aircraft routes from departure runway to 

arrival runway with greater precision and accuracy. Progressive stages of PBN capabilities 

include the safe implementation of more closely spaced flight paths for departure, arrival and 

approach and improves the operational efficiency for airports located in Metroplexes. 

Resilient PBN Operations, OI: 107120

The ability to conduct PBN operations in the event of GNSS outages will be assured 

through the use of multiple mitigation strategies. These strategies will enable aircraft to 

continue to navigate using PBN en route and at our most economically important 

locations. The ability to assure that PBN operations will continue during GNSS outages 

or interference events will result in a more resilient NAS. 

BLI # CIP Title CIP #

1A09 Weather Observation Improvements G04W.02-01

1A09 Weather Forecast Improvements – Work Package 1 G04W.03-01

1A09 NextGen Navigation Engineering G06N.01-03

1A09 New ATM Requirements G01M.02-02

1A09 Surface/Tower/Terminal Systems Engineering G06A.02-01

1A09

 NextGen Distance Measuring Equipment (DME) Support For Performance Based 

Navigation (PBN) Strategy G01N.01-02

1A09 Information Management G05M.03-01

BLI # CIP Title CIP #

1A10 NextGen Laboratories G03M.02-01
20

Increase Capacity and Efficiency Using Area Navigation (RNAV) and Required 

Navigation Performance (RNP), OI: 108209

This improvement will allow use of RNAV and RNP to enable more efficient aircraft 

trajectories. Combined with airspace changes, RNAV and RNP increase airspace 

efficiency and capacity. Further efficiencies will be gained through the development and 

implementation of advanced RNP criteria. RNAV and RNP will permit the flexibility of 

point-to-point operations and allow for the development of routes, procedures, and 

approaches.

Capital investments that support Performance Based Navigation & Metroplex are listed below. 

Table 4-7 Performance Based Navigation & Metroplex Programs

4.8 Collaborative Air Traffic Management Portfolio

Collaborative Air Traffic Management (CATM) coordinates flight and flow decision-making by 

flight planners and FAA traffic managers; this will improve the overall efficiency of the NAS by

providing greater flexibility to make best use of available airspace and airport capacity. The 

objective of CATM services is to accommodate user preferences to the maximum extent 

possible. Traffic managers impose Traffic Management Initiatives (TMI) to account for 

congestion, weather, and special activity airspace or other constraints. Tailoring flow 

management actions to specific flights can reduce the impact of TMIs on user flight plans.

Provide Full Flight Plan Constraint Evaluation with Feedback, OI: 101102

Constraint information that impacts the proposed route of flight is incorporated into 

ANSP automation, and is available to users. A user can adjust the flight plan based on 

available information. 

Provide Interactive Flight Planning from Anywhere, OI: 101103

Flight planning activities are accomplished from the flight deck as readily as at any other 

location. Airborne and ground automation provide the capability to exchange flight 

planning information and negotiate flight trajectory agreement amendments in near realtime.

BLI # CIP Title CIP #

1A11

 NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation 

(RNAV) /Required Navigation Performance (RNP) G05N.01-01

1A11

 NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation 

(RNAV)/Required Navigation Performance (RNP) – Future Plans G05N.01-03

1A11 Concept Development for Integrated NAS Design and Procedure Planning G05A.02-04
21

Interactive Planning Using 4D Trajectory Information in the Oceanic Environment, OI: 

104102

Interactive planning between the oceanic airspace user and FAA automation both before 

and after departure enhances the ability of the flight to fly closer to the user’s preferred 

4D trajectory. Users can receive feedback on intended Oceanic trajectory and adjust 

plans if desired. 

Full Collaborative Decision Making, OI: 105207

Timely, effective, and informed decision-making based on shared situational awareness is 

achieved through advanced communication and information sharing systems.

Traffic Management Initiatives with Flight Specific Trajectories, OI: 105208

This capability will increase the agility of the NAS in adjusting and responding to 

dynamically changing conditions such as severe weather, congestion and system outages

through the automated generation and dissemination of route changes.

Initial Flight Day Evaluation, OI: 105302

Continuous (real-time) constraints are provided to ANSP traffic management decisionsupport tools and the NAS users which improves system constraint predictions and 

assessments of proposed mitigation strategies. The FAA, in collaboration with users, 

develops mitigation strategies that consider the potential constraints. 

Capital investments that support Collaborative Air Traffic Management are listed below. 

Table 4-8 Collaborative Air Traffic Management Programs

4.9 Time-Based Flow Management (TBFM) Portfolio

TBFM will enhance NAS efficiency by using the capabilities of the Traffic Management 

Advisor (TMA) decision-support tool; a system that is already deployed at all air route traffic 

control centers in the contiguous United States. Improvements in TMA’s core time-based 

metering capability and its trajectory modeler, an expansion of TMA and its departure 

capabilities to additional locations and enhancements to TMA’s departure capabilities will 

enhance efficiency and optimize demand and capacity. Controllers will be able to more 

accurately deliver aircraft to the TRACON and offer an opportunity to fly optimized descents. 

Improved Management of Arrival/Surface/Departure Flow Operations, OI: 104117

This improvement integrates advanced arrival/departure flow management with advanced 

surface operation techniques to improve overall airport capacity and efficiency.

BLI # CIP Title CIP #

2A14 Strategic Flow Management Application G05A.01-01

2A14 Strategic Flow Management Engineering Enhancement (SFMEE) G05A.01-02

2A14 Collaborative Air Traffic Management (CATMT) – Work Package 4 G05A.05-03

2A14 Collaborative Air Traffic Management (CATMT) – Work Package 5 G05A.05-04
22

Point-in-Space Metering, OI: 104120

The ANSP uses scheduling tools and trajectory-based operations to assure smooth flow 

of traffic and increase the efficient use of airspace. Point-in-space metering can be 

associated with a departure fix, arrival fix, or any other point-in-space, such as airspace 

boundaries or other flow converging points. Decision support tools will allow traffic 

managers to develop scheduled arrival times for constrained resources and allow 

controllers to manage aircraft trajectories to meet the scheduled meter times.

Time-Based Metering Using RNAV and RNP Route Assignments, OI: 104123

RNAV, RNP and time-based metering provide efficient use of runways and airspace in 

high-density airport environments. Metering automation will manage the flow of aircraft 

to meter fixes that are the point for aircraft to enter the pattern for runway approaches, 

thus permitting efficient use of runways and airspace. 

Time-Based Metering in the Terminal Environment, OI: 104128

This OI extends current metering capabilities into the terminal environment and furthers 

the pursuit of end-to-end metering and trajectory-based operations. It also supports 

capabilities designed to expand the use of terminal separation standards in transition 

airspace, and solidifies the foundation for future advanced airborne-based applications 

that will depend upon ground-based automation to maintain the complete sequence of 

aircraft into and out of high density terminal locations.

Interval Management-Spacing (IM-S), OI: 102118

This OI enables controllers to identify, initiate, and monitor the spacing between aircraft, 

when they direct flight crews to establish and maintain a given time or distance from a 

designated aircraft. Controllers will be assisted with ground automation and a new set of 

voice or data link procedures.

Pair-wise Trajectory Management, OI: 102149

Pair-wise Trajectory Management is intended to increase efficiency during separationrelated maneuvers in the cruise phase of flight through the use of ground and airborne 

pair-wise distance assurance capabilities to save fuel and reduce delays.

Capital investments that support Time-Based Flow Management are listed below. See section 

5.1, Automation Roadmap 1.

Table 4-9 Time-Based Flow Management Programs

BLI # CIP Title CIP #

2A15 Time Based Flow Management (TBFM) Work Package 3 G02A.01-06

2A15 Time Based Flow Management (TBFM) Technology Refresh G02A.01-07

2A15 Time Based Flow Management (TBFM) Work Package 4 G02A.01-08
23

4.10 System Safety Management Portfolio

System Safety Management is developing data acquisition, storage, analysis, and modeling 

capabilities to meet the safety analysis needs of NextGen designers, implementers, and safety 

professionals. These resources will be used to ensure that new capabilities either improve or 

maintain current safety levels while improving capacity and efficiency in the NAS. 

Safety Information Sharing and Emergent Trend Detection, OI: 601103

Information analysis and sharing directly supports safety promotion and safety assurance 

initiatives. It supports analytical efforts such as the comparison of baseline information 

and trends. It also indirectly supports safety risk management through issue 

identification, information and tools for analysis of hazards.

Integrated Safety Analysis and Modeling, OI: 601202

This OI mitigates safety risk associated with the design, evolution and implementation of 

NextGen by providing enhanced integrated safety methods. It will provide advanced 

capabilities for integrated, predictive safety baseline risk assessment; advanced 

capabilities for integrated risk analysis; improved validation and verification processes 

supporting certification; simulation protocols that provide enhanced evaluation 

frameworks for safe operational procedures; and enhanced training requirements analysis 

for safe system operation. 

Capital investments that support System Safety Management are listed below. 

Table 4-10 System Safety Management Programs

4.11 Cross Agency NextGen Management

Delivering NextGen is a high priority for the Administration, the Department of Transportation 

and the FAA. Its complexity and interdependencies make it the most challenging FAA 

undertaking to date requiring evaluation of internal processes and internal structures to meet the 

demands of modernizing the NAS. The NextGen Interagency Planning Office integrates 

NextGen multi-agency research and development requirements and facilitates the transfer of 

research between its partner agencies.

Capital investment that supports Cross Agency NextGen Management is listed below. 

Table 4-11 Cross Agency Program

BLI # CIP Title CIP #

3A09 Aviation Safety Information Analysis and Sharing (ASIAS) G07A.02-01

3A09 Systems Safety Management Transformation (SSMT) G07M.02-01

BLI # CIP Title CIP #

4A10 Cross Agency NextGen Management G08M.04-01
24

5 Enterprise Architecture Infrastructure Roadmaps 

The detailed infrastructure roadmaps in the following subsections are an integral part of the NAS 

Enterprise Architecture and show the existing systems in the NAS and the planned capital 

programs for both legacy and NextGen systems. The roadmaps extend beyond the 5-year CIP 

horizon and show extended timelines with planned or proposed NAS modernization envisioned 

for the future. Upgrading the sophisticated systems used for air traffic control requires 

significant engineering development efforts and long range planning to ensure the continued 

safety and efficiency of the NAS.

The roadmaps present an executive level view of the programs and systems that make up the 

NAS and do not include every aspect of the detailed planning behind them. The timelines are 

included to show the length of time that existing systems or their replacements will remain in 

service. This highlights the future plan for these legacy systems that may impact the planning, 

management, and budgeting of interdependent CIP programs developing new or improved 

capabilities for their replacement. 

Many improvements shown in the roadmaps require aviation users to add equipment to their 

aircraft and adopt new procedures which can alert users to potential changes that may affect their 

equipment and crew training. The roadmaps are updated annually to reflect the results of 

studies, demonstration projects, and economic analysis related to programs; the roadmaps are

however, reasonably stable from year-to-year. For additional information you can view the 

Enterprise Architecture and Infrastructure Roadmaps at: https://sep.faa.gov/

The infrastructure roadmaps in this section organize the architecture by functional area. The 

systems shown in light blue on the left side of the diagrams are currently in service. Funding to 

maintain and operate the in-service systems is provided by the Operations account. Capital 

investments to upgrade or replace these systems are shown by the program boxes within the 

roadmap timeline and are funded by the Facilities and Equipment appropriation. The length of

the box reflects the fiscal years that a program has, or is expected to receive funding; legacy 

programs are shown as gray bars and NextGen are orange. 

Below each roadmap, a brief description is provided for each of the systems shown along the left 

side of the roadmaps. For each related CIP program requesting funds between FY 2017-2021, a

brief summary that describes the purpose of the program are provided as well as the associated 

BLI number, the CIP title, and CIP number. The BLI number may be used to associate a CIP 

program shown on the FAA Enterprise Architecture Roadmaps with the funding provided in 

Section 8, Estimated Funding by BLI. Note that BLIs may include funding for multiple CIP 

programs. 

Figure 5-1 shows and defines the symbols used in the infrastructure roadmaps. The solid red 

lines indicate the time the systems, or their replacements will remain in operation. The dashed 

lines indicate that a system is scheduled to be replaced or taken out of service. The final date of 

operation is indicated with an X. The boxes with names identify programs, functions or systems, 
25

which are either described in the text or, when they are not described, their acronyms, are spelled 

out in the Acronyms and Abbreviations section.

Figure 5-1 Infrastructure Roadmap Legend

5.1 Automation Roadmaps

Automation is a core element of the air traffic control system. Controllers require a real-time 

display of aircraft location as well as information about the speed, altitude, and direction for 

approximately 60,000 flights that they track and keep safely separated each day. Automation 

provides controllers with continuously updated displays of aircraft position and whether the 

aircraft is level, climbing, or descending. Automation systems can also show an aircraft’s 

projected track even if there is a temporary loss of surveillance information by calculating an 

aircraft’s ground speed to project its future position based on its last reported direction. 

The Traffic Flow Management System (TFMS) supports the FAA’s Traffic Management 

personnel in providing efficiency-critical NAS services. Throughout each day, Traffic Managers 

use the TFMS to maintain near real-time situational awareness and predict areas which may 

experience congestion due to capacity reductions or unusual demand increase. The TFMS is 

used to facilitate planning teleconferences every two hours to proactively plan impact mitigation 

strategies between the Air Traffic Control System Command Center (ATCSCC), Traffic 

Management Units (TMU) at all major ATC facilities (80 sites), and flight operators. TFMS 

remote sites are also located at other FAA and Government offices (39). 

XYZ System / Service / Support Activity

System successor

System in Draw-Down Mode

X Decommission 

2015 2016 2017 Timeline

XYZ NextGen Project (denoted by G CIP number)

Applies to any fill color type

XYZ Program / Project

XYZ Planned (Unfunded) System/ Service/ Program/ 

Project*

XYZ Operational Node / Procedure / Capability / 

Other Architecture Object

XYZ Support Activity Owned by Another Domain

* 
26

Automation systems will host the software improvements needed to support many of the 

NextGen OIs. NextGen programs will develop the software enhancements which are then 

installed on existing or upgraded automation systems. 

Automation implementation, including the plans to sustain, upgrade, replace or decommission 

current systems from 2015 through 2029 are shown in the following NAS EA roadmaps:

1. Roadmap 1 (figure 5-2) - Air Traffic Management and Air Traffic Control

2. Roadmap 2 (figure 5-3) - Air Traffic Support and Oceanic Air Traffic Control

3. Roadmap 2 (figure 5-4) - Flight Services, Aeronautical and Information Support

Figure 5-2 Air Traffic Management and Air Traffic Control Roadmap

The first system shown on the top left of the Automation Roadmap 1 (figure 5-2) is the TFMS as 

described on the previous page. The FAA will continue to implement the TFM Infrastructure 

and Remote Site Technology Refresh program to upgrade the hardware for existing TFMS 

CY 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029

Automation Roadmap (1 of 3)

ERAM Tech Refresh

TBFM WP3

HOST

URET

DSR

ARTS IE/IIE

STARS

ARTS IIIE

TAMR P3S1

ERAM

ERAM

ERAM System 

Enhancements

and TR

HADDS

ECG

TFMS

CATMT WP4

TBFM

CATMT WP3

DBRITE X

TFM-I Field/Remote Site TR

STARS TR – TAMR P1

X

X

X

X

X

ECG Technology Refresh

STARS Infrastructure Modernization

STARS E/L

TBFM Tech Refresh

TBFM WP4

ERAM Sector Enhancements

CATMT WP5

Terminal Work Package 1

TAMR Post-ORD Enhancements

TFM Service Enhancements

TFM Infrastructure TR

TAMR P3S2

Commercial Space Integration Into The NAS

TFM-I Remote Site 

TR2

Flight and Interfacility Data Interface (FIDI)

NAS Infrastructure Roadmaps, Version 10.0 January 2016
27

components. The TFM Service Enhancements program will upgrade decision support tools to 

help traffic managers implement more efficient Traffic Management Initiatives (TMIs). See BLI 

2A05 for descriptions on TFM Infrastructure – Field/Remote Site Technology Refresh, A05.01-

13, and TFM Infrastructure – TFM Service Enhancements, A05.01-14.

Collaborative Air Traffic Management Technologies (CATMT) Work Packages (WP) are 

capability enhancements to the TFMS and expand collaboration to individual pilots and improve 

information exchange between the FAA and airline dispatch offices. Collaboration improves the 

efficiency of operations by helping operators determine the most efficient way to allocate NAS 

capacity. See BLI 2A14 for descriptions on CATMT – Work Package 4, G05A.05-03, and 

CATMT – Work Package 5, G05A.05-04.

The number of commercial space operations has increased significantly over the past few years.

Commercial Space Transportation Integration into the NAS focuses on safely managing and 

minimizing the effects of commercial space operations on the capacity and efficiency of the NAS

without impeding industry progress. See BLI 2A05 for a full description of Commercial Space 

Integration Into The NAS, M55.01-01.

The Time Based Flow Management (TBFM) system uses time-based metering to better utilize 

NAS capacity by improving traffic flow management of aircraft approaching and departing 

congested airspace and airports. Aircraft using this technique can arrive properly sequenced and 

spaced to maximize capacity at the nation’s busiest airports. TBFM has been deployed and is 

operational at 20 Air Route Traffic Control Centers and adapted for most major airports served 

by those centers. TBFM Work Package 3 will implement additional NextGen concepts, such as 

optimized descent during time-based metering; Terminal Sequencing and Spacing to provide 

efficient sequencing and runway assignment; expansion of the Integrated Departure /Arrival 

Capability to additional locations; and making TBFM more flexible to accommodate reroute 

operations during adverse weather conditions during FY 2015-FY 2022. See BLI 2A15 for more 

detailed descriptions of TBFM Work Package 3, G02A.01-06.

TBFM Technology Refresh will replace the existing hardware deployed in 2012 and 2013 with 

new hardware in the FY 2018-2021 time frame. TBFM Work Package 4 will build upon existing 

core TBFM capabilities to increase benefits from time-based metering and enable the expansion 

of PBN operations across the NAS. Each of these programs are working towards a Final 

Investment Decision (FID). See BLI 2A15 for more detailed descriptions of TBFM Technology 

Refresh, G02A.01-07 and TBFM Work Package 4, G02A.01-08.

The Host ATM Data Distribution System (HADDS) supplies data to the TFMS discussed above 

and will remain in operation through the timeframe of the current roadmap (2015-2029).

The En Route Communications Gateway (ECG) system is a fully operational computer system 

that formats and conveys critical air traffic data to the En Route Automation Modernization 

(ERAM) and the Enhanced Backup Surveillance System at the Air Route Traffic Control 

Centers. The ECG Technology Refresh program procures and deploys ECG hardware or 

software components to maintain the system throughout the roadmap timeframe. See BLI 2A02 

for a description on ECG – Technology Refresh, A01.12-02.
28

The Flight and Interfacility Data Interface (FIDI) will modernize the flight data and interfacility 

data interfaces between en route, oceanic, and terminal automation systems. In conjunction with 

the Surveillance Interface Modernization (SIM) program, S13.01-01, (described under on 

Surveillance Roadmap 3, Figure 5-12), the FIDI program will use Internet protocols requiring 

only standard FAA Telecommunications Infrastructure to replace the serial interfaces used by 

ECG. The program is working towards a FID. See BLI 2B22 for a description of the FIDI –

Phase 1, Segments 1 & 2, G08A.01-01.

The ERAM program incorporated three of the en route system component pieces: User request 

Evaluation Tool (URET); Host Computer; and Display System Replacement (DSR). DSRs are 

the ATC displays at the en route centers. URET is a conflict-detection tool that automatically 

detects and advises air traffic controllers of potential conflicts between aircraft or between 

aircraft and special activity airspace. ERAM became fully operational in 2015 and supports the 

agency's transition to NextGen. The ERAM system replaced the Host Computer, processes 

flight and surveillance data, and generates display data for en route air traffic controllers. 

The ERAM Technology Refresh program will sustain the ability for en route controllers at each 

center to collectively track up to 1,900 aircraft at a time by updating ERAM equipment in critical 

need of replacement during the FY 2017 through FY 2021 time frame. The ERAM Sector 

Enhancements program will improve the efficiency and effectiveness of en route sector 

operations. The improvements will enable implementation of NextGen capabilities which will 

allow for increased efficiency and capacity benefits. The program is working towards a FID. 

See BLI 2A01 for more information about ERAM Technology Refresh, G01A.01-10 and ERAM 

Sector Enhancements, G01A.01-04.

The last five systems in figure 5-2 provide ATC automation for terminal airspace. They include 

the Standard Terminal Automation Replacement System (STARS); The STARS Enhanced Local 

Integrated Tower Equipment / Local Integrated Tower Equipment (STARS E/L); The Automated 

Radar Terminal System model IIIE (ARTS IIIE); ARTS 1E/IIE; and Digital Bright Radar 

Indicator Tower Equipment (DBRITE). STARS and ARTS systems allow TRACON controllers 

to track aircraft as they transition from en route control to terminal airspace, normally within 60 

miles of the destination airport. DBRITE is a tower display that allows tower cab controllers to 

determine the location of approaching traffic before it becomes visible to them.

STARS – Technology Refresh (TAMR Phase 1) program is the technology refresh of STARS 

automated radar processing and display systems at 47 Terminal Radar Approach Control 

(TRACON) facilities and their associated Air Traffic Control Towers (ATCTs). Current STARS 

equipment has been in the NAS since 1999 and requires technology refresh. The STARS 

Infrastructure Modernization Program will continue to update and modernize STARS

components that have reached end of life and support infrastructure transition to Internet 

Protocol. The program is working towards a FID. See BLI 2B03 for details about the STARS –

Technology Refresh (TAMR Phase 1) program, A04.01-01 and STARS – Infrastructure 

Modernization Program, A04.01-03.
29

The Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 1

program will address infrastructure improvements essential for the adoption of Automatic 

Dependent Surveillance-Broadcast (ADS-B) at 11 Common Automated Radar Terminal 

(CARTS) IIIE sites. The Terminal Automation Modernization – Replacement (TAMR) – Phase 

3, Segment 2 program will replace 97 systems, 91 ARTS IIE systems at TRACONs and their 

associated ATCTs and six ARTS IE systems (stand-alone ATCT display systems), with STARS 

hardware, software, and displays. See BLI 2B04 for more information about Terminal 

Automation Modernization – Replacement (TAMR) – Phase 3, Segment 1, A04.07-01 and

TAMR – Phase 3, Segment 2, A04.07-02.

The Terminal Automation Modernization – Replacement (TAMR) – Post Operational Readiness 

Demonstration (ORD) Enhancements program will address operational needs and capabilities

identified by STARS users and FAA stakeholders beyond STARS core functionality. As 

validated enhancements are identified and prioritized, the TAMR Program Office will develop a 

detailed implementation plan for the engineering, design, development, testing, integration and 

delivery of those enhancements. See BLI 2B04 for more information about TAMR – Post ORD 

Enhancements, A04.07-04.

Terminal Work Package 1 program is the next useful segment for the Standard Terminal 

Automation Replacement System (STARS) platform and will consolidate terminal automation 

onto a single platform. It will implement the capabilities necessary to enable trajectory-based 

operations in the terminal environment. This program will refine proposed concepts and validate 

them as viable additions to the NAS to support NextGen goals. The program is working towards

a FID. See BLI 2B05 for more information about the Terminal Work Package 1 program, 

A04.08-01.
30

Figure 5-3 Air Traffic Support and Oceanic Air Traffic Control Roadmap

The program at the top of figure 5-3, the Air Traffic Support and Oceanic Air Traffic Control

Roadmap, is the Terminal Flight Data Manager (TFDM) – Segment 1. This program will 

provide tower air traffic controllers and FAA traffic managers with NextGen decision support 

capabilities that integrate flight, surveillance, and traffic management information to improve air 

traffic control coordination and decision making. The notional implementation plan, which 

includes a future segment 2, is based on a two build approach and deployment of TFDM to 

approximately 89 airports. The program is working towards a FID. See BLI 1A06 for additional 

details on Terminal Flight Data Manager (TFDM) – Segment 1, G06A.03-01.

The first system on figure 5-3 is the Departure Spacing Program (DSP) and it is used by tower 

controllers to optimize taxi and takeoff clearances in order to efficiently use available runway 

and airspace capacity. The Surface Movement Advisor (SMA) provides the status of aircraft 

moving from the gates to the runways and improves taxiing efficiency. The Electronic Flight 

Strip Transfer System (EFSTS) is a system to transfer flight information to towers and 

TRACONs electronically rather than by paper. The Airport Resource Management Tool 

(ARMT) provides an assessment of available airport capacity. 

CY 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029

TFDM Segment 2

ATOP Enhancements WP1

Automation Roadmap (2 of 3)

ATOP

DOTS+

ATOP

MEARTS

FDP2K

OFDPS

ATOP TR

ATOP Enhancements WP2

FDIO Replacement

FDIO

ATOP Oceanic Service Enhancements

X

X

ERIDS

E-IDS

IDS4 / IDS5

NIDS

ACE-IDS

X

X

Enterprise IDS

TDLS

EFSTS

SMA

Tower DCL Services (TDLS) Segment 1

TFDM

DSP X

X

X

ARMT X

TFDM Segment 1 

OPSNET OPSNET Replacement

Offshore Automation System

IDS - Replacement

IDS-R TR

E-IDS Tech Refresh

NAS Infrastructure Roadmaps, Version 10.0 January 2016
31

The Tower Data Link Services (TDLS) provides data link of the as-filed flight plan (called PreDeparture Clearance (PDC)) through Airline operators to pilots preparing to depart an airport. 

See Communication Roadmap 5, section 5.2, for a description of the Data Communications 

Segment 1 Phase 1 program.

The Operations Network (OPSNET) is the official FAA system for collecting and reporting 

flight operations count and delay metrics. The OPSNET system measures the number of delays 

attributable by cause and includes weather, air traffic volume, equipment status, and runway 

conditions. The OPSNET Replacement program will expand the collection and recording of 

delay “causes” to improve reporting and will provide a system that limits manual data entry and 

automates compilation of operational data received from FAA automation systems. The 

program is working towards a FID. See BLI 1A01 for additional information on the OPSNET 

Replacement program, A37.01-01.

The Integrated Display Systems model 4 (IDS-4), IDS model 5 (IDS-5), and NAS IDS (NIDS) 

provide rapid retrieval and display of a wide range of weather, operational support, and 

administrative information for air traffic controllers and other users in the terminal environment. 

The Integrated Display Systems (IDS) Replacement program is replacing the IDS-4 with a stateof-the-art system comprised mainly of Commercial-Off-The-Shelf (COTS) components; the last 

will be in 2017. To sustain system services, the Integrated Display Systems (IDS) Replacement 

– Technology Refresh program will perform a system analysis of the replacement COTS 

components approximately 5 years after they were acquired and identify affected components for 

technology refresh. See BLI 2B14 for additional information about Integrated Display Systems 

(IDS) Replacement, A03.05-01 and IDS Replacement – Technology Refresh, A03.05-02.

The Enterprise Information Display System (E–IDS) program will take over the upgrade or 

replacement of systems included in the IDS replacement program and provide controllers, front 

line managers, traffic managers, and maintenance personnel with the full range of information 

including aeronautical, weather, and administrative information affecting all phases of flight to 

assist in efficiently managing airspace. The program is working towards a FID. See BLI 2B14 

for more information about the Enterprise Information Display System (E–IDS), A03.05-03.

The Automated Surface Observing System (ASOS) Controller Equipment-Information Display 

System (ACE-IDS) displays weather information collected by ASOS to tower controllers. These 

services will begin a transition to E-IDS starting in FY 2022. 

The En Route Information Display System (ERIDS) will begin a transition to E-IDS starting in 

FY 2024. ERIDS is an information display system that provides access to aeronautical data 

including weather, airspace charts, ATC procedures, Notice to Airmen (NOTAMS), and pilot 

reports (PIREPS). 

The Flight Data Input/Output (FDIO) system collects data from the ERAM system and provides 

standardized flight plan data, weather information, safety related data, and other information to 

air traffic controllers at more than 650 NAS Terminal facilities. The Flight Data Input/Output 

(FDIO) Replacement program replaces end-of-life/obsolete FDIO equipment with fully 
32

compatible commercial off the shelf (COTS) and modified COTS equipment. To maintain 

system availability, the program replaces individual components as they reach the end of their 

service life based upon a 5 year replacement cycle. See BLI 2B05 for more information about 

the Flight Data Input/Output (FDIO) Replacement, A01.11-01.

The Dynamic Ocean Tracking System plus (DOTS+) system uses weather information to 

determine the most fuel-efficient routes based on wind velocity and direction. It will continue in 

operation through the timeframe of the roadmap. The three oceanic automation systems, 

Offshore Flight Data Processing System (OFDPS), Flight Data Processing 2000 (FDP2K), and 

the Microprocessor En route Automated Radar Tracking System (MEARTS), process flight data 

regarding the position of aircraft on oceanic and offshore flights to aid controllers in separating 

flights in FAA controlled airspace. 

The Offshore Automation program will perform service analysis and concept requirements 

definition for FAA’s four non-standard offshore automation systems. These facilities use the 

same Radar Data Processor (RDP) and Microprocessor En Route Automated Radar Tracking 

System (Micro-EARTS) but with a Flight Data Processor (FDP) that varies by facility. 

Replacing these with NextGen common systems will improve NAS interoperability and reduce 

cost by standardizing the training, maintenance and development efforts across the platform. 

The program is working towards a FID. See BLI 2A20 for additional details on the Offshore 

Automation program, A38.01-01.

The Advanced Technologies and Oceanic Procedures (ATOP) program updated procedures and 

modernized the oceanic automation systems located at the Oakland, New York, and Anchorage 

ARTCCs. ATOP fully integrates flight and radar data processing, detects conflicts between 

aircraft, provides data link and surveillance capabilities, and automates previously manual 

processes for oceanic air traffic control. The ATOP Technology Refresh program will define the 

engineering requirements for replacing the hardware, the operating system, and procure and 

integrate the new hardware and operating system with the baseline ATOP applications. The 

program is working towards a FID. 

The Advanced Technologies and Oceanic Procedures (ATOP) – Oceanic Service Enhancements

program will improve the flexibility, reliability, and efficiency of oceanic air traffic control by 

providing a capability to more frequently accommodate user preferred flight trajectories and 

requests for altitude changes to increase the likelihood of on-time arrivals. 

The Advanced Technologies and Oceanic Procedures (ATOP) – ATOP Enhancements program

is addressing the operational shortfalls of the current oceanic system as the FAA moves forward 

with NextGen and other NAS upgrades. The program is working towards a FID. See BLI 2A09 

for additional information on ATOP Technology Refresh, A10.03-01, ATOP Oceanic Service 

Enhancements, A10.03-03 and the ATOP Enhancements program, A10.03-02.
33

Figure 5-4 Flight Services, Aeronautical and Information Support Roadmap

Figure 5-4 shows the United States NOTAM (Notice to Airmen) System (USNS) which is an 

automated system used to process, store and distribute NOTAM information.

The Federal NOTAM System (FNS) will remain in operation throughout the roadmap 

timeframe. It is a centralized system that collects and distributes NOTAMs to alert pilots to 

outages of any Navaids, closed runways, or other factors that may affect their flight.

The National Airspace System Resources (NASR) contains information pertaining to Instrument 

Approach Procedures, Departure Procedures, Standard Terminal Arrival Routes, and Military 

Training Routes.

Aeronautical Common Services (ACS) publishes information about airports, navigational aids 

and other aeronautical data.

CY 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029

Common Status and Structure Data

Automation Roadmap (3 of 3)

AMMS

Future Flight Services Program (FFSP)

DUAT(S)

OASIS 

AFSS CONUS

RMLS

AMMS WP1 AMMS Far- Term

RMLS TR

AMMS WP2 

ACS

AIM Segment 2

FNS

AIM Segment 3

AIM 

Segment 4

NASE

CARF

AGIS

NOP

PDARS

CTS

NAIMES

NASR

TFR Bldr

AISR

OEAAA

SDAT

USNS

SAMS

AMMS

X

AMMS

X

NAS Infrastructure Roadmaps, Version 10.0 January 2016
34

The Aeronautical Information Management (AIM) Modernization Segment 2 program will 

provide aviation users with digital aeronautical information that conforms to international 

standards and supports NextGen objectives. This program build on pre-implementation efforts 

performed in the NextGen Common Status and Structure Data program (G05A.02-01) to 

baseline and implement suitably mature AIM technologies and tools for Aeronautical 

Information exchange. 

The Aeronautical Information Management (AIM) Modernization Segment 3 program will 

modernize and expand on the ACS enterprise service and initial Special Activity Airspace (SAA)

and Geographic Information Service (GIS) capabilities developed by AIM Modernization 

Segment 2 by adding performance capability through an increased level of integration with NAS 

automation to integrate static aeronautical information with operational data feeds providing

updates on the activation status of SAA and active runway/airport configuration data. The

program is working towards a FID. See BLI 4A09 for more information about Aeronautical 

Information Management (AIM) Modernization Segment 2, G05A.02-05 and Aeronautical 

Information Management (AIM) Modernization Segment 3, G05A.02-06.

Remote Maintenance Logging System (RMLS) allows systems maintenance staff to monitor 

equipment performance electronically from a central location and is used for generating, 

quantifying, analyzing, measuring, and reporting maintenance information. The RMLS 

improves the effectiveness of Tech Ops maintenance processes and practices and oversees the 

entire event management life cycle, from generation of the initial event through assignment, 

updates, and event closure. The RMLS Technology Refresh program will extend the service life 

of RMLS hardware and software located at the National Operations Control Center (NOCC), 

Atlantic Operations Control Center (AOCC), Mid-States Operations Control Center (MOCC), 

Pacific Operations Control Center (POCC), Southern California TRACON (SCT), the William J. 

Hughes Technical Center (WJHTC), ARTCCs, and the Combined Center Radar Approach 

Control (CERAP) in Hawaii. See BLI 2B15 for more information about RMLS – Technology 

Refresh, M07.04-02.

The Automated Maintenance Management System (AMMS) will allow for the interfacing of 

maintenance systems via a Service-Oriented Architecture environment by utilizing the SWIM 

communications infrastructure that exists today. The ability to efficiently manage the 

maintenance of FAA’s equipment and systems is critical to the operation of the NAS. AMMS 

will allow for data sharing between dispersed maintenance systems resulting in improved data 

integrity and advancements in automation within the maintenance tools. The program is working 

towards a FID. See BLI 2B15 for more information about the Automated Maintenance 

Management System (AMMS), M07.05-01.

The Automated Flight Service Station Continental United States (AFSS CONUS), Direct User 

Access Terminal System (DUATS) and Operational and Supportability Implementation System 

(OASIS) provide aeronautical and weather data to support flight services. Flight services include 

flight planning and pilot weather briefings which are primarily used by General Aviation (GA) 

pilots. Contractor flight service personnel using the AFSS CONUS provide flight services in the 

lower 48 States, Hawaii and Puerto Rico. The DUATS is a web-based service that allows pilots 

to access weather and aeronautical data for self-briefings and to file flight plans. The OASIS 
35

automation system is used at the Flight Service Stations in Alaska by FAA flight service 

specialists to provide flight services to general aviation pilots. 

The Future Flight Service Program (FFSP) will enhance GA and NAS users’ safety awareness by 

providing more accurate and efficient updates to changing weather conditions, allowing pilots to 

make better decisions regarding how to avoid hazardous weather. FFSP expand the web portion 

of flight services and seek to reduce or eliminate obsolete or redundant services and activities 

provided by other FAA service organizations. The program is working towards a FID. See BLI 

2C02 for more information about the Future Flight Service Program (FFSP), A34.01-01.

Figure 5-4 shows twelve systems that continue in operation, with technology refreshes, through 

the roadmap timeframe. A brief description of each system’s capability and impact of providing 

service for airports, airspace, and navigation facilities is provided below:

Aeronautical Information System Replacement (AISR) distributes information on weather, flight 

plans, NOTAMS, Pilot Reports and other NAS status items to FAA facilities, DoD, and pilots.

Coded Time Source (CTS) provides the official source of time that synchronizes the information 

flows in the air traffic control equipment.

NAS Adaptation Services Environment (NASE) contains detailed information about the 

airspace, geography, equipment, and procedures required to make each ATC system work 

properly.

National Offload Program (NOP) allows FAA to download radar information from en route 

automation systems for analysis and review.

Obstruction Evaluation/Airport Airspace Analysis (OEAAA) contains data about obstructions 

around airports that present a hazard for aircraft taking off and landing.

Performance Data Analysis and Reporting System (PDARS) is a fully integrated performance 

measurement tool designed to help the FAA improve the NAS by tracking the daily operations of 

the ATC system and its environmental impact. PDARS work is included within the System 

Capacity, Planning and Improvements program, M08.28-00 and is funded by BLI 2E11. 

 

Special Airspace Management System (SAMS) informs controllers when airspace ordinarily 

reserved for military use is available for civilian use.

Sector Design and Analysis Tool (SDAT) is a visualization and analysis tool used to evaluate the 

impact on controller workload when sector and route changes are being considered during major 

airspace redesign efforts.

Temporary Flight Restriction Builder (TFR Bldr) is an automated system for establishing 

temporary flight restrictions that prohibit aircraft from flying over areas where special events 

such as the Super Bowl are being held.
36

NAS Aeronautical Information Management Enterprise System (NAIMES) consists of a suite of 

NAS safety/mission critical systems and services that directly support the collection, validation, 

management, and dissemination of aeronautical information in the NAS.

Central Altitude Reservation Function (CARF) is a system used by military and civilian pilots to 

reserve altitudes for their planned flights.

Airport Geographic Information System (AGIS) stores data on airport configuration and physical 

location and size of all elements of the airport. It is used to develop airport modernization plans 

and is necessary for developing new approach and departure procedures.

5.2 Communication Roadmaps

Communication between pilots and controllers is an essential element of air traffic control. 

Currently the primary method for communication is voice radio. To ensure controllers can stay 

in contact with pilots remotely located radio sites are used to provide coverage. The controller 

has electronic links to activate radios at remote sites and ground telecommunication lines from 

these sites carry the verbal exchange to and from air traffic control facilities. If ground links are 

not available, satellite communication links can be used, and in the future, data link may be used 

for most routine communications. Backup systems are essential to ensure the continued ability 

to maintain communications when the primary systems fail. 

NextGen improvements will require improved voice switching and A/G data communications as 

shown on the diagrams. 

Communication system implementation is broken down into five different NAS EA roadmaps:

1. Roadmap 1 (figure 5-5) - Telecom and Other Communications

2. Roadmap 2 (figure 5-6) - Voice Switches and Recorders

3. Roadmap 3 (figure 5-7) - Air-to-Ground Voice and Oceanic Communications

4. Roadmap 4 (figure 5-8) - Air-to-Ground Data Communications

5. Roadmap 5 (figure 5-9) - Messaging Infrastructure
37

Figure 5-5 Telecom and Other Communications Roadmap

The Low Density Radio Communication Link (LDRCL) and Radio Communication Link (RCL) 

are microwave systems that were created to transmit radar data from remote radar sites to FAA 

air traffic control facilities. These systems were linked in a national network to transmit 

operational and administrative information to and from air traffic control facilities. The LDRCL 

will remain in service for areas with limited commercial services, but their functions will be 

transitioned to the new FTI contract.

The Band Width Manager (BWM) improves efficiency of information flow on the microwave 

network. It will not be needed when microwave links are no longer used. 

The Data Multiplexing Network (DMN) and the National Airspace Data Interchange Network –

Package Switching Network (NADIN PSN), transmit flight plans and other important 

aeronautical information to air traffic facilities. The FAA is transitioning functions of DMN and 

NADIN PSN to the FTI network. 

CY 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029

Communications Roadmap (1 of 5)

FTI

ANICS

LDRCL

RCL

BWM

DMN

NADIN MSN

X

X

Alaskan Satellite Telecom Infrastructure (ASTI)

X

ATIS

RCOM

NADIN PSN X

RCOM - Command and Control Communications

X

X

FTI-2

IESP

Other Communications Telecom

ECG ECG Technology Refresh

Flight and Interfacility Data Interface (FIDI)

FTI-2

NAS Infrastructure Roadmaps, Version 10.0 January 2016
38

The FTI contract provides telecommunications services between FAA facilities. The successor 

program to FTI will be FTI-2 which will provide all of the capabilities available under the

existing FTI contract. FTI-2 will also provide the next generation of telecommunications, 

messaging, and infrastructure services required by FAA programs and address challenges 

associated with phasing-out of telecommunication services based upon time division 

multiplexing (TDM). FTI-2 is planned to continue beyond 2029. The program is working 

towards a FID. See BLI 2E10 for more information about FTI-2, C26.01-02.

The Alaska National Airspace System Interfacility Communications System (ANICS) consists of 

ground stations that send and receive data from communications satellites to connect the 

operational facilities in Alaska. Because there are far fewer ground telecommunications 

connections in Alaska, a satellite system is used to ensure that important air traffic information is 

reliably transmitted between small and large facilities. The ASTI program will acquire and 

provide Commercial off-the-Shelf (COTS) equipment and with associated support services to

upgrade FAA owned and operated communications network to provide Alaska with critical, 

essential, and routine air traffic control telecommunications using satellite transmission of data. 

ASTI will improve system availability by minimizing outages for critical and essential 

communications links between pilots and air traffic controllers. See BLI 2E05 for more 

information about Alaskan Satellite Telecommunication Infrastructure (ASTI), C17.02-01.

The NADIN Message Switching Network (MSN) complies with international standards for 

transmitting flight plans between service providers and remains available for that purpose. 

The Integrated Enterprise Service Platform (IESP) is a shared computing infrastructure that 

provides a common set of server and network hardware for the hosting of multiple NAS services. 

It leverages virtualization technology to maximize the return on investment for hardware 

procurements, and provides value added configuration management and high availability 

services. IESP uses an enterprise level Simple Network Management Protocol (SNMP) system 

which is capable of providing monitoring services for external NAS systems.

NAS Recovery Communications (RCOM) is the program that enables the FAA Administrator 

and staff to directly manage the NAS during local, regional, and national emergencies should 

normal communications with facilities be interrupted for any reason. RCOM’s Command and 

Control Communications (C3) system elements provide and enhance communication capabilities 

through a variety of fixed-position, portable, and transportable emergency communications 

systems to support crisis management and enable the FAA and other Federal agencies to 

exchange both classified and unclassified information to protect national security during an 

emergency. The RCOM C3 system supports and modernizes the Washington Operations Center 

Complex and several other FAA “continuity of operations” sites to ensure that FAA executives 

have command, control, and communications available at all times. See BLI 3A03 for more 

information about RCOM, C18.00-00.

The Automated Terminal Information System (ATIS) broadcasts weather and other pertinent 

information to pilots as they approach an airport. ATIS functions will be maintained during the 

entire timeframe of the roadmap.
39

See Automation Roadmap 1, section 5.1 or BLI 2A02 for more information about En Route 

Communications Gateway (ECG) – Technology Refresh, A01.12-02.

See Automation Roadmap 1, section 5.1 or BLI 2B22 for more information about Flight and 

Interfacility Data Interface (FIDI) – Phase 1, Segments 1 & 2, G08A.01-01.

Figure 5-6 Voice Switches and Recorders Roadmap

Figure 5-6 shows the Conference Control Switch (CCS) which is installed at the Air Traffic 

Control System Command Center (ATCSCC) facility. The CCS allows the FAA specialists to 

stay in contact with air traffic control facilities and with external users of the NAS. The 

ATCSCC specialists coordinate with centers, TRACONs, and users to decide how best to 

implement traffic management initiatives and when to use severe weather avoidance programs. 

The Integrated Communication Switching System Type 3/ Future Flight Services Program (ICSS 

Type 3/FFSP) is installed at flight service stations. Decisions made for the FFSP will determine 

the future status of this switch. See also the FFSP description in Automation Roadmap 3, section 

5.1.

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Contingency Work for 

Legacy Voice Switches

TVSR II TVSR III

Communications Roadmap (2 of 5)

Voice Recorders Voice Switches

CCS

VSCS

RDVS I/II

ETVS

RDVS IIA

STVS

IVSR

X

X

X

DALR

X

VSBP

VTABS

ICSS Type 3/FFSP

NVS

NVR

X

NAS Voice Recorder Program (NVRP)

NVS Deployment

VRRP Safety and Audit 

NVS Demonstration & Qualification

VSCS TR Phase 3

VSCS TR Level of Effort

NAS Infrastructure Roadmaps, Version 10.0 January 2016
40

The Terminal Voice Switch Replacement (TVSR) II program box in the top left of figure 5-6 

encompasses six voice switches; Rapid Deployment Voice Switch (RDVS) I, II and IIA; Small 

Tower Voice Switch (STVS); Enhanced Terminal Voice Switch (ETVS); Interim Voice Switch 

Replacement (IVSR); and Voice Switch By Pass (VSBP). Terminal voice switching systems 

direct and control voice communications. The controller can communicate with another 

controller position at his or her own facility, another air traffic control facility, or via radio with a 

properly equipped aircraft. The VSBP is a backup voice switch that terminal controllers can use 

to stay in communication with pilots if there is a failure in the primary voice switch. The TVSR 

program replaces and sustains aging, obsolete voice switches in ATC Towers and Terminal 

Radar Approach Controls to ensure controllers continue to have reliable voice communications 

in the terminal environment. See BLI 2B08 for more information about TVSR II, C05.02-00.

In 2021 the TVSR III program will be established to refurbish and replace terminal voice 

switches that are not replaced under the NAS Voice System (NVS) program.

The NVS program will replace legacy voice switches at both En Route and Terminal facilities

and will be implemented in two segments; Demonstration and Qualification and Deployment. 

The NVS – Demonstration & Qualification program received FID) for NAS qualification from 

the Joint Resources Council (JRC) in September 2014. The program will return to the JRC in 

FY 2017 to request FID approval for NVS funding and deployment in the NAS operational 

environment including three article test systems and three key site systems. See BLI 2B13 for 

more information about NVS – Demonstration & Qualification, G03C.01-01 and for NVS –

Deployment, G03C.01-02.

The Voice Switching and Control System (VSCS) controls the switching mechanisms that allow 

controllers to select the communication channel they need to communicate with pilots, other 

controllers, other air traffic facilities, and commercial telephone contacts. Controllers need to be 

able to quickly select the proper channel, so they can communicate with pilots, coordinate with 

other controllers and/or contact emergency services as necessary. The VSCS Technology 

Refresh program will replace and upgrade hardware and software components for the voice 

switching systems in all 21 en route air traffic control centers. The VSCS Technology Refresh 

Level of Effort program will maintain ongoing Diminishing Manufacturing Sources and Material 

Shortages analysis, conduct program management activities, and provide engineering support. 

Based on the analysis, the program will replace or upgrade VSCS components to sustain VSCS 

and will be a stand-alone effort starting in FY 2019. See BLI 2A08 for more information on 

VSCS – Technology Refresh – Phase 3, C01.02-04 and VSCS – Technology Refresh – Level of 

Effort, C01.02-05.

VSCS Training and Backup Switch (VTABS) can maintain critical A/G and ground-to-ground

communications if the main communications system becomes inoperable as a result of a power 

outage, a catastrophic system failure, or during system maintenance or upgrade activities.

VTABS also will allow air traffic controllers to train on equipment virtually identical to VSCS.

The Digital Audio Legal Recorder (DALR) is the voice recorder that provides a legally accepted 

recording capability for conversations between air traffic controllers, pilots, and ground-based air 
41

traffic facilities in all ATC domains and are used in the investigation of accidents and incidents 

and routine evaluation of ATC operations. The NAS Voice Recorder Program (NVRP) will 

replace digital voice recorders to comply with new requirements in the Air Traffic Organization 

(ATO) safety orders. Voice recorders are used by the FAA for recording conversations between 

air traffic controllers, pilots, and other personnel at ground-based air traffic facilities. Recorded 

voice communications are used in the investigation of accidents and incidents and in the routine 

evaluation of ATC operations. The program is working towards a FID. See BLI 2B19 for more 

information about the NAS Voice Recorder Program (NVRP), C23.02-01.

Figure 5-7 Air-to-Ground Voice and Oceanic Communications Roadmap

Figure 5-7 shows the Next Generation VHF and UHF Air/Ground (A/G) Communications 

(NEXCOM) program is upgrading Very High Frequency (VHF) radios used to communicate 

with civil aviation and Ultra High Frequency (UHF) radios used by FAA to communicate with 

military aircraft. Segment 1a of the NEXCOM program finished replacing all 25,000 en route 

radios with Multimode Digital Radios (MDRs) in FY 2013 which will continue in operation for 

the duration of this roadmap.

The NEXCOM Segment 2, Phase 1 program will replace a total of 15,000 radios from FY 2009 

through FY 2018 with Multimode Digital Radios. The radios will support Voice over Internet 

Protocol (VoIP) and meets the requirements of the NextGen NVS program. Emergency 

Transmitter Replacement (ETR) UHF/VHF Transceivers provides emergency and backup 

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CFE – Expansion

RCE Sustainment

NEXCOM Seg. 2 Phase 1 NEXCOM Seg.2 Phase 2

Communications Roadmap (3 of 5)

A/G Voice

UHF Ground

Radios

VHF Ground

Radios

ETR UHF/VHF

Transceivers

VHF

Handheld

BUEC

MDR VHF

Ground Radios

Interference 

Detection

Location 

And Mitigation

Oceanic HF

Voice Service

Oceanic

Data Link 

Service

Oceanic 

Air-Ground

RCF

Airport Cable 

Loop

RCE

CFE – RFI 

Elimination TR

Airport Cable Loop Systems Sustained Support

NAS Infrastructure Roadmaps, Version 10.0 January 2016
42

service when primary radios are not working. VHF Handheld units are used by maintenance 

technicians so they can communicate with each other and with ATC tower personnel. The 

Backup Emergency Communication (BUEC) consists of radios installed at remote sites that 

backup the primary radios used by ARTCC controllers. The NEXCOM program will also 

replace emergency transceivers, Hand Held radios and radios at BUEC sites. 

NEXCOM Segment 2, Phase 2 completes terminal and flight services facility radio 

modernization that began under Phase 1. A total of 20,000 radios will be replaced during Phase 

2 (FY 2019 to FY 2027). The program is working towards a FID. See BLI 2A10 for more 

information about NEXCOM – Segment 2 Phase 1, C21.02-01 and NEXCOM – Segment 2 

Phase 2, C21.02-02.

The Radio Control Equipment (RCE) allows voice and data communications between the air 

traffic controller and pilots using remotely located VHF/UHF radios accessible via the RCE and 

interconnection telecommunications networks. 

The RCE program replaces obsolete radio signaling and control equipment which controllers use

to select a remote radio channel. The RCE program replaces older non-supported tone control 

equipment and provides more functionality and improves operational performance. The 

Communications Facilities Enhancements (CFE) program provides new, relocated, or upgraded 

Remote Communication Facilities (RCF’s) to enhance the A/G communications between air 

traffic control and the aircraft when there are gaps in coverage or new routes are adopted. The 

Radio Frequency Interference (RFI) Elimination and Technology Refresh program expedites the 

detection and resolution of radio frequency interference events to minimize delays and 

congestion, improving air traffic capacity and maximizing the overall throughput of the NAS. 

See BLI 2A06 for more information about RCE – Sustainment, C04.01-01, and Communications 

Facilities Enhancement – Expansion, C06.01-00.

Airport Cable Loop are on-airport copper-based, FAA-owned signal/control cable lines that feed 

airport surveillance radar, air/ground communications, and landing systems data and information 

to the tower, and operational and maintenance information to FAA-staffed facilities. The Airport 

Cable Loop Sustained Support program replaces these cable lines that have deteriorated. Where

cost effective, the program will install a fiber-optic cable in a ring configuration to provide 

redundancy and communications diversity. The Aeronautical Mobile Airport Communications 

System (AeroMACS), an Internet Protocol (IP) based wireless broadband network, can also be 

installed at FAA locations for airport surface communications and provides extremely reliable 

high-density data rates at low cost. See BLI 2E04 for more information on Airport Cable Loop 

Sustained Support, F10.00-00.

The Interference Detection, Location and Mitigation (IDLM) program investigates occurrences 

of non-FAA transmitters interfering with FAA radios and navigation systems, locates the source, 

and ensures that they no longer interfere with FAA controlled frequencies. The FAA has 

specially equipped vehicles that detect and locate the sources of interference. 

The last two items on the roadmap are communications systems used for oceanic air traffic 

control. The first one is the high frequency (HF) radio which allows the FAA to stay in touch 
43

with aircraft that are out of range of VHF radios. Oceanic Satellite Data Link Services is used by 

equipped aircraft and relies on communications satellites to transfer messages to and from 

aircraft flying over the oceans. 

Figure 5-8 Air-to-Ground Data Communications Roadmap

Figure 5-8 shows the planned addition of Data Communications (Data Comm) services.

Future Air Navigation System (FANS) is an avionics system which provides data link 

communication between the pilot and the Air Traffic Controller using the Aircraft 

Communications Addressing and Reporting System (ACARS) network.

The Tower Data Link Services (TDLS) provides data link of the as-filed flight plan (called PreDeparture Clearance (PDC)) through Airline operators to pilots preparing to depart an airport. 

The Data Comm program will provide data communications services between pilots and air 

traffic controllers. Data Comm will provide a link between ground automation and flight deck 

avionics for ATC clearances, instructions, traffic flow management, flight crew requests and 

reports. Data Comm is critical to the success of NextGen operational improvements by 

providing communication infrastructure enhancements. 

These improvements to the NAS will be delivered by Data Comm in three segments. Segment 1 

will deliver in two phases the initial set of data communications services integrated with 

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Communications Roadmap (4 of 5)

A/G Data Communications

Data Comm Segment 1 Phase 1 (Tower Service)

B2 Equipage: Airborne

Data Comm Segment 2 - Advanced Services

TDLS V11

Tower Enhancements

En Route Enhancements

FANS 1/A and VDL2 Equipage: Airborne

Logon/Protocol Gateway (PGW) (ERAM EAXX)

FANS

Data Comm Segment 1 Phase 2 (Initial En Route Services)

Tower DCL Services (TDLS V12)

Data Comm DCIS Network Services (DCNS)

Data Comm Segment 3

ERAM R3

TDLS Enhancements

ERAM Enhancements

Data Comm ATN Gateway

Data Comm ATN Baseline 2 APP

Data Comm Segment 1 Phase 2 (Full En Route Services)

Data Comm DCIS Network Services (DCNS) Future

Data Comm Segment 1 Phase 2 

Initial Services Risk Reduction

Data Communications Network Service VDL2: Ground DCNS

NAS Infrastructure Roadmaps, Version 10.0 January 2016
44

automation support tools to provide NAS benefits and lay the foundation for a data-driven NAS. 

Segment 1 Phase 1 (S1P1) will deploy the Controller-Pilot Data Link Communications (CPDLC) 

Departure Clearance (DCL) in the Tower domain. Segment 1 Phase 2 (S1P2) will deliver data 

communications services to the En Route domain. The Data Comm En Route services will 

contribute to a reduction in flight delays, more efficient routes for aircraft resulting in increased 

operational efficiency, enhanced safety all while reducing operational costs for airspace users.

Segment 2 and Segment 3 will further build upon CPDLC DCL and En Route services by 

supporting the delivery of services to enable more advanced NextGen operations not possible 

using voice communications, such as four-dimensional trajectories and advanced flight interval 

management. Data Comm will also implement an Aeronautical Telecommunications Network 

(ATN) ground system to support advanced Baseline 2 avionics. ATN is a secure architecture 

that allows ground/ground, air/ground, and avionic data sub-networks to interoperate by adopting 

common interface services and protocols. The Baseline 2 set of ATN standards will enable 

advanced operations and services, and also represents the internationally harmonized standard 

for data communications avionics.

This program will continue to provide the Very High Frequency (VHF) Data Link (VDL) Mode 

2 air ground network service that provides connectivity between the controllers and the cockpit. 

The DCIS network services also include operations and maintenance, monitoring and control, 

and certification suite activities. This Data Communications Network Service supports both 

surface and en route operations.

The addition of more advanced NextGen services in Segment 2 will require that Baseline 2 

avionics are installed in aircraft. The Baseline 2 applications will make use of the more capable 

ATN avionics to support the development of advanced services such as TBO, advanced FIM, 

OPD, and dynamic RNP. This program will provide enhancements to En Route and Terminal 

ground automation systems software to support message exchange with these advanced avionics.

See BLI 2A19 for more information about the Data Communications programs: Data 

Communications – Segment 1 Phase 1, G01C.01-05; Data Communications – Segment 1 Phase 2

Initial En Route Services, G01C.01-06; Data Communications – Segment 1 Phase 2 Full En 

Route Services, G01C.01-10; Data Communications – S1P1 and S1P2 Data Comm Integrated 

Services (DCIS) Network Services, G01C.01-07; Data Communications – ATN Gateway, 

G01C.01-08; and Data Communications – Aeronautical Telecommunications Network (ATN) 

Baseline 2 Application, G01C.01-09.
45

Figure 5-9 Messaging Infrastructure Roadmap

Figure 5-9 shows the System Wide Information Network (SWIM) components. 

The NAS Enterprise Messaging Service (NEMS) is an FTI Service, which provides for an 

Enterprise Service Oriented Architecture (SOA) messaging infrastructure for the NAS. The 

NEMS supports two types of standards-based messaging exchange patterns: Publish/Subscribe 

and Request/ Response. Publish/Subscribe model is used when a Service Provider (Publisher) 

wants to continually publish data to multiple Service Consumers. The Request/Response model 

is better suited for services with data exchanges on an ad-hoc basis.

SWIM reduces the number and types of unique interfaces, reduces redundancy of information, 

facilitates information-sharing, improves predictability and operational decision-making, and 

reduces the cost of service. Plans for SWIM Segment 2B include continued ramping of 

programs onto the NEMS that provides a reliable messaging infrastructure to be leveraged by 

SWIM producers and consumers and providing additional NAS enterprise services such as: 

Identity and Access Management; Enterprise Service Monitoring; SWIM Terminal Data 

Distribution System Phase 2; and NAS Common Reference. See BLI 2A11 for more 

information about SWIM – Segment 2B, G05C.01-08.

5.3 Surveillance Roadmaps

To provide separation services to aircraft, air traffic controllers must have an accurate display of 

all aircraft under their control. Surveillance data is provided by the following technologies: 

• Primary radar – the radar beam is bounced off the aircraft and reflected back to the radar 

receiver.

• Secondary radar – a reply is generated by the aircraft transponder and sent back to the 

radar in response to a secondary radar signal. 

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Communications Roadmap (5 of 5)

NEMS

SWIM Segment 2A

SWIM Segment 2B

NEMS Deployments/ Enhancements

IAM Services

ESM Services

SWIM Messaging Infrastructure

SWIM Segment 1

NAS Infrastructure Roadmaps, Version 10.0 January 2016
46

• Multilateration – multiple ground sensors receive aircraft electronic signals and 

triangulate this information to determine aircraft position.

• ADS-B – the aircraft determines its location using a GPS receiver or other navigation 

equipment and broadcasts that information to an ADS-B ground station. The ground 

station relays the position information to automation systems which process the data and 

send it to controller displays. ADS-B Out equipage has been mandated in most 

controlled airspace by January 1, 2020; generally where transponders are required today.

En route and terminal facilities normally use Secondary radars (either the Air Traffic Control 

Beacon Interrogators (ATCBI) or the Mode Select (Mode S)) for traffic separation. Using 

ATCBI or Mode S enhances the controller’s ability to separate traffic because speed and altitude 

information supplement the position display for each aircraft.

NextGen operational improvements will rely on advanced surveillance capabilities provided by 

ADS-B and Wide Area Multilateration which will provide more accurate information to 

controllers and better situational awareness for pilots. 

Surveillance systems are shown in three different roadmaps:

1. Roadmap 1 (figure 5-10) - En Route Surveillance

2. Roadmap 2 (figure 5-11) - Terminal Surveillance

3. Roadmap 3 (figure 5-12) - Surface, Approach and Cross Domain Surveillance
47

Figure 5-10 En Route Surveillance Roadmap

Existing model Air Route Surveillance Radars (ARSR) 1, 2, 3 and Fixed Position Surveillance 

(FPS) radar systems are primary radars and are being converted to the Common ARSR (CARSR) 

configuration. 

The Common Digitizers (CD-2), which convert analog radar information to a digital format, will 

not be needed after programs to convert radar information to internet protocol are completed

(See Surveillance Interface Modernization (SIM) in Surveillance Roadmap 3). 

The DoD and Department of Homeland Security will fund system upgrades of the ARSR-4 and 

CARSRs through 2025 due to national security concerns. 

The Mode S radar uses selective beacon detection technology to provide target data as digital 

formatted messages and analog video tailored for automation and display systems. The Mode S 

is co-located with Airport Surveillance Radar Model 9 (ASR-9) and ASR-8, and CARSR. The 

Mode S system and the co-located primary radars are capable of providing correlated radar and 

beacon reports to NAS en route and terminal automation systems at TRACON and ARTCC 

facilities, the U.S. DoD, and other users. Mode S SLEP Phase 2 program will implement 

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En Route

Surveillance Roadmap (1 of 3)

ARSR-1/2/3, FPS X

CD-2

ARSR-4

Common ARSR

X

MODE S Mode S SLEP Phase 2

ATCBI-6

WAM

NextGen Backup Surveillance Capability NBSC

ATCBI-6 TR

DoD/DHS funded/FAA maintained

DoD/DHS funded/FAA maintained

ASR-9 and Mode S SLEP Phase 3 Planning

Limited Replacement NBSC

Limited Replacement

NAS Infrastructure Roadmaps, Version 10.0 January 2016
48

modifications to the Mode S system to sustain secondary aircraft surveillance in terminal and en 

route airspace through 2025. 

The ASR-9 and Mode S Service Life Extension Program (SLEP) Phase 3 program will perform 

engineering studies to analyze Lowest Replaceable Units (LRUs) identified with major 

obsolescence issues and continue software development for the Data Communications 

Equipment (DCE) prototype. The program is working towards a FID. See BLI 2B16 for more 

information about Mode S SLEP Phase 2, S03.01-08 and ASR-9 and Mode S SLEP Phase 3

Planning, S03.01-11.

Next Generation Backup Surveillance Capability (NBSC) will provide a replacement for existing 

surveillance systems including ATCBI-5, ATCBI-6, Mode-S and ASR-11 Monopulse Secondary 

Surveillance Radar (MSSR) systems. NBSC will support cooperative target acquisition and 

maintain continuity of operations if ADS-B outages should occur. The program is working 

towards a FID. See BLI 2B21 for more information about Next Generation Backup Surveillance 

Capability (NBSC), S15.01-01.

The ATCBI-6 provides air traffic controllers with a selective interrogation capability that 

significantly improves the accuracy of aircraft position and altitude data provided to ATC 

automation systems. Additionally, the ATCBI-6, in conjunction with a co-located primary Long 

Range Radar, provides back-up Combined Control Facility surveillance service to numerous 

TRACON facilities in the event terminal radar services are lost. 

ATCBI-6 Technology Refresh Program will replace and upgrade obsolete ATCBI-6 original 

equipment manufacturer peculiar and Commercial Off-The-Shelf (COTS) hardware and software 

to ensure the continued reliable and cost effective operation of the radar system through its 

designated lifecycle. The program is working towards a FID. See BLI 2A16 for more 

information about ATCBI-6 – Technology Refresh, S02.03-03.

The Colorado Wide Area Multilateration (WAM) system uses electronic transmissions from an 

aircraft and multilateration technology to detect aircraft position in areas where the radar signal 

may be unavailable or blocked by mountainous terrain. There are 4 locations in Colorado that 

are operating the WAM system. 
49

Figure 5-11 Terminal Surveillance Roadmap

The CV-4400 at the top of figure 5-11 is a legacy system that allows use of terminal radar 

information in en route automation systems, e.g., using terminal radar to fill gaps in en route 

radar coverage at selected en route centers. 

The TDX-2000 is a legacy system that digitizes the output of analog radars (for example, ASR8) for use by more modern digital automation systems, such as STARS.

Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 2: See 

Automation Roadmap 1, section 5.1 and BLI 2B04 for information on program, A04.07-02.

The ASR-8 is a primary radar system that requires a Common Terminal Digitizer (CTD) be 

installed to convert analog outputs to digital inputs needed by STARS. As more of the 

remaining ARTS automation systems are replaced by STARS additional CTDs will need to be 

installed. 

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ASR-8

Terminal

Mode S SLEP Phase 2

ASR-9 and Mode S SLEP Phase 3 Planning

ASR-11 Tech Refresh, Segment 2

ASR-9 SLEP Phase 2

X

ASR-9

ASR-11

ATCBI-5

MODE S

Limited Replacement

NSWRC NextGen Surveillance and Weather Radar Capability NSWRC

NBSC

CTD

TAMR P3S2

Surveillance Roadmap (2 of 3)

MASR Mobile Airport Surveillance 

Radar (MASR)

ASR-11 Tech Refresh, Segment 3

ASR-9 and Mode S SLEP Phase 3 Planning

CV-4400

TDX-2000

NBSC NextGen Backup Surveillance Capability 

Limited Replacement

NAS Infrastructure Roadmaps, Version 10.0 January 2016
50

The ASR-9 is a primary radar that tracks aircraft and provides those tracks, as well as six-level 

weather intensity information to terminal automation systems so it can be displayed on the 

controller’s screen. The ASR-9 also provides data to the AMASS and to the Airport Surface 

Detection Equipment – model X (ASDE-X) to aid in the prevention of accidents resulting from 

runway incursions. The ASR-9 was procured in the mid-1980s, fielded between 1989 and 1994, 

and is intended to remain operational until replacement begins in 2025. The ASR-9 SLEP Phase 

2 program will procure Digital Remote Surveillance Communication Interface Processor 

Replacement (DRSR) systems, Transmitter Backplanes, and Radar Data Access Point (RDAP), 

and replenishment of depot inventory of critical components. See BLI 2B10 for more 

information about ASR-9 SLEP Phase 2, S03.01-09.

There are components of the ASR-9 radar systems and Mode S that are not supportable through 

2025 and analyses are needed to determine the extent of re-engineering and system modifications 

needed. The ASR-9 and Mode S SLEP Phase 3 program will reduce the risk of unscheduled 

outages by providing in-service support to improve radar performance, provides engineering and 

planning to correct performance, operational, and reliability issues and resolution of performance 

issues such as radar interference. The program is working towards a FID. See Surveillance 

Roadmap 1 and BLI 2B16 for information about ASR-9 and Mode S SLEP Phase 3 Planning, 

S03.01-11.

NSWRC will provide a cost-effective replacement for several models of Airport Surveillance 

Radars (ASR) and the Terminal Doppler Weather Radars (TDWR) for terminal aircraft 

surveillance and weather detection. The program will address all existing and emerging primary 

radar and weather requirements. The program is working towards a FID. See BLI 2B21for more 

information about Next Generation Surveillance and Weather Radar Capability (NSWRC), 

S14.01-01.

The Airport Surveillance Radar Model 11 (ASR-11) is an integrated primary and secondary 

radar providing six-level weather intensity information to terminal ATC automation systems. 

The ASR-11 has replaced several of the radars that were not replaced by an earlier ASR-9 

program. The ASR-11 Technology Refresh Segment 2 is structured to address shortfalls 

identified in the Segment 2 Shortfall Analysis Report including Site Control Data Interface 

(SCDI) /Operator Maintenance Terminal (OMT) obsolescence and Uninterruptible Power

Supply (UPS) capacitor at end of life expectancy. The objective of the Segment 2 program is to 

insure continued reliable and cost effective operation of the radar system throughout its 

designated lifecycle. 

ASR-11 Technology Refresh Segment 3 will address parts obsolescence, operational 

performance deficiencies, or other areas requiring technology refresh. The program is working 

towards a FID. Future ASR-11 Technology Refreshes are dependent on decisions for NSWRC. 

See BLI 2B11 for more information about ASR-11 – Technology Refresh Segment 2, S03.02-05

and ASR-11 – Technology Refresh Segment 3, S03.02-07.

The Mobile Airport Surveillance Radar (MASR) is a terminal surveillance radar capability that 

can be moved from site to site to support radar relocations, temporary planned outages to 

accommodate installation of upgrades to an existing radar, and emergency operations when 
51

existing systems are damaged. MASR capability is planned to continue beyond the timeline of 

the current roadmap. The program is working towards an in-service decision for Mobile ASR11. See BLI 2B11for more information about ASR-11 – MASR, S03.02-06.

The ATCBI-5 is a secondary surveillance radar and has been operational for more than 25 years. 

It provides aircraft identification, altitude, airspeed and direction to terminal ATC systems. 

See Surveillance Roadmap 1 and BLI 2B16 for information about Mode S SLEP Phase 2, 

S03.01-08.

See Surveillance Roadmap 1 and BLI 2B21 for information about NBSC, S15.01-01.

Figure 5-12 Surface, Approach and Cross Domain Surveillance Roadmap

The Runway Status Lights (RWSL) (figure 5-12) system integrates runway lighting equipment 

with approach and surface surveillance systems to provide a visual signal to pilots and vehicle 

operators indicating when it is unsafe to enter/cross or begin takeoff on the runway. The system 

is fully automated based on inputs from surface and terminal surveillance systems. RWSLs are 

currently operational at 12 airports and the FAA plans to have all RWSL systems operational by 

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ADS-B Future Segments

ASDE-X Tech Refresh 

& Disposition

Surface And Approach Cross-Domain

Surveillance Roadmap (3 of 3)

X

X

PRM E-SCAN

ASDE-X

ASDE-3/AMASS

ASSC

ADS-B

TIS-B/FIS-B

PRM-R

Surface primary radars removed

from selected ASDE sites

Surveillance Interface Modernization (SIM)

ADS-B Baseline Services & Applications

Reduced Oceanic Separation

ADS-B Baseline 

Services Future 

Segments

ADS-B In Applications Flight Interval Management

ADS-B Sustain Leased Services

ASDE-3 Service 

Sustainment

SFO

ATL, CLE, PHL, STL 

ADS-B Services & ITP

ADS-B In Applications

Reduced Oceanic 

Separation

RWSL Runway Status Lights 

(RWSL) – Implementation

Runway Status Lights (RWSL) Tech Refresh and Disposition

RWSL – Prototype 

Sustainment

NAS Infrastructure Roadmaps, Version 10.0 January 2016
52

2017. The RWSL was procured in late 2008 and fielded between 2009 and 2017. It is intended 

to remain operational through the duration of this roadmap. The RWSL uses hardware and 

software architectures that are becoming obsolete and require replacement. The technology 

refresh will replace the RWSL processor subsystem and part of the field lighting subsystem as 

necessary to sustain RWSL. The technology refresh program is working towards a FID. See 

BLI 2B12 for more information about RWSL – Implementation – Phase 1, S11.01-02 and RWSL 

– Technology Refresh & Disposition, S11.01-04.

The Precision Runway Monitor (PRM) is used to monitor the safety of side-by-side simultaneous 

approaches to closely spaced parallel runways during Instrument Flight Rules (IFR) conditions. 

It is a secondary rapid update radar that provides the precision that controllers need to ensure that 

two aircraft maintain safe clearance between them while approaching closely spaced runways. 

The electronic scan (E-SCAN) version of PRM achieves rapid update by moving the beam 

electronically rather than relying on turning the antenna. The FAA Flight Standards organization 

has determined that required runway separation requirements can be reduced which eliminated

the need for PRM at Atlanta (ATL). The PRM at San Francisco (SFO) will be sustained utilizing 

ATL PRM system assets and will not be replaced. 

The Airport Surface Detection Equipment Model 3 (ASDE-3) is a primary radar system that 

provides a display of aircraft and ground vehicles in the airport operating areas (runways and 

taxiways). Airport Movement Area Safety System (AMASS) as an automation system that

utilizes position information from the ASDE-3 system and terminal radars to provide an 

automatic visual and audio alert to controllers when it detects potential collisions between 

aircraft or aircraft and vehicles on or near the airport runways. 

Airport Surface Detection Equipment Model-X (ASDE-X) enables air traffic controllers to track 

surface movement of aircraft and vehicles. ASDE-X Safety Logic enhances the situational 

awareness for air traffic controllers by using surveillance information from ASDE-X to 

determine if the current and/or projected positions and movement characteristics of tracked 

aircraft/vehicles present a potential collision situation. Visual and audible alerts are provided to 

the air traffic controllers when the safety logic predicts a collision. The ASDE-X Technology 

Refresh Program will ensure the continued operation of ASDE-X systems through its designated 

lifecycle. Periodic replacement of Commercial Off-The-Shelf (COTS) system components; e.g., 

processors, displays, computer operating systems and Commercially Available Software (CAS), 

will help keep the number of Category A&B runway incursions at the reduced levels attained 

during ASDE-X system deployment. See BLI 2B01 for more information about ASDE-X –

Technology Refresh & Disposition, S09.01-01.

Implemented within the ADS-B NAS Wide Implementation – Baseline Services & Applications 

program the Airport Surface Surveillance Capability (ASSC) is a surface multilateration system 

which will receive inputs from multilateration sensors, ADS-B, and Airport Surveillance 

Radar/Mode Select (ASR/Mode S) terminal radars. Using fused target data, ASSC will enhance 

situational awareness for tower controllers by providing in near real-time for display, the position 

of all transponder-equipped aircraft and ADS-B equipped ground vehicles on the airport surface 

movement area, and aircraft flying within five miles of the airport.
53

Automatic Dependent Surveillance – Broadcast (ADS-B) is an advanced surveillance technology 

that provides highly accurate and more comprehensive surveillance information. Aircraft 

position is determined using the GNSS, and/or an internal inertial navigational reference system, 

or other navigation aids. The aircraft’s ADS-B equipment processes this position information, 

along with other flight parameters to be broadcast on the order of once a second to airborne and 

ground-based ADS-B receivers. This information is used to display the aircraft’s position on en 

route and terminal automation systems. ADS-B NAS Wide Implementation – Baseline Services 

& Applications program is focused on the acquisition of ADS-B equipment. It has been 

structured as a multi-year, performance-based service contract for the vendor to install and 

maintain ground-based ADS-B equipment to provide surveillance information to FAA 

automation systems. The ADS-B NAS Wide Implementation – Baseline Services & 

Applications, Future Segment program is working towards a 2018 FID to re-compete the service 

contracts and provide additional enhancements in the FY 2020 – FY2025 timeframe. See BLI 

2A12 for more information about ADS-B NAS Wide Implementation – Baseline Services & 

Applications (Service Volume), G02S.03-01 and ADS-B NAS Wide Implementation – Baseline 

Services & Applications, Future Segment, G02S.03-04.

FAA subscription for ADS-B Baseline Services is delivered through contractor owned and 

operated ADS-B infrastructure in place in the NAS. Performance-based service fees support the 

operation of the system, any necessary upgrades, and modernization. The program also supports 

operation of the Colorado Wide Area Multilateration surveillance service to provide aircraft 

location information to the automation system at Denver ARTCC. See BLI 6A01 for more 

information about ADS-B – Sustain Leased Services, G02S.03-05.

ADS-B In Applications – Flight Interval Management (IM) consists of a set of ground and flightdeck capabilities and procedures that are used in combination by air traffic controllers and flight 

crews to more efficiently and precisely manage inter-aircraft spacing (e.g., achieve a precise 

interval between aircraft in a stream of traffic). Interval Management-Spacing (IM-S) Arrivals, 

Approach, & Cruise (AA&C) supports IM operations for arrival and approach applications for 

independent runway operations and for cruise operations (i.e., spacing during en route metering 

and Miles-in-Trail operations). Pre-implementation activities and AMS milestones through FID

for ADS-B In IM Applications are funded under this program. See BLI 1A05 for more 

information about ADS-B In Application - Flight Interval Management, G01S.02-01.

The ADS-B NAS Wide Implementation – Future Segments program will develop AdvancedInterval Management dependent runway, departure and oceanic operations, and other future 

concepts along with the associated avionics standards will be developed with RTCA and the user 

community. Pre-implementation activities for these future concepts will be conducted under 

G01S.02-01. See BLI 2A12 for more information about ADS-B NAS Wide Implementation –

Future Segments, G02S.01-02.

The Reduced Oceanic Separation program will address gaps in performance by increasing the 

use of 30/30nm separation and potentially reduce separation to 15/15nm in Oceanic Flight 

Information Regions. The program will conduct collision risks and safety efforts with ICAO, 

separation assurance and safety assessments, develop requirements, and conduct investment 
54

analysis activities. The program is working towards a FID. See BLI 1A05 for more information 

about Reduced Oceanic Separation, G02S.04-01.

Traffic Information Services – Broadcast (TIS-B) is a service that provides ADS-B equipped 

aircraft with surveillance data about both ADS-B and non-ADS-B equipped aircraft, providing a 

more complete “picture” of nearby air traffic. 

 

Flight Information Services – Broadcast (FIS-B) services provide ground-to-air broadcast of 

non-air traffic control advisory information which provides users valuable, near real-time 

information to operate safely and efficiently. FIS-B products include graphical and textual

weather reports and forecasts, Special Use Airspace Information, Notices to Airmen, and other 

aeronautical information.

The Surveillance Interface Modernization (SIM) program will modernize the interfaces between 

FAA surveillance radar and automation systems for Terminal, En route, and Oceanic 

environments. SIM’s improvements are achieved by converting the radar and automation 

systems from the serial interfaces to flexible Internet Protocol (IP) addressable interfaces, over a 

secure network. The program is working towards a FID. See BLI 2B17 for more information 

about Surveillance Interface Modernization (SIM), S13.01-01.

5.4 Navigation Roadmaps

Navigation aids (also called Navaids) can be electronic or visual. En route and terminal 

electronic aids have traditionally been ground-based radio transmitters that emit signals that 

allow pilots with aircraft equipped with related avionics to determine the direction and/or 

distance from the Navaids. The ground-based system commonly used for en route navigation is 

the Very High Frequency Omnidirectional Range with Distance Measuring Equipment (VOR 

with DME). Aircraft equipped with GPS navigation systems are now able to navigate departure 

to destination routes without the ground-based aids. Visual Navaids are ground-based lighting 

systems that show pilots the path they need to follow during approach and landing. 

Navaids also have an important role in guiding pilots to a safe landing in low visibility 

conditions. They support two types of approaches — precision and non-precision. Instrument 

Landing Systems (ILS) are used for precision approaches and allow pilots to descend to lower 

minimum altitudes than are possible with non-precision approaches. Localizer Performance with 

Vertical guidance (LPV) is a high precision GPS/WAAS instrument approach procedure with a 

decision height of 200 feet; similar to the ILS Category I. The minimum altitude also called the 

decision height is the lowest an aircraft can descend before committing to land, and the pilot 

must be able to see the runway at that altitude before descending further. Non-precision 

approaches use Navaids (other than ILS) and usually only provide lateral guidance, not vertical 

guidance. 

Many NextGen OIs rely on improved position information provided by the GPS satellite 

navigation system. 
55

Navigational aid programs are portrayed in two different roadmaps:

1. Roadmap 1 (figure 5-13) - Precision Approach/Surface Navigation and Safety and 

Enhancements

2. Roadmap 2 (figure 5-14) - Infrastructure and En Route/ Terminal/Non-Precision 

Approach

Figure 5-13 Precision Approach, Surface Navigation and Safety & Enhancements 

Roadmap

At the top of the roadmap, figure 4-13, are 3 programs that support the continued operation of 

existing systems. 

Visual Navaids for New Qualifiers supports the procurement, installation, and commissioning of 

Precision Approach Path Indicator (PAPI) and Runway End Identification Light (REIL) systems

at new qualifying runways. See BLI 2D07 for more information about Visual Navaids for New 

Qualifiers, N04.01- 00.

Navaids – Sustain, Replace, Relocate sustains and/or replaces Approach Lighting Systems (ALS) 

and Instrument Landing Systems (ILS) at sites where there is a high risk for failure of these 

systems and where failure would increase the visibility required to land. The ALS include 

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Navigation Roadmap (1 of 2)

ILS (I)

SBAS / LPV

ALS (I)

RVR

LP DME

MB

ILS (II / III)

ALS (II / III)

ELVO

PAPI

Runway Safety Area - Navigation Mitigation

Safety and Enhancements

CAT I or Equivalent CAT II / III

Precision Approach

Approach Lighting System Impr (ALSIP) Cont (Includes ALS I & ALS II/III)

RVR- Replacement/Establishment (Includes CAT I & CAT II/III)

Visual Navaids for New Qualifiers (Includes REILs & CAST PAPIs)

Navaids-Sustain, Replace, Relocate

Sustain Distance Measuring Equipment (Includes LP DME & HP DME)

Enhanced Low Visibility 

Operations Ph. 2

Instrument Landing Systems (ILS) (Includes CAT I & CAT II/III)

CAT I / II / III

Wide Area Augmentation System (WAAS) – Ph. 4 

Seg. 1

Wide Area Augmentation System (WAAS) – Ph. 4 Seg. 2

Enhanced Low Visibility 

Operations Remote Communities

NAS Infrastructure Roadmaps, Version 10.0 January 2016
56

Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights 

(MALSR) for Category I approaches and High Intensity Approach Lighting System with 

Sequenced Flashing Lights (ALSF-2) for Category II/III approaches. See BLI 2D09 for more 

information about Navaids – Sustain, Replace, Relocate, N04.04-00.

Approach Lighting System Improvement Program (ALSIP) improves the safety of approach 

lighting systems built before 1975 by replacing rigid structures, and the entire approach lighting 

system, with lightweight and low-impact structures that collapse or break apart upon impact 

(frangible). See BLI 2D05 for more information about ALSIP, N04.03-00.

ILSs provide both vertical and lateral guidance information for the pilot to allow safe landings to 

touchdown and rollout. The ILS sends information to instruments in the cockpit so that the pilot 

can maintain a predetermined flight path to the runway even in low visibility. There are three 

categories of ILS, i.e., Category (CAT) I, CAT II and CAT III. The lowest altitude at which a 

pilot is able to decide whether to land or abort, the decision height, and how far away the pilot 

can see the runway, or runway visual range, defines each category. The ILS program supports 

the installation of ILSs and/or High Intensity ALSF-2 for the establishment of new Category 

II/III precision approach procedures. See BLI 2D02 for more information about ILS, N03.01-00.

Satellite Based Augmentation System (SBAS) supports wide-area or regional augmentation 

through the use of geostationary (GEO) satellites which broadcast the augmentation information. 

Systems such as the Wide Area Augmentation System (WAAS) meet the international standard 

developed for SBAS and are commonly composed of multiple ground stations and master and up 

link stations. Localizer Performance with Vertical guidance (LPV) is a high precision 

GPS/WAAS instrument approach procedure with a decision height similar to the ILS Cat I. See 

Navigation Roadmap 2 and BLI 2D03 for more information about WAAS – Phase IV Segment 

1, N12.01-07, and WAAS - Phase IV Segment 2, N12.01-08.

Approach Lighting Systems (ALS) (I, II, III) helps the pilot see the end of the runway and 

transition from instrument to visual flight for landing before reaching runway minimums. 

The Runway Visual Range (RVR) provides air traffic controllers with a measurement of the 

visibility at key points along a runway: touchdown; midpoint; and rollout. RVR data is used to 

decide whether it is safe to take off or land during limited visibility conditions. RVR –

Replacement/Establishment program replaces old RVR equipment with new-generation RVR 

and PC-based RVR which are safer, because the equipment is mounted on frangible structures 

that break away if accidently struck by an aircraft during take-off or landing. See BLI 2D04 for 

more information about RVR – Replacement/Establishment, N08.02-00.

Low Power (LP) Distance Measuring Equipment (DME) is a radio navigation aid used by pilots 

to determine the aircraft’s slant distance from the DME location. The Sustain DME program is 

replacing DMEs that have exceeded their service life expectancy; establishing new DMEs at 

qualifying airports; relocating DME facilities; and establishing DMEs in lieu of Instrument 

Landing System markers. See BLI 2D06 for more information about Sustain DME, N09.00-00.
57

MB (Marker Beacons) is a VHF radio beacon, usually in conjunction with an ILS, to give pilots 

a means to determine position along an established route to a runway.

Enhanced Low Visibility Operations (ELVO) allows pilots to land with more limited visibility 

conditions than standard procedures. The ELVO program Phase II provides the equipment and 

procedures for reduced minimums for landing and takeoff during periods of low visibility at 

selected airports. At these airports, ELVO is expected to remain in operation beyond the 

timeline of the current roadmap. See BLI 2D04 for more information about ELVO - Phase II, 

N08.03-01.

The PAPI system has a set of lights that are arranged so that the pilot sees all red lights when the 

aircraft is below the glideslope and all white lights when the aircraft is above the glideslope. 

This visual reference helps the pilot maintain the appropriate descent rate to the runway.

The FAA’s runway safety program improves the overall safety of the Runways and Runway 

Safety Area (RSA). The RSA must be free of all objects that are three inches above the grade 

and are not frangible. The program corrects FAA-owned NAVAIDs in RSAs by taking action 

on those navigation systems that are not in compliance with the RSA requirements. See BLI 

2D11 for more information about Runway Safety Area – Navigation Mitigation, N17.01-01.
58

Figure 5-14 Infrastructure and En Route, Terminal and Non-Precision Approach 

Roadmap

See Navigation Roadmap 1 and BLI 2D07 for more information about Visual Navaids for New 

Qualifiers, N04.01-00.

See Navigation Roadmap 1 and BLI 2D09 for more information about Navaids – Sustain, 

Replace, Relocate, N04.04-00.

Very High Frequency Omni-Directional Range (VOR) Collocated with Tactical Air Navigation 

(VORTAC) is a combination of VOR and Tactical Air Navigation (TACAN) system and provide 

navigational guidance for civilian and military aircraft in both the en route and terminal areas. 

VORs and VORTACs are used by pilots as primary navigation aids to determine an aircraft’s

azimuth and slant range distance from the Navaids. The VORTAC program (figure 5-14) 

replaces, relocates, or improves VOR and VORTAC facilities. See BLI 2D01 for more 

information about the VORTAC program, N06.00-00.

In September of 2015, FAA decided to implement the VOR Minimum Operational Network 

(MON) to serve as a backup to satellite navigation. Some number of VORs will be retained and 

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Wide Area Augmentation System (WAAS) – Ph. 4 

Seg. 1

VORTAC (Includes VOR & TACAN)

Navigation Roadmap (2 of 2)

Infrastructure

PAPI

VASI

REIL

LDIN

ODALS

ICMS

HP DME

SBAS (WAAS)

VOR

LOC

NDB

GPS

TACAN

VOT

En Route / Terminal / Non-Precision Approach

Environmental: More efficient routes using RNAV/RNP

Phase IV (2014 – 2044)

Replace VASI with PAPI

GPS Civil Requirements

NextGen DME Support for PBN Strategy

Sustain Distance Measuring Equipment (Includes LP DME & HP DME)

VOR MON Implementation – Phase 2

Visual Navaids for New Qualifiers (Includes REILs & CAST PAPIs)

Navaids-Sustain, Replace, Relocate

Wide Area Augmentation System (WAAS) – Ph. 4 Seg. 2

WAAS Ph. 4 Seg. 2 – Sustain Leased Services

VOR MON Implementation Program

UIC

X

X

NAVAIDS Monitoring Equip NME

WAAS Ph. 4 Seg. 1 – Sustain Leased 

Services

NAS Infrastructure Roadmaps, Version 10.0 January 2016
59

continue to define VOR routes and procedures for legacy users. VORs must remain in service 

and may be relocated, technologically refreshed, or replaced for the duration of the roadmap. 

See the VOR MON program description below.

Precision Approach Path Indicators (PAPI) and Visual Approach Slope Indicator (VASI) 

systems have a set of lights that are arranged so that the pilot sees all red lights when the aircraft 

is below the glideslope and all white lights when the aircraft is above the glideslope. This visual 

reference helps the pilot maintain the appropriate descent rate to the runway. The Replace VASI 

with PAPI program will continue to replace the VASIs beyond the duration of this roadmap. See 

BLI 2D10 for more information about Replace VASI with PAPI, N04.02-00.

Runway End Identification Lights (REIL) helps pilots to visually align with the runway for both 

precision and non-precision approaches. 

Lead In Light System (LDIN) and Omnidirectional Airport Lighting System (ODALS) are 

installed at the end of runways to help pilots determine the active runway for landing.

The Interlock Control and Monitoring System (ICMS) and Universal Interlock Controller (UIC) 

allow controllers to rapidly activate and deactivate the navigational aids at an airport. The

Navaids Monitoring Equipment (NME) program will replace both the ICMS and UIC with a 

single system that provides consolidated monitoring and control of navigational aid equipment. 

The program is working towards a FID. See BLI 2D13 for more information about NME, 

M08.41-02.

High Power (HP) DME supports navigation for both en route and terminal operations.

The Sustain DME program is procuring and installing state-of-the-art DME systems to support 

replacement of DMEs that have exceeded their service life expectancy; establish new DMEs at 

qualifying airports; relocate DME facilities; and establish DMEs in lieu of Instrument Landing 

System markers. See BLI 2D06 for more information about Sustain DME, N09.00-00.

The NextGen DME program will expand DME coverage in both en route and terminal airspace 

to provide a resilient, complimentary navigation service to support Performance Based 

Navigation (PBN) operations in the event of a disruption to the Global Navigation Satellite 

Service (GNSS). See BLI 1A09 for more information about NextGen DME Support For 

Performance Based Navigation (PBN) Strategy, G01N.01-02.

The Satellite-Based Augmentation System (SBAS) also called the Wide Area Augmentation 

System (WAAS) uses a network of 38 ground reference stations located in North America that 

monitor the GPS satellite signals. Three master stations collect reference station data; calculate 

corrections and integrity messages for each GPS satellite, and broadcasts WAAS messages to 

users via geostationary satellites providing precise navigation position to the aircraft. In addition 

to L1, a new GPS signal, L5 will be added on the next generation of satellites. The Wide Area 

Augmentation System (WAAS) – Phase IV Segment 1 incorporates WAAS infrastructure 

upgrades to support the use of the new L5 frequency planned for implementation in Dual 

Frequency Operations (DFO). Segment 2 will develop and deploy a WAAS Dual Frequency 
60

User Service that will provide correction and integrity data allowing usage of the L5 signal in the 

NAS. See BLI 2D03 for more information about WAAS – Phase IV Segment 1, N12.01-07 and 

WAAS Phase IV Segment 2, N12.01-08.

The WAAS requires a minimum of three commercial geostationary satellites (GEOs) to meet its 

performance requirements. The WAAS Sustain Lease Services programs funds the required 

leased services for the 3 WAAS GEOs. See BLI 6A01 for information about WAAS – Phase IV 

Segment 1 and Segment 2 Sustain Leased Services, N12.01-09 and N12.01-10.

The Very High Frequency Omni-Directional Range (VOR) is used by pilots as a primary 

navigation aid, and direct lines between VORs are used to define established air routes. The 

VOR provides the user with bearing and distance (slant-range) to a ground station.

 

The VOR Minimum Operating Network (MON) Implementation Program will downsize the 

VOR network to the minimum required as a backup navigation system in the event of an 

unplanned GPS localized outage to allow aircraft to navigate and land safely. This program 

supports the NAS transition from the current VOR airways to Performance Based Navigation 

(PBN) consistent with NextGen goals. At the VOR MON Phase 1 FID the program was 

approved to discontinue approximately 74 VORs by the end of September 2020. See BLI 2D01 

for more information about the VOR – MON Implementation Program, N06.01-01.

A future program, VOR MON Phase 2 will be established to address additional sites to achieve 

the MON.

The Localizer (LOC) is an ILS component that provides horizontal guidance to a runway end. 

When used as a stand-alone system without a Glideslope component, the LOC supports nonprecision approach operations; SBAS (WAAS) will begin to replace that functionality at airports 

where only localizers are installed.

A Non-Directional Beacon (NDB) supports navigation by providing the pilot with direction or 

bearing to the NDB station relative to the aircraft. The FAA will continue operating NDB, 

because NDBs are still used at some remote areas, where it is not economically justified to install 

modern navigational equipment.

The DoD operates the GPS. There are typically 24 to 30 active satellites in orbit, and a 

navigation receiver can determine an aircraft’s position by interpreting the data transmitted by 

the satellites in view of the aircraft’s antenna. Two GPS upgrades are expected in future years. 

The next generation of satellites will have a second frequency (L5) for civilian safety-of-life use. 

An aircraft receiver that receives both the existing L1 signal and the new L5 signal can internally 

calculate corrections that enhance the accuracy of the position calculation and eliminate the 

errors caused by ionospheric distortion. The GPS III family of satellites will be upgraded with 

an additional civil signal (L1C) and increased transmitting power. 

GPS Civil Requirements program provides system design and development for a network of 

GPS monitoring stations and processing facilities to monitor the quality of the GPS signal for 

civil users. Signal monitoring requirements enable GPS operators on the ground to quickly 
61

identify a civil signal anomaly and determine if the cause is due to either a satellite or a control 

segment failure and take corrective action to restore service. See BLI 2D03 for more 

information about GPS Civil Requirements, N12.03-01.

TACAN is the military equivalent of combined VOR and DME systems. VORTAC is a site 

where a VOR and TACAN are co-located and the VOR uses the TACAN for DME information. 

VOR Test Range (VOT) is used to check and calibrate VOR receivers in aircraft. 

5.5 Weather Roadmaps

Timely and accurate weather observations and forecasts are essential to aviation safety and for

making the best use of aviation capacity. Weather information will be even more important 

when NextGen direct or user chosen trajectory routing becomes routine. Pilots need to know the 

direction and speed of winds aloft so that they can take advantage of tailwinds and minimize the 

effect of headwinds. They also need to know if there will be obstructions to visibility that 

restrict landings at their destination airport, and whether the runway is wet or dry and how that 

will affect braking action. Traffic flow managers and pilots use weather observations and 

forecasts to determine when they need to plan alternative routes to avoid severe weather. Pilots 

must avoid thunderstorms with hail and heavy rain, turbulence, and icing to avoid damage to the 

aircraft and the potential for injuring passengers. The FAA has a lead role in collecting and 

distributing aviation weather data – particularly hazardous weather. The FAA distributes 

weather hazard information from its own systems and uses both the FAA and National Weather 

Service (NWS) computer forecast models based on data available from FAA and NWS sensors 

to develop forecasts for use by air traffic control facilities, pilots, airline operations centers, and 

other aviation-related facilities. 

NextGen operational improvements will rely on improved access to weather information 

provided by Common Support Services – Weather (CSS - Wx) and better weather processing 

and forecasting provided by NextGen Weather Processor (NWP).

Weather sensors include weather radars and surface observation systems that measure 

atmospheric parameters, such as surface temperature, prevailing wind speed and direction, 

relative humidity, and cloud bases and tops, as well as wind shear and microbursts. These 

weather sensors provide real-time information to air traffic facilities and to centralized weatherforecasting models.

Weather processing/dissemination/ display systems organize and process the sensor’s observed 

data. Data from multiple sensors feed forecast models whose output can be disseminated and 

integrated in national and local processing and display systems that interpret broad weather 

trends affecting aviation operations. This information can then be sent to air traffic controllers, 

traffic flow managers, dispatchers, and pilots.

Weather system implementation is broken down into two different roadmaps:

1. Roadmap 1 (figure 4-15) - Weather Sensors

2. Roadmap 2 (figure 4-16) - Weather Dissemination, Processing, and Display
62

Figure 5-15 Weather Sensors Roadmap

Figure 5-15 shows the Wind Shear Services (WSS) portfolio which includes: 

• Light Detection and Ranging (LIDAR) system;

• Terminal Doppler Weather Radar (TDWR); 

• Airport Surveillance Radar-9 (ASR-9) Wind Shear Processor (WSP); and 

• Low Level Wind Shear Alerting System (LLWAS). 

The LIDAR system uses lasers to detect dry microbursts and gust fronts in high plains and 

mountain environment that radar systems may not detect. 

TDWR, ASR-9 radars, wind sensors and lasers are used to detect wind shear conditions near the 

runways and approach areas of airports. TDWRs provide vital information and warnings 

regarding hazardous windshear conditions, precipitation, gust fronts, and microbursts to air 

traffic controllers managing arriving and departing flights in the terminal area. Airports with 

significant wind shear risk that have a lower volume of air traffic are served by the ASR-9 WSP, 

a lower cost alternative to TDWR. The ASR-9 WSP processes weather from the two 

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WSDS WHDE

Wx Camera – Future Segments

Weather Channel ASWON Portfolio

Weather Roadmap (1 of 2)

NEXRAD

ASR-9 WSP

PIREPS

Lightning Data

ACFT Wx

Sensors

AWOS, AWSS, 

ASOS, SAWS,

DASI, WEF

LIDAR

JAWS

Non-Fed AWOS

TDWR SLEP 3

NEXRAD SLEP Phase 1

WSDS Work Package 1 LLWAS

TDWR

ASR-8

ASR-9

ASR-11

TDWR SLEP 2 

Wind Shear Service Radars Surface Weather Observing Service Non-FAA Sensors

JAWS TR

Weather Camera

NEXRAD SLEP Phase 2

WSDS Work Package 2

ASWON Tech Refresh

NSWRC NextGen Surveillance and Weather Radar Capability NSWRC

ASWON WP1

NAS Infrastructure Roadmaps, Version 10.0 January 2016
63

dimensional Doppler search radar signals, which are its standard format to detect wind shear 

which approximates the output of the TDWR. 

LLWAS consists of wind sensors located at 6 to 29 points around the runway thresholds to 

measure surface wind direction and velocity. The LLWAS computer systems compare the wind 

velocity and direction detected by these sensors at different locations to determine whether wind 

shear events are occurring at or near the runways. The sensors measure surface winds only and 

do not detect wind shear above the surface in the approach or departure paths. 

TDWR SLEP Phase 2 will replace TDWR components that have deteriorated due to aging, have 

become obsolete or unsupportable, and were not addressed in Phase 1. The program achieved 

FID on December 16, 2015. See BLI 2B02 for more information about TDWR – SLEP – Phase 

2 W03.03-02.

Wind Shear Detection Services (WSDS) Work Package 1 is a portfolio program consisting of 

several legacy wind shear detection systems deployed in the NAS. The program will address 

obsolescence of the legacy Weather Systems Processor (WSP), Low Level Windshear Alert 

System (LLWAS) and Wind Measuring Equipment (WME). See BLI 2A13 for more 

information about Wind Shear Detection Services – Work Package 1, W05.03-01.

The ASR-8/9/11 Weather Channel and the Next Generation Weather Radar (NEXRAD) detect 

precipitation, wind, and thunderstorms that affect aircraft in flight. 

The Next Generation Surveillance and Weather Radar Capability (NSWRC) will provide a costeffective replacement for primary terminal surveillance and weather radars. The program is 

working towards a FID. See BLI 2B21 for more information about Next Generation 

Surveillance and Weather Radar Capability (NSWRC), S14.01-01.

The development of the Next Generation Weather Radar (NEXRAD) occurred under a triagency partnership between the Department of Commerce’s National Weather Service, 

Department of Defense, and FAA. NEXRAD is a long range weather radar that detects, 

analyzes, and transmits weather information for use by the ATC System Command Center, en 

route, terminal and flight service facilities. This weather information helps determine location, 

time of arrival, and severity of weather conditions to advise aircraft on recommended routes. 

The NEXRAD Service Life Extension Program (SLEP) phase 1 is a refurbishment program to 

extend the service life of 12 FAA-owned NEXRAD systems until 2030 when a replacement 

capability is expected to be deployed. The NEXRAD SLEP phase 2 program will identify 

sustainability issues of the NEXRAD system in 2021 and if needed will initiate activities towards 

a final investment decision. See BLI 2A03 for more information about NEXRAD – SLEP Phase 

1, W02.02-02 and NEXRAD SLEP Phase 2, W02.02-03.

The Automated Surface Weather Observation Network (ASWON) Portfolio includes several 

surface sensors (AWOS/ASOS/AWSS/SAWS/DASI/WEF) that measure weather parameters on 

the surface and report conditions to air traffic facilities and pilots. The data collected is 

important to pilots and dispatchers as they prepare and file flight plans, and it is vital for weather 

forecasting. 
64

The Automated Surface Observing Systems (ASOS) and other variants (such as the Automated 

Weather Observing System (AWOS); the Automated Weather Sensor Systems (AWSS); and the 

Stand Alone Weather Sensing (SAWS) system) have up to 14 sensors that measure weather data, 

including temperature, barometric pressure, humidity, type and amount of precipitation, and 

cloud bases and amount of sky cover. 

The Digital Altimeter Setting Indicator (DASI) shows tower controllers the current barometric 

pressure, so they can inform pilots of the proper aircraft altimeter setting so it will display the 

correct ground elevation of the runway at touchdown. 

The Wind Equipment F-400 Series (WEF) determines and displays the wind direction and 

velocity on the runways. These systems feed data directly to air traffic control facilities and 

support automated broadcast of weather information to pilots. They also provide regular updates 

for the forecast models that predict future weather conditions including adverse weather. These 

systems will remain in operation until a decision is made to implement the NextGen Surface 

Observing Capability. 

The ASWON Technology Refresh program will provide compatible technology upgrades and/or 

replacements to the five legacy ASWON systems (ASOS, AWOS, AWSS, DASI, and F-420) 

which are experiencing obsolescence, supportability, and maintainability issues. See BLI 2C01 

for more information about ASWON – Technology Refresh, W01.03-01.

The Juneau Airport Weather System (JAWS) measures and transmits wind information to the 

Juneau Automated Flight Service Station (AFSS), Alaska Airlines, and the NWS for weather 

forecasting. JAWS data is also available via the Internet. It is essential for pilots to be aware of 

wind conditions that affect approach and departure paths because of the restrictive geographical 

features on both sides of the corridor in and out of the Juneau Airport. The Juneau Airport Wind 

System (JAWS) – Technology Refresh program will include replacement of computers and 

controllers, radios, firmware and software, anemometers, and profilers. The program is working 

towards a FID. See BLI 2A13 for more information about JAWS – Technology Refresh, 

W10.01-02.

Weather Cameras are installed at airports and strategic en route locations in Alaska to provide 

pilots, dispatchers and flight service station specialists with real-time video weather information. 

Without current weather information about their destination airport and route of flight, pilots 

cannot make informed decisions on whether it is safe to fly or to continue their flight if already 

airborne. This can lead to accidents or unnecessary fuel costs caused by having to circumvent 

bad weather or land at an alternate airport.

The Weather Camera Program – Future Segments sustains the operational Weather Cameras 

installed at airports and strategic en route locations in Alaska. The program ensures that camera 

network services are available, reliable, responsive, and accessible to pilots and aviation user 

groups. The program is working towards a FID. See BLI 2C04 for more information about 

Weather Camera Program – Future Segments, M08.31-02.
65

The non-FAA sensors shown at the bottom of the roadmap are sources of weather information 

that improve FAA’s overall knowledge of weather conditions. Some states and smaller airports 

operate AWOS for weather observations. Inputs from these systems provide supplemental data 

to FAA sensors. Aircraft weather sensors can provide humidity, wind speed and atmospheric 

pressure readings that are helpful in forecasting weather conditions. Pilot Reports (PIREPS) 

provide real time reports on the weather along major flight routes. A planned activity would 

enhance ERAM to allow automatic entry of pilot reports. Lightning Data systems provide air 

traffic facilities important information about the location and intensity of thunderstorms.

Figure 5-16 Weather Dissemination, Processing and Display Roadmap

Figure 5-16 shows the Common Support Services – Weather (CSS-Wx) which will be the source 

for weather information and it will provide access to all users throughout the NAS. 

Common Support Services-Weather (CSS-Wx) Work Package 1 will deliver improved weather 

products for input into collaborative decision-making applications using information provided by 

the NextGen Weather Processor (NWP) (G04W.03-02), the National Oceanic and Atmospheric 

Administration’s (NOAA) NextGen Web Services, and other weather sources available to FAA 

CY 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029

Weather Roadmap (2 of 2)

NWP WP3 

NWP WP2

WARP RAMP

ITWS NFU

WARP WINS

& FBWTG

Center Wx 

Services

ALDARS

Satellite Data

Services

WMSCR

ITWS

CIWS 

Prototype

NWP

NWS Data

Services

WIFS

ADAS/RASP

CIWS CDDS

ITWS VOLPE

X

X

X

X

Dissemination Processing Non-FAA Services

Non

FAA

CSS-Wx WP2

X

X

X

X

X

CREWS

X

NextGen IT Web Services

WARP EWD

ITWS Tech Refresh and Disposition

AWIPS II

X

NextGen Weather Processor (NWP) WP1

WARP SLEP

X

Common Support Services Weather (CSS-Wx) WP1

CSS-Wx

NAS Infrastructure Roadmaps, Version 10.0 January 2016
66

and NAS users. See BLI 2A11 for more information about System Wide Information 

Management (SWIM) – CCS-Wx – Work Package 1, G05C.01-06.

The Weather and Radar Processor Weather Information Network Server (WARP WINS) 

processes and stores data from multiple NEXRAD radars for use by en route control facilities. 

The information is used by the Center Weather Service Unit to develop forecasts. WARP also 

provides NEXRAD precipitation intensity data to controllers’ displays. 

The WARP FAA Bulk Weather Communications Gateway (FBWTG) provides NWS data to the 

center weather service units to aid in their forecast of weather conditions in the center’s airspace. 

The roadmap shows that WARP will be upgraded with an Enhanced Weather Information 

Network Servicer Distribution (WARP EWD) before the WARP functions are incorporated in 

CSS-Wx. 

The Corridor Integrated Weather System (CIWS) gathers weather information along the busiest 

air traffic corridors to help air traffic specialists select the most efficient routes when they must 

divert traffic to avoid severe weather conditions. The CIWS Data Distribution System (CDDS) 

enables the existing CIWS system to distribute data to external NAS users so traffic management 

participants have the same information for daily route planning. 

The Integrated Terminal Weather System (ITWS) National Weather Service Filter Unit (ITWS 

NFU) will send data collected by FAA to the NWS to use for weather forecasting. The ITWS 

Volpe will establish an Internet connection to the ITWS weather data for external users. After 

2018, ITWS NFU and ITWS Volpe data collection functions will be incorporated into the CSSWx.

The FAA-operated Weather Message Switching Center Replacement (WMSCR) is a network 

with distribution nodes in Salt Lake City and Atlanta that collects and distributes nationwide 

weather information. The FAA will integrate WMSCR functionality into the CSS-Wx for 

weather information distribution.

The Automated Weather Observation System (AWOS) Data Acquisition System/Regional 

ADAS Service Processor (ADAS/RASP) is a communications link that transmits 

AWOS/ASOS/AWSS data to air traffic facilities. ADAS also correlates cloud-to-ground 

lightning strike information to AWOS/ASOS/AWSS data to better determine the location of 

nearby thunderstorm activity. 

The Automated Lightning Detection and Reporting System (ALDARS) will become part of the

CSS-Wx in 2021 and its information will be consolidated with other weather inputs.

The Center/TRACON automation system (CTAS) Remote Weather System (CREWS) collects 

data to help en route and terminal facility controllers coordinate the flows of air traffic into busy 

terminal facilities. Decisions on its future will be made in 2017.

The World Area Forecast System (WAFS) Internet File Service (WIFS) is a commercial service 

that provides weather information to support global flight operations.
67

Next Generation Weather Processor (NWP), Work Package 1 (WP1) will replace and enhance 

the current processing and display functionality of the ITWS, CIWS, and WARP systems; 

generate aviation weather products with expanded coverage areas and faster update rates; 

generate 0-to-8 hour aviation weather products; generate safety critical wind shear alerts and 

real-time weather radar information; and perform translation of convective weather into weather 

constraint areas. See BLI 2A17 for more information about Next Generation Weather Processor 

(NWP), Work Package 1 (WP1), G04W.03-02.

The WARP Radar and Mosaic Processor (RAMP) processes weather data and will remain in 

service until their functions can be incorporated in the NWP. 

ITWS provides air traffic managers with graphic, full-color displays of essential weather 

information affecting major U.S. airports. ITWS integrates weather data from a number of 

sources and provides a single, easily used and understood display of supported products. ITWS 

depicts the current weather and generates short-term forecasts of terminal weather through the 

integration of data from FAA and NWS sensors and systems, as well as from aircraft in flight; 34 

ITWS sites provide weather information to a total of 75 airports.

Integrated Terminal Weather System (ITWS) – Technology Refresh & Disposition program is 

funding a lifetime buy of all necessary and available spare parts of the legacy hardware, to 

attempt to sustain the current system until it is fully replaced by NWP. The ITWS program will 

also fund a contingency effort to mitigate potential accelerated hardware failures. See BLI 2B19 

for more information about ITWS – Technology Refresh & Disposition, W07.01-02.

The non-FAA services provide data from the NWS ground and satellite sensors to FAA for use 

by the NWS meteorologist who interpret and forecast weather at the FAA en route centers.

Center Weather, NWS Data and Satellite Data Services comprise a distributed “virtual” database 

that will receive weather data directly from sensors, NWS, NOAA and other sources and, either 

automatically or by request, send data to FAA facilities and users so that observations and 

forecasts can be more widely and consistently distributed via network-enabled communications. 

Decision support tools will use this weather information to assist users in understanding weather 

constraints and taking actions to reduce risk for aviation operations. 

6 Facilities

The FAA maintains and operates thousands of staffed and unstaffed operational facilities that 

must be maintained and modernized. The largest facilities are the 21 en route centers that house 

hundreds of employees and the equipment used to control aircraft in the en route environment. 

The other operational facilities with significant staff are the more than 500 towers and 167 

TRACON facilities that control arrival and departure traffic to and from airports in the terminal 

environment. 
68

There are more than 16,000 unstaffed facilities—many in very remote locations—sheltering 

communications, navigation, surveillance equipment and weather sensors. Much of this 

equipment is housed in buildings that need renovation. Many have deteriorating steel towers and 

foundations. Some newer unstaffed buildings and structures frequently need renovation because 

they are in remote and/or hazardous locations near the ocean or on mountaintops. Replacing 

roofing, electric power generators, heating/cooling, and structural and security components of 

these structures is essential to successful operation of the NAS. 

The William J. Hughes Technical Center (WJHTC) in Atlantic City, NJ, and the Mike Monroney 

Aeronautical Center (MMAC) in Oklahoma City, OK, each have many buildings. Each year, 

these complexes receive funds to both upgrade and replace infrastructure, and to improve and 

modernize buildings to support research and development, test and evaluation, operational and 

second level field support, training, logistics, and management functions. The MMAC operates 

under a lease from the Oklahoma City Airport Trust, and funds are requested to pay the annual 

lease costs. The MMAC also receives funding for building renovation and updated 

infrastructure. The WJHTC provides the integrated NAS platform used for research, 

development, test, evaluation, and field support for all NAS and NextGen acquisition programs 

within the FAA. The FAA has requested funding for 2017 and beyond to upgrade buildings and 

supporting infrastructure, such as electrical and mechanical equipment. Annual funding is 

provided to upgrade and reconfigure the laboratories to accommodate acceptance testing for new 

equipment and to test modifications to existing equipment. 

The Terminal Air Traffic Control Facilities – Replace program includes funding for replacement 

of existing air traffic control towers (ATCT) and TRACON facilities. Projects are funded in five 

segments and are scheduled based on FAA priorities. A project typically spans a period of 5-10 

years from inception to completion depending on the size of the project. Each segment of a 

project is fully funded in the year requested, but it may take more than one year to complete that 

segment. Funding is allocated to the segments based on FAA priorities while maintaining the 

overall 5 year funding estimates for the program. The program also includes the project to 

replace the New York TRACON on Long Island. The existing N90 facility is old, does not meet 

operational requirements and needs to be replaced. FAA is currently acquiring real estate and 

conducting site preparation for the new facility. 

The Terminal Air Traffic Control Facilities – Modernize program renovates or replaces specific 

exterior or interior components of existing towers, such as elevators, heating ventilation and 

cooling equipment, roofs, or other infrastructure that the FAA must upgrade to keep towers 

functioning. 

The FAA upgrades and improves Air Route Traffic Control Center (ARTCC) facilities by 

replacing heating and cooling systems, upgrading electrical power distribution systems, and 

providing other facility needs to meet mission requirements. 
69

Capital investments that support facilities are listed below. 

Table 6-1 Facility Programs

7 NAS and Mission Support

The FAA must continually monitor, refresh, and enhance systems technology to ensure the 

availability, reliability, and accuracy of the capital equipment and infrastructure that make up the 

NAS. To meet forecast demand for aviation services, the agency has embarked upon a NAS 

transformation to deliver new capabilities, operational improvements, and additional benefits 

envisioned by NextGen. This transition involves changes to communication, navigation, and 

surveillance systems and requires systems research, changes to the NAS infrastructure, the 

development of new procedures, and personnel training to realize the expected benefits from 

NextGen. To support the transition, the NAS must be fully sustained to ensure the uninterrupted 

BLI # CIP Title CIP #

1A02/ 

1A03 William J. Hughes Technical Center Laboratories F14.00-00

1A04 William J. Hughes Technical Center Infrastructure Sustainment F16.00-00

2A04

 Air Route Traffic Control Center (ARTCC) & Combined Control Facility (CCF) 

Building Improvements F06.01-00

2A07 Long Rang Radar (LRR) Improvements – Infrastructure Upgrades/Sustain S04.02-03

2B06 

 The Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control 

(TRACON) Replacement F01.02-00

2B07

 Air Traffic Control (ATCT)/Terminal Radar Approach Control (TRACON) 

Modernization F01.01-00

2B07 Facility Realignment Planning F02.10-01

2B07 Facility Realignment Implementation F02.10-02

2B09

 NAS Facilities Occupational Safety and Health Administration (OSHA) & 

Environmental Standards Compliance F13.03-00

2C03 Alaska Flight Service Facility Modernization (AFSFM) F05.04-02

2E01 Fuel Storage Tank Replacement and Management F13.01-00

2E02

 FAA Buildings and Equipment Sustain Support – Unstaffed Infrastructure 

Sustainment (UIS) F12.00-00

2E06 Decommissioning – Real Property Disposition F26.01-01

2E07 Power Systems Sustained Support (PS3) F11.01-01

2E07 Power Systems Sustained Support (PS3) Future Segments F11.01-02

2E08 Energy Management and Compliance (EMC) F13.04-02

2E09 Child Care Centers – Infrastructure Improvements F22.01-01

3A01 Environmental Cleanup / Hazardous Materials (HAZMAT) F13.02-00

3A14 Logistics Center Support System (LCSS) – Technology Refresh M21.04-02

3A04 Facility Security Risk Management (FSRM) – Two F24.01-02

3A11 Mobile Asset Management Program F31.01-01

3B01 Aeronautical Center Infrastructure Modernization F18.00-00

4A04 Aeronautical Center Lease F19.00-00
70

delivery of current services with the required level of safety that are both expected and relied 

upon by the aviation community and its passengers. 

Capital investments that support NAS and Mission Support are listed below. 

Table 7-1 NAS and Mission Support Programs

BLI # CIP Title CIP #

1A01 Runway Incursion Reduction Program (RIRP) – ATDP S09.02-00

1A01 Operations Concept Validation and Infrastructure Evolution – ATDP M08.29-00

1A01 Major Airspace Redesign – ATDP M08.28-04

1A01 Strategy and Evaluation – ATDP M46.01-01

1A01 Dynamic Capital Planning M47.01-01

1A01 Operational Analysis and Reporting System (OARS) M08.32-03

1A01 Operations Network (OPSNET) Replacement – ATDP A37.01-01

1A01 Operational Modeling Analysis and Data M52.01-01

2D08 Instrument Flight Procedures Automation (IFPA) – Technology Refresh, Segment 1 A14.02-02

2D08 Instrument Flight Procedures Automation (IFPA) – Technology Refresh, Segment 2 A14.02-03

2E03 Aircraft Related Equipment (ARE) Program M12.00-00

2E03 NextGen Flight Simulation Testing and Research Technologies (Flight START) – 

Technology Refresh Program – Additional Projects M12.01-04

2E11 System Capacity, Planning and Improvements - ATDP M08.28-00

3A05 Information Systems Security M31.00-00

3A10 National Test Equipment Program M17.01-01

3A13 National Airspace System (NAS) Training - Equipment Modernization – Training 

Simulators – Tower Simulation System, M20.01-04

3B02 Distance Learning M10.00-00

4A01 CIP Systems Engineering and Development Support – SE2020 M03.03-01

4A01 Provide Air Navigation Facility (ANF)/Air Traffic Control (ATC) Support (Quick 

Response) M08.01-00

4A02 Program Support Leases M08.06-00

4A03 NAS Regional/Center Logistics Support Services M05.00-00

4A05 NAS Integration Support Contract (NISC) M22.00-00

4A05 Configuration Management Automation (CMA) M03.01-02

4A06 Technical Support Services Contract (TSSC) M02.00-00

4A07 Resource Tracking Program (RTP) M08.14-00

4A08 CIP Systems Engineering & Technical Assistance – MITRE M03.02-00
71

8 Estimated funding by budget line item (dollars in Millions)

The table below provides the current funding for the CIP programs as requested in the FY 2017 

President’s Budget submission to Congress and the planning estimates for FY 2018-2021. These 

estimates are based upon current FAA program requirements and the agency’s allocation of the

most recent OMB outyear targets for the F&E account.
72

BLI 

Number Capital Budget Line Item (BLI) Program FY 2017 Budget

FY 2018 

Est.

FY 2019 

Est.

FY 2020 

Est.

FY 2021 

Est.

 Activity 1: Engineering, Development, Test and Evaluation $147.0 $172.5 $186.0 $208.1 $229.2

1A01 Advanced Technology Development and Prototyping (ATDP) $24.8 $30.2 $30.2 $31.2 $28.2

1A02 William J. Hughes Technical Center Laboratory Improvement $1.0 $1.0 $1.0 $1.0 $1.0

1A03 William J. Hughes Technical Center Laboratory Sustainment $19.0 $19.0 $19.0 $19.0 $19.0

1A04 William J. Hughes Technical Center Infrastructure Sustainment $12.2 $10.0 $10.0 $11.6 $11.7

1A05 NextGen – Separation Management Portfolio $25.8 $34.5 $41.5 $50.0 $62.0

1A06 NextGen – Improved Surface Portfolio $2.0 $4.0 $8.0 $11.0 $9.0

1A07 NextGen – On Demand NAS Portfolio $8.5 $17.0 $21.5 $34.5 $43.5

1A08 NextGen – Improved Multiple Runway Operations Portfolio $6.5 $2.0 $1.0 $0.0 $0.0

1A09 NextGen – NAS Infrastructure Portfolio $17.7 $24.0 $23.0 $24.0 $29.0

1A10 NextGen – Laboratory Support Portfolio $12.0 $12.8 $12.8 $12.8 $12.8

1A11 NextGen – Performance Based Navigation & Metroplex Portfolio $17.5 $18.0 $18.0 $13.0 $13.0

$1,631.4 $1,663.1 $1,715.8 $1,736.6 $1,762.4

A. En Route Programs $683.7 $699.9 $677.2 $644.8 $666.0

2A01 NextGen – En Route Automation Modernization (ERAM) – System Enhancements and 

Technology Refresh

$78.0 $93.6 $106.1 $126.4 $150.0

2A02 En Route Communications Gateway (ECG) $2.7 $2.7 $4.8 $2.7 $2.7

2A03 Next Generation Weather Radar (NEXRAD) $6.3 $5.5 $5.5 $4.0 $6.1

2A04 Air Route Traffic Control Center (ARTCC) & Combined Control Facility (CCF) Building 

Improvements

$74.9 $81.3 $75.3 $75.3 $75.3

2A05 Air Traffic Management (ATM) – Traffic Flow Management (TFM) $20.0 $9.3 $7.0 $7.0 $7.0

2A06 Air/Ground Communications Infrastructure $8.8 $9.8 $8.8 $6.7 $6.4

2A07 Air Traffic Control En Route Radar Facilities Improvements $5.8 $5.9 $5.9 $5.9 $5.9

2A08 Voice Switching Control System (VSCS) $11.3 $12.8 $11.4 $11.7 $12.1

2A09 Oceanic Automation System (OAS) $24.0 $31.1 $27.5 $18.0 $18.0

2A10 Next Generation Very High Frequency Air/Ground Communications System (NEXCOM) $50.5 $60.0 $62.0 $64.0 $64.0

2A11 NextGen – System-Wide Information Management (SWIM) $28.8 $48.1 $42.9 $28.4 $9.4

2A12 NextGen – Automatic Dependent Surveillance - Broadcast (ADS-B) NAS Wide 

Implementation

$31.1 $27.9 $34.7 $43.5 $70.0

2A13 Windshear Detection Service (WDS) $4.5 $1.0 $2.8 $1.0 $1.0

2A14 NextGen – Collaborative Air Traffic Management Portfolio $13.8 $21.0 $22.0 $14.0 $20.0

2A15 NextGen – Time Based Flow Management (TBFM) Portfolio $50.6 $49.6 $47.4 $42.8 $46.8

 Activity 2: Procurement and Modernization of Air Traffic 

Control Facilities and Equipment 
73

BLI 

Number Capital Budget Line Item (BLI) Program FY 2017 Budget

FY 2018 

Est.

FY 2019 

Est.

FY 2020 

Est.

FY 2021 

Est.

2A16 ATC Beacon Interrogator (ATCBI) - Technology Refresh $1.0 $0.0 $0.0 $0.0 $0.0

2A17 NextGen – Next Generation Weather Processor (NWP) $27.8 $35.1 $24.3 $16.0 $6.2

2A18 Airborne Collision Avoidance System X (ACAS X) $8.9 $7.7 $7.7 $6.9 $5.1

2A19 NextGen – Data Communication in support of NextGen $232.0 $194.7 $178.3 $170.6 $160.1

2A20 Offshore Automation $3.0 $3.0 $3.0 $0.0 $0.0

B. Terminal Programs $561.7 $580.2 $623.4 $684.3 $671.6

2B01 Airport Surface Detection Equipment - Model X (ASDE-X) $8.4 $0.0 $0.0 $0.0 $0.0

2B02 Terminal Doppler Weather Radar (TDWR) – Provide $5.0 $3.8 $4.5 $2.2 $0.0

2B03 Standard Terminal Automation Replacement System (STARS) (TAMR Phase 1) $64.2 $62.8 $66.9 $40.0 $50.0

2B04 Terminal Automation Modernization/ Replacement Program (TAMR Phase 3) $108.9 $85.0 $8.0 $0.0 $0.0

2B05 Terminal Automation Program $7.7 $7.8 $12.8 $12.9 $17.9

2B06 Terminal Air Traffic Control Facilities - Replace $58.8 $87.0 $148.8 $119.5 $110.0

2B07 ATCT/Terminal Radar Approach Control (TRACON) Facilities - Improve $47.7 $47.8 $72.8 $95.8 $91.8

2B08 Terminal Voice Switch Replacement (TVSR) $6.0 $6.0 $6.0 $6.0 $5.0

2B09 NAS Facilities OSHA and Environmental Standards Compliance $42.7 $42.0 $42.0 $42.0 $42.0

2B10 Airport Surveillance Radar (ASR-9) $4.5 $2.2 $0.0 $0.0 $0.0

2B11 Terminal Digital Radar (ASR-11) Technology Refresh and Mobile Airport Surveillance 

Radar (MASR)

$6.1 $3.2 $4.4 $4.4 $4.4

2B12 Runway Status Lights (RWSL) $4.8 $1.2 $0.0 $3.5 $3.5

2B13 NextGen – National Airspace System Voice System (NVS) $48.4 $68.4 $32.2 $116.6 $105.5

2B14 Integrated Display System (IDS) $7.7 $5.0 $18.0 $24.0 $28.0

2B15 Remote Monitoring and Logging System (RMLS) $9.9 $10.4 $23.1 $16.4 $19.6

2B16 Mode S Service Life Extension Program (SLEP) $37.9 $42.5 $37.5 $45.5 $35.5

2B17 Surveillance Interface Modernization (SIM) $26.8 $32.1 $34.0 $22.2 $20.2

2B18 NextGen – Terminal Flight Data Manager (TFDM) $42.2 $50.0 $79.0 $92.8 $95.2

2B19 Voice Recorder Replacement Program (VRRP) $2.0 $5.0 $11.3 $14.5 $12.0

2B20 Integrated Terminal Weather System (ITWS) Technology Refresh $1.0 $1.0 $2.1 $0.0 $0.0

2B21 Next Generation: Surveillance and Weather Radar Capability (NSWRC) and Backup 

Surveillance Capability (NBSC)

$6.0 $0.0 $0.0 $0.0 $0.0

2B22 Flight and Interfacility Data Interface (FIDI) $15.0 $17.0 $20.0 $26.0 $31.0

C. Flight Service Programs $17.9 $21.7 $25.7 $16.7 $12.7

2C01 Aviation Surface Weather Observation System $10.0 $10.0 $10.0 $2.0 $0.0

2C02 Future Flight Services Program (FFSP) $3.0 $6.8 $12.0 $12.0 $10.0

2C03 Alaska Flight Service Facility Modernization (AFSFM) $2.7 $2.7 $2.7 $2.7 $2.7

2C04 Weather Camera Program $2.2 $2.2 $1.1 $0.0 $0.0
74

BLI 

Number Capital Budget Line Item (BLI) Program FY 2017 Budget

FY 2018 

Est.

FY 2019 

Est.

FY 2020 

Est.

FY 2021 

Est.

D. Landing and Navigation Aids Programs $146.9 $140.8 $139.1 $141.6 $158.5

2D01 VHF Omnidirectional Radio Range (VOR) with Distance Measuring Equipment (DME) $7.0 $11.0 $17.0 $20.0 $12.0

2D02 Instrument Landing Systems (ILS) – Establish $7.0 $7.0 $10.0 $11.0 $11.0

2D03 Wide Area Augmentation System (WAAS) for GPS $85.0 $78.7 $71.4 $67.0 $86.5

2D04 Runway Visual Range (RVR) & Enhanced Low Visibility Operations (ELVO) Program $6.5 $4.0 $6.0 $6.0 $6.0

2D05 Approach Lighting System Improvement Program (ALSIP) $3.0 $3.0 $5.0 $5.0 $5.0

2D06 Distance Measuring Equipment (DME) $3.0 $3.0 $5.0 $5.0 $5.0

2D07 Visual Navaids - Establish/Expand $2.0 $2.0 $2.0 $2.0 $2.0

2D08 Instrument Flight Procedures Automation (IFPA) $9.4 $8.5 $2.2 $3.1 $1.5

2D09 Navigation and Landing Aids – Service Life Extension Program (SLEP) $3.0 $3.5 $7.5 $12.5 $14.5

2D10 VASI Replacement – Replace with Precision Approach Path Indicator $5.0 $5.0 $10.0 $10.0 $15.0

2D11 Runway Safety Areas – Navigation Mitigation $14.0 $12.1 $0.0 $0.0 $0.0

2D12 NAVAIDS Monitoring Equipment $2.0 $3.0 $3.0 $0.0 $0.0

E. Other ATC Facilities Programs $221.3 $220.5 $250.3 $249.3 $253.6

2E01 Fuel Storage Tank Replacement and Management $22.7 $22.0 $22.0 $22.0 $22.0

2E02 Unstaffed Infrastructure Sustainment $40.5 $41.3 $42.3 $42.4 $46.7

2E03 Aircraft Related Equipment Program $13.0 $12.5 $13.0 $13.0 $13.0

2E04 Airport Cable Loop Systems – Sustained Support $8.0 $8.0 $10.0 $10.0 $10.0

2E05 Alaskan Satellite Telecommunication Infrastructure (ASTI) $6.0 $12.0 $10.3 $0.0 $0.0

2E06 Facilities Decommissioning $6.2 $8.0 $10.0 $10.0 $10.0

2E07 Electrical Power Systems – Sustain/Support $105.0 $102.7 $130.7 $135.7 $135.7

2E08 Energy Management and Compliance (EMC) $2.0 $2.0 $2.0 $6.2 $6.2

2E09 Child Care Center Sustainment $1.0 $1.0 $0.0 $0.0 $0.0

2E10 FAA Telecommunications Infrastructure 2 $10.4 $1.0 $0.0 $0.0 $0.0

2E11 System Capacity, Planning and Improvements $6.5 $6.5 $6.5 $6.5 $6.5

2E12X Independent Operational Test and Evaluation $0.0 $3.5 $3.5 $3.5 $3.5

 Activity 3: Non-Air Traffic Control Facilities and Equipment $182.9 $187.9 $181.9 $166.3 $163.2

A. Support Programs $167.4 $172.9 $166.9 $151.3 $148.2

3A01 Hazardous Materials Management $31.0 $30.0 $30.0 $31.0 $31.0

3A02 Aviation Safety Analysis System (ASAS) $11.3 $12.0 $14.0 $18.2 $15.3

3A03 National Airspace System (NAS) Recovery Communications (RCOM) $12.0 $12.0 $12.0 $12.0 $12.0

3A04 Facility Security Risk Management $21.0 $18.1 $15.9 $15.0 $14.9

3A05 Information Security $25.0 $25.0 $12.0 $12.0 $12.0

3A06 System Approach for Safety Oversight (SASO) $17.2 $25.8 $23.5 $21.0 $14.1

3A07 Aviation Safety Knowledge Management Environment (ASKME) $4.2 $0.0 $0.0 $0.0 $0.0
75

BLI 

Number Capital Budget Line Item (BLI) Program FY 2017 

Budget

FY 2018 

Est.

FY 2019 

Est.

FY 2020 

Est.

FY 2021 

Est.

3A08 Aerospace Medical Equipment Needs (AMEN) $3.0 $7.0 $19.6 $12.8 $14.0

3A09 NextGen – System Safety Management Portfolio $17.0 $17.0 $17.0 $17.0 $17.0

3A10 National Test Equipment Program $5.0 $4.0 $5.0 $3.0 $3.0

3A11 Mobile Assets Management Program $5.8 $3.0 $1.8 $0.0 $0.0

3A12 Aerospace Medicine Safety Information System (AMSIS) $12.0 $14.0 $16.1 $9.3 $9.2

3A13 Tower Simulation System (TSS) Technology Refresh $3.0 $5.0 $0.0 $0.0 $0.0

3A14X Logistics Support System and Facilities (LSSF) $0.0 $0.0 $0.0 $0.0 $5.7

B. Training, Equipment and Facilities $15.5 $15.0 $15.0 $15.0 $15.0

3B01 Aeronautical Center Infrastructure Modernization $14.0 $14.0 $14.0 $14.0 $14.0

3B02 Distance Learning $1.5 $1.0 $1.0 $1.0 $1.0

 Activity 4: Facilities and Equipment Mission Support $237.4 $230.9 $232.2 $254.6 $260.1

4A01 System Engineering (SE2020) and Development Support $35.0 $35.0 $38.0 $38.0 $38.0

4A02 Program Support Leases $46.6 $47.0 $47.0 $50.0 $55.0

4A03 Logistics Support Services (LSS) $11.0 $11.0 $11.0 $11.0 $11.0

4A04 Mike Monroney Aeronautical Center Leases $19.3 $19.7 $20.2 $20.6 $21.1

4A05 Transition Engineering Support $24.1 $19.3 $17.0 $15.0 $15.0

4A06 Technical Support Services Contract (TSSC) $23.0 $23.0 $23.0 $30.0 $30.0

4A07 Resource Tracking Program (RTP) $6.0 $6.0 $6.0 $8.0 $8.0

4A08 Center for Advanced Aviation System Development (CAASD) $60.0 $60.0 $60.0 $65.0 $65.0

4A09 NextGen – Aeronautical Information Management Program $10.4 $7.9 $8.0 $15.0 $15.0

4A10 NextGen – Cross Agency NextGen Management $2.0 $2.0 $2.0 $2.0 $2.0

 Activity 5: Personnel Compensation, Benefits and Travel $489.0 $496.1 $503.6 $510.8 $519.5

5A01 Personnel and Related Expenses $489.0 $496.1 $503.6 $510.8 $519.5

 Activity 6: Sustain ADS-B services and WAAS GEOs $150.3 $144.5 $133.5 $135.6 $136.6

6A01 ADS-B Services and WAAS GEOs $150.3 $144.5 $133.5 $135.6 $136.6

Note: BLI numbers with X represent outyear programs not requested in the FY 2017 

President's Budget.

Note: FY 2018-2021 outyear funding amounts are estimates.

Total Year Funding $2,838.0 $2,895.0 $2,953.0 $3,012.0 $3,071.0

Targets $2,838.0 $2,895.0 $2,953.0 $3,012.0 $3,071.0
76

9 Information for Major Capital Programs

Because of the criticality of on-budget and on-time acquisitions to the efficient transition to 

NextGen, The Government Accountability Office (GAO) was directed to determine the status of 

ATO’s performance in acquiring ATC systems. 

In December 2007 the GAO issued its report GAO-08-42 entitled, “AIR TRAFFIC CONTROL 

FAA Reports Progress in System Acquisitions, but Changes in Performance Measurement Could 

Improve Usefulness of Information”. This report documented the findings and provided 

recommendations to the FAA. 

One of GAO’s recommendations was to identify or establish a vehicle for regularly reporting to 

Congress and the public on FAA’s overall, long-term performance in acquiring ATC systems by 

providing original budget and schedule baselines for each program and the reasons for any 

baseline revision. The tables below provide the most current information for FAA’s Major 

Active Programs and is in direct response to the GAO’s recommendation.

Major programs are those classified as Acquisition Category (ACAT) 1, 2 or 3 which typically 

are programs with total F&E costs greater than $100M or have significant impact, complexity, 

risk, sensitivity, safety or security issues. For more information on ACAT see:

http://fast.faa.gov/LPD_Acquisition_Categories.cfm
77

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

Automatic Dependent 

Surveillance Broadcast (ADSB) – Baseline Services & 

Applications FY14 - 20 

ACAT 1

May-12 Sep-20 $960.4 May-12 Sep-20 $960.4 Sep-20 $960.4

Common Support Services 

(CSS) Weather (Wx) 

ACAT 1

Mar-15 Aug-22 $120.1 Mar-15 Aug-22 $120.1 Aug-22 $120.1 NOTE: New Addition. Final Investment Decision (FID) approved 

by the Joint Resources Council (JRC) in Mar-15. 

Data Communications (Data 

Comm) Segment 1, Phase 1 

(S1P1)

ACAT 1

May-12 May-19 $741.4 May-12 May-19 $741.4 May-19 $741.4

Data Communications (Data 

Comm) Segment 1, Phase 2 

(S1P2), Initial En Route 

Services

ACAT 1

Oct-14 Feb-21 $816.7 Oct-14 Feb-21 $816.7 Feb-21 $816.7

ERAM System 

Enhancements and 

Technology Refresh (SETR)

ACAT 1

Sep-13 Sep-17 $152.9 Sep-13 Sep-17 $152.9 Sep-17 $152.9

Facility Security and Risk 

Management (FSRM) 2

ACAT 2 

Jun-11 Sep-22 $182.5 Jun-11 Sep-22 $182.5 Sep-22 $182.5

Original Baseline Current Baseline Current Estimate

FAA Capital Programs

Current Information for Major Programs
78

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

Logistics Center Support 

System (LCSS)

ACAT 2

Apr-10 Feb-14 $67.4 Apr-14 Apr-16 $79.4 Apr-16 $79.4 Current Baseline vs Original Baseline: The schedule delay of 24 

months (-50% variance) and cost increase of $12M (-17.8% 

variance) is associated with the following factors: 1) Business 

processes developed during the Business Process Reengineering 

(BPR) phase did not address system interactions between 

functional areas; 2) delays in developing interfaces with legacy 

systems; 3) complexity of the tool integration required for interfaces; 

and 4) changes in contract and program management. In Apr-14, 

the JRC approved a Baseline Change Decision (BCD) for LCSS.

NAS Voice System (NVS) 

Demonstration and 

Qualification Phase

ACAT 1

Sep-14 Mar-20 $294.2 Sep-14 Mar-20 $294.2 Mar-20 $294.2

Next Generational Weather 

Processor (NWP)

ACAT 1

Mar-15 Aug-22 $189.3 Mar-15 Aug-22 $189.3 Aug-22 $189.3 NOTE: New Addition. Final Investment Decision (FID) approved 

by the Joint Resources Council (JRC) in Mar-15. 

Next Generation Air-toGround Communication 

System (NEXCOM) - 

Segment 2, Phase 1 

ACAT 2

Sep-11 Sep-18 $285.9 Sep-11 Sep-18 $285.9 Sep-18 $285.9

Regulation and Certification 

Infrastructure for System 

Safety (RCISS) - Segment 2

ACAT 3

Oct-10 Sep-16 $90.7 Oct-10 Sep-16 $90.7 Sep-16 $90.7

Original Baseline Current Baseline Current Estimate

FAA Capital Programs

Current Information for Major Programs
79

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

Runway Status Lights (RWSL)

ACAT 1

Jan-10 Oct-15 $327.4 Jul-13 Sep-17 $366.7 Sep-17 $366.7 Current Baseline vs Original Baseline: In Jul-13 the JRC approved 

a BCD for the RWSL program. The JRC determined to minimize the 

cost exposure to the baseline, deployment will be limited to the 16 

airports that have been fully committed and San Francisco 

International for a total of 17 airports. This results in a reduction of 6 

airports (26.1% variance) from the original 23 airports approved at 

the FID in Jan-10. The cost increase ($39.3M, -12% variance) and 

schedule delay (23 months, -26.1% variance) are attributed to the 

following factors: (1) construction plans changed due to costlier 

techniques by Airport Authorities; (2) limited runway/taxiway surface 

availability to meet installation schedules; (3) requirement changes 

that included increases in the light count, the switch from 

incandescent lights to LED, and the increased supportability for 

these requirements; (4) costly duct bank and shelter installations; (5) 

under estimation of site and depot spares costs; and (6) additional 

engineering development for supportability enhancements. 

System Wide Information 

Management (SWIM) 

Segment 2A

ACAT 2

Jul-12 Dec-17 $120.2 Jul-12 Dec-17 $120.2 Dec-17 $111.5

System Wide Information 

Management (SWIM) 

Segment 2B

ACAT 2

Oct-15 Sep-21 $119.6 Oct-15 Sep-21 $119.6 Jun-21 $119.6 NOTE: New Addition. Final Investment Decision (FID) approved 

by the Joint Resources Council (JRC) in Oct-15. 

Original Baseline Current Baseline Current Estimate

FAA Capital Programs

Current Information for Major Programs
80

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

Terminal Automation 

Modernization and 

Replacement (TAMR), Phase 

3, Segment 1 (P3 S1)

ACAT 2

Dec-11 Oct-17 $438.0 Aug-15 Oct-17 $528.6 Oct-17 $528.6 Original Baseline vs Current Baseline: The cost increase of 

$90.6M (-20.7% variance) is associated with the following factors: 1) 

A number of new software requirements (gaps) have been identified 

from deploying to the first sites. These first deployments 

demonstrated the significant complexity of transitioning to STARS at 

large TRACONs which had not been considered with the original 

baseline and are critical for operational suitability; 2) In addition, the 

complexity of operations and over a decade of CARTS tailoring by 

sites was not understood and under-estimated; and 3) Costs were 

underestimated and not considered for support costs and site 

spares. During FY14, the JRC was notified of the current estimate to 

complete the program and in Aug-15, the JRC approved the BCD. 

Terminal Automation 

Modernization and 

Replacement (TAMR), Phase 

3, Segment 2 (P3 S2)

ACAT 2

Sep-12 Aug-19 $462.5 Sep-12 Aug-19 $462.5 Aug-19 $505.7 Current Estimate vs Current Baseline: The cost increase of 

$43.2M (-9.3% variance) is associated with the impact of higher 

prime costs and a funding reduction in FY16, which may require 

additional funding to complete the program. The Program Office is 

reviewing the overall program and assessing potential mitigation 

actions to minimize the impact to the baseline. During FY14, the 

JRC was notified of the current estimate to complete the program 

and in Aug-15 the program provided the JRC with a status update. 

Original Baseline Current Baseline Current Estimate

FAA Capital Programs

Current Information for Major Programs
81

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

Terminal Automation 

Modernization and 

Replacement (TAMR), Phase 

3, Segment 1 (P3 S1)

ACAT 2

Dec-11 Oct-17 $438.0 Aug-15 Oct-17 $528.6 Oct-17 $528.6 Original Baseline vs Current Baseline: The cost increase of 

$90.6M (-20.7% variance) is associated with the following factors: 1) 

A number of new software requirements (gaps) have been identified 

from deploying to the first sites. These first deployments 

demonstrated the significant complexity of transitioning to STARS at 

large TRACONs which had not been considered with the original 

baseline and are critical for operational suitability; 2) In addition, the 

complexity of operations and over a decade of CARTS tailoring by 

sites was not understood and under-estimated; and 3) Costs were 

underestimated and not considered for support costs and site 

spares. During FY14, the JRC was notified of the current estimate to 

complete the program and in Aug-15, the JRC approved the BCD. 

Terminal Automation 

Modernization and 

Replacement (TAMR), Phase 

3, Segment 2 (P3 S2)

ACAT 2

Sep-12 Aug-19 $462.5 Sep-12 Aug-19 $462.5 Aug-19 $505.7 Current Estimate vs Current Baseline: The cost increase of 

$43.2M (-9.3% variance) is associated with the impact of higher 

prime costs and a funding reduction in FY16, which may require 

additional funding to complete the program. The Program Office is 

reviewing the overall program and assessing potential mitigation 

actions to minimize the impact to the baseline. During FY14, the 

JRC was notified of the current estimate to complete the program 

and in Aug-15 the program provided the JRC with a status update. 

Terminal Automation 

Modernization and 

Replacement (TAMR), Phase 

1 Technology Refresh

ACAT 2 

Sep-12 Feb-20 $531.5 Sep-12 Feb-20 $531.5 Feb-20 $531.5

Original Baseline Current Baseline Current Estimate

FAA Capital Programs

Current Information for Major Programs
82

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

Time Based Flow 

Management (TBFM) WP3

ACAT 3NI

Apr-15 Sep-22 $188.3 Apr-15 Sep-22 $188.3 Sep-22 $188.3 NOTE: New Addition. Final Investment Decision (FID) approved 

by the Joint Resources Council (JRC) in Apr-15. 

Wide Area Augmentation 

System (WAAS) Phase IV, 

Segment 1 - Dual Frequency 

Operations (DFO)

ACAT 1

May-14 Sep-19 $603.2 May-14 Sep-19 $603.2 Sep-19 $603.2

Original Baseline Current Baseline Current Estimate

FAA Capital Programs

Current Information for Major Programs
83

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

Collaborative Air Traffic 

Management Technologies 

(CATMT) Work Package 2 

(WP2)

ACAT 3

Sep-08 Sep-14 $109.5 Sep-08 Sep-14 $109.5 Mar-15 $107.7 Actual Result vs Current Baseline: Traffic Flow Management System 

(TFMS) Release 11, which included the Airborne Reroute (ABRR) 

functionality, was deployed nationally on March 29, 2015. This 

completed the deployment of the last piece of functionality 

encompassed by the CATMT WP2 program. The CATMT WP2 

program completed with a 6 month schedule delay (-8.3% variance). 

The variance was due to the impact of Sequestration in March-April 

2013 and the government shutdown that occurred October 2013, 

adversely affecting the execution of Operational Test (OT) for TFMS 

Release 8 resulting in a cascading effect on the development, 

testing and deployment of subsequent TFMS Releases. 

En Route Automation 

Modernization (ERAM)

ACAT 1

Jun-03 Dec-10 $2,154.6 Jun-11 Aug-14 $2,484.6 Mar-15 $2,579.7 Actual Result vs Current Baseline: The ERAM program declared 

Operational Readiness Date (ORD) at the last site (20th site), 

Washington ARTCC (ZDC) on March 27, 2015 completing the 

program. ERAM completed with a total cost increase of $95.1M 

(-3.8% variance) to the current baseline. $43.9M of the variance 

results from transfer of O&M funding to the F&E budget line to cover 

second level engineering costs. $51.2M of this variance is related to 

the schedule slip of 7 months due to sequestration. The impact of 

the sequestration in March 2013 which reduced funding in the F&E 

and Operations accounts severely impacted the availability of 

resources to support site teams from March 2013 to May 2013. 

Specific impacts were to Subject Matter Experts (SMEs), program 

overtime, and travel funding, as well as the inability to proceed with 

any material re-planning until these teams were allowed to resume 

their work which occurred in late May 2013. These impacts have 

resulted in a schedule delay of 7 months (-5.2% variance).

Original Baseline Current Baseline Actual Results

FAA Capital Programs

Major Programs with Completed Acquisition Phase
84

Programs Original 

APB Date

Completion 

Date

Budget 

$M

Current 

APB Date

Revised 

Completion 

Date

Revised 

Budget 

$M

Completion 

Date

Budget 

$M

Comments

System Approach for 

Safety Oversight (SASO) 

Phase IIa

ACAT 3

Sep-08 Sep-13 $88.0 Sep-13 Jan-16 $126.9 Dec-15 $126.9 Actual Result vs Current Baseline: The SASO Phase IIa achieved 

Initial Operational Capability (IOC) at Miami, the 100th and last site, on 

December 16, 2015 completing deployment of the Safety Assurance 

System (SAS). 

System Wide Information 

Management (SWIM) 

Segment 1

ACAT 2

Jul-09 Sep-15 $310.2 Jul-12 Sep-15 $310.2 Sep-15 $305.4 Actual Result vs Current Baseline: The SWIM Flight Data 

Publication Service (SFDPS) became operational May 2015 followed 

by approval of the In-Service Decision (ISD) Authority in July 2015. 

Activities were then conducted to approve multiple External 

Consumers for the SFDPS data. The connection of these external 

customers to the SFDPS data in September 2015 represents the 

completion of the implementation of the last SWIM Segment 1 

capability.

Original Baseline Current Baseline Actual Results

FAA Capital Programs

Major Programs with Completed Acquisition Phase
85

10 Conclusion

Each year, the FAA updates and publishes the CIP to provide Congress and the public with the 

latest information on the plans and objectives for its capital programs. This latest CIP reflects a 

balanced investment approach to support continued funding for legacy equipment, facilities, and 

systems to sustain the current NAS infrastructure while continuing to fund the ongoing transition 

to NextGen. It provides an overview all of the capital programs needed to maintain and 

modernize the NAS to meet both the current and forecast demand for aviation services. NAS 

Enterprise Architecture Roadmaps, the links between the CIP programs and the EA were 

depicted on the road maps for each domain; Automation, Communication, Surveillance, 

Navigation, and Weather. The roadmaps covered all of the CIP programs that make up the heart 

of the NAS and showed each system, a timeline for each CIP program, and a brief description of 

the systems and programs below each roadmap. The development and implementation of 

NextGen is well underway and plan adjustments will be made for changes in forecasted demand,

emerging technologies, and the availability of sufficient funding to complete the NextGen

program as planned.

As we move forward with the implementation of new applications using proven technologies

(e.g. ADS-B and Data Communications), we will have new capabilities for improved 

surveillance, more efficient flight paths, and expanded use of automated communications 

between controllers and pilots to execute routine commands. Further technology improvements 

may also accelerate the integration of Unmanned Aircraft Systems (UAS) into the NAS and 

improve the management of airspace impacted by commercial space operations. While 

overcoming obstacles has always been challenge towards accomplishing long-term goals, FAA’s

capital programs are continuing to deliver new capabilities and services to the aviation 

community and a promising future for the NAS.
86

11 Acronyms & Abbreviations

--Number--

4D four dimensions 

4DT four dimensional trajectory

--A--

AA&C arrivals, approach, and cruise

AAM FAA Office of Aerospace Medicine

AAR airport arrival rate

ABAAS architectural barriers act accessibility standards

ABRR airborne reroute execution

AC advisory circular or air conditioning

ACAS X airborne collision avoidance system X

ACAS Xp airborne collision avoidance system - general aviation user class

ACAS Xu airborne collision avoidance system - UAS user class

ACE-IDS automated surface observing system controller equipment-information display 

system

ACEPS ARTCC critical and essential power systems

ACM asbestos contaminated materials

ACS aeronautical common services

ADA Americans with Disabilities Act

ADAS AWOS (automated weather observing system) data acquisition system

ADD algorithm design description or airworthiness directives development

ADS-B automatic dependent surveillance-broadcast 

ADS-C automatic dependent surveillance-contract

ADSIM+ airfield delay simulation model

AEB ASIAS executive board

AEFS advanced electronic flight strip system

AeroMACS aeronautical mobile airport communications system

AeroNav aeronautical navigation

AES alternative energy systems

AFIS automatic flight inspection system

AFS FAA Fight Standards Service 

AFSFM Alaska flight service facility modernization

AFSS automated flight service station 

A/G air-to-ground 

AGIRT A/G communications integrated requirements team

AGIS airport geographic information system

AGL above ground level

AI aeronautical information

A-IM advanced-IM (interval management)

AIM aeronautical information management

AIMM aeronautical information management modernization

AIR FAA Aircraft Certification Service

AirNav airports and navigations aids database

AISR aeronautical information system replacement

AIXM aeronautical information exchange model
87

ALS approach lighting system

ALSF-2 approach lighting system with sequenced flashing light model 2

ALSIP approach lighting system improvement program 

AMASS airport movement area safety system

AMEN aerospace medical equipment needs

AMEIN aerospace medical equipment and infrastructure needs

AMMS automated maintenance management system

AMS acquisition management system

AMSIS aerospace medicine safety information system

ANF air navigation facilities

ANICS Alaskan national airspace system inter-facility communications system

ANSP air navigation service provider

AOCC Atlantic operations control center

APB acquisition program baseline

APNT alternate positioning navigation and timing system

APT advanced persistent threat

APTS automated process tracking system

APWS AeroNav products workflow system

ARAIM advanced receiver autonomous integrity monitoring

ARB airmen records building

ARE aircraft and related equipment 

ARMS airspace resource management system

ARMT airport resource management tool

A-RNP advanced RNP (required navigation performance)

ARS advanced rotorcraft simulator

ARSR air route surveillance radar

ARTCC air route traffic control center 

ARTS IE/IIE/IIIE automated radar terminal system models IE, IIE, or IIIE

ASAS aviation safety analysis system 

ASDE-X airport surface detection equipment model x 

ASIAS aviation safety information analysis and sharing

ASKME aviation system knowledge management environment 

ASOS automated surface observing system 

ASPM aviation system performance metrics

ASR-8, 9, 11 airport surveillance radar model 8, 9, and 11

ASHRAE American society of heating, refrigerating, and air-conditioning engineers 

ASSC airport surface surveillance capability

AST FAA Office of Commercial Space Transportation

ASTERIX all-purpose structure Eurocontrol radar information exchange

ASTI Alaskan satellite telecommunication infrastructure

ASWON aviation surface weather observation network

ATC air traffic control 

ATCARS air traffic control advanced research simulator

ATCBI-5, 6 ATC beacon interrogator model 5, and 6

ATCF/ES air traffic control facilities / engineering services

ATCS air traffic control specialist

ATCSCC air traffic control system command center 

ATCT air traffic control tower 

ATD NASA airspace technology demonstration or anthropometric test device
88

ATD-2 NASA airspace technology demonstration-2

ATDP advanced technology development and prototyping

ATFM applied traffic flow management

ATIS automated terminal information service

ATM air traffic management

ATN aeronautical telecommunication network or aviation training network

ATO Air Traffic Organization

ATOP advanced technologies and oceanic procedures 

ATPA automated terminal proximity alert

ATPA-P2 automated terminal proximity alert phase 2

ATTIK ASIAS tagging, tracking, and integration of knowledge

AURS advanced unmanned aircraft system research simulator

AVN Aviation System Standards

AVS FAA Office of Aviation Safety

AWDs aviation weather displays

AWDE aviation weather development and evaluation

AWI ATM weather integration

AWOS automated weather observing system 

AWRT aviation weather research team

AWSS automated weather sensor systems 

--B--

BADA base of aircraft data

BCAR business case analysis report

BCD baseline change decision

BLI budget line item

BPM business process management

BUEC back up emergency communication

BVR beacon video reconstitutor

BWM bandwidth manager

--C--

CA conflict alert

C2 command and control

C3 command and control communications

CAASD Center for Advanced Aviation System Development

CAMI Civil Aerospace Medical Institute

CARF central altitude reservation function

CARTS common automated radar terminal system

CARSR common air route surveillance radar

CAS commercially available software or collision avoidance system

CAST commercial aviation safety team

CAT (I, II, or III) category of precision approach capability

CATM collaborative air traffic management 

CATMT collaborative air traffic management technologies

CAVS cockpit display of traffic information assisted visual separation

CCF combined control facility

CCS conference control switch

CD2 common digitizer format (version 2)
89

CDM collaborative decision making or continuous diagnostics and mitigation

CDR critical design review

CDTI cockpit display of traffic information

CEA compliance and enforcement actions

CERAP combined center radar approach control 

CERCLA Comprehensive Environmental Response, Compensation and Liability Act of 1980

CFE communications facilities enhancement

CFIT controlled-flight-into-terrain

CFO Chief Financial Officer

CFR code of federal regulations

CINP communication, information & network programs

CIO Chief Information Officer

CIP capital investment plan

CIWS corridor integrated weather system

CM configuration management

CMA configuration management automation 

CMC corrective maintenance contract

CNS communications, navigation and surveillance

COAs certificates of authorizations

ConOps concept of operations

COMSEC secure communications

CONUS continental United States

COO certificate of occupancy or chief operating officer

COTS Commercial-off-the-shelf 

CPDLC controller-pilot data link communications

CPDS critical power distribution system

CRA conflict resolution advisory

CRD concept and requirements definition

CRDRD concept and requirements definition readiness decision

CSPO closely spaced parallel runway operations

CSPR closely spaced parallel runways

CSSD common status and structure data

CSG CDM stakeholders group

CST communication support team

CSS common support services

CSS-Wx common support services – weather

CTS coded time source

CWP corporate work plan

--D--

DA decision altitude

D&I design and implementation

DALR digital audio legal recorder

DASI digital altimeter setting indicator

Data Comm data communications

DATCF deployable air traffic control facility

DB database

DBRITE digital bright radar indicator tower equipment

DC BUS direct current backup system
90

DCE data communications equipment

DCIS data communications integrated services

DCL departure clearance

DCNS data communications network service (air/ground)

DDCS direct digital control systems

DELPHI DOT accounting system

DFO dual frequency operations

DH decision height

DHS Department of Homeland Security

DLP distance learning platform

DME distance measuring equipment

DMN data multiplexing network

DMSMS diminishing manufacturing sources and material shortages

DoD Department of Defense 

DOE Department of Energy

DOT Department of Transportation 

DOTS+ dynamic ocean tracking system plus

DPs departure procedures

DR data repository

DRSR digital remote surveillance communication interface processor replacement

D side data controller position

DSP departure spacing program

DSR display system replacement

DSTs decision support tools

DT development test

DUATS direct user access terminal system

DVOR Doppler VOR

DVARS data visualization and reporting system 

--E--

EA enterprise architecture

ECG en route communication gateway 

EDDA environmental due diligence audits

EDMS electronics drawing management system

eFAROS enhanced final approach runway occupancy signal

EFD electronic flight data

EFS electronic file system

EFSTS electronic flight strip transfer system

EG engine generator

E-IDS enterprise information display system

EISA Energy Independence and Security Act of 2007

ELD electrical line distribution

ELITE enhanced local integrated tower equipment

ELVO enhanced low visibility operations 

EMC energy management and compliance

EOL end-of-life

EON emergency operations network

EoR established-on-RNP

EOS end-of-service
91

EOSH environmental & occupational safety and health 

EPA Environmental Protection Agency

EPACT Energy Policy Act of 2005

ER environmental remediation

ERAM en route automation modernization 

ERIDS en route information display system

ERMS environmental remote monitoring system

ERP enterprise resource planning

E-Scan electronic scan version of PRM (precision runway monitor)

ESCR environmental site cleanup report

ESD electrostatic discharge

ESM enterprise service monitoring

ESSC enhanced service small communities

ETR emergency transmitter replacement

ETVS enhanced terminal voice switch

EUROCONTRO

L

European Organization for the Safety of Air Navigation

EV enhanced vision

EVS enhance vision systems

--F--

FAA Federal Aviation Administration

FAALC FAA Logistics Center

FAE FAA acquisition executive

FANS future air navigation system

FAST FAA acquisition system toolset

FBW fly by wire

FCD federal continuity directive

FCI facility condition index

FCT federal contract tower

FDIO flight data input/output 

FDP2K flight data processing 2000

F&E facilities and equipment

FFRDC federally funded research and development center

FFSP future flight service program

FI flight inspection

FICAM federal identify credential and access management

FID final investment decision

FIDI flight and interfacility data interface

FIM flight interval management

FIXM flight information exchange model

FMS flight management system

FNS federal NOTAM system

FOC flight operations center or final operational capability

FOMS flight operations management system

FOQA flight operation quality assurance

FOTT fiber optic tie trunk

FOXS flight object exchange service

FPPS facility power panel schedule
92

fPRD final program requirements document

FSRM facility security risk management 

FSS flight service station 

FST fuel storage tank 

FTB Florida NextGen test bed

FTE full time equivalent

FTI FAA telecommunications infrastructure 

FY fiscal year

--G--

GA general aviation 

GA-JSC GA-joint steering committee

GAO Government Accountability Office

GATTOR general air traffic and technical operations research

GBAS ground based augmentation system

GC gas chromatograph

GDP gross domestic product

GEO geostationary communication satellite

G/G ground to ground

GIM-S ground based interval management-spacing

GIS geographic information system

GLS GPS landing system

GNAS general national air space system 

GNSS global navigation satellite system or service

GPS global positioning system

GPS-II or III GPS 2nd and 3rd generation satellites

GSA General Services Administration

GUI graphical user interface

GUS ground uplink station

--H--

HADDS HOST ATM data distribution system

HAZMAT hazardous materials

HF high frequency

HGOPA high gain open planar array

HITL human-in-the-loop

HOST Host Computer System IBM Model 3725

HPSB high performance sustainable building

HSDN Homeland Security data network

HSPD Homeland Security Presidential Directive

HUD heads up display

HVAC heating, ventilating and air conditioning

--I--

IAM identity and access management

IAP investment analysis plan

IAPs instrument approach procedures 

IARD investment analysis readiness decision
93

IATA International Air Transport Association

ICAO International Civil Aviation Organization 

IDEA aviation integrated demonstration & experimentation for aeronautics

IDAC integrated departure/arrival capability

IDAT interfacility data transfer

IDLM interference detection, location and mitigation

IDS integrated display systems

IDP improving demand predictions

IDRP integrated departure route planner 

IDS integrated display system

IER independent evaluation review

IESP integrated enterprise service platform

IFP instrument flight procedures

IFPA instrument flight procedures automation

IFR instrument flight rules

IID initial investment decision

ILS instrument landing system 

IM interval management

IMC instrument meteorological conditions

IMRO improved multiple runway operations

IM-S interval management spacing

INDP integrated NAS design and procedure planning

IOA independent operational assessment

IOC initial operating capability 

IP internet protocol

IPDS instrument procedure development system

iPR initial program requirements

iPRD initial program requirements document

IRU inertial reference unit

ISAM integrated safety assessment model

ISD in-service decision

ISO International Standards Organization

IS&P information security & privacy

ISPD implementation strategy and planning document

ISR in-service review

IT information technology

ITP in trail procedures

ITWS integrated terminal weather system

IVSR interim voice switch replacement

IWAFs icing weather avoidance fields

--J--

JAWS Juneau airport wind system 

JRC joint resources council 

--K--

KCRT keyboard cathode ray tube

KVM kinetic vertical modeling or keyboard/video/mouse
94

--L--

L1 C/A GPS legacy civil frequency

L5 GPS second civil frequency

LAHSO land and hold short operations

LAN local area network

L-band frequency range from 1-2 gigahertz

LCD liquid crystal display

LC-HFDM low-cost helicopter flight data monitoring

LCGS low cost ground surveillance

LCSS logistical center support system 

LDACS L-band digital aeronautical communication system

LDRCL low-density radio communication link

LED light emitting diode

LIDAR light detection and ranging

LITE local integrated tower equipment

LLWAS low-level wind shear alert system

LOA letters of agreement

LOB FAA lines of business 

LP localizer performance

LPGBS lightning protection, grounding, bonding, and shielding

LPV/LP localizer performance with vertical guidance

LRR long range radar 

LRUs lowest replaceable units

LSS logistics support services

LSSF logistics support system and facilities

--M--

MADC mobile asset deployment center

MALSR medium-intensity approach light system with runway alignment indicator lights 

MAMP mobile asset management program

MASR mobile airport surveillance radar

MATCT mobile air traffic control tower

MAX mobile asset exchange tool

M&C monitor and control

MCC motor control center

MDRs multimode digital radios

mDAS miniature data acquisition system

MEARTS microprocessor en route automated radar tracking system

MET meteorological

mGC micro gas chromatograph

MicroEARTS microprocessor en route automated radar tracking system

MIT/LL Massachusetts Institute of Technology Lincoln Laboratory

MMAC Mike Monroney Aeronautical Center

MOA memorandum of agreement

MOCC mid-states operations control center

Mode S mode select

MOIE mission oriented investigation and experimentation

MON minimum operational network 

MOPS minimum operational performance standards
95

MPAR multi-function phased array radar

M&S Modeling and simulation

MSAW minimum safe altitude warning

MSN message switching network

MSSR monopulse secondary surveillance radar

MTRs military training routes

MX mobile engine generator

--N--

NADIN PSN national airspace data interchange network – package switching network

NAFIS next generation automated flight inspection system

NAIMES NAS aeronautical information enterprise system

NAP needs assessment program

NARP national aviation research plan

NAS national airspace system

NASA National Aeronautics and Space Administration

NASDOC national airspace system document

NASE NAS adaptation services environment

NAS EA NAS enterprise architecture

NASPAC national airspace system performance analysis capability

NASR national airspace system resources 

NAVAIDS navigation aids

NAV Lean streamlined process to request, develop, and implement instrument flight procedures

NBSC NextGen backup surveillance capability

NCAR National Center for Atmospheric Research

NCO National Coordination Office

NCP NAS change proposal

NCR NAS common reference

NEMC network enterprise management center

NEMS NAS enterprise messaging service

NESG NAS enterprise security gateway

NetCDF network common data form

NEWP Nextgen executive weather panel

NEXCOM next generation air/ground communications 

NEXRAD next generation weather radar 

NextGen next generation air transportation system

NIDS NAS information display system

NIEC NextGen integration and evaluation capability

NISC NAS integration support contract 

NLN national logging network

NMCS network management control system

NM nautical mile (6,076 ft.)

NME navaids monitoring equipment

NNE NextGen navigation engineering

NOAA National Oceanic and Atmospheric Administration

NOCC national operations control center

NOP national offload program

NOTAM notice to airmen 

NPI NEXRAD product improvement
96

NPN NextGen prototyping network

NPS NextGen performance snapshots

NRN national remote maintenance monitoring network

NSG navigation service group

NSIP NAS segment implementation plan

NSOS national security officer services

NSPD-39 National Security Presidential Directive 39

NSWRC next generation surveillance and weather radar capability

NTEP national test equipment program

NTML national traffic management log

NTSB National Transportation Safety Board

NTP network time protocol

NVMEM non-volatile memory 

NVRP NAS voice recorder program

NVS national airspace system voice system

NWP NextGen weather processor

NWS National Weather Service

--O--

OA operational analysis

OAPM optimization of airspace and procedures in the metroplex

OARS operational analysis and reporting system

OAS oceanic automation system

OASIS operational and supportability implementation system

OCX modernized operational control segment

ODS operational data services

OE obstacle evaluation 

OEAAA obstruction evaluation/airport airspace analysis

OFDPS offshore flight data processing system

OIs operational improvements

OIS operational information system

O&M operations and maintenance

OMB Office of Management and Budget 

OMT operator maintenance terminal

OPDs optimized profile descents

OPIP operational internet protocol network

OPS operations

OPSNET operations network

ORD operational readiness demonstration 

O/S or OS operating system

OSA operational safety assessment

OSHA Occupational Safety and Health Administration 

OSI organization success indicators

OT operational test or testing 

OT&E operational test and evaluation

OTM-4D oceanic trajectory management in four dimensions

OTTM oceanic tactical trajectory management

--P--
97

PA paired approach

PAF primary alternate facility

PAPI precision approach path indicator 

PBCS performance-based communication and surveillance

PBN performance based navigation

PBWP product-based work plan

PCB polychlorinated biphenyl 

PCPS purchase card processing system

PCS power conditioning system

PDARS performance data analysis and reporting system 

PDR preliminary design review

PIR post implementation review

PIREPS pilot reports

PIV personal identification verification

PKI private key infrastructure

PLA program level agreement

PLM programming language for microcomputers

PMO program management office

PNT position, navigation and timing

POCC pacific operations control center

PPD-21 presidential policy directive-21

pPR preliminary program requirements

PRISM procurement information system for management 

PRM precision runway monitor

PRM-E precision runway monitor – electronic scan radar

PS3 power systems sustained support

PTM pairwise trajectory management

--Q--

QA quality assurance

QC quality control

--R--

RAs resolution advisories

R2O Nextgen research-to-operations 

RAPCON radar approach control

RAPPI random access plan position indicator

RCAG remote communication air/ground

RCAS Roll Control Alerting System

RCE radio control equipment

RCFs radio communication facilities

RCISS regulation and certification infrastructure for system safety

RCL radio communication link

RCLR radio communications link repeater

RCLT radio communications link terminal

RCM reliability centered maintenance

RCOM recovery communications 

RCRA resource conservation and recovery act

R&D research and development
98

RDAP radar data access point

RDP radar data processor

RDVS rapid deployment voice switch

REIL runway end identifier lights 

RepCON replacement documentation and configuration identification system

RFI radio frequency interference

RFU radio frequency uplink

RHL Red Hat Linux

RHWAC regional hazardous weather advisory center 

RI runway incursion

RIRP runway incursion reduction program 

RIT radar intelligent tool

RMLS remote monitoring and logging system

RLMS replacement lamp monitoring system

RMM remote maintenance monitoring

RMP resource and management plan

RNAV area navigation

RNP required navigation performance

ROC radar operations center

ROS reduced oceanic separation

RPA remotely piloted aircraft

RPDs resource planning documents

RPMs revenue passenger miles

RRM release of radioactive material

RSA runway safety area or assessment

R-side radar controller position

RTCA Radio Technical Commission for Aeronautics, Inc.

RTF radar training facility

RTP resource tracking program

RTR remote transmitter/receiver

RVR runway visual range

RVSM reduced vertical separation minimum

RWSL runway status lights

--S--

S1P1 segment 1, phase 1

S1P2 segment 1, phase 2 

S3 segment 3

SA special authorization or safety assurance

SAA special activity airspace

SAMS special use airspace management system

SAN storage area network

SARA Superfund Amendment and Reauthorization Act of 1986

SARPs standards and recommended practices

SAS safety assurance system

SASE special automation system engineering

SASP separation and airspace safety panel

SASS small airport surveillance sensor

SASO system approach for safety oversight
99

SAT site acceptance test

SAWS standalone weather sensors

SBAS satellite based augmentation system

SBS surveillance and broadcast service

SCDI site control data interface

SCM surface conformance monitoring

SDAT sector design and analysis tool

SDD software design document

SE2020 systems engineering 2020 contract

SE2025 systems engineering 2025 contract

SEP systems engineering portal

SESAR Single European Sky ATM Research

SFMA strategic flow management application

SFMEE strategic flow management engineering enhancement

SG service group

SGS surveillance gateway system 

SIDs standard instrument departures

SIGGEN signal generator

SIIA simultaneous independent instrument approach

SIM surveillance interface modernization

SIR screening information request

SLA service level agreement

SLEP service life extension program 

SMA surface movement advisor

SMS Safety or Surface management system 

SNMP simple network management protocol

SOA service oriented architecture

SOC security operations center

SOP standard operating procedures

SPIRE simplified program information reporting and evaluation

SPO safety policy

SPR safety promotion

SPS standard positioning service

SRM safety risk management

SRMTS safety risk management tracking system

SRR system requirements review

SRS software requirements specifications

SSCs system support centers

SSD system specification document 

SSDI system security design and integration

SSMT systems safety management transformation

SSPP strategic sustainability performance plan

SSS system segment specification

STARS standard terminal automation replacement system 

STARS E/L STARS enhanced local integrated tower equipment/local integrated tower equipment

STB systems training building

STBO surface trajectory-based operations

STDDS SWIM terminal data distribution system

STEN satellite telephone emergency network
100

STEP sustainment and technology evolution plan

STF surface tactical flow

STM surface traffic management

STVS small tower voice switch (roadmaps)

SUA special use airspace

sUAS small UAS (unmanned aircraft system)

SV service volume

SVT SWIM visualization tool

SWAC system-wide analysis capability

SWIM system wide information management

SWx annex 3 for space weather

--T--

TACAN tactical air navigation antenna

TAGARS technically advanced general aviation research simulator

TAMR terminal automation modernization replacement

TARGETS terminal area route generation and traffic simulation

TAWS terrain awareness warning system

TBFM time based flow management

TBM time based metering

TBO trajectory based operations

TCAS II traffic alert and collision avoidance system II

TCS terrestrial communication subsystem

TDLS tower data link service

TDM time division multiplex

TDWR terminal Doppler weather radar 

TE threshold event 

TechNET technicians network

Tech Ops Technical Operations Services

TFDM terminal flight data manager

TFM traffic flow management 

TFMS traffic flow management system

TFR temporary flight restrictions

TFR Bldr temporary flight restriction builder

TMA traffic management advisor

TMC traffic management coordinator

TMI traffic management initiative

TMUs traffic management units

TPC TFM production center

TRACON terminal radar approach control

TRR test readiness review

TRS traffic flow management infrastructure field/remote site

TSAS terminal sequencing and spacing

TSD traffic situation display

TSO technical standard order

TSS tower simulation system

TSSC technical support services contract

TVSR terminal voice switch replacement 

TWAFs turbulence weather avoidance fields
101

--U--

UAS unmanned aircraft systems

UATR universal access transceiver receiver

UFPF unified flight planning and filing service

UHF ultra high frequency 

UIS unstaffed infrastructure sustainment

UPS uninterruptible power supply

URET user request evaluation tool

USGCB United States government configuration baseline

USNS United States NOTAM (notice to airmen) system

UV/VAS ultraviolet and visible absorption spectroscopy

--V--

VA volcanic ash

VASI visual approach slope indicator 

VDL VHF data link

VHF very high frequency 

VIDS visual information display system

VLAN virtual local area network

VMC visual meteorological conditions

VoIP voice over internet protocol

VOR very high frequency omnidirectional range 

VORTAC very high frequency omnidirectional range collocated with tactical air navigation 

VPN virtual private network

VQ variable quantity

VRRP voice recorder replacement program

VRTM verification requirements traceability matrix

VSCS voice switching and control system 

VSBP voice switch bypass

VTABS VSCS training and backup switch

--W--

WAAS wide-area augmentation system 

WAFS world area forecast system

WAM wide area multilateration

WAP wireless application protocol

WARP weather and radar processor 

WCS web coverage service

WDS windshear detection service

WebCM web configuration management

WID wireless intrusion detection

WiWaves wind and wave evacuation & survival

WFI weather forecast improvements

WFS web feature service 

WJHTC William J. Hughes Technical Center 

WME wind measuring equipment

WMS web map service or WAAS master station
102

WMSCR weather message switching center replacement

WP1, 4, 5 work package 1, 4, or 5

WSDD web service description documents

WSDS wind shear detection services

WSP weather systems processor 

WSRF water survival research facility

WSS wind shear services

WTMA wake turbulence mitigation for arrivals

WTMA-P wake turbulence mitigation for arrivals - procedural

WTMA-S wake turbulence mitigation for arrivals - system

WTS-BMgmt work tracking software – budget management

Wx weather

WXXM weather information exchange model

–X–

Xp ACAS-X user class symbol for GA 

XR Input/output interface for Boeing flight simulator

Xu ACAS-X user class symbol for UAS 

–Y–

–Z–
Federal Aviation Administration

National Airspace System

Capital Investment Plan

Appendix A

Fiscal Years 2017 – 2021
APPENDIX A

ALIGNMENT OF PROGRAMS TO STRATEGIC PRIORITIES

The Federal Aviation Administration (FAA) Administrator, in February 2014, established a new strategic 

framework to define where the agency will focus its efforts. This framework includes high-level Strategic Priorities 

and related Performance Metrics that will help achieve the priorities. The Strategic Priorities and Performance 

Metrics support the Department of Transportation’s (DOT) strategic plan. The four Strategic Priorities are:

• Make aviation safer and smarter

• Deliver benefits through technology and infrastructure

• Enhance global leadership 

• Empower and innovate with the FAA’s people

Performance Metrics are a tool the agency uses to track progress towards accomplishment of the Strategic Priorities. 

The Capital Investment Plan (CIP) programs have been aligned to the performance metrics. In the CIP Appendix B, 

a section entitled “Relationship of Program to FAA Performance Metric” gives more specific information about how 

each program helps meet a Performance Metric.

Many FAA programs will support more than one performance metric; however the program linkages in the CIP 

(Appendix A and B) are aligned to a single metric to which a program’s contribution is most significant. Only CIP 

programs with currently planned funding in any or all of Fiscal Years (FY) 2017-2021 are included in Appendix A, 

B, and C.

To provide a complete picture of FAA performance, additional performance metrics are identified and tracked by 

the FAA to assess progress in meeting internal organizational performance objectives. These additional metrics are 

identified in the FAA Business Plan and many are included in this Appendix. 

Each program, listed under its performance metric, includes the following information: FY 2017 Budget Line Item 

(BLI); CIP number; and CIP Program Name. BLI numbers with an X (i.e., 1A05X) are used to designate programs 

that are not funded in the FY 2017 President’s Budget, but future funding is planned within the FY 2018-2021

timeframe. These programs are new starts or future extensions of existing programs. Appendix B will report the 

future year planned activities for these programs based on the planned funding.

For clarification, the following definitions generally describe the terms used in the CIP.

FAA STRATEGIC PRIORITY

The agency will use four strategic priorities as its organizing principle to focus efforts in the coming years.

PERFORMANCE METRIC

A quantifiable target for the desired improvement in performance, which will be accomplished in a specific 

timeframe. These metrics normally affect FAA customers, such as: “Reduce the commercial air carrier fatalities per 

100 million persons on board by 24 percent over a 9-year period (2010-2018). No more than 6.2 in 2018.”

i
Table of Contents

1. FAA Strategic Priority: Make Aviation Safer and Smarter .......................................................................................1

2. FAA Strategic Priority: Deliver Benefits through Technology and Infrastructure ....................................................3

3. FAA Strategic Priority: Enhance Global Leadership.................................................................................................9

4. FAA Strategic Priority: Empower and Innovate with the FAA’s People ..................................................................9

ii
Capital Investment Plan Appendix A

Fiscal Years 2017-2021

1. FAA STRATEGIC PRIORITY: MAKE AVIATION SAFER AND 

SMARTER

There is an imperative to be smarter about how we ensure aviation safety because the aviation 

industry is growing more complex. At the same time, we have more safety data than we have 

ever had before. This provides us with the opportunity to be more proactive about safety and 

constantly raise the bar.

− Performance Metric 1: Reduce the commercial air carrier fatalities per 100 million persons on board by 

24 percent over 9-year period (2010-2018). No more than 6.2 in 2018.

FY 2017 BLI CIP # CIP Name

1A07B G05A.02-01 Common Status & Structure Data

2A13 W05.03-01 Wind Shear Detection Services – Work Package 1

2A18 M54.01-01 Airborne Collision Avoidance System X (ACAS X) – Segment 1

2B19 C23.02-01 NAS Voice Recorder Program (NVRP)

2D05 N04.03-00 Approach Lighting System Improvement Program (ALSIP) Continuation

2D07 N04.01-00 Visual Navaids for New Qualifiers

2D11 N17.01-01 Runway Safety Area – Navigation Mitigation

2E03B M12.01-04 NextGen Flight Simulation Testing and Research Technologies (Flight 

START) – Technology Refresh Program – Additional Projects

3A02 A17.01-03 Regulation and Certification Infrastructure for System Safety (RCISS) –

Segment 3

3A06 A25.02-02 System Approach for Safety Oversight (SASO) – Phase 2b

3A07 A26.01-01 Aviation Safety Knowledge Management Environment (ASKME) – Segment

2

3A08 M53.01-02 Aerospace Medical Equipment Needs (AMEN) – Phase 2

3A08X M53.01-03 Aerospace Medical Equipment & Infrastructure Needs (AMEIN) – Phase 3

3A09A G07A.02-01 Aviation Safety Information Analysis and Sharing (ASIAS)

3A09B G07M.02-01 Systems Safety Management Transformation (SSMT)

3A12 A35.01-01 Aerospace Medicine Safety Information System (AMSIS) – Segment 1

4A09 G05A.02-05 Aeronautical Information Management (AIM) Modernization Segment 2

4A09X G05A.02-06 Aeronautical Information Management (AIM) Modernization Segment 3

Multiple M25.00-00 Independent Operational Assessment (IOA)

− Performance Metric 2: Reduce the general aviation fatal accident rate to no more than one (1) fatal 

accident per 100,000 flight hours by 2018. 

FY 2017 BLI CIP # CIP Name

2C02 A34.01-01 Future Flight Services Program

2C04 M08.31-02 Weather Camera Program – Future Segments

2D03A N12.01-07 Wide Area Augmentation System (WAAS) – Phase IV Segment 1

2D03X N12.01-08 Wide Area Augmentation System (WAAS) – Phase IV Segment 2

6A01B N12.01-09 Wide Area Augmentation System (WAAS) – Phase IV Segment 1 Sustain 

Leased Services

6A01X N12.01-10 Wide Area Augmentation System (WAAS) – Phase IV Segment 2 Sustain 

Leased Services

1
Capital Investment Plan Appendix A

Fiscal Years 2017-2021 1. FAA Strategic Priority: Safer and Smarter

− Performance Metric 3: No fatalities, serious injuries, or significant property damage to the uninvolved 

public during licensed or permitted space launch and reentry activities.

FY 2017 BLI CIP # CIP Name

2A05C M55.01-01 Commercial Space Integration Into The NAS

− Performance Metric 4: Reduce Category A & B (most serious) runway incursions to a rate of no more 

than 0.395 per million operations, and maintain or improve through FY 2018.

FY 2017 BLI CIP # CIP Name

1A01A S09.02-00 Runway Incursion Reduction Program (RIRP) – ATDP

2B01 S09.01-01 Airport Surface Detection Equipment Model-X (ASDE-X) –Technology

Refresh & Disposition

2B12 S11.01-02 Runway Status Lights (RWSL) – Implementation – Phase 1

2B12X S11.01-04 Runway Status Lights (RWSL) – Technology Refresh & Disposition

− Performance Metric 5: Reduce risks in flight by limiting the rate of the most serious losses of standard 

separation to 20 or fewer for every thousand (.02) losses of standard separation 

within the National Airspace System.

FY 2017 BLI CIP # CIP Name

1A01F M08.32-03 Operational Analysis and Reporting System (OARS)

1A05H G02S.04-01 Reduced Oceanic Separation

2A09C A10.06-01 Oceanic Separation Standards Dvelopment and Analysis

− Performance Metric 6: Address 80% of high value risks within 30 days. Continue to provide 

information to the Cybersecurity Steering Committee to assure consistent risk 

acceptance decisions. Visualize vulnerabilities on all IP based systems.

FY 2017 BLI CIP # CIP Name

3A05 M31.00-00 Information Systems Security

− Performance Metric 7: Exceed Continuity Communications activation levels, as identified in the 

Federal Continuity Directive (FCD) Annex H, by 5 percent. (FAA Business 

Planning Metric)

FY 2017 BLI CIP # CIP Name

3A03 C18.00-00 NAS Recovery Communications (RCOM)

2
Capital Investment Plan Appendix A

Fiscal Years 2017-2021

2. FAA STRATEGIC PRIORITY: DELIVER BENEFITS THROUGH TECHNOLOGY AND 

INFRASTRUCTURE

NextGen gives us the opportunity to redefine the National Airspace System for the future and 

prove that we can deliver benefits to the users of the system. We also need to safely integrate 

new types of user technologies into the airspace, as well as rebalance existing services and 

modernize our infrastructure, which will enable us to reduce our costs and become more efficient 

in the long run.

− Performance Metric 1: Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports. 

FY 2017 BLI CIP # CIP Name

1A05C G06A.01-06 Alternative Positioning, Navigation, and Timing (APNT)

2A01A G01A.01-10 En Route Automation Modernization (ERAM) Technology Refresh

2A02 A01.12-02 En Route Communication Gateway (ECG) – Technology Refresh

2A03 W02.02-02 Next Generation Weather Radar (NEXRAD) – Service Life Extension 

Program (SLEP) Phase 1

2A03X W02.02-03 Next Generation Weather Radar (NEXRAD) – Service Life Extension 

Program (SLEP) Phase 2

2A04 F06.01-00 Air Route Traffic Control Center (ARTCC) & Combined Control Facility 

(CCF) Building Improvements

2A06 C04.01-01 Radio Control Equipment (RCE) – Sustainment

2A06 C06.01-00 Communications Facilities Enhancement (CFE) – Expansion

2A07 S04.02-03 Long Range Radar (LRR) Improvements – Infrastructure Upgrades/Sustain

2A08 C01.02-04 Voice Switching and Control System (VSCS) – Technology Refresh – Phase 3

2A08X C01.02-05 Voice Switching and Control System (VSCS) – Technology Refresh – Level 

of Effort

2A09A A10.03-01 Advanced Technologies and Oceanic Procedures (ATOP) – Technology 

Refresh

2A10 C21.02-01 Next-Generation VHF and UHF A/G Communication System (NEXCOM) – 

Segment 2 – Phase 1 of 2

2A10X C21.02-02 Next-Generation VHF and UHF A/G Communication System (NEXCOM) – 

Segment 2 – Phase 2 of 2

2A13X W10.01-02 Juneau Airport Wind System (JAWS) – Technology Refresh

2A16 S02.03-03 ATC Beacon Interrogator Model-6 (ATCBI-6) – Technology Refresh

2A20 A38.01-01 Offshore Automation

2B02 W03.03-02 Terminal Doppler Weather Radar (TDWR) – Service Life Extension Program 

(SLEP) – Phase 2

2B03 A04.01-01 Standard Terminal Automation Replacement System (STARS) – Technology

Refresh (TAMR Phase 1)

2B03X A04.01-03 Standard Terminal Automation Replacement System (STARS) – Infrastructure 

Modernization Program

2B05A A01.11-01 Flight Data Input/Output (FDIO) Replacement

2B06 F01.02-00 Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control 

(TRACON) Replacement

2B07A F01.01-00 Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control 

(TRACON) Modernization

2B08 C05.02-00 Terminal Voice Switch Replacement (TVSR) II

2B10 S03.01-09 Airport Surveillance Radar Model-9 (ASR-9) Service Life Extension Program 

3
Capital Investment Plan Appendix A

Fiscal Years 2017-2021 2. FAA Strategic Priority: Benefits Through Technology

FY 2017 BLI CIP # CIP Name

(SLEP), Phase 2

2B11A S03.02-05 Airport Surveillance Radar Model-11 (ASR-11) – Technology Refresh, 

Segment 2

2B11B S03.02-06 Airport Surveillance Radar Model-11 (ASR-11) – Mobile Airport Surveillance 

Radar (MASR)

2B11X S03.02-07 Airport Surveillance Radar Model-11 (ASR-11) – Technology Refresh, 

Segment 3

2B14A A03.05-01 Integrated Display Systems (IDS) – Replacement

2B14 A03.05-02 Integrated Display Systems (IDS) – Replacement – Technology Refresh

2B15 M07.04-02 Remote Monitoring and Logging System (RMLS) – Technology Refresh 

2B15X M07.05-01 Automated Maintenance Management System (AMMS)

2B16A S03.01-08 Mode Select (Mode S) Service Life Extension Program (SLEP) – Phase 2

2B16B S03.01-11 Airport Surveillance Radar Model-9 (ASR-9) and Mode Select (Mode S) 

Service Life Extension Program (SLEP) – Phase 3 Planning

2B17 S13.01-01 Surveillance Interface Modernization (SIM)

2B20 W07.01-02 Integrated Terminal Weather System (ITWS) – Sustainment & Disposition

2B22 G08A.01-01 Flight and Interfacility Data Interfaces (FIDI) – Phase 1, Segments 1 & 2

2C01 W01.03-01 Aviation Surface Weather Observation Network (ASWON) – Technology

Refresh

2C03 F05.04-02 Alaska Flight Service Facility Modernization (AFSFM)

2D01A N06.00-00 Very High Frequency Omni-Directional Range (VOR) Collocated with 

Tactical Air Navigation (VORTAC)

2D04A N08.02-00 Runway Visual Range (RVR) – Replacement/Establishment

2D09 N04.04-00 Navaids – Sustain, Replace, Relocate

2D12 M08.41-02 NAVAIDS Monitoring Equipment

2E01 F13.01-00 Fuel Storage Tank Replacement Management

2E02 F12.00-00 Unstaffed Infrastructure Sustainment (UIS)

2E03A M12.00-00 Aircraft Related Equipment (ARE) Program

2E04 F10.00-00 Airport Cable Loop Systems Sustained Support

2E05 C17.02-01 Alaskan Satellite Telecommunication Infrastructure (ASTI)

2E07 F11.01-01 Power Systems Sustained Support (PS3)

2E07X F11.01-02 Power Systems Sustained Support (PS3) – Future Segments

3A04 F24.01-02 Facility Security Risk Management (FSRM) – Two 

3A10 M17.01-01 National Test Equipment Program

3A11 F31.01-01 Mobile Assets Management Program

3A14X M21.04-02 Logistics Center Support System (LCSS) – Technology Refresh

Multiple M08.49-01 NAS Resiliency Assessment

4
Capital Investment Plan Appendix A

Fiscal Years 2017-2021 2. FAA Strategic Priority: Benefits Through Technology

− Performance Metric 2: Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

FY 2017 BLI CIP # CIP Name

1A01B M08.29-00 Operations Concept Validation and Infrastructure Evolution – ATDP

1A01C M08.28-04 Major Airspace Redesign – ATDP

1A01D M46.01-01 Strategy and Evaluation – ATDP

1A01G A37.01-01 Operations Network (OPSNET) Replacement – ATDP

1A01H M52.01-01 Operational Modeling Analysis and Data

1A05A G01S.02-01 Automatic Dependent Surveillance-Broadcast (ADS-B) In Applications –

Flight Interval Management

1A05B G01A.01-01 Modern Procedures

1A05D G06M.02-02 Wake Turbulence Re-Categorization

1A05E G01A.02-02 Oceanic Tactical Trajectory Management

1A05G G01M.02-04 Separation Managemnt Concepts & Analysis

1A05I G01A.01-06 Separation Automation System Engineering 

1A05X G01A.01-07 NextGen Oceanic Capabilities

1A05X G01A.02-03 Conflict Advisories

1A06 G02A.01-01 Surface Tactical Flow

1A06X G02A.01-02 Surface Conformance Monitoring

1A07A G05A.02-03 Flight Object

1A07C G05A.02-08 Flight Object Exchange Services (FOXS)

1A07D G05A.04-01 Dynamic Airspace

1A07E G05A.02-02 Advanced Methods

1A08A G06A.01-02 Wake Turbulence Mitigation for Arrivals (WTMA)

1A08B G06N.01-02 Closely Spaced Parallel Runway Operations

1A09A G04W.02-01 Weather Observation Improvements

1A098B G04W.03-01 Weather Forecast Improvements – Work Package 1

1A09C G06N.01-03 NextGen Navigation Engineering

1A09D G01M.02-02 New Air Traffic Management (ATM) Requirements

1A09E G06A.02-01 Surface/Tower/Terminal Systems Engineering

1A09F G01N.01-02 NextGen Distance Measuring Equipment (DME) Support For Performanced 

Based Navigation (PBN) Strategy

1A09G G05M.03-01 Information Management

1A11B G05A.02-04 Concept Development for Integrated NAS Design & Procedure Planning

2A01B G01A.01-04 En Route Automation Modernization (ERAM) Sector Enhancements

2A05B A05.01-14 Traffic Flow Management (TFM) Infrastructure – TFM Service Enhancements

2A11A G05C.01-06 System Wide Information Management (SWIM) – Common Support Services 

Weather (CSS-Wx) Work Package 1

2A12B G02S.01-02 Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide 

Implementation – Future Segments

2A14A G05A.01-01 Strategic Flow Management Application

2A14B G05A.01-02 Strategic Flow Management Engineering Enhancement (SFMEE)

2A15 G02A.01-06 Time Based Flow Management (TBFM) Work Package 3

2A15 G02A.01-07 Time Based Flow Management (TBFM) Technology Refresh

5
Capital Investment Plan Appendix A

Fiscal Years 2017-2021 2. FAA Strategic Priority: Benefits Through Technology

FY 2017 BLI CIP # CIP Name

2A15 G02A.01-08 Time Based Flow Management (TBFM) Work Package 4

2A19 G01C.01-05 Data Communications – Segment 1 Phase 1

2A19 G01C.01-06 Data Communications – Segment 1 Phase 2 Initial En Route Services

2A19 G01C.01-10 Data Communications – Segment 1 Phase 2 Full En Route Services

2A19X G01C.01-07 Data Communications – Segment 1 Phase 1 & 2 Data Comm Integrated 

Services (DCIS) Network Services

2A19X G01C.01-08 Data Communications – Aeronautical Telecommunications Network (ATN) 

Gateway

2A19X G01C.01-09 Data Communications – Aeronautical Telecommunications Network (ATN) 

Baseline 2 Application

2B04A A04.07-01 Terminal Automation Modernization – Replacement (TAMR) – Phase 3, 

Segment 1

2B04B A04.07-02 Terminal Automation Modernization – Replacement (TAMR) – Phase 3, 

Segment 2

2B04C A04.07-04 Terminal Automation Modernization – Replacement (TAMR) – Post

Operational Readiness Demonstration (ORD) Enhancements

2B05B A04.08-01 Terminal Work Package 1

2B13 G03C.01-01 NAS Voice System (NVS) – Demonstration & Qualification

2B13X G03C.01-02 NAS Voice System (NVS) – Deployment

2B14B A03.05-03 Enterprise Information Display System (E-IDS)

2B18 G06A.03-01 Terminal Flight Data Manager (TFDM) – Segment 1

2D02 N03.01-00 Instrument Landing Systems (ILS)

2D03B N12.03-01 Global Positioning System (GPS) Civil Requirements

2D04B N08.03-01 Enhanced Low Visibility Operations (ELVO) – Phase II

2D06 N09.00-00 Sustain Distance Measuring Equipment (DME)

2E11 M08.28-00 System Capacity, Planning, and Improvements – ATDP

− Performance Metric 3: Achieve a NAS on-time arrival rate of 88 percent at Core airports and maintain 

through FY 2018.

FY 2017 BLI CIP # CIP Name

1A07X G05A.02-09 Airspace Resource Management System (ARMS)

2A05A A05.01-13 Traffic Flow Management (TFM) Infrastructure – Field/Remote Site 

Technology Refresh

2A09B A10.03-03 Advanced Technologies and Oceanic Procedures (ATOP) – Oceanic Service 

Enhancements

2A12A G02S.03-01 Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide 

Implementation – Baseline Services & Applications (Service Volume)

2A12X G02S.03-04 Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide 

Implementation – Baseline Services & Applications, Future Segments

2A14C G05A.05-03 Collaborative Air Traffic Management Technologies (CATMT) – Work 

Package 4

2A14X G05A.05-04 Collaborative Air Traffic Management Technologies (CATMT) – Work 

Package 5

2A17 G04W.03-02 NextGen Weather Processor (NWP), Work Package 1

2D10 N04.02-00 Replace Visual Approach Slope Indicator (VASI) with Precision Approach 

Path Indicator (PAPI)

4A08 M03.02-00 CIP Systems Engineering & Technical Assistance – MITRE

6
Capital Investment Plan Appendix A

Fiscal Years 2017-2021 2. FAA Strategic Priority: Benefits Through Technology

FY 2017 BLI CIP # CIP Name

6A01A G02S.03-05 Automatic Dependent Surveillance Broadcast (ADS-B) – Sustain Leased 

Services

− Performance Metric 4: The U.S. population exposed to significant aircraft noise around airports has 

been reduced to less than 328,000 persons by 2015.

FY 2017 BLI CIP # CIP Name

− Performance Metric 5: Limit the impact of aircraft CO2 emissions on the global climate by achieving 

carbon neutral growth by 2020 compared to 2005, and net reductions of the 

climate impact from all aviation emissions over the longer term (by 2050). 

(FAA Business Planning Metric)

FY 2017 BLI CIP # CIP Name

2A09X A10.03-02 Advanced Technologies and Oceanic Procedures (ATOP) – ATOP 

Enhancements (Work Package 1) 

− Performance Metric 6: Optimize airspace and Performance Based Navigation (PBN) procedures to 

improve efficiency an average of 10 percent across Core airports by 2018. 

(FAA Business Planning Metric)

FY 2017 BLI CIP # CIP Name

1A11A G05N.01-01 NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation 

(RNAV)/Required Navigation Performance (RNP)

1A11X G05N.01-03 NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation 

(RNAV)/Required Navigation Performance (RNP) - Future Plans

2D01B N06.01-01 Very High Frequency Omni-Directional Range (VOR) – Minimum 

Operational Network (MON) Implementation Program

− Performance Metric 7: Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. 

FY 2017 BLI CIP # CIP Name

1A02 / 1A03 F14.00-00 William J. Hughes Technical Center Laboratories & William J. Hughes 

Technical Center Laboratory Systainment

1A04 F16.00-00 William J. Hughes Technical Center Building and Plan Support

1A06X G03M.04-02 Enhanced Service Small Communities (ESSC)

1A10 G03M.02-01 NextGen Laboratories 

2A11B G05C.01-08 System Wide Information Management (SWIM) – Segment 2B

2B07B F02.10-01 Facility Realignment Planning

2B07X F02.10-02 Facility Realignment Implementation

2B21A S14.01-01 Next Generation Surveillance & Weather Radar Capability (NSWRC)

2B21B S15.01-01 Next Generation Backup Surveillance Capability (NBSC)

2D08 A14.02-02 Instrument Flight Procedures Automation (IFPA) – Technology Refresh, 

Segment 1

2D08 A14.02-03 Instrument Flight Procedures Automation (IFPA) – Technology Refresh, 

Segment 2

2E06 F26.01-01 Decommissioning – Real Property Disposition

2E08 F13.04-02 Energy Management and Compliance (EMC)

2E10 C26.01-02 FAA Telecommunications Infrastructure – 2

7
Capital Investment Plan Appendix A

Fiscal Years 2017-2021 2. FAA Strategic Priority: Benefits Through Technology

FY 2017 BLI CIP # CIP Name

3A01 F13.02-00 Environmental Cleanup / Hazardous Materials (HAZMAT) 

3A13 M20.01-04 National Airspace System (NAS) Training - Equipment Modernization –

Training Simulators – Tower Simulation System

3B01 F18.00-00 Aeronautical Center Infrastructure Modernization

3B02 M10.00-00 Distance Learning

4A01A M03.03-01 CIP Systems Engineering & Development Support – SE2020

4A01B M08.01-00 Provide Air Navigation Facilities (ANF)/Air Traffic Control (ATC) Support 

(Quick Response)

4A02 M08.06-00 Program Support Leases

4A04 F19.00-00 Aeronautical Center Lease

4A05A M22.00-00 NAS Integration Support Contract (NISC)

4A05B M03.01-02 Configuration Management Automation (CMA)

4A06 M02.00-00 Technical Support Services Contract (TSSC) 

4A10 G08M.04-01 Cross Agency NextGen Management

− Performance Metric 8: 90% of major baselined acquisition programs must be maintained within 10% of 

their current acquisition cost, schedule and technical performance baseline as of 

the end of fiscal year 2016. (FAA Business Planning Metric)

FY 2017 BLI CIP # CIP Name

1A01E M47.01-01 Dynamic Capital Planning

4A07 M08.14-00 Resource Tracking Program (RTP)

− Performance Metric 9: Safely and efficiently integrate new types of operations, such as commercial 

space and unmanned aircraft, into the NAS and enable the benefits these 

operations will provide. (FAA Business Planning Metric)

FY 2017 BLI CIP # CIP Name

1A05F G01A.01-09 Unmanned Aircraft Systems (UAS) Concept Validation and Requirements 

Development 

8
Capital Investment Plan Appendix A

Fiscal Years 2017-2021

3. FAA STRATEGIC PRIORITY: ENHANCE GLOBAL LEADERSHIP

Aviation is a global industry. We have to continue our heritage as world leaders in aviation and 

set the safety standard for others to measure against. We need to be at the table to shape 

international standards to improve aviation safety and efficiency around the world. 

4. FAA STRATEGIC PRIORITY: EMPOWER AND INNOVATE WITH THE FAA’S 

PEOPLE

The FAA’s employees are the ultimate driver behind our success, and we need to have the best 

and the brightest talent with the appropriate leadership and technical skills to transform the FAA 

and the aviation system.

− Performance Metric 1: The FAA is rated in the top 25 percent of places to work in the federal 

government by employees. (FAA Business Planning Metric)

FY 2017 BLI CIP # CIP Name

2B09 F13.03-00 NAS Facilities Occupational Safety and Health Administration (OSHA) & 

Environmental Standards Compliance

− Performance Metric 2: Achieve a 90% success rate in the areas of financial management and human 

resources management: Receive annual Unqualified Audits with no material 

weaknesses. Maintain the competitive status of all FAA employees within the 

federal personnel system. Improve the “effective leadership” index score on the 

OPM Employee Viewpoint Survey by 8 percent. Improve the “talent 

management” index score on the OPM Employee Viewpoint Survey by 8 

percent. (FAA Business Planning Metric)

FY 2017 BLI CIP # CIP Name

2E09 F22.01-01 Child Care Centers – Infrastructure Improvements

4A03 M05.00-00 NAS Regional/Center Logistics Support Services

9
Federal Aviation Administration

National Airspace System

Capital Investment Plan

Appendix B

Fiscal Years 2017 – 2021
(Page intentionally left blank) 
Capital Investment Plan Appendix B

Fiscal Years 2017-2021

APPENDIX B

DETAILED PROGRAM PLAN DATA

Appendix B provides detailed information about planned capital investments in the 5 year window of the plan. Each 

year, these details are updated to reflect any program changes.

ACTIVITIES AND BUDGET LINES

The structure of Appendix B follows the structure presented in the FY 2017 President’s Budget Request. Budget 

Activities group together budget line items (BLI) with similar objectives. There are 6 budget activities in the FAA 

Facilities & Equipment (F&E) account for capital spending including engineering development, air traffic 

investments, other FAA investments, support contracts, personnel costs, and subscription and other services. 

Activity 5, personnel costs, is not discussed. The BLI shown within each budget activity provide a detailed 

description for each program. In some BLIs, related programs are shown and described together within a single 

write-up. This occurs when individual programs have the same overall objective (e.g. data communications) but 

each addresses a different aspect of the solution. Note that programs with planned funding beginning after FY 2017, 

while not included in the President’s Budget, are included in the CIP and are designated with an “X” in the BLI 

number or before the CIP title. 

PROGRAM DESCRIPTION

The program scope and purpose is provided in this section. Some programs may have distinctly different activities 

included within the overall program write-up. In this case, each program activity will be separately described and 

have its own Performance Output Goals.

ALIGNMENT OF PROGRAM TO FAA STRATEGIC PRIORITY AND PERFORMANCE METRIC

Each program in the CIP is aligned with a single Strategic Priority and Performance Metric. The Strategic Priorities 

are part of the framework for strategic planning and the metrics are based on the approved Agency Organization 

Success Indicators (OSI). The FAA specific metrics in the DOT strategic plan are included in the OSI metrics. To 

align all programs to an appropriate metric, some business planning metrics have also been included. Some 

programs, as a bi-product, may contribute to other metrics, but to maintain focus on the single performance metric 

these secondary contributions are not described.

RELATIONSHIP TO PERFORMANCE METRIC

This section describes how the new system, service or capability provided by this program contributes to the 

selected Performance Metric. If available, quantifiable information has been provided. This section may also 

highlight how NAS safety or operations will change as a result of the new system, service or capability.

PERFORMANCE OUTPUT GOALS

Output goals are the specific accomplishments, deliverables or work products that will be delivered for each year 

within the 5 year window of the plan. “None” indicates that no funding is planned for that year. Programs baselined 

for cost, schedule and performance have specific approved Acquisition Program Baseline (APB) milestones that are 

tracked for accomplishment and included as output goals. The FAA F&E appropriation can be obligated for up to 2 

years after the year appropriated (funds available for 3 years). Program milestones and deliverables shown as output 

goals beyond the last year of planned funding are marked as “prior year funding”.

SYSTEM IMPLEMENTATION SCHEDULE

A schedule is provided for programs deploying systems or upgrades into the NAS. When available, other 

information will also be provided to indicate how long the system will be in operation or when a system will be 

decommissioned. The schedule legend is as follows:

i
Capital Investment Plan Appendix B

Fiscal Years 2017-2021

Upgrades 

Development

Implementation 

Operational 

Decommissioning 

Continued

ii
Capital Investment Plan Appendix B

Fiscal Years 2017-2021

Table of Contents

ACTIVITY 1: ENGINEERING, DEVELOPMENT, TEST, AND EVALUATION ............... 1

1A01, Advanced Technology Development and Prototyping (ATDP)........................................ 1

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

B, Operations Concept Validation and Infrastructure Evolution – ATDP, M08.29-00......................................3

C, Major Airspace Redesign – ATDP, M08.28-04 ............................................................................................4

D, Strategy and Evaluation – ATDP, M46.01-01 ..............................................................................................5

E, Dynamic Capital Planning, M47.01-01 .........................................................................................................7

F, Operational Analysis and Reporting System (OARS), M08.32-03 ...............................................................8

G, Operations Network (OPSNET) Replacement – ATDP, A37.01-01.............................................................9

H, Operational Modeling Analysis and Data, M52.01-01................................................................................11

1A02/1A03, William J. Hughes Technical Center Laboratory Improvement............................ 12

William J. Hughes Technical Center Laboratories, F14.00-00 ........................................................................12

1A04, William J. Hughes Technical Center Infrastructure Sustainment ................................... 14

William J. Hughes Technical Center Building & Plant Support, F16.00-00....................................................14

1A05, NextGen – Separation Management Portfolio................................................................. 16

A, Automatic Dependent Surveillance-Broadcast (ADS-B) In Applications – Flight Interval Management, 

G01S.02-01 ......................................................................................................................................................16

B, Modern Procedures, G01A.01-01................................................................................................................18

C, Alternative Positioning Navigation and Timing (APNT), G06N.01-06......................................................19

D, Wake Turbulence Re-Categorization, G06M.02-02....................................................................................20

E, Oceanic Tactical Trajectory Management, G01A.02-02 .............................................................................22

F, Unmanned Aircraft Systems (UAS) Concept Validation and Requirements Development, G01A.01-09 ..23

G, Separation Management Concept & Analysis, G01M.02-04 ......................................................................25

H, Reduced Oceanic Separation, G02S.04-01..................................................................................................27

I, Separation Automation System Engineering, G01A.01-06 ..........................................................................29

X, NextGen Oceanic Capabilities, G01A.01-07 ..............................................................................................33

X, Conflict Advisories, G01A.02-03................................................................................................................34

1A06, NextGen – Improved Surface Portfolio........................................................................... 36

Surface Tactical Flow, G02A.01-01.................................................................................................................36

X, Surface Conformance Monitoring, G02A.01-02.........................................................................................37

X, Enhanced Service Small Communities (ESSC), G03M.04-02....................................................................39

1A07, NextGen – On Demand NAS Portfolio ........................................................................... 40

A, Flight Object, G05A.02-03..........................................................................................................................40

B, Common Status & Structure Data, G05A.02-01 .........................................................................................43

C, Flight Object Exchange Services (FOXS), G05A.02-08 .............................................................................45

D, Dynamic Airspace, G05A.04-01 .................................................................................................................47

E, Advanced Methods, G05A.02-02 ................................................................................................................48

X, Airspace Resource Management System (ARMS), G05A.02-09................................................................51

1A08, NextGen – Improved Multiple Runway Operations Portfolio ........................................ 52

A, Wake Turbulence Mitigation for Arrivals (WTMA), G06A.01-02.............................................................52

B, Closely Spaced Parallel Runway Operations, G06N.01-02.........................................................................54

1A09, NextGen – NAS Infrastructure Portfolio......................................................................... 56

A, Weather Observation Improvements, G04W.02-01 ....................................................................................56

B, Weather Forecast Improvements – Work Package 1, G04W.03-01 ............................................................58

C, NextGen Navigation Engineering, G06N.01-03..........................................................................................62

D, New ATM Requirements, G01M.02-02......................................................................................................63

E, Surface/Tower/Terminal Systems Engineering, G06A.02-01 .....................................................................67

iii
Capital Investment Plan Appendix B

Fiscal Years 2017-2021

F, NextGen Distance Measuring Equipment (DME) Support For Performance Based Navigation (PBN) 

Strategy, G01N.01-02 ......................................................................................................................................69

G, Information Management, G05M.03-01 .....................................................................................................70

1A10, NextGen – Laboratory Support Portfolio ........................................................................ 71

NextGen Laboratories, G03M.02-01................................................................................................................71

1A11, NextGen – Performance Based Navigation & Metroplex Portfolio................................ 74

A, NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation (RNAV)/Required 

Navigation Performance (RNP), G05N.01-01 .................................................................................................74

B, Concept Development for Integrated NAS Design & Procedure Planning, G05A.02-04 ...........................76

X, NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation (RNAV)/Required 

Navigation Performance (RNP) - Future Plans, G05N.01-03 ..........................................................................79

ACTIVITY 2: AIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT.................... 81

A: En Route Programs................................................................................................................. 81

2A01, NextGen – En Route Automation Modernization (ERAM) – System Enhancements and 

Technology Refresh.................................................................................................................... 81

A, En Route Automation Modernization (ERAM) Technology Refresh, G01A.01-10 ...................................81

B, En Route Automation Modernization (ERAM) Sector Enhancements, G01A.01-04 .................................82

2A02, En Route Communications Gateway (ECG)................................................................... 84

En Route Communications Gateway (ECG) – Technology Refresh, A01.12-02.............................................84

2A03, Next Generation Weather Radar (NEXRAD) ................................................................. 85

Next Generation Weather Radar (NEXRAD) – Service Life Extension Program (SLEP) Phase 1, W02.02-02 

/ X, Next Generation Weather Radar (NEXRAD) – Service Life Extension Program (SLEP) Phase 2, 

W02.02-03........................................................................................................................................................85

2A04, Air Route Traffic Control Center (ARTCC) & Combined Control Facility (CCF) 

Building Improvements.............................................................................................................. 88

Air Route Traffic Control Center (ARTCC) & Combined Control Facility (CCF) Building Improvements, 

F06.01-00 .........................................................................................................................................................88

2A05, Air Traffic Management (ATM) – Traffic Flow Management (TFM) ........................... 90

A, Traffic Flow Management (TFM) Infrastructure – Field/Remote Site Technology Refresh, A05.01-13 ...90

B, Traffic Flow Management (TFM) Infrastructure – TFM Service Enhancements, A05.01-14 ....................91

C, Commercial Space Integration Into The NAS, M55.01-01 .........................................................................93

2A06, Air/Ground Communications Infrastructure ................................................................... 95

Radio Control Equipment (RCE) – Sustainment, C04.01-01 / Communications Facilities Enhancement –

Expansion, C06.01-00......................................................................................................................................95

2A07, Air Traffic Control En Route Radar Facilities Improvements........................................ 96

Long Range Radar (LRR) Improvements – Infrastructure Upgrades/Sustain, S04.02-03 ...............................96

2A08, Voice Switching Control System (VSCS)....................................................................... 97

Voice Switching and Control System (VSCS) – Technology Refresh – Phase 3, C01.02-04 / X, Voice 

Switching and Control System (VSCS) – Technology Refresh – Level of Effort, C01.02-05 ........................97

2A09, Oceanic Automation System (OAS)................................................................................ 99

A, Advanced Technologies and Oceanic Procedures (ATOP) – Technology Refresh, A10.03-01...............100

B, Advanced Technologies and Oceanic Procedures (ATOP) – Oceanic Service Enhancements, A10.03-03

........................................................................................................................................................................101

C, Oceanic Separation Standards Development and Analysis, A10.06-01 ....................................................101

X, Advanced Technologies and Oceanic Procedures (ATOP) – ATOP Enhancements (Work Package 1), 

A10.03-02 ......................................................................................................................................................102

2A10, Next Generation Very High Frequency Air/Ground Communications System 

(NEXCOM).............................................................................................................................. 104

iv
Capital Investment Plan Appendix B

Fiscal Years 2017-2021

Next-Generation VHF and UHF A/G Communications (NEXCOM) – Segment 2 – Phase 1 of 2, C21.02-01 / 

X, Next-Generation VHF and UHF A/G Communications (NEXCOM) – Segment 2 – Phase 2 of 2, C21.02-

02....................................................................................................................................................................104

2A11, NextGen – System-Wide Information Management (SWIM) ...................................... 106

A, System Wide Information Management (SWIM) – Segment 2B, G05C.01-08 ........................................106

B, System Wide Information Management (SWIM) – Common Support Services Weather (CSS-Wx) Work 

Package 1, G05C.01-06..................................................................................................................................108

2A12, NextGen – Automatic Dependent Surveillance - Broadcast (ADS-B) NAS Wide 

Implementation......................................................................................................................... 109

A, Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide Implementation – Baseline Services & 

Applications (Service Volume), G02S.03-01 / X, Automatic Dependent Surveillance-Broadcast (ADS-B) 

NAS Wide Implementation – Baseline Services & Applications, Future Segment, G02S.03-04..................109

B, Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide Implementation – Future Segments, 

G02S.01-02 ....................................................................................................................................................112

2A13, Windshear Detection Service (WDS)............................................................................ 113

Wind Shear Detection Services – Work Package 1, W05.03-01....................................................................113

X, Juneau Airport Wind System (JAWS) – Technology Refresh, W10.01-02 ..............................................114

2A14, NextGen – Collaborative Air Traffic Management Portfolio ....................................... 115

A, Strategic Flow Management Application, G05A.01-01 ............................................................................115

B, Strategic Flow Management Engineering Enhancement (SFMEE), G05A.01-02.....................................117

C, Collaborative Air Traffic Management Technologies (CATMT) – Work Package 4, G05A.05-03 / X, 

Collaborative Air Traffic Management Technologies (CATMT) – Work Package 5, G05A.05-04..............119

2A15, NextGen – Time Based Flow Management (TBFM) Portfolio..................................... 121

Time Based Flow Management (TBFM) Work Package 3, G02A.01-06 / Time Based Flow Management 

(TBFM) Technology Refresh, G02A.01-07 / Time Based Flow Management (TBFM) Work Package 4, 

G02A.01-08....................................................................................................................................................121

2A16, ATC Beacon Interrogator (ATCBI) - Technology Refresh........................................... 125

ATC Beacon Interrogator Model-6 (ATCBI-6) – Technology Refresh, S02.03-03.......................................125

2A17, NextGen – Next Generation Weather Processor (NWP)............................................... 126

NextGen Weather Processor (NWP), Work Package 1, G04W.03-02...........................................................126

2A18, Airborne Collision Avoidance System X (ACAS X).................................................... 127

Airborne Collision Avoidance System X (ACAS X) – Segment 1, M54.01-01 ............................................127

2A19, NextGen – Data Communication in support of NextGen.............................................. 129

Data Communications – Segment 1 Phase 1, G01C.01-05 / Data Communications – Segment 1 Phase 2 

Initial En Route Services, G01C.01-06 / Data Communications – Segment 1 Phase 2 Full En Route Services, 

G01C.01-10 / X, Data Communications – Segment 1 Phase 1 & Phase 2 Data Comm Integrated Services 

(DCIS) Network Services, G01C.01-07 / X, Data Communications – Aeronautical Telecommunications 

Network (ATN) Gateway, G01C.01-08 / X, Data Communications – Aeronautical Telecommunications 

Network (ATN) Baseline 2 Application, G01C.01-09...................................................................................129

2A20, Offshore Automation..................................................................................................... 133

Offshore Automation, A38.01-01 ..................................................................................................................133

B: Terminal Programs............................................................................................................... 135

2B01, Airport Surface Detection Equipment - Model X (ASDE-X) ....................................... 135

Airport Surface Detection Equipment - Model X (ASDE-X) – Technology Refresh & Disposition, S09.01-01

........................................................................................................................................................................135

2B02, Terminal Doppler Weather Radar (TDWR) – Provide.................................................. 137

Terminal Doppler Weather Radar (TDWR) – Service Life Extension Program (SLEP) – Phase 2, W03.03-02

........................................................................................................................................................................137

2B03, Standard Terminal Automation Replacement System (STARS) (TAMR Phase 1)...... 138

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021

Standard Terminal Automation Replacement System (STARS) – Technology Refresh (TAMR Phase 1), 

A04.01-01 / X, Standard Terminal Automation Replacement System (STARS) – Infrastructure 

Modernization Program, A04.01-03 ..............................................................................................................138

2B04, Terminal Automation Modernization/ Replacement Program (TAMR Phase 3).......... 140

A, Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 1, A04.07-01..........140

B, Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 2, A04.07-02 ..........141

C, Terminal Automation Modernization – Replacement (TAMR) – Post Operational Readiness 

Demonstration (ORD) Enhancements, A04.07-04.........................................................................................143

2B05, Terminal Automation Program...................................................................................... 144

A, Flight Data Input/Output (FDIO) Replacement, A01.11-01......................................................................144

B, Terminal Work Package 1, A04.08-01 ......................................................................................................145

2B06, Terminal Air Traffic Control Facilities - Replace ......................................................... 146

Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) Replacement, F01.02-00

........................................................................................................................................................................146

2B07, ATCT/Terminal Radar Approach Control (TRACON) Facilities - Improve ................ 148

A, Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) Modernization, 

F01.01-00 .......................................................................................................................................................148

B, Facility Realignment Planning, F02.10-01 / X, Facility Realignment Implementation, F02.10-02 ..........149

2B08, Terminal Voice Switch Replacement (TVSR) .............................................................. 150

Terminal Voice Switch Replacement (TVSR) II, C05.02-00.........................................................................150

2B09, NAS Facilities OSHA and Environmental Standards Compliance ............................... 152

NAS Facilities Occupational Safety and Health Administration (OSHA) & Environmental Standards 

Compliance, F13.03-00..................................................................................................................................152

2B10, Airport Surveillance Radar (ASR-9) ............................................................................. 153

Airport Surveillance Radar Model-9 (ASR-9) Service Life Extension Program (SLEP), Phase 2, S03.01-09

........................................................................................................................................................................153

2B11, Terminal Digital Radar (ASR-11) Technology Refresh and Mobile Airport Surveillance 

Radar (MASR).......................................................................................................................... 154

A, Airport Surveillance Radar Model-11 (ASR-11) – Technology Refresh, Segment 2, S03.02-05 / X, Airport 

Surveillance Radar Model-11 (ASR-11) – Technology Refresh, Segment 3, S03.02-07 ..............................155

B, Airport Surveillance Radar Model-11 (ASR-11) – Mobile Airport Surveillance Radar (MASR), S03.02-06

........................................................................................................................................................................156

2B12, Runway Status Lights (RWSL) ..................................................................................... 157

Runway Status Lights (RWSL) – Implementation – Phase 1, S11.01-02 / X, Runway Status Lights (RWSL) –

Technology Refresh & Disposition, S11.01-04 .............................................................................................157

2B13, NextGen – National Airspace System Voice System (NVS) ........................................ 158

NAS Voice System (NVS) – Demonstration & Qualification, G03C.01-01 / X, NAS Voice System (NVS) –

Deployment, G03C.01-02 ..............................................................................................................................158

2B14, Integrated Display System (IDS)................................................................................... 160

A, Integrated Display Systems (IDS) – Replacement, A03.05-01 / Integrated Display Systems (IDS) –

Replacement – Technology Refresh, A03.05-02 ...........................................................................................160

B, Enterprise Information Display System (E-IDS), A03.05-03....................................................................162

2B15, Remote Monitoring and Logging System (RMLS)....................................................... 165

Remote Monitoring and Logging System (RMLS) – Technology Refresh, M07.04-02................................165

X, Automated Maintenance Management System (AMMS), M07.05-01......................................................167

2B16, Mode S Service Life Extension Program (SLEP) ......................................................... 169

A, Mode Select (Mode S) Service Life Extension Program (SLEP) – Phase 2, S03.01-08 ...........................169

B, Airport Surveillance Radar Model-9 (ASR-9) and Mode Select (Mode S) Service Life Extension Program 

(SLEP) – Phase 3 Planning, S03.01-11..........................................................................................................170

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021

2B17, Surveillance Interface Modernization (SIM)................................................................. 171

Surveillance Interface Modernization (SIM), S13.01-01 ...............................................................................171

2B18, NextGen – Terminal Flight Data Manager (TFDM) ..................................................... 173

Terminal Flight Data Manager (TFDM) – Segment 1, G06A.03-01 .............................................................173

2B19, Voice Recorder Replacement Program (VRRP) ........................................................... 175

NAS Voice Recorder Program (NVRP), C23.02-01......................................................................................175

2B20, Integrated Terminal Weather System (ITWS) Technology Refresh ............................. 176

Integrated Terminal Weather System (ITWS) – Sustainment & Disposition, W07.01-02.............................176

2B21, Next Generation: Surveillance and Weather Radar Capability (NSWRC) and Backup 

Surveillance Capability (NBSC) .............................................................................................. 177

A, Next Generation Surveillance & Weather Radar Capability (NSWRC), S14.01-01.................................177

B, Next Generation Backup Surveillance Capability (NBSC), S15.01-01.....................................................178

2B22, Flight and Interfacility Data Interface (FIDI)................................................................ 179

Flight and Interfacility Data Interface (FIDI) – Phase 1, Segments 1 & 2, G08A.01-01 ...............................179

C: Flight Service Programs....................................................................................................... 181

2C01, Aviation Surface Weather Observation System ............................................................ 181

Aviation Surface Weather Observation Network (ASWON) – Technology Refresh, W01.03-01 ...............181

2C02, Future Flight Services Program (FFSP)......................................................................... 183

Future Flight Services Program, A34.01-01...................................................................................................183

2C03, Alaska Flight Service Facility Modernization (AFSFM) .............................................. 185

Alaska Flight Service Facility Modernization (AFSFM), F05.04-02.............................................................185

2C04, Weather Camera Program.............................................................................................. 186

Weather Camera Program – Future Segments, M08.31-02............................................................................186

D: Landing and Navigation Aids Programs............................................................................. 187

2D01, VHF Omnidirectional Radio Range (VOR) with Distance Measuring Equipment (DME)

.................................................................................................................................................. 187

A, Very High Frequency Omni-Directional Range (VOR) Collocated with Tactical Air Navigation 

(VORTAC), N06.00-00 .................................................................................................................................188

B, Very High Frequency Omni-Directional Range (VOR) – Minimum Operational Network (MON) 

Implementation Program, N06.01-01.............................................................................................................189

2D02, Instrument Landing Systems (ILS) – Establish............................................................. 190

Instrument Landing Systems (ILS), N03.01-00 .............................................................................................190

2D03, Wide Area Augmentation System (WAAS) for GPS.................................................... 192

A, Wide Area Augmentation System (WAAS) – Phase IV Segment 1, N12.01-07 / X, Wide Area 

Augmentation System (WAAS) – Phase IV Segment 2, N12.01-08 .............................................................192

B, Global Positioning System (GPS) Civil Requirements, N12.03-01 ..........................................................196

2D04, Runway Visual Range (RVR) & Enhanced Low Visibility Operations (ELVO) Program

.................................................................................................................................................. 197

A, Runway Visual Range (RVR) – Replacement/Establishment, N08.02-00................................................197

B, Enhanced Low Visibility Operations (ELVO) – Phase II, N08.03-01 ......................................................198

2D05, Approach Lighting System Improvement Program (ALSIP)........................................ 200

Approach Lighting System Improvement Program (ALSIP) Continuation, N04.03-00 ................................200

2D06, Distance Measuring Equipment (DME)........................................................................ 201

Sustain Distance Measuring Equipment (DME), N09.00-00 .........................................................................201

2D07, Visual Navaids - Establish/Expand ............................................................................... 202

Visual Navaids for New Qualifiers, N04.01-00 .............................................................................................202

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021

2D08, Instrument Flight Procedures Automation (IFPA)........................................................ 203

Instrument Flight Procedures Automation (IFPA) – Technology Refresh, Segment 1, A14.02-02 / Instrument 

Flight Procedures Automation (IFPA) – Technology Refresh, Segment 2, A14.02-03 .................................203

2D09, Navigation and Landing Aids – Service Life Extension Program (SLEP) ................... 206

Navaids – Sustain, Replace, Relocate, N04.04-00 .........................................................................................206

2D10, VASI Replacement – Replace with Precision Approach Path Indicator....................... 207

Replace Visual Approach Slope Indicator (VASI) with Precision Approach Path Indicator (PAPI), N04.02-00

........................................................................................................................................................................207

2D11, Runway Safety Areas – Navigation Mitigation............................................................. 208

Runway Safety Area – Navigation Mitigation, N17.01-01 ............................................................................208

2D12, NAVAIDS Monitoring Equipment ............................................................................... 209

NAVAIDS Monitoring Equipment, M08.41-02 ............................................................................................209

E: Other ATC Facilities Programs............................................................................................ 210

2E01, Fuel Storage Tank Replacement and Management........................................................ 210

Fuel Storage Tank Replacement Management, F13.01-00 ............................................................................210

2E02, Unstaffed Infrastructure Sustainment ............................................................................ 211

Unstaffed Infrastructure Sustainment (UIS), F12.00-00 ................................................................................211

2E03, Aircraft Related Equipment Program ............................................................................ 213

A, Aircraft Related Equipment (ARE) Program, M12.00-00.........................................................................213

B, NextGen Flight Simulation Testing and Research Technologies (Flight START) – Technology Refresh 

Program - Additional Projects, M12.01-04 ....................................................................................................216

2E04, Airport Cable Loop Systems – Sustained Support......................................................... 217

Airport Cable Loop Systems Sustained Support, F10.00-00..........................................................................217

2E05, Alaskan Satellite Telecommunication Infrastructure (ASTI) ........................................ 218

Alaskan Satellite Telecommunication Infrastructure (ASTI), C17.02-01......................................................218

2E06, Facilities Decommissioning........................................................................................... 220

Decommissioning – Real Property Disposition, F26.01-01 ...........................................................................220

2E07, Electrical Power Systems – Sustain/Support ................................................................. 221

Power Systems Sustained Support (PS3), F11.01-01 / X, Power Systems Sustained Support (P3S) – Future 

Segments, F11.01-02......................................................................................................................................221

2E08, Energy Management and Compliance (EMC)............................................................... 225

Energy Management and Compliance (EMC), F13.04-02.............................................................................225

2E09, Child Care Center Sustainment...................................................................................... 226

Child Care Centers – Infrastructure Improvements, F22.01-01 .....................................................................226

2E10, FAA Telecommunications Infrastructure 2 ................................................................... 227

FAA Telecommunications Infrastructure – 2, C26.01-02..............................................................................227

2E11, System Capacity, Planning and Improvements.............................................................. 228

System Capacity, Planning and Improvements – ATDP, M08.28-00............................................................228

2E12X, Independent Operational Test and Evaluation ............................................................ 230

X, Independent Operational Assessment (IOA), M25.00-00 .........................................................................230

ACTIVITY 3: NON-AIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT........ 232

A: Support Programs................................................................................................................. 232

3A01, Hazardous Materials Management ................................................................................ 232

Environmental Cleanup / Hazardous Materials (HAZMAT), F13.02-00.......................................................232

3A02, Aviation Safety Analysis System (ASAS) .................................................................... 233

Regulation and Certification Infrastructure for System Safety (RCISS) – Segment 3, A17.01-03................233

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021

3A03, National Airspace System (NAS) Recovery Communications (RCOM)...................... 235

NAS Recovery Communications (RCOM), C18.00-00 .................................................................................235

3A04, Facility Security Risk Management .............................................................................. 237

Facility Security Risk Management (FSRM) – Two, F24.01-02 ...................................................................237

3A05, Information Security...................................................................................................... 238

Information Systems Security, M31.00-00 ....................................................................................................238

3A06, System Approach for Safety Oversight (SASO)........................................................... 241

System Approach for Safety Oversight (SASO) – Phase 2b, A25.02-02.......................................................241

3A07, Aviation Safety Knowledge Management Environment (ASKME)............................. 243

Aviation Safety Knowledge Management Environment (ASKME) – Segment 2, A26.01-01 ......................243

3A08, Aerospace Medical Equipment Needs (AMEN) ........................................................... 244

Aerospace Medical Equipment Needs (AMEN) – Phase 2, M53.01-02 ........................................................244

X, Aerospace Medical Equipment & Infrastructure Needs (AMEIN) – Phase 3, M53.01-03 .......................246

3A09, NextGen – System Safety Management Portfolio......................................................... 247

A, Aviation Safety Information Analysis and Sharing (ASIAS), G07A.02-01..............................................247

B, Systems Safety Management Transformation (SSMT), G07M.02-01.......................................................249

3A10, National Test Equipment Program ................................................................................ 251

National Test Equipment Program, M17.01-01 .............................................................................................251

3A11, Mobile Assets Management Program............................................................................ 252

Mobile Asset Management Program, F31.01-01 ...........................................................................................252

3A12, Aerospace Medicine Safety Information System (AMSIS) .......................................... 254

Aerospace Medicine Safety Information System (AMSIS) – Segment 1, A35.01-01 ...................................254

3A13, Tower Simulation System (TSS) Technology Refresh ................................................. 256

National Airspace System (NAS) Training - Equipment Modernization – Training Simulators – Tower 

Simulation System, M20.01-04......................................................................................................................256

3A14X, Logistics Support System and Facilities (LSSF)........................................................ 257

X, Logistics Center Support System (LCSS) – Technology Refresh, M21.04-02 .........................................257

B: Training, Equipment, and Facilities.................................................................................... 258

3B01, Aeronautical Center Infrastructure Modernization........................................................ 258

Aeronautical Center Infrastructure Modernization, F18.00-00 ......................................................................258

3B02, Distance Learning.......................................................................................................... 260

Distance Learning, M10.00-00.......................................................................................................................260

ACTIVITY 4: FACILITIES AND EQUIPMENT MISSION SUPPORT............................ 262

4A01, System Engineering (SE2020) and Development Support............................................ 262

A, CIP Systems Engineering & Development Support – SE2020, M03.03-01..............................................262

B, Provide Air Navigation Facilities (ANF)/Air Traffic Control (ATC) Support (Quick Response), M08.01-

00....................................................................................................................................................................264

4A02, Program Support Leases................................................................................................ 265

Program Support Leases, M08.06-00.............................................................................................................265

4A03, Logistics Support Services (LSS).................................................................................. 266

NAS Regional/Center Logistics Support Services, M05.00-00 .....................................................................266

4A04, Mike Monroney Aeronautical Center Leases................................................................ 267

Aeronautical Center Lease, F19.00-00...........................................................................................................267

4A05, Transition Engineering Support..................................................................................... 269

A, NAS Integration Support Contract (NISC), M22.00-00............................................................................269

B, Configuration Management Automation (CMA), M03.01-02...................................................................270

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021

4A06, Technical Support Services Contract (TSSC) ............................................................... 272

Technical Support Services Contract (TSSC), M02.00-00 ............................................................................272

4A07, Resource Tracking Program (RTP)............................................................................... 273

Resource Tracking Program (RTP), M08.14-00 ............................................................................................273

4A08, Center for Advanced Aviation System Development (CAASD) .................................. 273

CIP Systems Engineering & Technical Assistance – MITRE, M03.02-00 ....................................................273

4A09, NextGen – Aeronautical Information Management Program ....................................... 275

Aeronautical Information Management (AIM) Modernization Segment 2, G05A.02-05 / X, Aeronautical 

Information Management (AIM) Modernization Segment 3, G05A.02-06 ...................................................275

4A10, NextGen – Cross Agency NextGen Management......................................................... 278

Cross Agency NextGen Management, G08M.04-01......................................................................................278

ACTIVITY 6: ADS-B SERVICES AND WAAS GEOS......................................................... 280

6A01, ADS-B Services and WAAS GEOs .............................................................................. 280

A, Automatic Dependent Surveillance Broadcast (ADS-B) – Sustain Leased Services, G02S.03-05...........280

B, Wide Area Augmentation System (WAAS) – Phase IV Segment 1 Sustain Leased Services, N12.01-09 / 

X, Wide Area Augmentation System (WAAS) – Phase IV Segment 2 Sustain Leased Services, N12.01-10

........................................................................................................................................................................281

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021

 

ACTIVITY 1: ENGINEERING, DEVELOPMENT, TEST, AND 

EVALUATION

1A01, ADVANCED TECHNOLOGY DEVELOPMENT AND PROTOTYPING (ATDP)

FY 2017 Request $24.8M

• A, Runway Incursion Reduction Program (RIRP) – ATDP, S09.02-00

• B, Operations Concept Validation and Infrastructure Evolution – ATDP, M08.29-00

• C, Major Airspace Redesign – ATDP, M08.28-04

• D, Strategy and Evaluation – ATDP, M46.01-01

• E, Dynamic Capital Planning, M47.01-01

• F, Operational Analysis and Reporting System (OARS), M08.32-03

• G, Operations Network (OPSNET) Replacement – ATDP, A37.01-01

• H, Operational Modeling Analysis and Data, M52.01-01

A, Runway Incursion Reduction Program (RIRP) – ATDP, S09.02-00 

Program Description 

The RIRP will continue research, development, and operational evaluation of technologies to increase runway 

safety. Consistent with standing National Transportation Safety Board recommendations, research emphasis will 

remain on technologies that provide direct safety indications and alerts to pilots at large airports, as well as, those 

that can be applied cost effectively at small to medium airports. The program will test alternative airport surface 

detection technology and the application of these technologies for pilot, controller, and vehicle operator situational 

awareness tools. Current initiatives include the development and operational testing of the Small Airport 

Surveillance Sensor (SASS), Runway Safety Assessment (RSA) studies, Enhanced Final Approach Runway 

Occupancy Signal (eFAROS) evaluations, and the removal of the Low Cost Ground Surveillance (LCGS) pilot sites. 

When appropriate, investment analyses will be performed to support acquisition and implementation of selected 

solutions. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 4 – Reduce Category A & B (most serious) runway incursions to a rate of no 

more than 0.395 per million operations, and maintain or improve through FY 2018.

Relationship to Performance Metric

The program is developing and testing technologies that provide direct and preventive alerts to pilots and vehicle 

operators to reduce both the frequency and risk of runway incursions. Much of the program’s research emphasis is 

based on studies that show that direct pilot and vehicle warning mechanisms are the best defense against the most 

serious runway conflicts. For example, initial operational evaluations of Runway Status Lights (RWSL) technology 

have yielded a reduction in runway incursions of up to 70% at the test runways. Other RIRP technology 

development initiatives will explore other technologies that further support the performance metric.

1
Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

• Complete annual technical and operational evaluation report of existing RIRP prototype systems.

• Complete annual report documenting results of human-in-the-loop (HITL) testing Human Factors (HF), safety 

logic, aircraft performance, or any uncertainty or deficiency pertaining to surface based Runway Incursion (RI) 

indications. 

• Complete annual report on testing of safety logic enhancements to RI detection and prevention products.

• Complete report documenting candidate site selection for a system to test the utilization of a SASS as a sensor 

to drive the activation of direct to pilot alerting safety logic.

• Complete report on integration of a system to test the utilization of a SASS as a sensor to drive the activation of 

direct to pilot alerting safety logic.

• Publish the initial Project Plan and Resource Management Plan (RMP) for the utilization of an advanced ground 

surveillance sensor to drive the activation of direct to pilot alerting safety logic.

Program Plans FY 2018 – Performance Output Goals

• Complete annual technical and operational evaluation report of existing RIRP prototype systems.

• Complete annual report documenting results of HITL testing HF, safety logic, aircraft performance, or any 

uncertainty or deficiency pertaining to surface based RI indications. 

• Complete annual report on testing of safety logic enhancements to RI detection and prevention products.

• Complete report on results of initial shadow operations testing for the utilization of a SASS as a sensor to drive 

the activation of direct to pilot alerting safety logic.

• Complete report documenting candidate site selection for a system to test the utilization of an advanced ground 

surveillance sensor to drive the activation of direct to pilot alerting safety logic. 

• Complete report on integration of a system to test the utilization of an advanced ground surveillance sensor to 

drive the activation of direct to pilot alerting safety logic.

Program Plans FY 2019 – Performance Output Goals

• Complete annual technical and operational evaluation report of existing RIRP prototype systems.

• Complete annual report documenting results of HITL testing HF, safety logic, aircraft performance, or any 

uncertainty or deficiency pertaining to surface based RI indications. 

• Complete annual report on testing of safety logic enhancements to RI detection and prevention products.

• Complete annual report documenting results of using a SASS as a sensor to drive the activation of direct to pilot 

alerting safety logic.

• Complete report on results of initial shadow operations testing for the utilization of an advanced ground 

surveillance sensor to drive the activation of direct to pilot alerting safety logic.

• Complete preliminary report on Digital-Lighting Application (surveillance integration).

Program Plans FY 2020 – Performance Output Goals

• Complete annual technical and operational evaluation report of existing RIRP prototype systems.

• Complete annual report documenting results of HITL testing HF, safety logic, aircraft performance, or any 

uncertainty or deficiency pertaining to surface based RI indications. 

• Complete annual report on testing of safety logic enhancements to RI detection and prevention products.

• Complete annual report documenting results of using a SASS as a sensor to drive the activation of direct to pilot 

alerting safety logic.

• Select site, complete SRMD, and initiate operational evaluation of an advanced ground surveillance sensor to 

drive the activation of direct to pilot alerting safety logic.

• Complete final report on Digital-Lighting Application (surveillance integration).

2
Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

Program Plans FY 2021 – Performance Output Goals

• Complete annual technical and operational evaluation report of existing RIRP prototype systems.

• Complete annual report documenting results of HITL testing HF, safety logic, aircraft performance, or any 

uncertainty or deficiency pertaining to surface based RI indications. 

• Complete annual report on testing of safety logic enhancements to RI detection and prevention products.

• Complete annual report documenting results of using a SASS as a sensor to drive the activation of direct to pilot 

alerting safety logic.

• Initiate Technical Transfer of SASS technology to ATO Program Management Office (PMO).

• Complete operational evaluation of an advanced ground surveillance sensor to drive the activation of direct to 

pilot alerting safety logic.

 

B, Operations Concept Validation and Infrastructure Evolution – ATDP, M08.29-00

 

Program Description

Developing operational concepts is the first step in developing an Enterprise Architecture. This program develops 

and validates NAS level operational concepts that are key to the FAA modernization programs and the Next 

Generation Air Transportation System (NextGen). This program conducts the overall analysis and planning for 

NAS evolution by determining the required annual updates to the following NAS Enterprise Architecture products: 

Operational Improvements, Operational Sustainment and Operational Requirements. It executes research, 

engineering analysis, and evaluation in support of mission analysis and investment analysis. This program conducts 

shortfall analyses as part of service analysis and ensures the linkage of proposed solutions back to validated 

operational needs to support budget planning and investment decisions. This program develops and maintains 

detailed second level concepts that support validation and requirements development. This work ensures that the 

NAS level operational concept and sustainment activities are integrated and consistent with the overall NAS 

Enterprise Architecture. This project also supports the development and sustainment of analytical and computer 

models used to assess and validate operational changes to the NAS. Specifically, the program supports the 

following activities:

• Conduct analyses to support assessments of new air traffic control operational concepts;

• Develop common concept development, validation, and measurement methodologies to support Single 

European Sky ATM Research (SESAR) Joint Undertaking;

• Develop concepts of use to describe the operational use of new communication, navigation, automation, 

surveillance and flight deck capabilities;

• Produce reports on concept development and validation findings including 2nd-level concepts, fast-time 

analyses and human-in-the-loop real time studies; and

• Develop operational, information and performance requirements.

This program contributes to the FAA’s support for the RTCA, a non-profit association that develops standards based 

on manufacturers, government, and aviation operator inputs. RTCA also recommends operational improvements to 

increase the efficiency of air transportation.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Concept validation supports development, analysis, and simulation of new concepts to assess requirements and to 

evaluate the impact of the concept on system capacity, efficiency, safety and human performance. Evaluation 

criteria to include the following:

3
Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

• Determine impact/improvement to Air Traffic Service Providers and airspace users from automation that 

could increase capacity;

• Determine impact/improvement to airspace structure which may increase productivity and hence capacity;

• Determine impact/improvement from communication, navigation, and surveillance requirements that 

support the FAA’s efforts to reduce cost, increase capacity and efficiency; and

• Determine impact/improvement from changes to automation, display, and facility configuration elements 

designed to increase productivity and hence capacity.

Program Plans FY 2017-2021 – Performance Output Goals

• Develop annual updates to the NAS Enterprise Level Operational Requirements based on prior year research 

and development. 

• Develop annual updates to the NAS Enterprise Architecture for NAS level Operational Improvements and 

operational sustainment activities based on prior year research and acquisition decisions.

• Conduct concept engineering activities and develop concept engineering/requirements validation artifacts, such 

as shortfall analyses, concept of operations, requirements, technical assessments, and evaluation documents. 

• Develop technical papers and reports in support of RTCA, the premier public-private partnership forum to 

develop consensus among aviation stakeholders across the globe. These artifacts include safety and 

performance requirements, operational services and environment definitions, minimum aviation system 

performance standards, minimum operational performance standards, and other reports as necessary. 

• Support NAC priorities through various activities, such as:

o Monitor and report on current commitments as outlined in the Joint Implementation Plan and updated in 

October 2015;

o Develop a traffic flow management strategy to maintain capacity during PBN operations commensurate 

with the FAA’s implementation of the PBN Navigation Strategy; and

o Review and assess FAA operational increments for NextGen planning commensurate with the FAA’s 

NextGen Vision.

 

C, Major Airspace Redesign – ATDP, M08.28-04

 

Program Description 

The Major Airspace Redesign program supports increased efficiency and enhanced safety by funding physical 

changes in facilities necessary to accommodate airspace redesign. Implementation of an airspace redesign 

frequently results in changes to the number and span of control of operational positions or sectors, including changes 

to sector, area or facility boundaries. Transition to a new configuration resulting from airspace redesign requires 

changes in the supporting infrastructure. These infrastructure changes can include:

 

• Radio frequencies connecting a radio site to a control facility, 

• Position to position connectivity, 

• Surveillance infrastructure modifications to ensure proper radar coverage; 

• Automation modifications to facility data and flight data processing; 

• Inter-facility communication modifications; 

• Additional consoles and communication backup needs; and 

• Modifications to facility power and cabling. 

The FAA prioritizes candidate airspace redesign projects to determine which projects provide the most benefits and 

develops criteria for assessing a project’s system-wide impact. Airspace redesign efforts seek to optimize Terminal, 

En Route and Oceanic airspace by redesigning airspace via projects in major metropolitan areas with critical system 

wide impacts. Modernization of airspace through the Major Airspace Redesign Program is characterized by the 

migration from constrained ground-based navigation to the freedom of an Area Navigation / Required Navigation 

Performance based system. Airspace redesign efforts will modernize airspace in support of the full utilization of 

NextGen capabilities. 

4
Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

The program also supports the use of risk management and collaborative evaluation capabilities to identify 

requirements, opportunities and threats in the early stages of the design process. 

Near term Airspace Redesign funding will be used in support of airspace projects, including but not limited to, the 

Palm Beach International TRACON / Airspace Expansion Project and Miami (ZMA) Oceanic and San Juan (ZSU) 

airspace. Future funding will be directed at operationally selected terminal airspace that would benefit from 

redesign. Any necessary sector or route changes associated with redesign cannot be implemented without support 

from this program, which makes the infrastructure changes needed to allow improvements in the efficient use of that 

airspace. Those changes require engineering, analytical and technical support of this program for safe and effective 

implementation.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Airspace Redesign will increase system efficiency by reducing limitations that the airspace places on the system. 

Congestion, complexity and limited departure points in the current airspace can result in restrictions, limiting airport 

throughput. Airspace redesign addresses large, complex, multi-facility changes impacting NAS performance. 

Program Plans FY 2017 – Performance Output Goals 

• Conduct engineering analysis as needed for Caribbean airspace redesign implementation.

• Implement infrastructure changes resulting from airspace redesign.

Program Plans FY 2018 – Performance Output Goals 

• Conduct engineering analysis as needed for Caribbean airspace redesign implementation.

• Implement infrastructure changes resulting from airspace redesign.

Program Plans FY 2019-2021 – Performance Output Goals 

• Conduct engineering analysis for airspace redesign implementation.

• Implement infrastructure changes resulting from airspace redesign.

 

D, Strategy and Evaluation – ATDP, M46.01-01

 

Program Description 

The Strategy and Evaluation program develops and maintains mathematical models of the NAS which are used to 

help guide NextGen investments and other FAA enterprise-wide analyses. FAA’s modeling suite includes models 

of varying scope, from systems dynamics models of the entire air transportation system to detailed airport surface 

models. 

Several of the existing models have become obsolete and cannot support the analysis of advanced Air Traffic 

Management (ATM) concepts. The Strategy and Evaluation program has been developing two new computer 

models to rectify these shortfalls. These models are being used to aid organizations throughout the FAA with 

analyses of proposed new investments, trade-off studies, and analyses of the impacts of changes in operational 

conditions (e.g., weather, air carrier schedules, commercial space operations, etc.) on NAS performance.

1. A System-Wide NAS Model is being developed to replace the existing National Airspace System 

Performance Analysis Capability (NASPAC) model. This new system-wide model is required to analyze 

advanced ATM concepts and aid with NextGen program trade-off studies, investment analyses, and NAS 

performance analyses. The model adds enhancements to the initial model as they are completed. The new 

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

model, known as the System-Wide Analysis Capability (SWAC), is currently being used by FAA and 

contractors to support ongoing analyses.

2. An Airport Capacity Model is being developed for use in analyzing new airport capacity-related projects. 

The model will facilitate rapid analysis of airport improvements, the impact of air travel demand changes, 

and ATM technology insertions. It will support runway capacity studies, investment analyses, NextGen 

analyses, and the evaluation of airport infrastructure changes. This model provides a de facto standard for 

airport capacity analyses. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

In order to achieve this and other capacity metrics, the FAA is making a major long-term investment in the NextGen 

program; a wide-ranging transformation of the air transportation system. Numerous cost-benefit and engineering 

trade studies are required to support this complex undertaking. New models will be used for evaluating proposed 

operational improvements such as optimized profile descents, oceanic in trail procedures, trajectory-based 

operations, surface traffic management, collaborative ATM, closely-spaced parallel operations, advanced Required 

Navigation Performance (RNP) procedures, etc. New and improved models are needed to provide the analytical 

capabilities required to support these NAS improvements and help us realize our capacity objectives.

Program Plans FY 2017 – Performance Output Goals

• Delivery of new SWAC executable software integrating the FAA Air Traffic Organization’s near-term traffic 

forecasts.

• Delivery of new SWAC executable software containing an initial model for addressing commercial space 

activities in the NAS.

• Delivery of new ADSIM+ executable software incorporating wake mitigation modeling.

• Delivery of new ADSIM+ executable software integrating time-based airport configuration definition to the 

delay model.

Program Plans FY 2018 – Performance Output Goals

• Delivery of new SWAC executable software incorporating advanced RNP concepts (e.g., dynamic RNP).

• Delivery of new SWAC executable software integrating the ATO gate assignment model.

• Delivery of new SWAC executable software with an improved commercial space model.

• Delivery of new ADSIM+ executable software improving the blocking rule-set used to limit inter-aircraft 

interactions based upon wingspan and available space.

• Delivery of new ADSIM+ executable software improving the strategy rules-set used by an individual aircraft to 

guide response when airport resources are blocked by other aircraft.

Program Plans FY 2019 – Performance Output Goals

• Delivery of new SWAC executable software integrating Base of Aircraft Data (BADA) version 4.0.

• Delivery of new SWAC executable software capable of interacting with Geographical Information System 

(GIS).

• Delivery of new ADSIM+ executable software capable of generating and creating user-defined scenarios and 

applications.

• Delivery of new ADSIM+ executable software with an enhanced Graphical User Interface (GUI).

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2020 – Performance Output Goals

• Delivery of new SWAC executable software updating the integration of Base of Aircraft Data (BADA) version 

4.0.

• Delivery of new SWAC executable software updating the interface with Geographical Information System 

(GIS).

• Delivery of new ADSIM+ executable software updating the capability to generate user-defined scenarios and 

applications.

• Delivery of new ADSIM+ executable software with an enhanced Graphical User Interface (GUI).

Program Plans FY 2021 – Performance Output Goals

• Delivery of new SWAC executable software with initial capability of enhanced airport representation.

• Delivery of new SWAC executable software with enhanced command line interface.

• Delivery of new ADSIM+ executable software with disaggregation of gate nodes and taxi-path cloning model.

• Delivery of new ADSIM+ executable software with an application program interface for integrating with NASwide models.

 

E, Dynamic Capital Planning, M47.01-01

 

Program Description 

The Dynamic Capital Planning tools and support will allow FAA to make optimal decisions based on best business 

practices. These tools and support will provide verification that disciplined management of capital programs 

continues to be carried out. This program provides financial analysis tools and support for ongoing evaluation, 

tracking, and reporting of capital programs throughout the acquisition life cycle.

Dynamic Capital Planning supports FAA acquisition programs by: 

• Validating quantitative and qualitative economic value and internal benefits for capital programs; 

• Tracking NAS Plan schedules for all Capital Programs; 

• Comparing financial performance to approved baselines for all major programs;

• Milestone tracking and schedule modeling;

• Tracking field implementation status of all NAS programs by site;

• Earned value monitoring through program life cycle; 

• Post implementation analysis for corporate lessons; and

• Capitalizing NAS Plan installed equipment including disposal of retired assets in financial statements.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 8 – 90% of major baselined acquisition programs must be maintained within 

10% of their current acquisition cost, schedule and technical performance baseline as of the end of fiscal 

year 2015. (FAA Business Planning Metric)

Relationship to Performance Metric

Dynamic Capital Planning helps capital programs maintain baselines by providing program tracking and analysis 

which leads to better baseline investment decisions and early identification of programs that are not performing so 

that corrective actions can be implemented.

Program Plans FY 2017-2021 – Performance Output Goals

• Complete monthly Capitalization report.

• Complete monthly program baseline status report.

 

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Fiscal Years 2017-2021 Activity 1

F, Operational Analysis and Reporting System (OARS), M08.32-03

 

Program Description 

The Air Traffic Organization’s (ATO) Operational Analysis and Reporting System (OARS) will provide a 

predictive approach to identifying and managing NAS-wide safety trends and emerging risks before they result in 

accidents or incidents. This initiative will deliver a suite of analytical capabilities and user interfaces to achieve the 

next level of safety required to support the introduction of NextGen technologies, operational concepts, and 

procedures into the NAS and to enhance the ATO’s Safety Management System (SMS).

In order to identify safety trends and emerging risks, the ATO collects and analyzes operational data to identify and 

classify potential hazards. The results of these analyses are used to make decisions on how to best mitigate any 

unacceptable potential safety risks. OARS will provide the ATO with near real time automated data sharing 

capability among legacy and future systems, databases, and tools utilized for safety risk analysis across the NAS. 

By facilitating automated data sharing, OARS will provide the end-user with quick and easy access to consistent, 

accurate and timely data and allow more efficient, comprehensive, and proactive analyses of risk in the NAS.

OARS will be a centralized platform for ATO data distribution, fusion of data from multiple locations, and data 

warehousing. It will be an integrated suite of interconnected databases and applications. OARS will be one system 

comprised of centralized hardware and software consisting of commercial off the shelf (COTS) technology when 

possible. OARS will also leverage technology from existing FAA systems such as the System-Wide Information 

Management (SWIM) system and the FAA Telecommunications Infrastructure (FTI). 

Functionally, OARS will: (1) Directly support the ATO’s safety core business functions by integrating all ATO 

domains to identify, create, standardize, analyze, assess, and disseminate safety data throughout ATO and external 

organizations; and (2) Integrate with operational NAS systems to ensure that the information required to 

successfully implement the SMS is readily available, not only for component-level safety assessments, but for an 

integrated system safety approach. 

The OARS Program achieved a successful Investment Analysis Readiness Decision (IARD) in FY 2015. The Initial 

Investment Decision (IID) is planned for 3rd quarter, FY 2016. The Final Investment Decision (FID) is planned in 

4th quarter, FY 2017.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 5 – Reduce risks in flight by limiting the rate of the most serious losses of 

standard separation to 20 or fewer for every thousand (.02) losses of standard separation within the 

National Airspace System.

Relationship to Performance Metric

To achieve the next level of safety, the traditional methods of identifying losses of separation and other hazardous 

events are not sufficient; the FAA must identify safety risks before they result in hazardous events. OARS will 

allow the FAA to identify the high risk events for all phases of flight. This data will be used to identify corrective 

action plans to mitigate potential high risk events in the NAS before they occur. This will allow the strategic 

management of equipment and personnel resources in prioritizing efforts to obtain maximum safety improvements

utilizing the most cost effective approach. 

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

• Complete development of the following products in support of the FID:

o Final Program Requirements documentation;

o Enterprise Architecture Artifacts;

o Business Case documentation;

o Finalized Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve a JRC FID.

Program Plans FY 2018 – Performance Output Goals

• Pending JRC approval:

o Award Development Contract.

o Begin System Development and Integration.

Program Plans FY 2019-2021 – Performance Output Goals

• Output goals will be determined at FID.

 

G, Operations Network (OPSNET) Replacement – ATDP, A37.01-01

 

Program Description

Accurate NAS metrics are needed to evaluate and improve the FAA’s management of the NAS. The current 

Operations Network (OPSNET) is the official FAA system for collecting and reporting flight operations count and 

delay metrics. The OPSNET system measures the number of delays attributable by cause and includes weather, air 

traffic volume, equipment status, and runway conditions. Identifying all delays and attributing causal-factors is 

necessary to identify capacity-constraining scenarios, develop mitigation strategies, and improve efficiency of NAS 

operations. The OPSNET system provides automated facility-level flight-operations counts by user classification

including air carrier, air taxi, general aviation, and military for FAA towered airports, TRACONs, and ARTCCs, 

whereas Federal contract towers provide manual traffic counts. Primary uses of OPSNET include the 

Administrator’s weekly NAS performance status report (the S-1 Report), measurement of post-implementation 

NextGen improvements, facility classifications, workforce planning, and performance analysis among the aviation 

community.

Few modifications have been made to OPSNET over the past 25 years and the system possesses significant 

limitations. Categories of current limitations include: Data Accuracy and Completeness, Information Availability, 

Data Input/System, and Data Harmonization. The reported delay data does not provide a comprehensive picture of

delays and differs from the airline delay data reported to the Department of Transportation. The current collection 

of Delay Data is not fully automated, the storage capabilities are limited, and the system cannot easily adapt to 

regulatory changes. 

The OPSNET Replacement program will expand the collection and recording of delay capabilities to improve 

reporting and it will provide a system that limits manual data entry and automates compilation of operational data 

received from FAA automation systems. These improvements, along with increased accuracy in reporting, will 

enable the FAA and the aviation community to measure causes of delay by phase of flight to improve air traffic 

operational services and procedures. By improving definitions for measuring NAS performance, and in 

coordination with the aviation community, the definition of the reported metrics can be standardized. Having 

accurate, standardized metrics for reporting will enable improved benchmarking and more accurate forecasting to 

facilitate analysis of NAS performance. 

OPSNET Replacement Investment Analysis Readiness Decision (IARD) is planned for FY 2017; the Initial 

Investment Decision (IID) is planned for FY 2018; and the Final Investment Decision (FID) is planned for FY 2018.

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Fiscal Years 2017-2021 Activity 1

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Target

Benefits include improved reliability in the reporting of operations data, reduced ATC workload of data input 

through automation systems and better reporting of NextGen performance metrics. Analysis and reporting provided 

by the OPSNET Replacement may identify opportunities for changes to NextGen Operational Improvements that 

allow more efficient use of NAS airspace.

Program Plans FY 2017 – Performance Output Goals

• Complete the following products in support of the IARD:

o Final Shortfall Analysis Quantification

o Solution Concept of Operations

o Functional Analysis

o Enterprise Architecture Products

o Preliminary Program Requirements

• Achieve IARD.

• Complete the following products in support of the IID:

o Initial Program Requirements

o Business Case Analysis Report (BCAR)

o Enterprise Architecture Products

• Conduct Market Research.

Program Plans FY 2018 – Performance Output Goals

• Complete the Initial Implementation Strategy and Planning Document (ISPD).

• Complete the Final Investment Analysis Plan.

• Achieve IID.

• Complete the following products in support of the FID:

o Final Program Requirements (fPR) Document

o Enterprise Architecture Products

o Business Case documentation

o Final Implementation Strategy and Planning Document (ISPD)

o Acquisition Program Baseline (APB) (Execution Plan)

• Achieve FID.

Program Plans FY 2019 – Performance Output Goals

• Complete Activities to Award Contract and Enter Solution Implementation:

o Award Contract

o Produce the System Specification Document

o Complete System Design Reviews

o System Development and Integration

• Other output goals will be determined at FID.

Program Plans FY 2020 – Performance Output Goals

• Complete the following and achieve In-Service Decision:

o Stakeholder Coordination and Review

o Operational Testing

o Information System Security Authorization

Program Plans FY 2021 – Performance Output Goals

• Conduct Post-Implementation Review Operational Analysis.

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Fiscal Years 2017-2021 Activity 1

 

H, Operational Modeling Analysis and Data, M52.01-01

 

Program Description 

The Operational Modeling Analysis and Data program provides support to NAS performance analysis by improving 

the datasets and other tools used to assess the performance of the NAS as a whole, and its component parts. Many 

ATO operational units model and analyze NAS data to support operational and capital investment planning. A 

previous study of FAA-wide operational databases identified a shortfall in available analytical products. The study 

recommended that the FAA create a database to capture operational events associated with individual flights to 

improve the timeliness and reduce the cost of operational analyses. Because most strategic and planning activities 

rely upon data analysis or modeling, other programs will also benefit from the products developed by this program. 

This program will develop an analytics database that provides standardized operational events data on a per-flight 

basis and by facility (e.g. airport). The initial analytics database will be based on currently available operational 

data. As new operational data becomes available, this program will evaluate and integrate the new data.

The following products are planned: 

• An analytics database that provides operational events data on a per-flight basis;

• An analytics database that provides operational events data by facility;

• Operational efficiency and performance reporting tools developed from data collected in the analytics 

databases; and

• Tools that provide reliable and comprehensive extraction of data from repositories of operational data.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Operational modeling and analysis are used by the ATO to understand the causes of delay, which are usually related 

to capacity constraints. Models are also essential tools for estimating the improvement to NAS performance 

resulting from capacity-enhancing programs. This program will allow the ATO to determine the potential benefits 

of capacity initiatives and help in choosing the most promising investments to expand capacity.

Program Plans FY 2017 – Performance Output Goals

• Award contract for Analytics Database.

• Develop means for analyzing and modeling fix capacity.

• Develop and publish Release 1 of Analytics Database (combined flight and track data).

Program Plans FY 2018 – Performance Output Goals

• Develop and publish Release 2 of Analytics Database (National Traffic Management Log (NTML) and weather 

data added).

• Develop analysis methodology for weather delay and efficiency.

Program Plans FY 2019 – Performance Output Goals

• Complete requirements definition for surface data capture tool.

• Develop and publish Release 3 of Analytics Database (Data Comm added).

Program Plans FY 2020 – Performance Output Goals

• Develop and publish Release 4 of Analytics Database (combined surface data added).

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2021 – Performance Output Goals

• Develop and publish Release 5 of Analytics Database.

 

1A02/1A03, WILLIAM J. HUGHES TECHNICAL CENTER LABORATORY IMPROVEMENT

FY 2017 Request $1.0M

FY 2017 Request $19.0M

William J. Hughes Technical Center Laboratories, F14.00-00

 

Program Description

The William J. Hughes Technical Center (WJHTC) Laboratories program provides for the sustainment and 

modernization of FAA’s centralized NAS laboratories located in Atlantic City, NJ. These laboratory facilities with 

supporting infrastructure provide an integrated platform for research, development, test, evaluation, and operational 

field support for all NAS and NextGen acquisition programs within the FAA. These laboratories are used to support 

development and test of prototype systems and NextGen solutions for integration into the NAS. Once operational, 

these systems become part of the FAA’s laboratories and are used for future development, system upgrades, and 

testing necessary to support operational field sites. Sustaining these laboratories in system configurations and 

capabilities that match field sites is critical to providing around the clock operational support to En Route, Terminal, 

and other ATC facilities. 

Testing and support facilities include: 

• En Route System Support Facility; 

• Terminal System Support Facility; 

• Oceanic System Support Facility;

• Traffic Management Systems;

• Weather Systems; 

• Communications Systems; 

• Radar Systems; 

• Navigation and Tracking Systems; 

• Target Generator Facility; 

• Cockpit and Tower Simulation Facilities; 

• Human Factors Laboratory; and 

• Flying Laboratories which are specially instrumented test aircraft.

The program uses shared support services to sustain the operation of the laboratories, including infrastructure 

engineering, flight test support, technical services, laboratory networking, configuration management, test and 

simulation services, laboratory maintenance, scheduling support for multi-user laboratories, and laboratory 

management. The program provides for the hardware and software licenses and maintenance agreements for the 

NAS equipment and supporting infrastructure in the laboratories.

The Laboratory Services Division maintains a Space and Infrastructure Master Plan that provides for consolidation 

and segregation of Operational (Priority One) systems, isolating batteries in the labs containing electrolytes, 

reconfiguring laboratories to provide space for new labs, grouping equipment with similar functions, and ensuring 

the continuity of operations for the laboratory systems. Operational Priority One systems require an infrastructure 

that supports a 24/7 environment with resiliency provisions. Implementation of these type of projects will be 

conducted over 5 phases from FY 2016 through 2020.

This program also provides for the NAS Modernization of laboratory infrastructure and equipment by providing lifecycle replacement or upgrades of items, such as transient voltage surge suppression, raised floors, electrical 

distribution panels, power monitoring in electrical distribution panels, computer air conditioning units, main lighting 

panels, and computer room air conditioning monitoring systems.

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Fiscal Years 2017-2021 Activity 1

This program is registered to the ISO 9001:2008 standard for its processes and procedures in the management of 

computer systems laboratories in support of the NAS. This ensures that the laboratories are operated at their optimal 

level of efficiency, meeting customer requirements, maintaining scope and schedule, and continually improving.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

These centralized laboratories at the WJHTC serve as FAA's research, development, testing, evaluation, and 

operational field support. With centralization of the laboratories, programs do not need to establish and maintain 

separate laboratory facilities to support research, development, test, evaluation, and field support. Having 

centralized laboratories enables the FAA to evaluate concepts and programs that span more than one domain and 

integrate NextGen solutions into the NAS. This reduces the overall cost to the FAA, helps critical acquisition 

programs maintain cost and schedule targets, and improves the overall operational efficiency of the agency.

Program Plans FY 2017 – Performance Output Goals

• Implement the 2nd phase of the Space and Infrastructure Master Plan that reconfigures the labs and consolidates 

and segregates the priority one systems. Implementation projects include Weather systems consolidation area 

phase 1 of 2, installation of Terminal Flight Data Manager (TFDM), and relocation of Automatic Dependent 

Surveillance Broadcast (ADS-B).

• Complete a performance assessment of the laboratory management support services including engineering, 

configuration management, system design and installation, data management, and technical support services for 

NAS and NextGen programs.

• Complete 80% of the Quality Goals as part of the WJHTC Laboratory’s ISO 9001:2008 quality management 

system. Validate by passing an independent audit.

• Achieve a Quality Management Customer Feedback response rating of 3.5 or higher (meets or exceeds 

customer requirements).

• Complete installation of Traffic Flow Production Control Emergency Power-Off & Fire Suppression system.

• Complete 70% of the NAS Modernization projects scheduled for completion in FY 2017.

Program Plans FY 2018 – Performance Output Goals

• Implement the 3rd phase of the Space and Infrastructure Master Plan that reconfigures the labs and consolidates 

and segregates the priority one systems. Implementation projects include Weather systems consolidation area 

phase 2 of 2, reconfiguration lab system manager areas, finalization of the Priority One Rack Room design, and 

installation of Common Support Services-Weather (CSS-WX).

• Complete a performance assessment of the laboratory management support services including engineering, 

configuration management, system design and installation, data management, and technical support services for 

NAS and NextGen programs.

• Complete 80% of the Quality Goals as part of the WJHTC Laboratory’s ISO 9001:2008 quality management 

system. Validate by passing an independent audit.

• Achieve a Quality Management Customer Feedback response rating of 3.5 or higher (meets or exceeds 

customer requirements).

• Complete 70% of the NAS Modernization projects scheduled for completion in FY 2018.

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

Program Plans FY 2019 – Performance Output Goals

• Implement the 4th phase of the Space and Infrastructure Master Plan that reconfigures the labs and consolidates 

and segregates the priority one systems. The projects include the relocation of the NextGen Integration & 

Evaluation Capability (NIEC), expansion of the Unmanned Aircraft Systems (UAS) lab, and relocation of the 

Target Generation Facility.

• Complete a performance assessment of the laboratory management support services including engineering, 

configuration management, system design and installation, data management, and technical support services for 

NAS and NextGen programs.

• Complete 80% of the Quality Goals as part of the WJHTC Laboratory’s ISO 9001:2008 quality management 

system. Validate by passing an independent audit.

• Achieve a Quality Management Customer Feedback response rating of 3.5 or higher (meets or exceeds 

customer requirements).

• Complete 70% of the NAS Modernization projects scheduled for completion in FY 2019.

Program Plans FY 2020 – Performance Output Goals

• Implement the 5th phase of the Space and Infrastructure Master Plan that reconfigures the labs and consolidates 

and segregates the priority one systems. The projects include completing the construction of the Priority One 

Rack Room and the relocation of the priority one equipment into the room.

• Complete a performance assessment of the laboratory management support services including engineering, 

configuration management, system design and installation, data management, and technical support services for 

NAS and NextGen programs.

• Complete 80% of the Quality Goals as part of the WJHTC Laboratory’s ISO 9001:2008 quality management 

system. Validate by passing an independent audit.

• Achieve a Quality Management Customer Feedback response rating of 3.5 or higher (meets or exceeds 

customer requirements).

• Complete 70% of the NAS Modernization projects scheduled for completion in FY 2020.

Program Plans FY 2021 – Performance Output Goals

• Complete a performance assessment of the laboratory management support services including engineering, 

configuration management, system design and installation, data management, and technical support services for 

NAS and NextGen programs.

• Complete 80% of the Quality Goals as part of the WJHTC Laboratory’s ISO 9001:2008 quality management 

system. Validate by passing an independent audit.

• Achieve a Quality Management Customer Feedback response rating of 3.5 or higher (meets or exceeds 

customer requirements).

• Complete 70% of the NAS Modernization projects scheduled for completion in FY 2021.

 

1A04, WILLIAM J. HUGHES TECHNICAL CENTER INFRASTRUCTURE SUSTAINMENT

FY 2017 Request $12.2M

William J. Hughes Technical Center Building & Plant Support, F16.00-00

 

Program Description

The FAA William J. Hughes Technical Center (WJHTC) owns and operates approximately 1.6 million square feet 

of test and evaluation, research and development, and administrative facilities, plus numerous project test sites. The 

current value of the buildings and infrastructure is in excess of $400 million. These facilities require an annual 

program of capital improvements and modernization. Example projects include: (1) replacing old heating, 

ventilation, and air-conditioning systems; (2) upgrading the electrical distribution systems; and (3) upgrading firesuppression systems to current fire safety codes. 

An infrastructure providing and sustaining a suitable, reliable environment (i.e. power, cooling, etc.) for the

Technical Center’s 24x7x365 operations supports mission crucial systems hosted at the Technical Center such as 

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Fiscal Years 2017-2021 Activity 1

Traffic Flow Management Production Center (TPC), FAA Telecommunications Infrastructure (FTI), and the 

Enterprise Data Centers that support FAA Information Technology (IT) operations. In addition to these operational 

systems at WJHTC, the Technical Center must provide 24x7 support to monitoring of systems and functions such as 

Reduced Vertical Separation Minimum (RVSM), Wide Area Augmentation System (WAAS), Automatic Dependent 

Surveillance Broadcast (ADS-B) and System Wide Information Management (SWIM). The infrastructure also 

supports second level engineering support to resolve critical issues for operational NAS systems (e.g., En Route 

Automation Modernization (ERAM), Standard Terminal Automation Replacement System (STARS), and Advanced 

Technologies and Oceanic Procedures (ATOP)).

The WJHTC developed a 20 year facility master plan for building infrastructure sustainment, which was completed 

in July of 2008 and updated in September of 2014. The master plan was developed based upon consideration of life 

safety issues, code compliance issues, equipment age, life expectancy, replacement part availability, and general 

condition for each system. Replacement strategies and priorities were developed based upon Condition Codes and 

Importance Factors. The Condition Codes indicate the need for modernization or replacement. The Importance 

Factors address the importance of each building and project to WJHTC’s mission. Projects have been programmed 

to reflect consideration of their respective Condition Codes (i.e., need for update or replacement) and Importance 

Factors (relative mission impact if not updated or replaced).

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

Infrastructure Modernization at the WJHTC will control costs while delivering quality customer service by replacing 

aging facility systems /equipment before serious problems occur. It will also reduce energy consumption, and cost, 

on a per-square-foot basis. This line item will improve life cycle infrastructure planning as well as update facilities 

and facility support systems to ensure that the laboratories and associated buildings operate properly and can handle 

the utility loads of the systems being tested. As the WJHTC plays a key role in developing and testing new 

equipment that will be used in the NAS, it is critical that the facilities operate efficiently. WJHTC effectiveness in 

testing and approving equipment can result in earlier system deployment thereby reducing costs for system 

implementation. 

Program Plans FY 2017 – Performance Output Goals

Execute the following Center Facility System Improvements:

• Complete Building 316 Electrical Substation Replacements (2 Substations plus Switch House) (Phase 1 of 2).

• Complete Building 316 Chiller Replacements (2 Chillers).

• Complete Buildings 211 and 303 Roof Replacements.

• Complete Design for Building 300 Mechanical Equipment Replacements (Air Conditioning (AC) Units 6, 7 and 

8) (Phase 3 of 4).

• Complete Main Electrical Substation Upgrades (Switchgear Enclosure).

• Complete Design for Central Utilities Plant Chiller Replacements (Nos. 2 & 3).

• Complete Design for Central Utilities Plant Electrical Switchgear Replacement. 

• Complete Life Safety Improvements to Five Facilities (Buildings 27 and 28) (Phase 1 of 2).

Program Plans FY 2018 – Performance Output Goals

Execute the following Center Facility System Improvements:

• Complete Building 316 Electrical Substation Replacements (3 Substations) (Phase 2 of 2).

• Complete Central Utilities Plant Chiller (No. 2 of 3) Replacement.

• Complete Life Safety Improvements to Five Facilities (Buildings 33, 56 and 270) (Phase 2 of 2).

• Complete Refurbishment of Elevators in Five Buildings (Building 316) (Phase 2 of 3).

• Complete Building 300 Mechanical Equipment Replacements (AC Units 10 and 17) (Phase 2 of 4).

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

Program Plans FY 2019 – Performance Output Goals

Execute the following Center Facility System Improvements:

• Complete Central Utilities Plant Chiller (No. 3 of 3) Replacement.

• Complete Building 300 Mechanical Equipment Replacements (AC Units 6, 7 and 8) (Phase 3 of 4).

• Complete Central Utilities Plant Electrical Switchgear Replacement.

• Complete Refurbishment of Elevators in Five Buildings (Buildings 27, 287 and 301) (Phase 3 of 3).

• Complete Design for Architectural, Mechanical and Electrical Systems Improvements to Various Research and 

Development Buildings.

• Complete Design for Primary Electrical Feeder Replacement to Building 316.

• Complete Design for Building 316 Fire Detection/Annunciation System Upgrades.

• Complete Master Plan for Site Utilities and Infrastructure.

• Complete Technical Support Space Utilization Strategy.

Program Plans FY 2020 – Performance Output Goals

Execute the following Center Facility System Improvements:

• Complete Architectural, Mechanical and Electrical Systems Improvements to Various Research and 

Development Buildings.

• Complete Primary Electrical Feeder Replacement to Building 316.

• Complete Building 316 Fire Detection/Annunciation System Upgrades.

• Complete Design for Building 300 Mechanical Equipment Replacements (Remaining AC Units) (Phase 4 of 4).

• Complete Design for Buildings 275 and 305 Roof Replacements.

Program Plans FY 2021 – Performance Output Goals

Execute the following Center Facility System Improvements:

• Complete Center Wide Building Automation System Upgrade/Expansion.

• Complete Design for Overhead Electrical Distribution System Replacement.

• Complete Design for Sanitary Sewer System Improvements.

• Complete Repairs to Storm Water Distribution System.

 

1A05, NEXTGEN – SEPARATION MANAGEMENT PORTFOLIO

FY 2017 Request $25.8M

• A, Automatic Dependent Surveillance-Broadcast (ADS-B) In Applications – Flight Interval Management, 

G01S.02-01

• B, Modern Procedures, G01A.01-01

• C, Alternative Positioning Navigation and Timing (APNT), G06N.01-06

• D, Wake Turbulence Re-Categorization, G06M.02-02

• E, Oceanic Tactical Trajectory Management, G01A.02-02

• F, Unmanned Aircraft Systems (UAS) Concept Validation and Requirements Development, G01A.01-09

• G, Separation Management Concept & Analysis, G01M.02-04

• H, Reduced Oceanic Separation, G02S.04-01

• I, Separation Automation System Engineering, G01A.01-06

• X, NextGen Oceanic Capabilities, G01A.01-07

• X, Conflict Advisories, G01A.02-03

A, Automatic Dependent Surveillance-Broadcast (ADS-B) In Applications – Flight Interval 

Management, G01S.02-01

 

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

Program Description

ADS-B In Applications – Interval Management (IM) consists of a set of ground and flight-deck capabilities and 

procedures that are used in combination by air traffic controllers and flight crews to more efficiently and precisely 

manage inter-aircraft spacing (e.g., achieve a precise interval between aircraft in a stream of traffic). An air traffic 

controller can issue an IM clearance that allows flight crews to manage spacing through speed adjustments 

generated by onboard IM avionics until reaching a planned termination point. IM operations require new flight-deck 

functions implemented in Flight Interval Management avionics to provide speed guidance to a flight crew to achieve 

and maintain a relative spacing interval from another aircraft. Changes to ERAM, STARS, and TBFM automation 

systems will be needed to support the initiation and monitoring of IM operations. Interval Management-Spacing 

(IM-S) Arrivals, Approach, & Cruise (AA&C) supports IM operations for arrival and approach applications for 

independent runway operations and for cruise operations (i.e., spacing during en route metering and Miles-in-Trail 

operations). Advanced-IM (A-IM) will extend the capabilities developed as a part of IM-S AA&C to dependent 

runway and departure operations, Pairwise Trajectory Management (PTM) operations in oceanic airspace, and will 

support changes to the current separation standards to enable additional benefits.

The Surveillance and Broadcast Services Office is maturing the requirements definition of a suite of ADS-B In IM 

applications and will pursue a series of Final Investment Decisions (FID) as each application or set of applications 

are deemed suitably defined for implementation. Pre-implementation activities and AMS milestones through FID 

for ADS-B In IM Applications are funded under this program, G01S.02-01. FID for the first set of ADS-B In 

Applications, IM-S AA&C is planned in FY 2020.

Post FID implementation activities will be funded and executed under ADS-B NAS Wide Implementation - Future 

Segments, G02S.01-02.

IM-S AA&C is applicable to oceanic, en route, and terminal airspace and will require investments in both air traffic 

management and decision support automation systems, as well as flight deck avionics. Additional preimplementation activities under this program include:

• Developing prototype ground-based automation software for ERAM, STARS, and TBFM and completing 

prototype avionics enhancements;

• Completing integrated air-ground Human-in-the-Loop (HITL) simulation and IM Flight Test; 

o The IM Flight Test is intended to validate Flight-deck based Interval Management (FIM) Minimum 

Operational Performance Standards (MOPS) v1 avionics functionality; prototype automation 

functionality; and IM-S AA&C procedures; and

• Working with RTCA to update the Safety Performance Requirements Document and develop FIM A-IM 

avionics standards.

A-IM dependent runway, departure and oceanic operations, and other future concepts along with the associated 

avionics standards will be developed with RTCA and the user community. SBS plans to complete investment 

activities both Initial Investment Decision (IID) and FID for A-IM after the completion of IM-S AA&C FID.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric

Interval management will optimize spacing resulting in maximizing the number of aircraft arriving in the proper 

sequence for landing. Reducing the variance in inter-aircraft spacing will result in more efficient use of runway 

capacity. The full benefits case is part of the analysis to be completed for the FID.

Program Plans FY 2017 – Performance Output Goals

• Complete revised draft of the RTCA SC-186 navigation and communication integration requirements for FIM 

MOPS v2 for A-IM.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2018 – Performance Output Goals

• Develop the Implementation Strategy and Planning Document in support of IM-S AA&C FID.

• Complete the draft RTCA SC-186 Integrated Test Procedures for FIM MOPS v2 for A-IM.

Program Plans FY 2019 – Performance Output Goals

• Develop the following products in support of IM-S AA&C FID: 

o Business Case documentation; and

o Acquisition Program Baseline.

• Complete RTCA SC-186 Integrated Test Procedures for FIM MOPS v2 for A-IM.

Program Plans FY 2020 – Performance Output Goals

• Achieve FID for IM-S AA&C.

• Complete Final Review and Comment and Program Management Committee approval for RTCA SC-186 SPR 

and FIM MOPS v2 for A-IM.

Program Plans FY 2021 – Performance Output Goals

• None.

 

B, Modern Procedures, G01A.01-01

 

Program Description

Modern Procedures will develop en route automation enhancements to support planned NextGen operational 

improvements. Enhancements will be developed by evaluating operational needs, defining operational concepts, 

developing requirements documents, testing and prototyping of proposed enhancements and developing acquisition 

documents to support a decision for implementation.

The concepts and capabilities of NextGen require accurate aircraft trajectory modeling using advanced Kinetic 

Vertical Modeling (KVM) techniques involving aircraft characteristics, trajectory modeling when an aircraft turns, 

and trajectory modeling based on runway assignment.

To enhance automation separation management, controllers will be provided with decision support tools to more 

efficiently use available airspace and facilitate trajectory changes to avoid potential conflicts on an aircraft's planned 

flight path.

This program is currently planning activities in the following areas: 

• ERAM KVM Phase 2 – which is intended to improve the ERAM Trajectory Model:

o Base of Aircraft Data KVM in Aircraft Trajectory Modeling

 “Hybrid (Kinetic and Parametric) Model” prototyping

 Complex Turn Modeling (Study)

 Runway assignment data and availability into ERAM (Study)

o ERAM and TBFM Harmonization

o Kinetic Aircraft Performance Model Parameter Accuracy

o Modern Procedures Support for Optimized Profile Descent Standard Terminal Arrival Route 

Execution

• KVM Enhancements – Operational Evaluation

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Fiscal Years 2017-2021 Activity 1

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric

Enhancements to Air Traffic Control automation will allow controllers to more efficiently use available airspace by 

identifying potential conflicts or other complications on an aircraft’s planned flight path and facilitate trajectory 

changes if advised. Trajectory Based Operations requires this capability to increase airspace capacity and provide 

more efficient routes and altitudes to accommodate demand.

Program Plans FY 2017 – Performance Output Goals

• Complete complex turns prototype.

• Complete analysis of potential ERAM vertical modeling changes based on runway information being available.

• Complete Automation-Assisted Controller-to-Controller Coordination prototype.

• Conduct an initial operational evaluation for Probe Menu and Trial Planning extensions to En Route Radar 

Controller Conflict Detection.

• Develop detailed KVM concepts and requirements documents.

Program Plans FY 2018 – Performance Output Goals

• Develop Probe Menus and Trail Planning concepts and requirements documents.

• Develop Multi-step Probe menus scenarios for Human-in-the-Loop (HITL) evaluations.

• Develop resolutions for Reduced Controller Coordination scenarios for HITL evaluations.

Program Plans FY 2019-2021 – Performance Output Goals

• None.

 

C, Alternative Positioning Navigation and Timing (APNT), G06N.01-06

 

Program Description

Presidential Policy Directive 21 (PPD-21) and National Security Presidential Directive 39 (NSPD-39) were directed 

towards Department of Homeland Security, Department of Defense, and Department of Transportation (DOT) to 

implement a national Position, Navigation, and Timing (PNT) to mitigate the possibility of a Global Positioning 

System (GPS) outage. The FAA under DOT is tasked to establish a resilient backup for aviation services in the 

event of a GPS outage or interference event to maintain safety and security; maintain a reasonable level of capacity 

and efficiency; and minimize economic impact. The FAA during analysis of their operational Alternative 

Positioning, Navigation and Timing (APNT) solution for aviation will ensure that it fits into the framework of the 

national strategy solutions and is harmonized with the international community.

The APNT program is investigating alternatives for providing a backup for GPS based PNT services. GPS PNT 

services enable Performance Based Navigation (PBN) and Automatic Dependent Surveillance – Broadcast (ADS-B) 

services, which are necessary for Trajectory Based Operations (TBO), Area Navigation (RNAV), Required 

Navigation Performance (RNP), and other NextGen advanced implementations. The objective of the NextGen 

APNT program is to provide critical Air Traffic Management (ATM) services if GPS services become temporarily 

unavailable so that users can seamlessly continue RNAV operations to a safe landing.

The FAA currently relies on existing legacy systems including Very High Frequency Omnidirectional Range 

(VOR), Distance Measuring Equipment (DME) and Tactical Air Navigation (TACAN) as a backup to GPS 

navigation, but these systems do not fully support RNAV, RNP or TBO. The NextGen APNT program is exploring 

a full range of alternatives to provide the NAS with a GPS independent backup solution to support PBN. Services 

provided by APNT must be near equivalent to those provided by GPS. The program will identify and evaluate new 

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Fiscal Years 2017-2021 Activity 1

technical concepts and operational alternatives for GPS back-up and select the best alternative to recommend for 

development based on cost and performance.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

This program supports sustainment of NAS operational availability by ensuring PNT services remain available 

during periods of GPS outage. The APNT strategy is consistent with the NextGen Implementation Plan and FAA 

Strategic Priorities 1 and 2 for increased safety and delivering benefits, respectively. Pilots, dispatchers, and air 

traffic controllers will all benefit from the availability of APNT services. Pilots will have access to an accurate and 

reliable source for aircraft position, navigation and timing services during a GPS outage. Airline dispatchers will 

retain the ability to schedule operations and choose preferred trajectories during a GPS outage. Controllers, in 

conjunction with automation improvements, can continue to manage separation using performance based operations 

during a loss of GPS.

Program Plans FY 2017 – Performance Output Goals

• Complete Refinement of Operational Requirements.

• Complete Refinement of Concept of Operations.

• Analyze the Current and Future Concepts Based on Needs, Requirements, and Concept of Operations.

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

D, Wake Turbulence Re-Categorization, G06M.02-02

 

Program Description

Since the last full review of wake separation standards used by air traffic control (ATC), fleet mixes have changed 

dramatically. Airport runway complexes have also changed, and new aircraft designs such as the A380, B787, 

B747-8, A-350, very light jets, and unmanned aircraft systems have been introduced into the NAS. The 

approximately 25 year old wake separation standards provided safe separation of aircraft from each other's wake 

vortices, but no longer provided the most capacity efficient spacing and sequencing of aircraft in terminal and enroute operations. This loss of efficient spacing has contributed to the gap between current demand and NAS 

capacity.

The Wake Turbulence Re-Categorization project, begun in collaboration with EUROCONTROL, has developed and 

implemented new airport runway ATC wake mitigation separation standards (RECAT Phase I); and, based on that 

work, has developed tailored leader and follower aircraft static pair-wise wake mitigation separation standards 

(RECAT Phase II) for 99% of all aircraft types operating in the United States. Use of the RECAT Phase II 

standards will result in increased airport runway arrival and departure capacity above what can be achieved with the 

RECAT Phase I standards, especially when the airport is experiencing weather or other conditions requiring it to 

operate with instrument landing procedures. The final phase of the project (RECAT Phase III) will develop the 

ATC based capabilities required to achieve the NextGen goal of safe, most capacity efficient, pair-wise dynamic 

wake mitigation separations of aircraft. 

This project originated as part of a joint EUROCONTROL and FAA program that reviewed the then current 

required wake mitigation aircraft separations used in both the USA’s and Europe’s air traffic control processes and 

determined the then current standards could be safely modified to increase the operational capacity of airports and 

their surrounding airspace. Work to address the introduction of large aircraft into the NAS has occurred over the 

last several years to accommodate the A380, B747-8 and B787 aircraft and work will continue to address the 

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Fiscal Years 2017-2021 Activity 1

introduction of other aircraft types into the NAS. This program builds on that joint work and is accomplishing a 

more general review to include regional jets, and is working towards potential procedural mitigations for Unmanned 

Aircraft Systems (UASs), micro-jets, etc. The work is phased, and started with optimizing the then current 

standards to reflect the change in fleet mix that occurred during the last 25 years. In 2010, this project provided a set 

of recommendations (RECAT Phase I) for international review that focused on changes to the then current static 

standards. To accomplish this, the project used a data driven, relative risk safety analysis approach. That approach 

was complimented with enhanced analysis tools to link observed wake behavior to standards and provide additional 

confidence in the determined safety risk associated with potential new standards relative to existing standards. Use 

of the RECAT Phase I standards in the United States began at the Memphis International Airport in November 2012 

and since have been implemented at the Louisville International Airport in FY 2013, Cincinnati/Northern Kentucky 

(CVG) International Airport and Atlanta area airports in FY 2014, and Houston, Charlotte, New York and Chicago 

area airports in FY 2015. In FY 2015, the RECAT Phase II portion of this program developed a wake separation 

minimum matrix of approximately 100 aircraft type pairs for use by controllers and associated decision support tools 

to provide more capacity efficient static wake separations of aircraft flying into and out of U.S. airports. The 

RECAT Phase II standards and supporting benefit and safety cases have been provided to ICAO for their review. It 

is projected that the RECAT Phase II wake separation standards will begin initial implementation for evaluation in 

FY 2017.

The final phase of this project, developing RECAT Phase III dynamic wake separation standards and processes for 

application, will encompass extensive analyses, modeling, and data collection to further define and validate potential 

improved wake mitigation processes and standards developed by the FAA NextGen – Wake Turbulence research 

project. Unlike the static separations, which are constant at all times, the ATC dynamic pair-wise wake separation 

standards will adjust the required minimum aircraft wake mitigation separations based on the aircraft types in the 

pairing as well as likely parameters such as winds and turbulence being experienced by the aircraft being separated. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The Wake Turbulence Re-Categorization project is addressing one of the major constraints in implementing 

processes and procedures that will allow more aircraft flights into and out of airports and through congested air 

corridors. In the near term, RECAT Phase I has rebalanced the wake turbulence separation standards to address 

today’s mix of aircraft utilizing the nation’s core airports. RECAT Phase I has yielded significant additional arrival 

and departure runway throughput for those airports whose fleet mix closely matches the design of the RECAT Phase 

I standards. The first operational use of the RECAT Phase I standards occurred in November 2012 at the Memphis 

International Airport (MEM), and since been implemented at ATC facilities serving six additional metropolitan area 

(Louisville/Cincinnati, Atlanta, Houston, Charlotte, New York City/Newark, and Chicago) airports. FedEx, the 

major air carrier at MEM, has received a double digit MEM departure runway throughput capacity increase since the 

introduction of the RECAT Phase I standards as well as significant fuel savings in their MEM arrival operations. 

United Parcel Service is seeing similar benefits at its major hub airport Louisville International Airports. Delta Air 

Lines, the major air carrier at Hartsfield-Jackson Atlanta International Airport (ATL), is reporting significant 

decrease in operating cost at ATL. The increased runway throughput capacity is achieved by reduction in many of 

the previously required wake mitigation in-trail separation distances of aircraft. Implementation of the RECAT 

Phase II wake separation standards is projected to provide an additional 4-7% increase in a Core airport’s runway 

throughput capacity.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

• Complete initial deployment of the RECAT Phase II wake separation standards to three metropolitan area 

airports – for evaluation of the standards use and modification (if required) for ease of application by 

controllers.

• Develop detail descriptions of ATC dynamic wake separation standards alternatives and how they would be 

applied in the NAS.

• Deliver briefings to and conduct data gathering with the aviation community concerning alternative ATC 

dynamic wake separation processes and procedures.

Program Plans FY 2018 – Performance Output Goals

• Complete high level analyses supporting the development of ATC dynamic wake separation standards.

Program Plans FY 2019 – Performance Output Goals

• Complete design of ATC dynamic wake separation standards.

• Develop process and procedures for the ATC dynamic wake separation standards.

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

E, Oceanic Tactical Trajectory Management, G01A.02-02

 

Program Description 

The Oceanic Tactical Trajectory Management (OTTM) program addresses Oceanic Trajectory Management in Four 

Dimensions (OTM-4D). The key objective of this concept is to use trajectory-based operations to improve fuel 

efficiency, system predictability, and performance by enabling airlines and other operators to flight plan and fly 

closer to their optimal, or preferred 4D trajectories while in oceanic airspace. This requires new decision support 

capabilities and integration with traffic flow management. OTTM has adopted specific initiatives that address both 

the pre-departure and in-flight phases of the oceanic flight, as well as improvements that allow sharing additional 

information between the FAA and airspace users in a collaborative arrangement. 

OTTM takes advantage of Airline Operations Center and Air Navigation Service Provider oceanic capabilities, as 

well as evolving technologies such as System-Wide Information Management to develop these potential concepts. 

These oceanic capabilities involve both procedural and automation changes. The implementation of these 

capabilities will occur incrementally and will eventually affect all domains and phases of flights to improve airspace 

capacity and allow more airspace users to optimize their flight trajectories through collaborative efforts with air 

traffic management resulting in savings of time, fuel, and emissions. 

This program provides the following operational improvements:

• Interactive Planning Using 4D Trajectory Information in the Oceanic Environment (OI:104102)

This program will develop the following capabilities: Traffic Congestion Depiction and Flight Specific Likelihood 

Feedback, Re-Profile Alert and Pre-Oceanic Planner. These capabilities are all dependent on the 4-D Stochastic 

Trajectory Model which provides a three-dimensional (longitude, latitude, altitude) density function of a flight 

position with respect to its planned flight time:

• User Trajectory Planning in Pre-Oceanic Phase Capability (OI:104102-23):

o Traffic Congestion Depiction and Flight Specific Likelihood Feedback – Will enable interactive flight 

plan collaboration between airspace users and the FAA in which the airspace user informs the FAA of 

their intended 4D oceanic trajectory and receives feedback on the trajectory considering the constraints 

of traffic, weather, and special activity airspace prior to the flight’s entry into oceanic airspace.

o Re-Profile Alert – Will notify airlines of the changes in the flight likelihood or congestion based on the 

parameters determined by the airline. The airline can then choose how to best respond to the changes.

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Fiscal Years 2017-2021 Activity 1

o Pre-Oceanic Planner – A system designed for more congested airspace where flight specific likelihood 

does not give enough predictability to the flight operators. Considering the ordered preferences of the 

participants and acceptable variances, the planner provides a schedule that considers the full oceanic 

trajectory for de-conflicting rather than just the oceanic entry point.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

With increased system precision and enhanced automation, aircraft can more closely fly routes to realize the 

airlines’ goals for fuel efficiency and schedule reliability. Reduced separation standards for aircraft that rely on 

shared state and intent data will lead to fewer predicted conflicts, and as a result, fewer diversions from the preferred 

routing. Reduced separation standards will also result in more efficient use of capacity within flow-constrained 

airspace, allowing more aircraft to fly through those areas, rather than being re-routed or delayed to avoid them. 

Program Plans FY 2017 – Performance Output Goals

• Complete Benefits Analysis and Validation and report results.

• Complete tech transfer and associated documentation.

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

F, Unmanned Aircraft Systems (UAS) Concept Validation and Requirements Development, 

G01A.01-09

 

Program Description

The UAS Concept Validation and Requirements Development program conducts the overall analysis and planning 

for the development, integration, and subsequent implementation of emerging UAS enabling technologies within the 

NAS infrastructure. This program executes concept development, engineering analysis, and evaluation in support of 

mission and investment analysis activities; conducts shortfall analyses as part of service analysis; and ensures the 

linkage of proposed solutions back to validated operational needs to support budget planning and investment 

decisions.

UAS operations have increased dramatically in both the public and private sectors. Air Traffic products, policies, 

and procedures must be reviewed and refined, or developed through supporting research, to permit UAS operations 

in the NAS. These UAS operations can be grouped into five categories:

• Public UAS operations (all sizes and airspace): Accommodated through Certificates of Authorizations 

(COAs), with risk controls tailored to the operation.

• Integrated UAS operations: UAS operating in airspace widely used by manned aircraft.

• Low altitude, beyond visual-line-of sight commercial small UAS (sUAS) operations: sUAS that are 

operated at low altitudes or remote areas, outside areas typically used for manned aircraft.

• Low altitude, visual line-of-sight sUAS operations: sUAS operated for other than hobby or recreation 

purposes, including private and commercial purposes, within visual line-of-sight (Part 107 operations).

• Model aircraft operations: UAS flown for hobby or recreation within visual line-of-sight.

The program will identify and mature UAS enabling technologies within the NAS infrastructure to support these 

categories of operations. The need for new capabilities, mitigations, and verification and validation methods to 

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Fiscal Years 2017-2021 Activity 1

enable safe UAS operations will require the development, integration, and implementation of emerging 

technologies. These new technologies may include communications, surveillance, and automation changes to 

support continued evolution of UAS in the NAS. Issues involved with UAS integration include the inability to 

comply with traditional see and avoid requirements, unique communications needs, lost link procedures, and other 

challenges which dictate that concept engineering activities address all aspects of how UAS operations fit with other 

NAS operations. Work to address existing UAS shortfalls must be completed to inform Acquisition Management 

System decision points for changes to FAA systems required to support UAS operations. If the concept 

development, maturation, and validation activities are not performed in a timely manner, all subsequent activities 

will be delayed, such as necessary ATM automation enhancements, significantly prolonging the timeline for 

achieving UAS integration. UAS Command and Control (C2) capability requirements and solution sets will be 

identified for each category of UAS operations as needed. In order to ensure effective coordination of the tightlycoupled activities necessary to address and resolve these issues, a centralized ATO program management function 

will be utilized.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 9 – Safely and efficiently integrate new types of operations, such as commercial 

space and unmanned aircraft, into the NAS and enable the benefits these operations will provide. (FAA 

Business Planning Metric)

Relationship to Performance Target

Successful integration of UAS into the NAS provides benefits to both public and civil users. Studies indicate 

benefits when UAS are used in missions related to agriculture, search and rescue, border protection and pipeline 

monitoring among other applications. These public and civil users, as well as the general public and Commercial 

and General Aviation, benefit from the work being conducted under this activity which will lead to the safe 

integration of UAS in the NAS.

Program Plans FY 2017 – Performance Output Goals

• Develop, review and approve additional operational scenarios for integrated UAS operations. 

• Complete update of existing UAS concept maturation products (e.g., mid-term and mature state scenarios, 

allocation tables).

• Complete annual update of UAS shortfalls and operational requirements database (identify new/updated 

requirements).

• Complete annual update of UAS Concept Maturation Plan based on findings from FY 2017 work (identify new 

concept maturation areas).

• Finalize initial C2 operational requirements for each category.

Program Plans FY 2018 – Performance Output Goals

• Complete annual update of existing UAS concept maturation products (e.g., mid-term and mature state 

scenarios, allocation tables).

• Complete annual update of UAS shortfalls and operational requirements database (identify new/updated 

requirements).

• Complete annual update of UAS Concept Maturation Plan based on findings from FY 2018 work. 

• Complete Spectrum Management Alternative Analysis and identify initial spectrum required, by UAS usage 

category.

• Complete conversion of C2 ground Infrastructure Alternative Analysis into a Concept of Operations.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2019 – Performance Output Goals

• Complete annual update of existing UAS concept maturation products (e.g., mid-term and mature state 

scenarios, allocation tables).

• Complete annual update of UAS Concept Maturation Plan based on findings from FY 2019 work.

• Finalize UAS shortfalls and operational requirements database.

• Complete development of draft AMS artifacts to support Concept and Requirements Definition Readiness 

Decision (CRDRD):

o Concept and Requirements Definition (CRD) Plan;

o Preliminary shortfall analysis report; and

o Enterprise Architecture (EA) change notices, products, and amendments.

• Complete documentation of Spectrum Allocation and Management Approach, by UAS usage category.

• Complete analysis of the UAS C2 solutions; identify C2 infrastructure solution(s), by UAS usage category.

Program Plans FY 2020 – Performance Output Goals

• Complete AMS artifacts to support CRDRD:

o Preliminary shortfall analysis report;

o CRD Plan; and

o EA change notices, products, and amendments.

• Achieve CRDRD.

• Complete development of draft AMS artifacts to support Investment Analysis Readiness Decision (IARD):

o Solution Concept of Operations;

o Preliminary program requirements;

o Technical alternatives and associated cost estimates;

o Final shortfall analysis report; and

o Investment analysis plan.

Program Plans FY 2021 – Performance Output Goals

• Complete AMS artifacts to support IARD:

o Solution Concept of Operations;

o Preliminary program requirements;

o Technical alternatives and associated cost estimates;

o Final shortfall analysis report; and

o Investment analysis plan.

 

G, Separation Management Concept & Analysis, G01M.02-04

 

Program Description 

As NextGen evolves, precise flight trajectories will require accurate monitoring capability to maintain consistent or 

increasing levels of airspace capacity and efficiency while maintaining safety. This program provides Operational 

Concepts and sets of scenarios that describe operational changes which provide controllers with decision support 

tools and enhanced procedures to manage aircraft in a mixed environment of varying navigation equipment and 

wake performance capabilities. The program will evaluate the applicability and feasibility of using such criteria, 

recommendations, standards and practices to inform and positively impact the engineering, design, acquisition and 

selection of new tools and the implementation of necessary updates to the procedures to achieve the operational 

performance. Automation enhancements will not only alert controllers of pending conflicts but decision support 

tools (DSTs) will provide rank-ordered conflict resolution actions to controllers based on environmental factors such 

as efficiency, weather, risk that an action creates additional conflicts, and overall system resiliency in maintaining 

safe separation standard when using the added level of automation. Human performance issues for controllers will 

be considered to ensure safe operations at increased capacity levels and assess how operational changes will be 

supported by allocation of functions between humans and automation. 

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Fiscal Years 2017-2021 Activity 1

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric 

This program will develop concepts for improving the use of airport capacity; evaluate whether proposed benefits 

for new operational concepts can be achieved; and assess the implications on human factors of new and other related 

NextGen concepts and technologies. Incorporation of these concepts and products into NAS systems will result in 

improvements in air traffic controller efficiency to meet forecast demand and increase airport throughput while 

maintaining required safety.

Program Plans FY 2017 – Performance Output Goals

• Complete concept validation studies for end-to-end and lower level operational concepts for implementation in 

2023 and beyond.

• Develop operational requirements and other documents required for technical transfer of validated concepts for 

NAS implementation in 2020-2022 and beyond.

• Document and report findings to reduce risk/uncertainties of NextGen Mid Term Operational Concepts.

• Document procedures to decrease workload/increase reliance on automation for routine tasking, to increase 

efficiency of the NAS.

• Develop and document operational methods to address future growth in demand and reduce gate-to-gate transit 

time.

• Complete report documenting initial research on assessing human and system performance of reduced 

horizontal separation standards, 3 nautical miles (nm), in the en route environment. 

• Complete report documenting initial research for assessing “no closer than” spacing operations in the terminal 

area where Time Based Flow Management (TBFM) is not being used and describe interactions of the controller, 

ground automation, and required avionics on the flight deck for successful operations.

Program Plans FY 2018 – Performance Output Goals

• Complete concept validation studies for lower level operational concepts for implementation in 2022 and 

beyond and to reduce risk/uncertainties of NextGen Mid Term Operational. 

• Develop and document operational methods and procedures that will address future growth in demand; reduce 

gate-to-gate transit time; and increase efficiency through decreased controller workload through greater reliance 

on automation.

• Develop criteria for assessing human and system performance impacts from the use of 3-nm separation in the en 

route environment and address potential impact to wake mitigation procedures and separation standards for 

various aircraft classes en route. 

• Develop criteria to conduct and assess information and design requirements for performing relative spacing “no 

closer than” in the terminal environment for the air traffic controller and associated automation systems. 

• Document findings from concept validation studies for assessing enhancements of conflict resolution 

automation and advisories. 

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2019 – Performance Output Goals

• Document findings from concept validation studies for lower level operational concepts for implementation in 

2022 and beyond and to reduce risk/uncertainties of NextGen Mid Term Operational Improvements. 

• Develop and document operational methods and procedures that will address future growth in demand; reduce

gate-to-gate transit time; and increase efficiency through decreased controller workload through greater reliance 

on automation.

• Validate the information and design requirements evaluation criteria to assess human performance impacts 

when implementing 3-nm separation operations en route.

• Conduct evaluation of human performance impacts for new en route separation standards. 

• Validate the information and design requirement evaluation criteria for “no closer than” spacing operations and 

start evaluation with a subset of relevant use cases. 

• Develop evaluation criteria to assess the rank-ordered conflict resolutions recommendations that the DST 

provide and analyze the impact on the human performance, in the context of nominal and off-nominal 

operations adding stress on the overall system.

Program Plans FY 2020 – Performance Output Goals

• Document findings from concept validation studies for lower level operational concepts for implementation in 

2022 and beyond and to reduce risk/uncertainties of NextGen Mid Term Operational Improvements. 

• Develop and document operational methods and procedures that will address future growth in demand; reduce 

gate-to-gate transit time; and increase efficiency through decreased controller workload through greater reliance 

on automation.

• Consolidate identified impacts and issues from assessment on 3-nm separation operations en route and deliver a 

report that provides guidance for enhancing human and system performance to accommodate and comply with 

3-nm separation in en route airspace. 

• Consolidate data gathered from the evaluation exercises and provide guidance for the presentation of the 

information to the controller through the primary automation system display.

• Provide recommendation on updates to operational procedures through advisory circulars and/or updates to 

FAA Orders to support “no closer than” spacing.

• Validate and consolidate criteria used for evaluating human performance impacts related to using automated 

rank-ordered conflict resolutions from DST and provide additional recommendations to the design of these 

tools.

Program Plans FY 2021 – Performance Output Goals

• Develop ATC requirements for the display of separation management tools for UAS.

• Develop ATC requirements for display of separation management tools for Space Vehicle path of travel/debris 

through FAA controlled airspace.

 

H, Reduced Oceanic Separation, G02S.04-01

 

Program Description

The Reduced Oceanic Separation (ROS) program will increase the use of 30/30nm separation and potentially reduce 

separation to 15/15nm in Oceanic Flight Information Regions (FIRs). Oceanic and remote domestic airspace is 

different from the rest of the NAS due to current limitations in surveillance, navigation, and communication 

capabilities. Enhancing surveillance and communication capabilities can provide significant improvements to air 

navigation services by reducing separation minima for optimum routing or new air routes for increased airspace 

capacity. The performance of required communications, navigation, and surveillance equipment must be capable of

providing the overall accuracy necessary for reducing separation standards. The ROS program will reexamine 

current limitations to reducing oceanic separation standards. This will also benefit a number of planned NextGen 

Operational Improvements (OIs) including: OI 102108 – Oceanic In-Trail Climb and Descent and OI 104102 –

Flexible Entry Times for Oceanic Tracks.

Despite improved capability to control aircraft in oceanic sectors there are still limitations associated with oceanic 

airspace. These limitations include insufficient radar coverage due to vast areas of airspace over the ocean and 

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Fiscal Years 2017-2021 Activity 1

inherent inefficiencies associated with data link and high frequency communications; this requires more separation

between aircraft to ensure safe operations. Required oceanic separation is also dependent upon aircraft equipage. 

Inadequate equipage for aircraft flying oceanic routes requires greater separation than for well-equipped aircraft. 

To address limitations in the oceanic ATC system, FAA developed and implemented the Advanced Technologies 

and Oceanic Procedures (ATOP) program. ATOP provides controllers with automated aircraft track generation, 

conflict prediction and reporting, weather data processing, automation of airspace sectorization capabilities, 

recognition of separation minima based on aircraft equipage, and aircraft position data. This automated information

displayed on ATOP is generated by the Future Air Navigation System (FANS) onboard aircraft today; in the future 

this information could be generated and/or enhanced by one of the ROS alternatives. 

An Investment Analysis Readiness Decision was completed in January 2014 followed by a JRC Strategy Briefing in 

October of 2014. In the October 2014 strategy briefing, the program requested approval to continue maturing three 

alternatives to provide users with the service opportunity to best suits their business needs. The three alternatives 

presented included the use of: 1) FANS-1/A; 2) space-based surveillance using ADS-B; and 3) ADS-B In Pairwise 

Trajectory Management (PTM). At the recommendation of the ROS program manager, Alternative 3, ADS-B In 

PTM, ceased to be part of the Reduced Oceanic Separation program and was incorporated into the ADS-B NAS 

Wide Implementation – Future Segments (CIP G02S.01-02) program. The JRC approved the strategy as proposed.

For Alternatives 1 and 2, the following activities would be conducted:

• Collision Risks and Safety efforts with ICAO

• Separation assurance and safety assessments

• FAA Safety Management efforts for changes to the NAS

• Engage in testing

• Develop requirements

As an initial step towards an ROS investment, the FAA is pursuing the concept to Ingest and Process Space-Based 

ADS-B reports to update the ATOP flight profile and further strengthen 30/30nm Oceanic Separation. Another JRC 

Strategy Decision took place on July 15, 2015 to request approval to use FY 2016 CIP funding to begin software 

development of ATOP enhancements.

In addition the JRC approved the ROS program to seek an Initial Investment Decision in FY 2017 with a Final 

Investment Decision in FY 2018 for ROS alternatives 1 and 2.

• Evaluate Space-Based ADS-B for: 

o 30/30nm separation

o 15/15nm separation

• Evaluate Enhanced FANS 1/A for:

o Less-than 30/30nm separation (separation minima unknown)

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 5 – Reduce risks in flight by limiting the rate of the most serious losses of 

standard separation to 20 or fewer for every thousand (.02) losses of standard separation within the 

National Airspace System.

Relationship to Performance Target

This program supports the strategic priority of making aviation safer and smarter by improving air traffic services in 

US-controlled oceanic airspace as well as in remote NAS airspace. By increasing the use of 30/30nm separation and 

pursuing reductions to 15/15nm separation standards, this investment will increase the precision of information used 

for aircraft separation resulting in safer operations.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

• Complete development of ATOP upgrades to Ingest and Process Space-based ADS-B.

• Complete Target Level of Safety Analysis.

• Obtain Service Acceptance Test at the WJHTC for Oceanic service volumes.

• Conduct ICAO and FAA Safety Assessments – FANS-1/A and Space Based ADS-B.

• Develop the following draft products in support of the FID:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve IID for ROS.

Program Plans FY 2018 – Performance Output Goals

• Conduct ICAO & FAA safety assessments.

• Develop the following final products in support of the FID:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID for ROS.

Program Plans FY 2019-2021 – Performance Output Goals

• Milestones will be developed at FID.

 

I, Separation Automation System Engineering, G01A.01-06 

Program Description

Separation Automation System Engineering (SASE) is a pre-implementation program that matures emerging 

NextGen Separation Management automation capabilities and develops automation enhancements for En Route, 

Terminal, and Oceanic domains to support planned NextGen operational improvements. Separation Management 

automation is defined to include all Air Traffic Control (ATC) automation capabilities that assist controllers in 

maintaining safe aircraft separation while optimizing use of airspace system capacity.

SASE will reduce the risks inherent with introducing new technology and operational procedures using System 

Engineering analysis that examines the integrated use of proven techniques and equipment necessary to maintain 

safe separation. System engineering techniques such as analysis, simulation and modeling, and human-in-the-loop 

simulations will identify, assess, and validate the impact of new technology and operational procedures on the NAS 

infrastructure. Throughout the product development lifecycle for NextGen Separation Automation systems, any 

required changes will be determined and specific products created to support the investment decision process for 

implementation of these changes. This program is currently planning concept exploration and development 

activities in the following areas:

Controller’s Operational Decision Support Tools: 

Automation provides the controller with tools to manage aircraft separation in a mixed navigation and wake 

performance environment operating with different performance characteristics within the same volume of airspace. 

Controllers will use automation enhancements to provide situational awareness of aircraft with differing 

performance capabilities (e.g., equipped vs. non-equipped aircraft, Area Navigation (RNAV), Required Navigation 

Performance (RNP), and trajectory flight data management). These enhancements enable Air Navigation Service 

Providers (ANSP) to manage the anticipated increase in complexity and volume of air traffic. Categories of 

separation management automation enhancements to be addressed include:

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Fiscal Years 2017-2021 Activity 1

• Conflict prediction (tactical and strategic)

• Trial Planning (new on R-side)

• Flight data display and data entry capabilities 

• Conflict Resolution assistance (Provide controller multiple alternatives selection options in the trajectory 

and resolutions that promote improved operational decisions, reduced workload, and increased controller 

productivity)

• Automation-assisted controller to controller coordination (Reduce controller coordination for strategic 

resolution maneuver implementation)

These automation-based tools will enable controllers to proactively identify and resolve aircraft/airspace conflicts, a 

key enabler for advanced trajectory-based operations and the ability to handle expected growth in air traffic.

Trajectory Modeling:

Ground automation support for Trajectory Based Operation (TBO) and other future NextGen concepts demand a 

higher fidelity Four Dimensional Trajectory (4DT) in En Route climb, cruise, descent, and airport surface phases of 

flight to reduce the uncertainty of an aircraft's future flight path. Accuracy will be improved through better 

evaluation of constraints and the integration of separation assurance and traffic management constraints based on 

precise knowledge of aircraft arrival times at points along the flight plan leading to more optimal routes and altitude 

profiles. Categories of Separation Management automation enhancements to be addressed include:

• Improve Aircraft trajectory modeling accuracy: The evolution of En Route Automation Modernization 

(ERAM) to include a kinetic vertical modeling (KVM) capability would allow the ERAM trajectory 

modeler to exploit flight-specific intent information, when available, to improve trajectory accuracy and 

conflict probe efficacy.

• Improve Interoperability: It can be anticipated that there will be a need for data exchange or greater 

interplay between the ERAM and Time Based Flow Management (TBFM) decision support tools in 

support of the implementation of conflict-free scheduling solutions intended to increase the number of 

flights able to use Optimized Profile Descents (OPDs). This provides an additional motivation for 

examining trajectory prediction differences in the two systems, and to identify ways to make the two 

system’s trajectories more compatible. 

• Optimize use of aircraft Performance-Based Navigation (PBN) data: The current use of PBN 

procedures is limited across the NAS. Even with certain improvements (e.g., Terminal Sequencing and 

Spacing/TBFM) the extent of RNAV and RNP route usage will remain constrained by the lack of 

automation and information exchange. Without implementation of these capabilities, utilization of PBN in 

the TRACON will be reduced, resulting in a significant reduction of PBN benefits across the NAS. These 

capabilities provide the automation to support and maximize use of PBN in the TRACON, facilitating 

capture of full PBN benefits.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

This program will refine the definition of proposed concepts, such as trajectory-based operations, the exchange and 

use of 4D Trajectories and others, to validate them as both viable and necessary additions to the NAS. The 

continuous growth of aircraft movement both in the air and on the ground is projected to exceed the capacity of the 

current system, resulting in delays and gridlock. New ATC automation capabilities will assist controllers in 

maintaining safe aircraft separation while optimizing the use of available system capacity. The results from this 

program will promote the safe and efficient use of airspace and airports.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

• Enhance controller operational decision support tools with the following activities:

o Conduct concept engineering activities to identify shortfalls associated with terminal conflict alert (CA) 

and minimum safe altitude warning (MSAW) functions and potential enhancements to those functions.

• Enhance the trajectory modeling capabilities with the following activities:

o Conduct an operational assessment of extended en route trajectory prediction and automated conflict 

detection capabilities for all airspace domains; and

o Complete a gap analysis of ERAM’s ability to issue a 4D Trajectory for direct routes.

Program Plans FY 2018 – Performance Output Goals 

• Enhance controller operational decision support tools with the following activities:

o Conduct an operational integration analysis to identify potential separation management issues due to 

introduction of multiple changes to the primary separation management platforms;

o Develop an Operational Concept within the scope of an air-ground trajectory synchronization/negotiation;

o Conduct engineering analysis of operational needs, ops concept, and scenarios for improved approval of 

user requests, conditional handoffs, and pointouts;

o Develop an initial operational concept of rank-ordered conflict resolution based on efficiency of the 

maneuvers in the event of aircraft, airspace, or metering problem;

o Complete concepts and requirements for preferred routing in constrained oceanic airspace;

o Complete prototype and operational evaluation for approval of user requests in oceanic airspace;

o Complete concept engineering efforts to improve terminal CA and MSAW; and

o Conduct concept engineering evaluation for airspace configuration management capability in the Terminal 

domain.

• Enhance the trajectory modeling capabilities with the following activities:

o Update ERAM KVM prototype using Flight Management System (FMS) Extended Projected Profile data 

downlinked via Automatic Dependent Surveillance – Contract (ADS-C).

• Exploit and prototype Flight-specific Aircraft Intent, from trajectory exchanged between ANSP (including 

planned trajectory as proposed in Flight and Flow-Information for a Collaborative Environment, as well as 

Dynamic RNP, Flight Deck Interval Management-Spacing, and OPDs using Required Time of Arrival).

• Develop the following products in support of the Concept and Requirements Definition Readiness Decision 

(CRDRD) for a future ERAM Segment:

o Preliminary shortfall analysis;

o As-Is and To-Be functional analyses;

o Preliminary concept of operations document; and

o Concept and Requirements Definition plan.

• Develop the following for future Terminal enhancements:

o Develop preliminary shortfalls analysis

o Conduct preliminary functional analysis

o Perform initial algorithmic modeling and develop initial operational requirements

o Perform preliminary cost, risk and safety assessments

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2019 – Performance Output Goals 

• Enhance controller operational decision support tools with the following activities:

o Develop and operationally evaluate mitigations in response to the introduction of multiple capabilities that 

impact separation management platforms;

o Complete an operational concept of rank-ordered conflict resolution based on efficiency of the maneuvers; 

and

o Perform an initial feasibility study of user requests and resolving conflicts with multiple maneuvers in En 

Route airspace. 

• Enhance the trajectory modeling capabilities with the following activities:

o Complete an operational evaluation of 4DT options and complex clearance and maneuvers in En Route 

airspace;

o Develop and execute Human-in-the-Loop (HITL) simulation test plan to assess 4D trajectory operations; 

and

o Analyze HITL simulation test results and develop technical report on the impact of 4D trajectory modeling.

• Develop the following products in support of Investment Analysis Readiness Decision (IARD) for a future 

ERAM Segment:

o Shortfall Analysis/Quantification;

o Solution Concept of Operations; 

o Functional Analysis;

o Enterprise Architecture Products; and

o Preliminary Program Requirements. 

• Conduct engineering analysis to refine the operations, scenarios, and use cases for the following Terminal areas:

o Improved coordination and utilization of available PBN procedures/routes;

o Enhancements in the prediction, coordination, execution, and overall management of NAS assets;

o Enhancements in the accuracy, availability, and dissemination of runway assignment data; and

o Improved Terminal airspace/route demand and capacity modeling.

Program Plans FY 2020 – Performance Output Goals 

• Enhance controller operational decision support tools with the following activities:

o Develop an initial operational concept to increase capacity and efficiency using Flight Management 

Computer (FMC) route offset in En Route airspace.

• Enhance the trajectory modeling capabilities with the following activities:

o Complete enhancements capabilities of High Fidelity Trajectory Modeling.

• Develop the following products in support of Initial Investment Decision (IID) for a future ERAM Segment:

o Initial Program Requirements;

o Business Case Analysis Report (BCAR);

o Enterprise Architecture Products;

o Initial ISPD; and

o Final Investment Analysis Plan (IAP).

• Conduct Concept Engineering activities to mature and validate new concepts for subsequent investment 

decisions:

o Complete concepts and requirements for extended use of 3 nautical mile separation airspace;

o Conduct service analyses across the domains to identify remaining separation management gaps; and

o Based upon gaps, complete As Is and To Be functional analyses, and conduct concept validation activities 

to mature new enhancements.

• Develop the following IARD materials in support of Terminal Work Package 2:

o Down-select suitable capabilities from previous concept exploration activities;

o Develop Concepts of Operations document(s); and

o Perform functional analyses and initial program requirements development.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2021 – Performance Output Goals 

• Conduct Concept Engineering activities to mature and validate new concepts for subsequent investment 

decisions:

o Complete concepts and requirements for extended use of 3 nautical mile separation airspace;

o Conduct service analyses across the domains to identify remaining separation management gaps; and

o Based upon gaps, complete As Is and To Be functional analyses, and conduct concept validation activities 

to mature new enhancements.

• Complete an operational evaluation of resolving conflicts with multiple maneuvers including use of rankordered maneuvers and full data communication services in En Route airspace.

• Complete an operational concept to increase capacity and efficiency using Flight Management Computer 

(FMC) route offset in En Route airspace.

• Conduct an operational evaluation of expanded use of 3NM separation in broader En Route airspace.

• Perform a feasibility study of wake re-categorization with dynamic, pair-wise wake separation standards applied 

in En Route airspace.

• Develop an operational concept for Interval Management – Spacing during departure operations.

• Develop the following products in support of the Final Investment Decision (FID) for Sector Enhancements 2:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final ISPD; and

o Acquisition Program Baseline (Execution Plan).

• Develop the following products in support of the IARD for Terminal WP2:

o Shortfall Analysis/Quantification;

o Enterprise Architecture Products; and

o Preliminary Program Requirements.

• Develop the following products in support of the IID for Terminal WP2:

o Initial Program Requirements;

o Business Case Analysis Report (BCAR);

o Enterprise Architecture Products;

o Initial ISPD; and

o Final Investment Analysis Plan (IAP).

 

X, NextGen Oceanic Capabilities, G01A.01-07

 

Program Description 

The NextGen Oceanic Capabilities program is a critical NextGen capability that addresses current performance gaps 

in the areas of capacity, productivity, efficiency, safety, and environmental impacts in the oceanic environment. The 

key objective of this program is to use trajectory-based operations to improve fuel efficiency, system predictability, 

and performance by enabling airlines and other operators to fly oceanic routes more closely aligned with the 

optimal, or preferred, 4D trajectories.

NextGen Oceanic Capabilities will handle a wide-range of aircraft equipage, Airline Operations Center capabilities, 

and Air Navigation Service Provider capabilities, as well as using evolving technologies such as System-Wide 

Information Management (SWIM) to develop and deploy NextGen 4D trajectories capabilities in oceanic airspace. 

The implementation of these capabilities will involve procedural and automation changes and will occur 

incrementally. Trajectory-based operations will allow more airspace users to collaborate with air traffic 

management to obtain desired routes. Optimized flight trajectories will result in fuel and time savings and lower 

emissions. 

This program will provide the following operational improvements:

• Flexible entry time for oceanic tracks;

• Aircraft-specific traffic flow management capability with optimized flight trajectories;

• Improved management of traffic flow at merge points;

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Fiscal Years 2017-2021 Activity 1

• Improved Oceanic Air Traffic Management by integrating weather information into decision support tools; 

and

• Providing decision support tools for the controllers, resulting in improved efficiency and increased safety.

Planned capabilities include the following enhancements: 

• NextGen: Data Exchange via SWIM - new services;

• NextGen: Enhanced conflict probe for airspace controlled by advanced technologies and oceanic 

procedures automation;

• NextGen: Approval of user requests in oceanic airspace - auto re-probe; and

• NextGen: Approval of user requests in oceanic airspace - conflict resolution advisory.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

With increased system precision and enhanced automation, aircraft can be assigned to more closely spaced oceanic 

routes that meet airline goals for fuel efficiency and schedule reliability. By reducing lateral and longitudinal 

separation for aircraft that provide shared state and intent data, the NAS will increase opportunities for aircraft 

operators to fly preferred routing. Reduced separation standards will also result in increased capacity using optimal 

tracks allowing more aircraft to fly fuel and time efficient altitudes and paths. 

Program Plans FY 2017-2018 – Performance Output Goals

• None.

Program Plans FY 2019 – Performance Output Goals

• Begin development of the engineering requirements.

• Begin development of software design and development for candidate capabilities.

• Publish synchronized data using SWIM data exchange.

Program Plans FY 2020 – Performance Output Goals

• Complete development of the engineering requirements.

• Complete software design and development for candidate capabilities.

Program Plans FY 2021 – Performance Output Goals

• Publish system analysis recording via SWIM.

 

X, Conflict Advisories, G01A.02-03

 

Program Description

This program provides the analysis, development and pre-implementation activities required to reduce en route 

controller workload by assisting controllers in determining conflict resolutions. It produces computer generated 

conflict resolution advisories (CRA), which are initially transmitted to aircraft using both voice and data 

communications, and ultimately using only data communications when equipage permits. It investigates the impacts 

of various equipage levels on the benefits associated with this solution as well as on controller workload and task 

performance. High performance aircraft will connect via air-ground data communications that link directly to the 

flight management system, facilitating electronic data communications between the ATC automation and the flight 

deck automation.

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 1

In airspace with mixed equipage aircraft, the controller will still be responsible for aircraft separation by responding 

to problems predicted by the ATC automation. Instead of monitoring the sector airspace display to predict potential 

problems and mentally calculating problem resolutions, the automation will not only predict the problems but 

determine the best solution. The controller will have the option to transmit the solution via voice or data link for 

equipped aircraft. This level of automation support helps manage controller workload as a means of safely dealing 

with the predicted increases in traffic volume. This program will initially prototype relatively basic resolution 

capabilities, such as pre-probed altitude and speed amendments, that can be transferred either verbally by controllers 

or via data link. The program will also evaluate the impact these clearances have on the Computer-Human Interface 

design and system performance. As the research matures, more complex capabilities will be investigated for future 

implementation such as multiple horizontal segment maneuvers. The research will evaluate the role of the human 

versus automation in voice clearance, mixed voice and data communications environments, and eventually data 

communications only.

The program is defined in terms of incremental builds of deployable capabilities. Build 1 capability includes the 

most mature set of tools and menus that support basic two stage maneuvers and an initial ranked list of automation 

generated resolutions. Build 2 will add more complex multiple segment maneuvers and more constraints such as 

time based metering. Future builds may include more complex topics such as the airspace constraints caused by 

convective weather.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Automated problem prediction and resolution will allow the controller to handle more aircraft (i.e., demand) because 

predicted problems will be resolved strategically, reducing the number of situations that require multiple timecritical actions. 

Program Plans FY 2017-2019 – Performance Output Goals

• None.

Program Plans FY 2020 – Performance Output Goals

• Complete revision of trajectory based operations separation management CONOPS re-aligning to Data 

Communications and ERAM Sector Enhancements programs.

• Update impacted automation functional and nonfunctional requirements based on re-alignment.

• Validate requirements and update benefits case through engineering analysis, prototyping development, and 

simulation.

Program Plans FY 2021 – Performance Output Goals

• Update requirements document for CRA Build 1 automation capability based on re-alignment and 

corresponding validation exercises. 

• Perform tasks to support the benefits case for the CRA Build 1 JRC decision.

• Perform safety assessment to support the CRA Build 1 JRC decision.

• Develop operational concept for CRA Build 2 automation capability.

• Validate requirements and update benefits case to include CRA Build 2 automation capability through 

engineering analysis, prototyping development, and simulation.

 

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Fiscal Years 2017-2021 Activity 1

1A06, NEXTGEN – IMPROVED SURFACE PORTFOLIO

FY 2017 Request $2.0M

• Surface Tactical Flow, G02A.01-01

• X, Surface Conformance Monitoring, G02A.01-02

• X, Enhanced Service Small Communities (ESSC), G03M.04-02

Surface Tactical Flow, G02A.01-01

 

Program Description

The Surface Tactical Flow (STF) program is developing trajectory-based surface operations in support of NextGen. 

It leverages the development efforts of the NASA Surface Management System (SMS) and provides guidelines for 

the development of a collaborative Surface Traffic Management (STM) system. The STM system will provide the 

tools necessary to achieve a fully collaborative surface environment where the input of airlines, airports and air 

traffic controllers are all used to provide a shared surface situational awareness. Shared awareness is required to 

safely expand the use of airport capacity by coordinating surface and airborne trajectory based operations. The STF 

program will support the Surface Collaborative Decision Making (CDM) sub team of the CDM Stakeholder’s Group 

(CSG) to incorporate flight operator and airport authority stakeholder viewpoints for potential NAS-wide 

deployment of surface capabilities.

This program will demonstrate and document requirements for a series of new capabilities that build upon the 

NextGen vision for Surface Trajectory-Based Operations (STBO). Examples of capabilities include a local data 

exchange which leads to the sharing of flight readiness information enabling collaboration of pre-planned runway 

schedules integrated with airborne trajectory-based operations. Surface flow management will reduce operating 

time during surface operations saving fuel, reducing environmental impact and avoiding surface gridlock. 

The STF program will require changes to procedures in the flight operator and Tower environments. The program 

will follow incremental steps leading to the complete concept providing benefits at each step of the way while 

remaining aligned with the introduction of other NextGen technologies. 

The STF program will conduct research activities to develop and mature STBO capabilities to leverage and extend 

mid-term STBO capabilities of information sharing, planning and scheduling, and taxi route management to:

• Further increase the efficiency, throughput and predictability of airport surface operations;

• Reduce the environmental impact of surface operations;

• Enhance benefits of operational surface data exchange among stakeholders; 

• Meet time-based goals of NextGen surface operations; and

• Identify research issues and gaps to achieve STBO goals.

The STBO concept is expected to be implemented as a set of decision support tools.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric

The STF program will move Aircraft to and from the runway in a more efficient, predictable, and coordinated 

manner complying with Traffic Management Initiatives and supporting user preferences. This will increase 

efficiency and capacity while reducing controller workload through the automated assignment of runways, taxi 

routes, and departure queues.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

• Complete deployment of NASA Airspace Technology Demonstration -2 (ATD-2) Surface Subsystem to 

Charlotte Tower and Atlanta ARTCC.

• Conduct and deliver a limited field evaluation report of collaborative departure management (CDM) capability, 

to include surface CDM and collaboration with flight operators, airport operators, and ATC to support Terminal 

Flight Data Manager (TFDM) contractor technical design review.

Program Plans FY 2018 – Performance Output Goals

• Update the concept maturity assessment (based on NASA and FAA research) for collaborative departure 

metering capability to support the technology transfer package to the Program Management Office (PMO). 

• Deliver a FAA assessment of NASA’s ATD-2 collaborative departure metering capability including SurfaceCollaborative Decision Making and collaboration with flight operators, airport operators, and ATC.

• Complete technology transfer of lessons learned in departure metering for single airport with integrated 

scheduling in the NAS.

Program Plans FY 2019 – Performance Output Goals

• Conduct integrated departure scheduling cognitive walkthrough workshops based on operational scenarios 

including flight strip and airport surveillance events.

• Analyze and model integrated departure scheduling on a metroplex airport, focusing on characteristics of the 

combined airport environment.

• Complete and deliver a report on integrated scheduling in an operationally relevant environment.

Program Plans FY 2020 – Performance Output Goals

• Deliver a report summarizing NASA research efforts for NAS integrated scheduling, focusing on metroplex 

airports.

• Analyze quality of data for flow control for controllers to accept time-based flight controls, i.e. Conflict Probe.

• Complete and deliver a report on the analysis of NAS wide impacts of integrated departure scheduling.

• Conduct benefits analysis of integrated departure scheduling.

Program Plans FY 2021 – Performance Output Goals

• Deliver functional allocation of new integrated departure scheduling capabilities to 3T; Time Based Flow 

Management, Traffic Flow Management System, and Terminal Flight Data Manager.

• Deliver an operational integration assessment report of 3T capabilities.

• Deliver updated maturity assessment of integrated departure scheduling capabilities.

• Complete Technical Transfer of integrated departure scheduling capabilities in a metroplex to Program Offices.

 

X, Surface Conformance Monitoring, G02A.01-02

 

Program Description 

The Surface Conformance Monitoring (SCM) program will develop surface conformance monitoring concepts and 

will demonstrate and validate procedures and algorithms. Current runway incursion capabilities detect when an 

aircraft is about to enter a safety area such as the runway and is not capable of identifying a taxi deviation such as a 

missed hold short instruction. SCM will provide monitoring of an aircraft following an assigned taxi route. The air 

traffic controller transmits a precise, unambiguous taxi clearance to the aircraft via data link and conformance to the 

clearance would be monitored by automation in the tower. The SCM program will develop and demonstrate userfriendly, minimal-workload methods to help the controller specify the taxi route. Conformance monitoring can be 

limited to route adherence only, or both route and timing through the inclusion of timed check points in the taxi 

clearance. By using a proactive approach to separation on the airport surface, taxiing aircraft can be “de-conflicted” 

with other aircraft in the taxi, landing, and takeoff phases of flight, resulting in safer ground operations. 

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Fiscal Years 2017-2021 Activity 1

The program will:

• Demonstrate and validate procedures for Taxi Conformance Monitoring in a realistic ATCT environment;

• Evaluate performance of pre-established taxi routes vs. controller-generated taxi routes in a SCM 

environment;

• Evaluate performance of prototype surface conformance algorithms; 

• Demonstrate Trajectory Based Operations (TBO) concept feasibility on airport surface; and

• Transfer mature concepts and supporting documentation to the Terminal Flight Data Manager program for 

implementation.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

An automated means to monitor surface conformance and alert controllers to deviations from the expected taxi route 

will reduce controller workload and allow controllers to more efficiently manage aircraft on the surface environment 

resulting in reduced taxi times and fewer surface delays at congested airports. 

Program Plans FY 2017-2018 – Performance Output Goals

• None.

Program Plans FY 2019 – Performance Output Goals

• Complete assessment of state of the art technologies for Surface Conformance Monitoring.

• Complete update of Concept of Use document for Surface Conformance Monitoring to include flight deck and 

ground based conformance integration.

• Deliver report on shortfalls and potential benefits of surface conformance monitoring.

• Develop Human-in-the-Loop (HITL) evaluation plan for Time Based Surface Conformance Monitoring 

incorporating Departure-Taxi clearance delivery.

• Develop integrated research platform integrating Departure-Taxi Capability with Surface Management to 

support HITL's.

Program Plans FY 2020 – Performance Output Goals

• Conduct HITL simulations of Time-Based Surface Trajectory Based Operation Surface Conformance 

Monitoring evaluating the performance of Departure-Taxi clearance delivery.

• Complete HITL evaluation report for Time-Based Surface Trajectory Based Operation Surface Conformance 

Monitoring evaluating the performance of Departure-Taxi clearance delivery.

• Complete initial use case and operational procedures for Conformance Monitoring with integrated Flight Deck.

• Develop HITL evaluation plan for Time Based Surface Conformance Monitoring integrating NASA Integrated 

Surface Management with Flight Deck.

• Complete HITL evaluation of Time Based Surface Conformance Monitoring integrating NASA Integrated 

Surface Management with Flight Deck.

Program Plans FY 2021 – Performance Output Goals

• Complete HITL evaluation report for Time Based Surface Conformance Monitoring integrating NASA 

Integrated Surface Management with Flight Deck.

• Complete Technology transfer of SCM artifacts to PMO.

 

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Fiscal Years 2017-2021 Activity 1

X, Enhanced Service Small Communities (ESSC), G03M.04-02

 

Program Description 

Current Air Traffic Control (ATC) services at airports that support small communities are severely limited. The 

ESSC program will develop an approach to expanding low-cost service capability to small communities that are 

currently served by non-towered airports or airports with limited ATC services. ESSC will identify and group 

airports based on similar configurations. ESSC will evaluate a group of airports based on their required level of 

service and make recommendations based on the potential benefits that could be achieved. Improving ATC services 

at these locations will enable increased capacity, improved safety and incentivize communities served by these 

airports to increase aviation support. This program will evaluate procedures and technologies, and leverage 

NextGen surveillance, communications, data sharing, and new optical technologies to provide ATC tower-like 

services at airports that do not currently meet the criteria for an ATC Tower. The FAA will identify and develop 

recommended changes to controller equipment, standards, procedures and policies to provide required surveillance, 

communications, and other capabilities to support improved air traffic services and access to smaller airports. These 

services may be performed from a remote location. 

Additional access to small airports will also be achieved by utilizing en route and/or terminal surveillance capability 

down to, and including the surface movement area (runways and taxiways) for these small airports. This will reduce 

delays due to one-in and one-out operations at these airports, and strengthen economic opportunities for these 

communities. This effort expands on existing FAA activities which leverage improved surveillance using 

technologies such as multilateration, ADS-B and cameras to track aircraft down to and on the airport surface, and by 

adding capabilities to controller workstations at other locations to support these non-towered airports. 

The FAA will use its authority to enter into cost recovery mechanisms for enhanced service to small communities 

through state, municipal, or local airport funding of the infrastructure enhancements.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

ESSC will develop tailored solutions or options based on needed level of service and potential benefits to be 

achieved. Improving ATC services at these locations will allow for increased capacity and improved safety, and 

will provide incentives for increased aviation support for the communities served by these airports. This program 

will include future technologies, standards, procedures and policies to accommodate the need for improved airport 

services in these small communities. ESSC will improve access to non-towered airports and airports with limited 

ATC services reduce one-in and one-out delays, expand service to meet the demand for greater capacity and provide 

economic opportunities to these smaller communities in a cost effective manner. ESSC will leverage existing 

NextGen surveillance, communications, data sharing and new optical technologies to provide potential alternatives 

to the costly construction of new staffed ATC towers.

Program Plans FY 2017 – Performance Output Goals

• None.

Program Plans FY 2018 – Performance Output Goals

• Complete analysis of selected airport category for operational capabilities and configurations.

• Complete draft ESSC alternatives analysis document.

• Complete draft ESSC feasibility study document.

• Complete draft concept of operations (ConOps) document for ESSC.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2019 – Performance Output Goals

• Initiate simulation activity for ESSC.

• Complete initial safety case analysis.

• Develop draft operational procedures.

Program Plans FY 2020 – Performance Output Goals

• Update operational procedures.

• Complete simulation activity for ESSC.

• Update ConOps for ESSC.

• Prepare for field demonstration and evaluation at key site(s) for ESSC.

Program Plans FY 2021 – Performance Output Goals

• Conduct field demonstration and evaluation at key site(s) for ESSC.

• Complete benefits analysis for ESSC.

• Complete initial requirements document for ESSC.

• Update safety case analysis.

 

1A07, NEXTGEN – ON DEMAND NAS PORTFOLIO

FY 2017 Request $8.5M

• A, Flight Object, G05A.02-03

• B, Common Status & Structure Data, G05A.02-01

• C, Flight Object Exchange Services (FOXS), G05A.02-08

• D, Dynamic Airspace, G05A.04-01

• E, Advanced Methods, G05A.02-02

• X, Airspace Resource Management System (ARMS), G05A.02-09

A, Flight Object, G05A.02-03 

Program Description 

NAS systems currently operate as separate entities servicing different flight domains; Preflight, Departure, Arrival, 

En Route, and Oceanic. Similarly, International Air Navigation Service Providers (ANSPs) also operate as separate 

entities servicing their own airspace. Even though flight data is found in multiple NAS systems, a unified, complete, 

accurate, up-to-date, and easily-accessible picture of all flights does not exist today. The primary goal of the Flight 

Object program is to develop an International data standard, “FIXM” (Flight Information Exchange Model) and to 

support systems implementation of this data standard. This data standard will support the exchange of flight 

information between systems across multiple domains including the NAS and International systems.

The flight object will be the standard medium for capturing and sharing the most up-to-date information on any 

flight, and will serve as the single common reference for all system information about that flight. A flight object 

will be created for each proposed flight, and the flight object information will be updated throughout the entire time 

the flight progresses from gate to gate. The flight object will collect, manage and provide flight-specific data, such 

as aircraft identification, aircraft parameters, current flight plan information, operator preferences, flight capabilities, 

and security information. The flight object is not envisioned to include environment or weather information, since 

these are system-wide elements that affect multiple flights. The sum of information contained in the flight object 

will be more detailed than today’s flight data construct. FIXM is part of a family of information exchange models 

that includes the Aeronautical Information Exchange Model (AIXM) and the Weather information Exchange Model 

(WXXM) designed to cover the information needs of Air Traffic Management (ATM). FIXM is an International 

data exchange standard, and will periodically require incremental updates at regular intervals to add/delete/modify 

FIXM data elements as necessary.

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Fiscal Years 2017-2021 Activity 1

There are several initiatives to implement FIXM in today’s ATM operations in both domestic and international 

domains. FAA’s Flight Data Publication Service (FDPS) under the SWIM Segment 1 program, G05C.01-01, 

currently publishes SWIM-compliant flight data from En Route Automation Modernization (ERAM) in the FIXM 

standard. Release 10 of the Traffic Flow Management System publishes FIXM formatted data through a mediator 

provided by SWIM and with release 13 will publish FIXM format without a mediator. International data exchange 

will also be available soon. Airservices Australia’s Flight Information Broker (FIB) provides a variety of flight 

information services in the FIXM format, and Australia’s Operational Data Services (ODS), a future flight 

information management system, is planning to deploy using FIXM. 

The FIXM data model will continue to grow into a large and complex specification. To manage this complexity, 

FIXM was developed with a “Core & Extensions” architecture. The core contains the base flight information that is 

globally applicable and expected to be used by any application in the international settings. Extensions are 

accompanying but separate data models and schemas that add additional elements to supplement the FIXM core to 

support additional regional requirements from particular communities of interest. Concepts and data elements from 

regional extensions can be promoted to the core if they demonstrate global applicability. FAA publishes and 

manages the FIXM US extension, which contains the flight data specific to NAS operations. 

For future versions of FIXM, the Core is expected to include additional sets of data elements to support the fourdimensional trajectory (4DT) concept. A series of 4DT operational scenarios are being developed and coordinated 

between the Single European Skies ATM Research Program (SESAR) and NextGen and have initially been 

incorporated in FIXM beginning with version 3.0 in FY 2014. The continued development of these scenarios, along 

with FIXM data elements necessary to support the 4DT concept, will provide additional input for the development 

of FIXM Core data standard. The 4DT concept is part of a larger effort to define new provisions through 

International Civil Aviation Organization (ICAO) to support a Flight and Flow Integrated Collaborative 

Environment (FF-ICE). FF-ICE defines international information requirements for flight planning, flow 

management and trajectory management and aims to be a cornerstone of performance-based navigation. This 

international effort embraces the FIXM standard to facilitate a successful collaboration and will also require FIXM 

data elements and supporting services to implement provisions planned for the future.

Along with the continued development and evolution of the FIXM Core, the FIXM US Extension will supplement 

FIXM content in the following data areas to support various FAA NextGen initiatives. Future version releases of 

v5.0 through v7.0 are planned to contain elements related to the following areas:

• Surface flow Collaborative Decision Making;

• Unmanned Aircraft System (UAS) operations; and

• 4D Trajectory operations.

The Flight Object program will be composed of two major components:

• Development of the FIXM standard; and

• FIXM Operational Analysis.

Development of FIXM Standard:

The FIXM Core Standard and US extension will be updated as needed to support NextGen capabilities and the FFICE international initiative. The following artifacts will be created for each version: FIXM Operational Data 

Description, FIXM Logical Model and XML schema. The updates will be created with collaboration with FAA 

stakeholders, International partners, industry, ICAO, and International Air Transport Association (IATA). 

FIXM Operational Analysis:

The operational analysis will assess various ATM capabilities and identify the data requirements that should be 

considered for inclusion in each release of FIXM. Additionally, operational scenarios will be developed to define 

operational context in FIXM artifacts and verify that their contents accurately address the operational needs.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

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Fiscal Years 2017-2021 Activity 1

Relationship to Performance Metric

Use of FIXM will provide a unified, complete, accurate, up-to-date, and easily-accessible picture of any and all 

flights. The use of standardized flight data will increase data quality and availability between stakeholders enabling 

operational benefits such as increased coordination, common situational awareness, and collaborative decisionmaking across all phases of flight; improving planning, decision making, and NAS capacity.

Program Plans FY 2017 – Performance Output Goals

Development of FIXM Standard:

• Complete work to accommodate maintenance updates to FIXM Core v4.0 to reflect corrections/modifications as 

a result of FF-ICE/1 Implementation Guidance and early user review.

• Develop updated US Extension to support v4.0 maintenance release.

FIXM Operational Analysis:

• Develop a FIXM NAS Implementation Strategy for transitioning from today’s ATM environments to the full 

implementation of FIXM. This strategy will provide a projected overview on which NAS System will 

implement FIXM at what time frame. FIXM must ensure it is prepared to accommodate the systems to be 

transitioned.

• Conduct the assessment for the NAS FIXM messaging guideline for constructing and exchanging FIXM 

compliant messages for various NAS data exchanges.

• Identify and prioritize changes to FIXM in support of FAA and non-FAA systems migrating to FIXM standard.

Program Plans FY 2018 – Performance Output Goals

Development of FIXM Standard:

• Complete impact assessment of an ICAO Reference Model on the FIXM Standards.

• Complete impact assessment of the ICAO FF-ICE/1 Implementation Manual on FIXM.

• Develop draft FIXM Core v5.0 artifacts. This release may include UAS or Commercial Space Operations.

• Develop draft FIXM US extension v5.0 artifacts.

FIXM Operational Analysis:

• Develop Operational Scenarios to support FIXM Core and US Extension v5.0.

• Develop a FIXM Global Implementation Strategy. This strategy will provide a projected overview on 

implementing FIXM for global data exchanges.

• Conduct the assessment for the Global FIXM messaging guideline for constructing and exchanging FIXM 

compliant messages in the global data exchanges.

• Identify and prioritize changes to FIXM in support of FAA and non-FAA systems migrating to FIXM standard.

Program Plans FY 2019 – Performance Output Goals

Development of FIXM Standard:

• Develop and complete FIXM v5.0 Core artifacts. This version may include UAS or Commercial Space 

Operations. In addition, there may be new requirements to reflect the ICAO Reference Model.

• Develop and complete FIXM US extension v5.0 artifacts.

• Update the FIXM messaging standard based on FIXM content changes. 

FIXM Operational Analysis:

• Develop Operational Scenarios to support FIXM US Extension v5.1 (if needed).

• Initiate developing Operational Scenarios to support FIXM Core v6.0.

• Initiate developing Operational Scenarios to support FIXM US Extension v6.0.

• Identify and prioritize changes to FIXM in support of FAA and non-FAA systems migrating to FIXM standard.

Program Plans FY 2020 – Performance Output Goals

Development of FIXM Standard:

• Develop and complete draft FIXM Core v6.0 artifacts.

• Develop and complete draft FIXM US extension v6.0 artifacts.

FIXM Operational Analysis:

• Develop Operational Scenarios to support FIXM Core and US Extension v6.

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Program Plans FY 2021 – Performance Output Goals

Development of FIXM Standard:

• Develop and complete final FIXM Core v6.0 artifacts.

• Develop and complete final FIXM US extension v6.0 artifacts.

• Update the FIXM messaging standard based on FIXM content changes.

FIXM Operational Analysis:

• Develop and complete final operational scenarios to define the operational context for FIXM Core v7.0.

• Develop and complete final operational scenarios to define the operational context for FIXM US extension 

v7.0.

 

B, Common Status & Structure Data, G05A.02-01 

Program Description

The Common Status and Structure Data (CSSD) program will establish the requirements and information flows for 

the collection, management, and maintenance of aeronautical information in a digital format for machine to machine 

exchange. The common data and information services and integration activities enable improved flight planning 

and pilot briefing services; increased on-demand NAS operational performance information; and better airspace 

management using timely schedule information and a common awareness of Special Activity Airspace (SAA) status 

across the NAS. To support NextGen capabilities, this program enables the FAA to improve situational awareness 

through better access to aeronautical information and a common language. This allows external users including 

DoD, Airline Operations Centers, Flight Operation Centers, pilots and Air Navigation Service Providers (ANSP) to 

make more informed decisions and base their plans on the most current information available with respect to 

planned NAS constraints such as SAA, airport configurations, static airspace constraints, and NOTAMs. 

Key elements of the CSSD program include:

• The Aeronautical Common Services (ACS) platform - Implemented as part of Aeronautical Information 

Management Modernization (AIMM) Segment 2, this platform will be used to accept data from 

authoritative databases, process and combine data from these sources, and distribute data via the SystemWide Information Management (SWIM) infrastructure. The ACS, SWIM network, and authoritative NAS 

databases will provide an enterprise level platform for accessing and delivering both authoritative data, and 

or products, from multiple authoritative data sources; 

• Capturing and maintaining digital information about flow constraints, reference data, and NAS status 

information affecting operations;

• Publishing aeronautical status information digitally using international standards;

• Providing more accurate, complete, standardized and digitized AI, and greater AI integration into the NAS 

ATM environment to support capabilities including constraint-aware flight planning using digitized

airspace constraints contained in Standard Operating Procedures (SOP) and Letters of Agreement (LOA), 

real-time Special Activity Airspace (SAA) status information, integrated SAA schedule/status information, 

integrated NOTAM processing, improved adaptation data generation, and digitized charting; and

• Using the SAA schedule, status and legal description information to improve operational performance 

metrics calculations and forecasting of airspace system performance.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter.

• FAA performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on board 

by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

CSSD provides support for the information, systems and tools necessary to implement comprehensive NAS safety 

management. CSSD will achieve this by establishing the requirements and information flows for the collection, 

transformation, distribution, integration, and maintenance of aeronautical information in a standardized digital 

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Fiscal Years 2017-2021 Activity 1

format between systems. When fully realized, the FAA will have the ability to model how new procedures, 

regulations, airspace changes, and dynamic SAA information may affect the current and future safety of the NAS.

Identifying the requirements and benefits of integrated flight planning and briefing (including flight constraint 

information) will lead to better flight planning and arrival/departure safety plans. Supporting preflight, during flight 

and post-operational aeronautical information for exchange and use by NAS automation systems will enable the 

FAA to maximize safety and may reduce the number of incidents.

Program Plans FY 2017 – Performance Output Goals

• Develop the following products in support of the Investment Analysis Readiness Decision (IARD) for AIMM 

S3, which will focus on the digitization of constraint data, integration of AI data with decision support tools, 

improved adaptation generation, and digitized charting:

o Shortfall Analysis/ Quantification;

o Solution Concept of Operations;

o Functional Analysis;

o Range of Alternatives;

o Investment Analysis Plan

o Enterprise Architecture Products; and

o Preliminary Program Requirements.

• Achieve IARD for AIMM S3.

Program Plans FY 2018 – Performance Output Goals

• Develop the following products in support of the Investment Analysis for AIMM S3:

o Initial Program Requirements;

o Initial Business Case Analysis Report (BCAR);

o Enterprise Architecture Products; and

o Initial Implementation Strategy and Planning Document (ISPD).

Program Plans FY 2019 – Performance Output Goals

• Develop the following products in support of the Final Investment Decision (FID) for AIMM S3:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o BCAR;

o Final ISPD; 

o Acquisition Program Baseline (Execution Plan);

o Independent Evaluation Review (IER); and

o Project Management and Communications Plan.

• Achieve FID for AIMM S3.

Program Plans FY 2020 – Performance Output Goals

• Develop the following products in support of the Concept and Requirements Definition Readiness Decision 

(CRDRD) for AIM Modernization Segment 4 (AIMM S4), which will focus on expanding the digitization of AI 

and integrating AI data into additional operational decisions and enabling tools:

o Preliminary Shortfall Analysis

o CRD Plan

• Achieve CRDRD for AIMM S4.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2021 – Performance Output Goals

• Develop the following products in support of the IARD for AIMM S4:

o Shortfall Analysis/ Quantification;

o Solution Concept of Operations;

o Functional Analysis;

o Range of Alternatives;

o Investment Analysis Plan;

o Enterprise Architecture Products; and

o Preliminary Program Requirements.

• Achieve IARD for AIMM S4.

 

C, Flight Object Exchange Services (FOXS), G05A.02-08 

Program Description

Flight data is essential to air traffic control. It alerts controllers to the intended flight path of the aircraft they are 

controlling. Even though flight data may be found in multiple NAS systems, a unified, complete, accurate, and upto-date data-set containing all flights managed by en route, terminal and surface facilities in the various stages of 

flight does not exist today. Coordination of flight data with two way data exchange is needed to support future 

concepts, such as Trajectory Based Operations, that require gate to gate planning for execution of the flight. 

FOXS will establish the information architecture for modifying NAS interfaces to support the transition of real time 

operational NAS systems from existing data standards and interfaces into a data standard and interface that will 

support coordinated use. FOXS will support the Flight Information Exchange Model (FIXM) standard which is a 

part of a family of information exchange models that includes the Aeronautical Information Exchange Model 

(AIXM), and the Weather information Exchange Model (WXXM) designed to support the information needs of Air 

Traffic Management (ATM). FIXM is an International data exchange standard which will be updated annually and 

will require that FOXS also be updated to support new versions of the standard.

Integration of FIXM into NAS flight data will be managed through the implementation of the NAS flight object. 

The FOXS program will incorporate flight object data and support NAS and Non-NAS client connectivity to the 

service. FOXS connected clients will be able to access flight object data and modify flight object data as authorized. 

Flight object information will be used to capture and distribute the most up-to-date information on any flight, and 

will serve as the single common reference for all system information about that flight. A flight object will be 

created for each proposed flight, and the flight object information will be updated in real time as the flight 

progresses through planning states to active states gate to gate. The flight object will collect, manage and provide 

flight-specific data, such as aircraft identification, aircraft parameters, current flight plan information, operator 

preferences, flight capabilities, trajectory, and security information. Over time, flight-specific data and other 

information contained in the flight object may become more detailed to support new capabilities. 

The program is currently in the Concept and Requirements Definition (CRD) phase. It is scheduled for an 

Investment Analysis Readiness Decision (IARD) in FY 2017, Initial Investment Decision (IID) in FY 2018 and a 

Final Investment Decision (FID) by FY 2019.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

FOXS will provide a unified, complete, accurate, up-to-date, and easily-accessible picture of all flights. 

Connectivity to FOXS, and the use of flight object data will improve the information management and availability 

of flight object data between stakeholders, enabling operational benefits such as improved non-verbal coordination, 

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Fiscal Years 2017-2021 Activity 1

common operational situational awareness, and collaborative decision-making across all phases of flight; improving 

planning, decision making, and the use of NAS capacity. 

Program Plans FY 2017 – Performance Output Goals

• Complete operational analysis and system allocation of:

o Flight Data Common Service (FDCS);

o Flight Object Exchange Services (FOXS); and

o Unified Flight Planning and Filing Service (UFPF).

• Complete the following products in support of the FOXS IARD:

o Shortfall Analysis/Quantification;

o Solution Concept of Operations;

o Functional Analysis; Enterprise Architecture Products; and

o Preliminary Program Requirements.

• Achieve IARD for FOXS.

Program Plans FY 2018 – Performance Output Goals

• Conduct engineering development of:

o Flight Data Common Service (FDCS)

o Flight Object Exchange Services (FOXS)

o Unified Flight Planning and Filing Service (UFPF)

• Complete the following products in support of the FOXS IID:

o Initial Program Requirements;

o Initial Business Case Analysis Report (BCAR);

o Enterprise Architecture Products;

o Initial Implementation Strategy and Planning Document (ISPD); and

o Final Investment Analysis Plan (IAP).

• Achieve IID for FOXS.

• Complete engineering and investment analysis planning to incorporate FIXM changes into FOXS and SWIM 

services.

Program Plans FY 2019 – Performance Output Goals

• Complete the following products in support of the FOXS FID:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final ISPD; and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID for FOXS.

Program Plans FY 2020 – Performance Output Goals

• Initiate FOXS implementation, including:

o FOXS hardware infrastructure; and

o FOXS services (including Globally Unique Flight Identifier (GUFI) service and data fusion service).

Program Plans FY 2021 – Performance Output Goals

• Complete FOXS implementation, including:

o FOXS hardware infrastructure; and

o FOXS services (including GUFI service and data fusion service).

• Complete the following products to support the FOXS In-Service Decision (ISD):

o Operational test report(s); 

o Independent Operational Assessment Report; and

o In-Service Review (ISR) Checklist completed or action plans for those remaining open.

 

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D, Dynamic Airspace, G05A.04-01

 

Program Description

The Dynamic Airspace program will develop the requirements and algorithms for tools to enable air traffic 

managers to reconfigure airspace to expand or contract air traffic control sectors to match the overall level of 

activity in the facility’s airspace and dynamically manage restrictions on travel through designated areas. Airspace 

reconfiguration will be flexible, so that it can be applied across time horizons of varying scale; from years, to 

months, to days, to hours. It will allow the transfer of airspace from adjacent areas within a facility, as well as 

airspace from adjacent facilities to improve the overall efficiency of operations. When mitigating constraints such 

as weather and Special Use Airspace (SUA), Dynamic Airspace provides an additional tool to support robust 

aviation capabilities and ensuring a continuous NAS flow strategy.

The acquisition milestones for the Dynamic Airspace Program are planned as follows: Concept and Requirements 

Definition Readiness Decision (CRDRD) in FY 2019; Investment Analysis Readiness Decision (IARD) in FY 2020; 

Initial Investment Decision (IID) in FY 2021; and a Final Investment Decision (FID) in FY 2022.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Dynamic Airspace will allow traffic managers to optimize the airspace configuration across the NAS to decrease 

congestion in workload-constrained airspace while addressing weather and SUA. 

Program Plans FY 2017 – Performance Output Goals

• Develop Project Plan.

• Develop a preliminary shortfall analysis.

Program Plans FY 2018 – Performance Output Goals

• Develop an initial Concept of Operations (ConOps).

Program Plans FY 2019 – Performance Output Goals

• Conduct concept validation activities, such as a human-in-the-loop simulation.

• Complete documentation in preparation for CRDRD:

o Concepts and Requirements Definition Plan

o Updated ConOps

o Updated Shortfall Analysis

• Achieve CRDRD. 

• Conduct concept validation activities, such as a human-in-the-loop simulation.

• Complete the following documentation in preparation for IARD:

o Final Shortfall Analysis Document

o Final Solution ConOps

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Program Plans FY 2020 – Performance Output Goals

• Complete the following documentation in preparation for IARD:

o Functional Analysis document

o NAS EA Products 

o Operational Safety Assessment (OSA)

o Preliminary Program Requirements

o Range of Alternatives Document

o Acquisition Category

• Achieve IARD.

• Complete the following documentation in preparation for IID:

o Initial Plan for Final Investment Analysis

o Initial Program Requirements (IPR)

Program Plans FY 2021 – Performance Output Goals

• Complete the following documentation in preparation for IID:

o Initial Business Case Definition for each alternative

o Initial Implementation Strategy and Planning Document (ISPD)

o Safety Assessment

o NAS EA Products

• Complete initial Screening Information Request.

• Achieve IID.

 

E, Advanced Methods, G05A.02-02 

Program Description 

Advanced Methods for Traffic Flow Management (TFM) will explore technologies, infrastructure enhancements, 

and procedural changes to meet current and future traffic management needs. This program will support 

improvements to increase airport capacity, sector throughput, and reduce sector delays by providing NAS users and 

Air Traffic Management with a common understanding of NAS constraints. The program will develop and test 

prototype improvements and provide operational concepts and requirements for implementation by automation 

programs and operational organizations.

The capabilities developed through Advanced Methods, together with those developed through the Strategic Flow 

Management Application (SFMA) program (G05A.01-01) will provide the concepts and requirements to the 

Strategic Flow Management Engineering Enhancements program (SFMEE) (G05A.01-02) to progress these through 

the AMS process as part of future investments for CATMT. 

The capabilities defined by this program are grouped in the following enhancement areas:

• Constraint Prediction, Monitoring and Alerting:

o Translate the effects of weather and traffic complexity on the number of flights that can fly 

through constrained airspace during a specific timeframe (airspace resource capacity);

o Refine and determine which methods should be used in different operational contexts and 

planning horizons; and

o Consolidate monitoring and alerting functions, incorporate probabilistic data into alerting, and 

improve user-customization of what is monitored, how information is presented, and how/when 

alerts are triggered.

• Operational Response Development:

o Incorporate probabilistic capacity and demand information into decision support capabilities. The 

initial step would be to provide enhanced risk assessment information to users as they conduct 

what if analyses on the parameters of potential Traffic Management Initiative (TMI) strategies;

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o Continue to enhance models that map a current operational event to similar historical events and 

associated TMI strategies. Engage operational subject matter experts to identify and capture 

relevant attributes to develop models for decision support capabilities; and

o Continue to explore methods to allow operators to submit quantitative input to system 

performance goals such as capacity, predictability, efficiency, and equity, and appropriately weigh

and aggregate operator inputs. Begin to explore methods for translating aggregated performance 

expectations into TMI parameter recommendations.

• TFM System Performance Analysis Capability:

o Identify improvements to capture and store relevant TFM data;

o Provide ability to assess weather forecast performance, capacity/demand prediction accuracy, TMI 

compliance/execution precision and the effectiveness of TMIs against their performance 

objectives;

o Provide capabilities to cluster similar historical events and TMI strategies; 

o Provide what-if modeling of alternate resolution strategies; and

o Investigate the creation of a training simulation environment to sector simulation problems that 

controller trainees may experience.

• Flow Management to Support Dynamic Airspace:

o Provide ability to assess post-operations data from areas with known problem of matching demand 

and capacity;

o Leverage post-operations data to enable airspace redesign to incorporate user-proposed routings, 

Special Activity Airspace, reverse or combined traffic flow capabilities and common weather 

impact configurations;

o Leverage post-operations data to enable flexible sector design based on time of day, season, 

typical weather, or staffing; and

o Determine methods to display predicted congestion, weather events, and constraints to assist in 

configuration selections by Traffic Management Coordinators (TMCs).

• Collaborative Airport and Airspace Configuration Management:

o Increase departure flow efficiency and reduce delays by providing decision-making support 

capabilities to optimize integrated arrival/departure flow planning and execution; 

o Automate the process of monitoring departure demand and the identification of departure slots in 

relationship to airport arrival demand; and

o Support evaluation and coordination of related airspace and airport configuration changes with 

associated route changes. It includes collaboration among the tower, TRACON, en route, airport 

authority, and airspace users.

• Improved Weather Integration into Flow Planning:

o Increase flow efficiency by incorporating improved weather products (e.g. CoSpa) into flow 

planning capabilities; and

o Provide improved weather display on Traffic Situation Display (TSD) for flow planning purposes.

All of the above capabilities, along with other emerging TFM capabilities, will be prioritized as the program moves 

forward. Prioritization will be based on concept maturity, operational benefit(s), and schedule. The prioritized 

capabilities will be recommended for future CATMT investment based upon available funding and may be updated 

once prioritization is completed. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

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Fiscal Years 2017-2021 Activity 1

Relationship to Performance Metric

Advanced Methods for TFM will analyze different technologies, infrastructure enhancements, and procedural 

changes to support more efficient use of airport capacity, increases in sector throughput, and reductions in sector 

delays.

Program Plans FY 2017 – Performance Output Goals

• Conduct concept validation activities – prototyping/evaluations/human in the loop (HITLs)/reports for 

individual capabilities under Constraint Prediction, Monitoring and Alerting; and TFM System Performance 

Analysis Capability.

Program Plans FY 2018 – Performance Output Goals

• Conduct concept engineering activities to develop the following products for individual capabilities under 

Constraint Prediction, Monitoring and Alerting, Operational Response Development, and TFM System 

Performance Analysis Capability:

o Updated Capability Functional Analysis;

o Updated Capability Requirements;

o Rough order of magnitude cost estimates; and

o Rough order of quantitative capability benefits.

• Update products as necessary for individual capabilities under Constraint Prediction, Monitoring and Alerting; 

Operational Response Development; and TFM System Performance Analysis Capability:

o Capability Functional Analysis;

o Capability Requirements;

o Rough order of magnitude cost estimates; and

o Rough order of quantitative capability benefits.

• Conduct and report on a gap analysis between existing/near-term planned TFM capabilities and the NextGen 

Concept of Operations (CONOPs)/Operational Improvements (OIs) in the enhancement areas of Flow 

Management to Support Dynamic Airspace, Collaborative Airport and Airspace Configuration Management, 

and Improved Weather Integration into Flow Planning. 

• Develop the following products based on the above analysis:

o Capability Shortfall Analysis; and

o Preliminary Capability CONOPS.

Program Plans FY 2019 – Performance Output Goals

• Develop the following products for new capabilities:

o Preliminary Capability Functional Analysis;

o Preliminary Capability Requirements;

o Concept Validation Activities – Prototyping, Evaluations, Human in the Loop, and Reports; and

o Updated Capability CONOPS.

Program Plans FY 2020 – Performance Output Goals

• Conduct concept engineering activities to complete the following:

o Update Capability Functional Analysis;

o Update Capability Requirements; and

o Update rough order of magnitude cost estimates.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2021 – Performance Output Goals

• Provide Quantitative Capability Benefits for individual capabilities under Flow Management to Support 

Dynamic Airspace, Collaborative Airport and Airspace Configuration Management, and Improved Weather 

Integration into Flow Planning.

• Update the following products as necessary for individual capabilities of Flow Management to Support 

Dynamic Airspace, Collaborative Airport and Airspace Configuration Management, and Improved Weather 

Integration into Flow Planning:

o Capability Functional Analysis;

o Capability Requirements; and

o Rough order of magnitude cost estimates.

• Conduct a gap analysis between existing/near-term planned TFM capabilities and the NextGen CONOPs/OIs in 

the enhancement areas of Automated Execution of TMIs, Advanced Arrival Parameter Setting, and Advanced 

Ground Delay Program. 

• Develop the following products based on the above analysis:

o Quantitative Capability Benefits for individual capabilities;

o Capability Shortfall Analysis; and

o Preliminary Capability CONOPS.

 

X, Airspace Resource Management System (ARMS), G05A.02-09

 

Program Description

The future NextGen framework for airspace allocation will no longer rely on navigation aids and sectors. The 

Airspace Resource Management System (ARMS) will implement the tools for controlling the reconfiguration of the 

NextGen networked communications infrastructure to support the operational requirement for reconfigurable 

airspace. ARMS will allocate airspace as a resource to meet demand, safety, and environmental requirements and 

will manage voice, data link communications, and communication links between facilities. 

Key benefits from ARMS include:

• Reduced air traffic controller workload while controlling constrained airspace (i.e. Special Activity 

Airspace, weather).

• More flexibility for air traffic managers to reconfigure airspace to address convective weather and 

fluctuations in user demand.

An Investment Analysis Readiness Decision (IARD) for this program is planned for FY 2020. Initial Investment 

Decision (IID) is planned for FY 2020. A Final Investment Decision (FID) is planned in FY 2021.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Metric

The performance metric to increase on-time arrivals is supported by providing tools to air traffic managers for more 

flexibility to reconfigure airspace to address convective weather and meet fluctuations in user demand. 

Program Plans FY 2017-2019 – Performance Output Goals 

• None.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2020 – Performance Output Goals 

• Develop the following products in support of the IARD:

o Shortfall Analysis/Quantification;

o Solution Concept of Operation; 

o Functional Analysis;

o Enterprise Architecture Products;

o Program requirements; and

o Safety Assessment.

• Achieve IARD.

• Develop the following products in support of the IID:

o Initial Program Requirements;

o Business Case Analysis Report (BCAR);

o Enterprise Architecture Products;

o Initial Implementation Strategy and Planning Document (ISPD); and

o Final Investment Analysis Plan (IAP).

• Achieve IID.

Program Plans FY 2021 – Performance Output Goals 

• Develop the following products in support of the FID:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Complete Chief Financial Officer Package.

• Achieve FID for ARMS.

• Release Screening Information Request.

 

1A08, NEXTGEN – IMPROVED MULTIPLE RUNWAY OPERATIONS PORTFOLIO

FY 2017 Request $6.5M

• A, Wake Turbulence Mitigation for Arrivals (WTMA), G06A.01-02

• B, Closely Spaced Parallel Runway Operations, G06N.01-02

A, Wake Turbulence Mitigation for Arrivals (WTMA), G06A.01-02

 

Program Description

The WTMA program is developing Air Traffic Control (ATC) wake mitigation separation arrival procedures and 

supporting decision support technology. When development of ATC wake mitigation separation and arrival 

procedures are completed the throughput capacity benefit will be evaluated in operational demonstrations prior to 

the WMTA being fully implemented in the NAS. If the program’s developed procedures and supporting technology 

demonstrate a reasonable benefit in NAS throughput, they will be incorporated into FAA terminal area air traffic 

control procedures and supporting terminal automation systems. 

The WTMA capabilities, when implemented, will restore part of the airport runway throughput capacity lost when 

airports change from visual approach operations to instrument approach operations and implement required wake 

mitigation separation minima between landing aircraft. High level analyses have indicated that current air traffic 

control wake mitigation separation process when aided by technology can safely increase capacity efficiency. The 

WTMA procedure evaluation and requirements development products are expected to allow a rapid integration of 

the WTMA capability into NextGen ATC procedures and supporting automation platforms.

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Wake Turbulence Mitigation for Arrivals – Procedural (WTMA-P) only requires extensive collection and analysis 

of aircraft wake track data to determine which closely spaced parallel runways (CSPR) airports have the required 

runway configuration to allow the use of WTMA-P reduced diagonal wake mitigation spacing between aircraft 

operating at that airport. In FY 2015, WTMA-P was incorporated into FAA Order 7110.308A which approved the 

use of WTMA-P will at Philadelphia International Airport (PHL) and Detroit Metropolitan Wayne County Airport 

(DTW) once their operations can be adjusted for the use of the procedure. Additional Core CSPR airports may 

qualify to run WTMA-P, based on the operational analyses that will continue into FY 2016.

Associated with the development of WTMA-P, the WTMA project is developing as the second part of the project, 

the Automated Terminal Proximity Alert Phase 2 (ATPA-P2) product. ATPA-P2 is being designed for use by 

controllers in conducting the dependent approach procedures, such as WTMA-P and other dependent approaches 

authorized by FAA Order 7110.308A. Controller use of ATPA-P1, designed to assist in single runway approach 

operations, has resulted in a 1% increase in the number of approach operations a controller conducts per hour/per 

runway. It is expected that controller use of ATPA-P2 for dependent stagger approaches to parallel runways will net 

a similar percentage increase in the number of instrument flight rule operations controllers can conduct on the 

parallel runways using the dependent stagger approach procedures. ATPA-P2 is also an enabling ATC display 

capability for display of Wake RECAT Phase II separations for parallel runway approach operations and the display 

of the WTMA System (WTMA-S) crosswind dependent wake protection separation limits.

WTMA-S, the third product of the project, is a more complex technology supported solution that builds on the 

analysis work accomplished to develop the procedures defined by FAA Order 7110.308 and the development of 

WTMA-P. WTMA-S will be available for use by all CSPR airports that require more efficient use of runway 

capacity during instrument approach operations. The WTMA-S procedure and supporting technology allows 

controllers to position aircraft in a separation interval ahead of wake turbulence from the leading aircraft on the 

adjacent CSPR approach to the airport. WTMA-S will determine, based on the actual and predicted crosswinds in 

the approach corridor, the maximum allowed diagonal separation between paired aircraft to keep the following 

aircraft safely in front of the leading aircraft’s wake. WTMA-S requires knowledge of the current measured and 

forecast wind conditions in the approach corridor and a longer term forecast, up to 2 hours in the future, to advise on 

the airport acceptance rate. WTMA-S can provide WTMA-P like CSPR instrument arrival throughput capacity to 

almost all Core CSPR airports when crosswinds are favorable at those airports. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The WTMA project, part of the Improved Multiple Runway Operations portfolio, contributes to the FAA Strategic 

Priority of "Deliver Benefits through Technology and Infrastructure" by developing technology solutions that will 

provide increased arrival throughput capacity for Core CSPR airports. The developed WTMA procedure and 

supporting technology for some CSPR airports, allows ATC, when unable to use visual approach procedures, to 

implement a diagonal reduced wake separation procedure resulting in more arrivals per hour than can be obtained by 

present ATC wake separation procedures.

PHL and DTW are already approved by FAA Order 7110.308A to use the WTMA-P CSPR arrival procedure. Once 

PHL is able to add WTMA-P CSPR instrument approach procedures to its arrival operations, the benefit to PHL and 

its air carriers, is a 30% to 40% increase above PHL's CSPR instrument arrival operational capacity would be 

without the use of FAA Order 7110.308A. Similar benefit is estimated for DTW, when it is able to conduct 

WTMA-P CSPR instrument approach operations. The WTMA-S product will extend the WTMA-P type of benefit 

to CSPR airports that do not have the runway configuration to allow use of WTMA-P. Simulation of the WTMA-S 

capability has shown that airport arrival rate (AAR) during airport conditions requiring instrument approaches can 

be increased by up to 10 arrivals per hour, changing the AAR for airports like Boston from 30 an hour to 40 an hour.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

• Complete development and one year operational demonstration of the ATPA-P2 modification to the ATPA 

STARS software module for use with WTMA-P dependent stagger approaches.

• Complete Functional Description Narratives for the development of software modifications in NAS automation 

platforms to implement the WTMA-S air traffic control decision support capability.

• Complete review by Stakeholders of the WTMA-S Functional Description Narratives.

• Complete WTMA-S concept refinement and preliminary safety analysis documentation for future investment 

analysis.

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

B, Closely Spaced Parallel Runway Operations, G06N.01-02

 

Program Description 

Closely Spaced Parallel Operations (CSPO) are simultaneous approaches and departures of aircraft to airports with 

single and multiple parallel runways that are closely spaced; defined as less than 4300 feet apart. CSPOs have been 

implemented at several Metroplex airports to meet increased demand. When weather conditions cause airport 

visibility to fall below minimums for visual operations, the airport arrival rate can be reduced by as much as half 

since aircraft arrivals are scheduled on the assumption of visibility above airport minimums. When weather 

conditions do not allow for visual approaches, the use of Simultaneous Independent Instrument Approach (SIIA) 

operations significantly reduces the impact on the airport arrival rate by maximizing the use of available capacity.

Recently, dual SIIA operations were approved for runways when centerlines are separated by 3600 feet or greater. 

If High Update Rate surveillance is used, independent approaches can be conducted to runways separated by at least 

3400 feet or in some cases, down to 3000 feet if one of the approaches is offset from the opposite parallel runway 

approach path. In comparison, separation standards for dual simultaneous dependent approach operations, where 

aircraft are staggered along their respective parallel final approach path, can be used when runways are separated by 

2500 feet or more. Dependent staggered approaches to runways separated by less than 2500 feet are approved for a 

limited number of airports under specific restrictions. Dependent staggered approaches provide an incremental 

increase in capacity but do not increase capacity as much as SIIA.

The CSPO program will accelerate activities to provide increased arrival and departure operations to airports with 

closely spaced parallel runways in limited visual conditions. CSPO will develop the performance requirements that 

enable the implementation of innovative procedures, tools and controller or pilot aids that increase capacity at 

airports utilizing multiple independent and dependent operations. This initiative will enhance procedures that allow 

dependent operations to closely spaced parallel runways or converging approaches to runways greater than 700 feet 

apart, as well as supporting independent operations to parallel runways between 2500 feet and 4300 feet. 

Furthermore, CSPO will identify potential alternatives for meeting functional requirements such as applying existing 

and new technologies to current standards, evaluating high update rate surveillance requirements and sensors such as 

Automatic Dependent Surveillance-Broadcast (ADS-B), navigation system performance and pilot and controller 

response times used for risk assessments, and the development of new standards to facilitate NextGen applications.

This program will also evaluate Flight Deck Interval Management (FIM) and Cockpit Display of Traffic Information 

(CDTI) technologies providing the aircrew with a monitoring capability that mimics the visual monitoring the 

aircrew uses to self-separate from other aircraft and obstacles, as allowed in Visual Meteorological Conditions 

(VMC) operations. 

The Paired Approach demonstration will demonstrate how satellite surveillance of aircraft for controllers, using 

ADS-B and FIM pilot automation tools, can be combined to conduct simultaneous instrument approaches in all 

weather conditions to runways that are closely spaced and parallel to each other. This demonstration is expected to 

show benefits such as increased airport arrival rates, less time spent in the air maneuvering for a final approach, fuel 

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Fiscal Years 2017-2021 Activity 1

savings for the airlines, and reduced emissions for the environment. This demonstration is funded through G08M 

01-04.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric 

CSPO is focused on finding safe ways to recover capacity lost by the current aircraft-to-aircraft separation 

procedures required for simultaneous operations to closely spaced parallel runways during limited visual conditions. 

The goal of CSPO analysis is to maintain the same arrival and departure rates regardless of weather conditions. 

Using CSPO, some airports may increase arrival rates by as much as 6 to 12 operations per hour but will vary based 

on local operations and procedures. 

Program Plans FY 2017 – Performance Output Goals

Closely Spaced Parallel Runway Operations:

• Perform analysis of data collected in Paired Approach (PA) to CAT I minima human in the loop (HITL) 

simulations and provide technical report.

• Complete Simultaneous Approaches using High Update Rate surveillance technical report and supply a status 

memo.

• Perform analysis of course divergence on departure to support future CSPO departures HITL simulations and 

provide technical report.

Stakeholder Demo – Improved Multiple Runway Ops Portfolio - Paired Approach:

• Complete Demonstration Execution Plan.

• Perform safety assessment for flight demonstration.

• Complete prototype demonstration cockpit avionics and ground ATC tools (as needed).

Program Plans FY 2018 – Performance Output Goals

Closely Spaced Parallel Runway Operations:

• Finalize analysis of PA to CAT I minima and provide technical report.

Stakeholder Demo – Improved Multiple Runway Ops Portfolio - Paired Approach:

• Conduct demonstration of Paired Approach for CAT I capability.

• Complete demonstration evaluation report and benefits assessment.

Program Plans FY 2019 – Performance Output Goals

Closely Spaced Parallel Runway Operations:

• Complete inputs to the development of safety risk documentation and controller/pilot training materials to 

support the use of new standards for PA to CAT I approach minima at applicable airports. 

Program Plans FY2020-2021 – Performance Output Goals

Closely Spaced Parallel Runway Operations:

• None.

 

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Fiscal Years 2017-2021 Activity 1

1A09, NEXTGEN – NAS INFRASTRUCTURE PORTFOLIO

FY 2017 Request $17.7M

• A, Weather Observation Improvements, G04W.02-01

• B, Weather Forecast Improvements – Work Package 1, G04W.03-01

• C, NextGen Navigation Engineering, G06N.01-03

• D, New ATM Requirements, G01M.02-02

• E, Surface/Tower/Terminal Systems Engineering, G06A.02-01

• F, NextGen Distance Measuring Equipment (DME) Support For Performance Based Navigation (PBN) 

Strategy, G01N.01-02

• G, Information Management, G05M.03-01

A, Weather Observation Improvements, G04W.02-01 

Program Description 

This program will manage the evolution of the existing aviation weather observation sensor networks to one that 

provides the optimal quantity and quality of ground, air, and space-based sensors. A consistent and effective 

aviation weather sensor network is fundamental to NextGen. Of primary focus is the surface weather sensor 

network in the Terminal environment. A comprehensive list of weather observation shortfalls is continuously 

refined and prioritized based on feedback from key stakeholders and user groups. The program uses this 

information to explore potential NextGen-enabled concepts and to mitigate the high priority shortfalls. Technical 

studies are underway to identify methods to optimize existing ground-based legacy surface platforms. In the near 

term, this program is addressing current limitations of the sensor network for the Terminal environment; 

specifically, the ability to identify the type and intensity of frozen precipitation which impacts the efficiency of 

winter weather and deicing operations and conduct technical and operational risk assessments of alternative 

solutions. Improvements to the aviation weather-observation sensor network may require collaboration between the 

FAA and other NextGen partners including the National Oceanic and Atmospheric Administration (NOAA) and the 

Department of Defense (DoD).

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric

This program provides the analysis and engineering to improve aviation weather observations to enable 

improvements in forecasts; and the integration of weather data into decision support tools for collaborative and 

dynamic NAS decision making. It will enhance capacity by expanding the use of weather information for 

operational decision-making. This will include support for optimal selection of aircraft routes and precise spacing 

for arriving and departing aircraft. The increased accuracy of forecasts and improved observations will also enable 

individual trajectory-based profiles and optimized use of available airspace. 

Program Plans FY 2017 – Performance Output Goals

• Produce a concept maturity technology plan for terminal wind operational improvements that identifies 

improved spatial sampling in the terminal area, improved information availability, and sensor modernization 

and consolidation opportunities. 

• Complete update of weather observations shortfall analysis; ascertain stakeholder buy-in and prioritization, and 

document terminal winds operational improvement in NAS Infrastructure portfolio.

• Deliver assessment of market technologies and maturing research and development programs for adverse wind 

mitigating applications.

• Complete required AMS system engineering artifacts for terminal-area adverse winds useful segment.

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2018 – Performance Output Goals

• Deliver Terminal Winds Risk Mitigation Plan for Newark Liberty (EWR), LaGuardia (LGA) and John F.

Kennedy (JFK) airports.

• Deliver draft ConOps and initial concept level requirements (CML 2) for wind measuring technologies and 

siting/installation alternatives.

• Complete stakeholder review and assessment of draft ConOps document for wind measuring technologies and 

siting/installation alternatives.

• Complete laboratory and field infrastructure upgrades required to perform CML 3 demonstration of wind 

measuring technologies and siting/installation alternatives.

• Deliver results of stakeholder focus group meetings conducted to strategize how information gathered as a 

result of improved wind measuring technologies and siting/installation techniques can be integrated into 

existing/proposed information display systems.

• Deliver draft feasibility study (cost, schedule, and logistics) report for conducting CML 4 demonstration of 

wind mitigation concepts at EWR, LGA and JFK versus alternate location(s).

Program Plans FY 2019 – Performance Output Goals

• Deliver CML 3 results, analysis and recommendations report of wind measuring technologies and 

siting/installation alternatives at Atlantic City (ACY) airport.

• Deliver final feasibility study (cost, schedule, and logistics) for conducting CML 4 demonstration of wind 

mitigation concepts at EWR, LGA and JFK versus alternate location(s).

• Deliver CML 4 plan for conducting shortfall-mitigating techniques needed to eliminate technical risk, thus 

allowing concept to enter investment analysis.

• Complete site survey for CML 4 demonstration.

• Deliver CML 4 site configuration document.

• Issue Screening Information requests for CML 4 equipment and services.

• Deliver design document for web-based tool for presentation of archive wind event data collected during CML 

4 for the evaluation of operational decision-making benefits.

Program Plans FY 2020 – Performance Output Goals

• Demonstrate web-based tool for presentation of archive wind event data collected during CML 4 for the 

evaluation of operational decision-making benefits.

• Procure CML 4 demonstration equipment and services.

• Complete installation of CML 4 wind measuring and data collection equipment at identified location(s).

• Deliver update to Terminal Winds Risk Mitigation document.

• Deliver draft report documenting which other Core 30 terminals would benefit from Terminal Winds Work 

Package.

Program Plans FY 2021 – Performance Output Goals

• Deliver CML 4 demonstration results and analysis to key stakeholders and users and formulate operational 

performance requirements.

• Deliver final report documenting which other Core 30 terminals would benefit from Terminal Winds Work 

Package.

• Deliver results report from model and simulation activities of legacy vs improved wind sensor positioning at 

EWR, LGA and JFK.

• Deliver technical transfer package of siting guidelines, installation procedures, validated equipment and 

integration paradigms to the Program Management Organization for incorporation into Aviation Surface 

Weather Observation Network (ASWON).

• Remove evaluation equipment from demonstration locations.

• Deliver work package closeout materials such as lessons learned document and final stakeholder register.

 

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Fiscal Years 2017-2021 Activity 1

B, Weather Forecast Improvements – Work Package 1, G04W.03-01 

Program Description

The Weather Forecast Improvements (WFI) program seeks to improve weather predictions and determine how to 

improve the use of that information. The overall complexity of high demand NAS operations makes many weatherconstrained traffic management problems difficult to define and even harder to resolve. Even the most seasoned 

professionals are challenged by the many variables impacting the decision-making process during a weatherconstrained event. There is very little automation currently available to assist with identifying, analyzing, and 

developing mitigation strategies for weather-constrained airports and airspace.

Sophisticated National Weather Service (NWS) forecast models will be overlaid on areas of constrained airspace 

that can then be interpreted for NAS impact and problem resolution. In today’s NAS, traffic managers and users 

must mentally interpret weather conditions and the potential impact of weather on ATC decisions. This program 

will improve the decision process and the accuracy of aviation weather information to include an automated 

indication of the constraints placed on the NAS. It will enable the integration of aviation weather information into 

collaborative and dynamic decision-making processes by implementing advanced aviation weather forecasting 

models to determine the effects on traffic forecasts. Metrics will be developed and applied to evaluate how effective 

weather forecast improvements can be in increasing usage of NAS capacity.

The program will also develop the necessary policies and guidance in the provision of aeronautical meteorological 

services under U.S. commitments to the International Civil Aviation Organization (ICAO). Specific work elements 

under Weather Forecast Improvements include the following:

• ATM Weather Integration (AWI) – This work includes exploration of weather translation techniques for 

non-convective weather constraints, weather alerting and collaborative lab experiments designed to explore 

AWI concepts and capabilities. Output from these activities will be directly transferable to future 

Collaborative Air Traffic Management Technologies (CATM-T) and Time Based Flow Management 

(TBFM) work packages. This work also supports the evaluation of remaining shortfalls in support of 

service analysis for a future NextGen Weather Processor (NWP) work package and includes AWI activities 

necessary to help support exchange standards, such as for the Weather Information Exchange Model 

(WXXM). 

• International – This effort develops and coordinates globally-harmonized requirements for the production 

and dissemination of meteorological information to support international air navigation for adoption as 

ICAO Standards and Recommended Practices (SARPs) and inclusion in ICAO Annex 3 Meteorological 

Services and other guidance documents. (Note: ICAO Annex 3 is updated on a 2-year cycle.)

• NWP & Common Support Services-Weather (CSS-Wx) Future Work Package Analysis – This work will 

also support the evaluation of remaining shortfalls and prepare investment analysis products in support of 

investment decisions for a future NWP and CSS-Wx work package.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The Weather Forecast Improvements program translates aviation weather data for integration into decision support 

tools and collaborative and dynamic NAS decision-making. It supports the efficient use of capacity by identifying 

and displaying airspace constraints that may impact NAS operations and with the selection of optimal aircraft 

routing and spacing for arriving and departing aircraft. The increased accuracy of aviation weather observations and 

forecasts enables trajectory-based profiles that optimize the usage of available airspace. 

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Fiscal Years 2017-2021 Activity 1

Program Plans FY 2017 – Performance Output Goals

ATM Weather Integration (AWI):

• Traffic Flow Management (TFM) Alerting Concept Development – Expand automated Threshold Event (TE); 

Identification and Alerting analysis to Core 30 airports #2 and #3; explore methods of weather alerting for 

traffic managers; conduct Human in the Loop (HITL) tests with simulated alerting systems for airport and en 

route events in collaboration with FAA Aviation Weather Development and Evaluation (AWDE) personnel.

• Evolution of Translation – Threshold Events. Develop report on translation of threshold events to inform future 

NextGen weather processing systems; develop associated techniques to be implemented in airport capacity and 

decision support tools (DSTs) with designated CATM-T researchers.

• Develop recommended TFM training concepts to improve the cognitive assessment of probabilistic weather 

forecasts and incorporation of risk management by TFM decision-makers.

• AWI Change Management – Explore issues in human factors related to the introduction of AWI processes and 

evaluates the utility of weather information translations in operational decision making in collaboration with the 

FAA AWDE group.

• AWI Roadmap – Complete bi-annual AWI Progress Assessment and Recommendations.

International:

• Complete draft Standards and Recommended Practices (SARPs) for Amendment 78 to Annex 3 for Space 

Weather (SWx), Regional Hazardous Weather Advisory Center (RHWAC), Release of Radioactive Material 

(RRM), and the Volcanic Ash (VA) work streams for approval by the ICAO Air Navigation Commission.

• Develop draft guidance material for the SWx, RHWAC, RRM, and VA work streams to support the SARPs 

included in Amendment 78 to Annex 3.

• Complete annual report on US differences and assessment of opportunities to harmonize US Meteorological 

(MET) practices and procedures with ICAO SARPs.

• Coordinate and harmonize the requirements for the provision and dissemination of meteorological information 

to support NextGen and SESAR operational capabilities.

• Complete US position on draft Amendment 78 to ICAO Annex 3.

Program Plans FY 2018 – Performance Output Goals

ATM Weather Integration:

• TFM Alerting Concept Development – Expand automated Threshold Event (TE); Identification and Alerting 

analysis to Core 30 airports #4 and #5; explore methods of weather alerting for traffic managers; conduct 

Human in the Loop (HITL) tests with simulated alerting systems for airport and en route events in collaboration 

with FAA AWDE personnel.

• Evolution of Translation – Turbulence. Develop report on translation of turbulence to inform future NextGen 

weather processing systems; produce turbulence weather avoidance fields (TWAFs) for implementation in 

CATM airspace DSTs in collaboration with the FAA Aviation Weather Research Team (AWRT). Complete 

development of recommended TFM training concepts to improve the cognitive assessment of probabilistic 

weather forecasts by TFM decision-makers.

International:

• Complete draft SARPs for Amendment 79 to Annex 3 for the SWx, VA, and World Area Forecast System 

(WAFS) work streams for approval by the ICAO Air Navigation Commission. 

• Develop draft guidance material for SWx and VA work streams to support the SARPs included in Amendment 

78 to Annex 3.

• Complete annual report on US differences and assessment of opportunities to harmonize US MET practices and 

procedures with ICAO SARPs.

• Coordinate and harmonize the requirements for the provision and dissemination of meteorological information 

to support NextGen and SESAR operational capabilities.

• Complete US response to final version of Amendment 78 to ICAO Annex 3.

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NWP & CSS-Wx Future Work Package Analysis:

• Develop the following products in support of the Investment Analysis Readiness Decision (IARD) for NWP 

WP2/CSS-Wx WP2:

o Shortfall Analysis/Quantification; 

o Solution Concept of Operation;

o Functional Analysis Document;

o EA products; 

o Preliminary program requirements;

o Safety Assessment; 

o Alternatives & ROM Costs; and

o Investment Analysis Plan.

Program Plans FY 2019 – Performance Output Goals

ATM Weather Integration:

• TFM Alerting Concept Development – Expand automated Threshold Event (TE) Identification and Alerting 

analysis to Core 30 airports #6 and #7; Explore methods of weather alerting for traffic managers; Conduct 

Human in the Loop (HITL) tests with simulated alerting systems for airport and en route events in collaboration 

with FAA AWDE personnel.

• Evolution of Translation – Icing. Develop report on translation of icing to inform future NextGen weather 

processing systems; produce IWAFs for implementation in CATM airspace DSTs in collaboration with 

members of the FAA AWRT.

• AWI Lab HITLs and M&S – Sector Capacity. Develop concepts and capabilities for sector capacity 

management in the 2-4 hour planning horizon; test the concepts via lab HITLs and modeling and simulation 

(M&S) in collaboration with FAA AWDE and transfer successful concepts and capabilities to appropriate 

programs. 

• AWI Roadmap – Complete bi-annual AWI Progress Assessment and Recommendations.

International:

• Complete draft SARPs for Amendment 79 to Annex 3 for SWx, VA, and WAFS work streams for approval by 

the ICAO Air Navigation Commission.

• Develop draft guidance material to support the SARPs included in Amendment 79 to Annex 3.

• Complete annual report on US differences and assessment of opportunities to harmonize US MET practices and 

procedures with ICAO SARPs.

• Coordinate and harmonize the requirements for the provision and dissemination of meteorological information 

to support NextGen and SESAR operational capabilities.

• Complete US position on draft Amendment 79 to ICAO Annex 3.

NWP & CSS-Wx Future Work Package Analysis:

• Achieve IARD for NWP WP2/CSS-WP2.

• Develop the following products in support of the Initial Investment Decision (IID) for targeted AMS 

investment:

o Initial Program Requirements;

o Business Case Analysis Report (BCAR);

o Enterprise Architecture Artifacts; and

o Implementation Strategy and Planning Document (ISPD).

• Achieve IID for NWP WP2/CSS-Wx WP2.

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Program Plans FY 2020 – Performance Output Goals

ATM-Weather Integration:

• TFM Alerting Concept Development – Expand automated Threshold Event (TE) Identification and Alerting 

analysis to Core 30 airports #8-10; explore methods of weather alerting for traffic managers; conduct Human in 

the Loop (HITL) tests with simulated alerting systems for airport and en route events in collaboration with FAA 

AWDE personnel.

• AWI Change Management – Complete human factors studies with emphasis on Human Over the Loop (HOTL) 

decision-making in collaboration with FAA AWDE; transfer key HOTL considerations and change 

management techniques to groups implementing new weather-related DSTs.

• AWI Lab HITLs and M&S – Flight Object Exchange Services (FOXS). Develop concepts and capabilities for 

the use of Flight Object Exchange Services (FOXS) to supplement translation and conversion of weather 

constraint information; test the concepts via lab HITLs and modeling and simulation (M&S) in collaboration 

with FAA AWDE and transfer successful concepts and capabilities to appropriate programs. 

• AWI Performance Metrics – Potential Shortfalls. Initiate quantitative study to measure the performance of 

currently integrated weather products and services to find potential shortfalls. 

International:

• Complete draft SARPs for Amendment 80 to Annex 3 for the SWx, VA, and WAFS work streams for approval 

by the ICAO Air Navigation Commission.

• Develop draft guidance material for the SWx and VA work streams to support the SARPs included in 

Amendment 79 to Annex 3.

• Complete annual report on US differences and assessment of opportunities to harmonize US MET practices and 

procedures with ICAO SARPs.

• Coordinate and harmonize the requirements for the provision and dissemination of meteorological information 

to support NextGen and SESAR operational capabilities.

• Complete US response to final version of Amendment 79 to ICAO Annex 3.

NWP & CSS-Wx Future Work Package Analysis:

• Develop the following products in support of the Final Investment Decision (FID) for targeted NWP WP2 / 

CSS-Wx WP2 investment:

o Final Program Requirements documentation;

o Enterprise Architecture Artifacts;

o Business Case documentation;

o Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID for NWP WP2/CSS-Wx WP2.

Program Plans FY 2021 – Performance Output Goals

ATM-Weather Integration:

• TFM Alerting Concept Development – Expand automated Threshold Event (TE) Identification and Alerting 

analysis to remaining Core 30 airports; explore methods of weather alerting for traffic managers; conduct 

Human in the Loop (HITL) tests with simulated alerting systems for airport and en route events in collaboration 

with FAA AWDE personnel.

• AWI Performance Metrics – Future NWP. Complete quantitative study measuring AWI performance of 

currently integrated weather products to help support service analysis activities for a future NWP work package. 

• AWI Roadmap – Complete bi-annual AWI Progress Assessment and Recommendations.

International:

• Complete SARPs for Amendment 80 to Annex 3 for the SWx, VA, and WAFS work streams for approval by 

the ICAO Air Navigation Commission.

• Develop draft guidance material to support the SARPs included in Amendment 80 to Annex 3.

• Complete annual report on US differences and assessment of opportunities to harmonize US MET practices and 

procedures with ICAO SARPs.

• Coordinate and harmonize the requirements for the provision and dissemination of meteorological information 

to support NextGen and SESAR operational capabilities.

• Complete US position on draft version of Amendment 80 to ICAO Annex 3.

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C, NextGen Navigation Engineering, G06N.01-03 

Program Description

The NextGen Navigation Engineering program supports the NextGen goal to increase NAS efficiency and capacity 

and increase access to airports through innovation. The two activities in NextGen Navigation Engineering 

performing this work are: Area Navigation (RNAV) Distance Measuring Equipment (DME)-DME and NextGen 

Navigation Support Enhanced Low Visibility Operations (ELVO) Phase 3. 

RNAV DME-DME:

This activity supports RNAV through the use of DME-DME, which is the use of 2 or more distance measuring 

navigational aids, down to 2000 feet Above Ground Level (AGL) and potentially to the Final Approach Fix, with or 

without the need for an Inertial Reference Unit (IRU) in the aircraft. The success of this work will allow expansion 

of NextGen RNAV benefits to all properly equipped aircraft, including regional jets and business jets that are not 

equipped with an IRU. It also will ensure that the DME infrastructure can support NAS-wide performance based 

navigation (PBN) as envisioned by NextGen by identifying capacity and availability shortfalls. Spectrum modelling 

and testing results from previous years already show that additional Class A and Class B airspace could be 

supported through DME-only defined airspace and that the United States standard for DMEs, not currently in 

alignment with the International Civil Aviation Organization (ICAO) standard, could be moved to be the same. 

Work progressing to define the Very High Frequency Omnidirectional Range (VOR) system, Minimum Operational 

Network (MON) supports cases where the VOR is removed but the DME is still required for operations. This 

activity will develop the new spectrum service volume required to support implementation of NAS-wide 

Performance-Based Navigation and planning documentation for NextGen DME.

NextGen Navigation Support – ELVO Phase 3:

This activity supports requirements analysis for low visibility operations for landing or departing aircraft when the 

horizontal visibility along the runway is less than 1,200 feet. These low visibility operations cover takeoff using 

Heads Up Display (HUD) reference to centerline orientation via a “high quality” CAT I ILS localizer signal. This 

Low Visibility Operations (LVO) below 1,200 feet visibility will require the use of a HUD. The activity will 

determine the need for improvements to ground-based navigational aids or lighting systems such as Runway Visual 

Range (RVR) to support ELVO Phase 3. This activity will support the investment analysis activities for ELVO 

Phase 3 program to be established.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

This program supports the average daily capacity performance metric by enabling more users to use PBN and by 

increasing the number of landing and departures during low visibility conditions.

Program Plans FY 2017 – Performance Output Goals

RNAV DME-DME:

• Complete coordination and approval of FAA Order 9840.1 (RNAV-DME).

• Develop spectrum plan for integration of non-collocated DME-only facilities into NAS Operations.

• Finalize planning documentation in support of the Acquisition Decision for the NextGen DME.

NextGen Navigation Support – ELVO Phase 3: 

• None.

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Program Plans FY 2018 – Performance Output Goals

RNAV DME-DME:

• None. 

NextGen Navigation Support – ELVO Phase 3: 

• Complete operational concept validation for diverse airports to determine requirements and develop IARD 

artifacts.

• Develop the following draft products in support of the IARD:

o Shortfall Analysis/Quantification;

o Solution Concept of Operation; 

o Functional Analysis;

o Enterprise Architecture Products;

o Program requirements; and

o Safety Assessment.

Program Plans FY 2019-2021 – Performance Output Goals

RNAV DME-DME:

• None.

NextGen Navigation Support – ELVO Phase 3:

• None.

 

D, New ATM Requirements, G01M.02-02

 

Program Description 

The New Air Traffic Management (ATM) Requirements program identifies new opportunities to improve the 

efficiency and effectiveness of air traffic management. It supports the NextGen goal of expanding capacity by 

developing decision support tools that improve the strategic management of operations in the NAS. New ATM 

requirements activities include: 

New Radar Requirements (Surveillance and Weather):

New Radar Requirements is a technology development initiative to identify viable alternatives that could provide for 

FAA’s future weather and surveillance radar needs. This initiative involves identification of technical challenges; 

evaluation of cost models; development of technology approaches and proposed solutions; and performance of 

concept demonstrations, modeling and prototyping. The overall activity includes multifunction phased-array 

antenna maturation; engineering studies – technology assessment; multifunction radar data processing and control 

definition; and acquisition management system support. The outcome of this work will result in an initial antenna 

and radar electronics specification and support an FAA investment analysis decision.

Enterprise Information Protocol & Exchange Standards:

This project addresses the need for harmonization protocols and standards for using enterprise information both 

internally, and with external agency partners including the Department of Defense, the National Weather Service,

and international partners. This research will identify the shortfalls in moving from direct data sharing to a network 

environment. It includes protocols for enterprise information, criteria for managing and developing incremental 

versions for exchange standards, and conformance monitoring techniques. After this analysis is complete the 

activities will shift to development and implementation of baseline versions of exchange models and continued 

conformance monitoring to ensure compliance. Enterprise information protocol and exchange standards are 

necessary to coordinate information standards work and achieve global harmonization of standards and protocols;

especially as they relate to engagement with Open Geospatial Consortium and harmonization with ICAO standards.

Future Collision Avoidance System (Future CAS): 

Future CAS will complement work planned under the Airborne Collision Avoidance System (ACAS) X program 

(M54.01-01) to include new user classes such as Unmanned Aircraft Systems (Xu) and General Aviation (Xp). This 

activity will conduct research to develop requirements for these new classes of users to ensure future collision 

avoidance systems are interoperable within the NAS. 

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Weather Transition:

This activity ensures that aviation weather research concepts are matured and technically developed under FAA 

guidelines to a level of readiness for operational use in the NAS. Weather Transition will manage appropriate 

activities to include: (a) development, validation, and allocation of aviation requirements for weather; (b) analysis of 

current FAA weather-related services and unmet operational needs; (c) develop initial operational concepts to satisfy 

those needs and determine which concepts should be further developed; and (d) creation, testing and evaluation of

prototypes, including operational demonstrations, for the purpose of defining and refining their operational use.

Synchronization of Air/Ground Procedures:

In an effort to reduce the strain on the limited-capacity storage on the aircraft Flight Management System (FMS), 

this activity will evaluate methods for ground systems to communicate procedures to the aircraft. This will reduce 

the need to load the FMS with variations of the same procedure for different flight conditions. This will also allow 

air traffic to provide tactical capacity management methods with automation, such as extending the down-wind leg

of the approach, increasing predictability and efficiency. 

Advanced Air Ground Communications:

In partnership with international partners, this project will evaluate advanced communications standards such as Lband Digital Aeronautical Communication System (LDACS) and satellite-based communication for operational 

usage. This activity will also evaluate advanced communications to support new capabilities such as Push-to-Talk 

in remote areas; and the capability for these links to alleviate spectrum congestion issues and meet the more 

stringent NextGen performance requirements.

Command & Control in a Cloud Environment:

This activity will identify and assess current and future command and control capability for NAS Systems in a cloud 

environment. As part of this effort, technical assumptions will be evaluated based on safety, mission criticality, and 

the ability of current and future cloud architecture to provide command and control services in the future.

Common Displays/Commercial-Of-The-Shelf (COTS): 

This activity addresses the need to transition to COTS displays for use as Common Displays in the NAS. As part of 

this effort, current COTS display capabilities will be reassessed and previously identified gaps in using COTS 

displays as Common Displays will be reevaluated. Requirements definition for displaying strategic decision data 

will be completed and development of a transition strategy for the possible use of COTS displays as Common 

Displays in the NAS will be initiated.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric 

The service analysis and operational demonstration activities within this program support the development of 

operational improvements that will increase the number of arrivals and departures at major airports.

Program Plans FY 2017 – Performance Output Goals 

New Radar Requirements (Surveillance & Weather):

• Finalize Multi-function Phased Array Radar (MPAR) performance requirements.

• Develop detailed MPAR advanced technology demonstrator test and evaluation plan.

Enterprise Information Protocol and Exchange Standards:

• Assess Flight Information Exchange Model (FIXM) compliance with ICAO Reference Model.

• Develop transition plan for FIXM.

• Conduct Quality Assurance (QA)/Quality Control (QC) validation for Weather information Exchange Model 

(WXXM).

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Future CAS:

• Review the ACAS Xu System Requirements and Specification (SRS) V1.0 document to inform RTCA SC-147 

and SC-228 with standards development activities.

• Incorporate optimization and tuning updates with stakeholder feedback into the ACAS Xu Run 3 logic.

• Complete the ACAS Xu Run 3 Algorithm Design Description (ADD) document.

Weather Transition:

• Conduct engineering studies and analyses which evaluate the translation of weather information into operational 

impacts.

• Develop and validate weather requirements for NWS to improve forecasts in support of FAA operational 

decision-making.

Synchronization of Air/Ground Procedures:

• Develop validation plan for air/ground procedure synchronization.

• Develop documentation of air/ground procedures standards with user community.

• Conduct trials and develop a validation report for air/ground procedure synchronization.

Advanced Air/Ground Communications:

• Conduct engineering assessment of L-band communication system performance from prototype testing 

conducted under Single European Sky ATM Research (SESAR) development activities.

• Develop Minimum Operational Performance Standards (MOPS) for Iridium-Next which will enable the Satcom 

system to support data communications in domestic airspace. 

• Conduct prototype testing to support the development of Internet Protocol (IP) Standards to support the FAA’s 

Data Comm Segment 2 and Future Communication Systems including NextSat, LDACS and Aeronautical 

Mobile Airport Communications System (AeroMACS). 

Program Plans FY 2018 – Performance Output Goals 

• Enterprise Information Protocol and Exchange Standards:

• Assess WXXM compliance with ICAO Reference Model.

• Develop transition plan for WXXM.

• Develop mitigation artifacts for enterprise service (SWIM) to mitigate to the latest version of the exchange 

models.

Future CAS:

• Complete worksheet review and gap analysis on ACAS Xu System Requirements to inform RTCA SC-147 and 

SC-228 with standards development activities.

• Integrate analysis results and logic changes from the 2016 ACAS Xu Flight Test into the ACAS Xu Run 4 

candidate.

• Input changes and updates from the ACAS Xu Run 4 candidate into a revised ACAS Xu ADD document.

Weather Transition:

• Conduct engineering studies and analyses which evaluate the translation of weather information into operational 

impacts.

• Develop and validate weather requirements for NWS to improve forecasts in support of FAA operational 

decision-making.

Synchronization of Air/Ground Procedures:

• Document trials results and provide recommendations.

Advanced Air/Ground Communications:

• Evaluate standards validation test results for the new L-band communications system and develop a Validation 

Matrix to support ICAO Standards and Recommended Practices (SARPS) acceptance.

• Initiate development of the ICAO Class B Satellite SARPS to support Data Communications in domestic 

airspace.

• Initiate development of IP Standards to support the FAA’s Data Comm Segment 2 and Future Communication 

Systems including NextSat, LDACS and AeroMACS.

• Identify Security requirements for future ATN/IP Air-Ground Communication Systems.

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Command & Control in a Cloud Environment:

• Develop engineering study evaluating the command & control capability for NAS Systems in a cloud 

environment.

• Update technical assumptions documentation based on safety and mission criticality, and ability of cloud 

architecture to provide command and control services.

Common Displays/COTS: 

• Evaluate performance requirements for NAS information systems displays.

• Conduct assessment of strategic decision displays data requirements.

Program Plans FY 2019 – Performance Output Goals 

Enterprise Information Protocol and Exchange Standards:

• Assess Aeronautical Information Exchange Model (AIXM) compliance with ICAO Reference Model.

• Develop transition plan for AIXM.

• Conduct QA/QC validation for ICAO Reference Model.

Future CAS:

• Formalize ACAS Xp system concept and requirements to inform ongoing RTCA SC-147 standards 

development activities.

Weather Transition:

• Develop and validate weather requirements for NWS to improve forecasts in support of FAA operational 

decision-making.

• Conduct technical analyses of current FAA weather-related services and unmet operational needs.

• Conduct engineering studies and analyses which evaluate the translation of weather information into operational 

impacts.

• Create and evaluate prototypes and conduct operational demonstrations for the purpose of defining and refining 

operational use concepts.

Advanced Air/Ground Communications:

• Complete the LDACS SARPS and associate Technical Manual.

• Complete development of the ICAO Class B Satellite SARPS to support Data Communications in domestic 

airspace.

• Complete development of IP Standards to support the FAA’s Data Comm Segment 2 and Future 

Communication Systems including NextSat, LDACS and AeroMACS.

• Initiate Security standards development for future ATN/IP Air-Ground Communication Systems.

Command & Control in a Cloud Environment:

• Assess gaps in current cloud architecture to support command and control capability for NAS systems.

• Identify and evaluate NAS Systems potentially suitable for command and control in a cloud environment

Common Displays/COTS: 

• Evaluate existing commercial common display/COTS capabilities.

• Assess and validate previously identified gaps in common display/COTS.

Program Plans FY 2020 – Performance Output Goals 

Enterprise Information Protocol and Exchange Standards:

• Maintain and update information protocols and exchange standards documentation.

Future CAS:

• Complete draft ACAS Xu Minimum Operational Performance Standards (MOPS) for review and comment 

within RTCA.

Weather Transition:

• Develop and validate weather requirements for NWS to improve forecasts in support of FAA operational 

decision-making.

• Create and evaluate prototypes and conduct operational demonstrations for the purpose of defining and refining 

operational use concepts.

• Conduct technical analyses of current FAA weather-related services and unmet operational needs.

• Conduct engineering studies and analyses which evaluate the translation of weather information into operational 

impacts.

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Advanced Air/Ground Communications:

• Initiate development of ICAO Class A Satcom Standards to support full 4D trajectory operations.

• Complete Security standards development for future ATN/IP Air-Ground Communication Systems.

Command & Control in a Cloud Environment:

• Develop transition strategy document for NAS Systems identified as potentially suitable for command and 

control in a cloud environment.

Common Displays/COTS: 

• Develop common display/COTS transition strategy for NAS systems.

• Perform feasibility study of common display/COTS transition strategy and document findings.

Program Plans FY 2021 – Performance Output Goals 

Enterprise Information Protocol and Exchange Standards:

• Maintain and update information protocols and exchange standards documentation.

• Develop mitigation artifacts for enterprise service (SWIM) to mitigate to the latest version of the exchange 

models.

Future CAS:

• Initiate limited Implementation Program partnerships to validate ACAS Xu / inform Technical Standard Order 

development activities.

Weather Transition:

• Develop, validate, and refine weather requirements for NWS to improve forecasts in support of FAA 

operational decision-making.

• Create and evaluate prototypes and conduct operational demonstrations for the purpose of defining and refining 

operational use concepts. 

• Conduct technical analyses of current FAA weather-related services and unmet operational needs.

• Conduct engineering studies and analyses which evaluate the translation of weather information into operational 

impacts.

Advanced Air/Ground Communications:

• Complete development of ICAO Class A Satcom Standards to support full 4D trajectory operations.

• Establish requirements for a Software Defined Radio to support multi-modal operations. 

 

E, Surface/Tower/Terminal Systems Engineering, G06A.02-01

 

Program Description

The Surface/Tower/Terminal Systems Engineering program is an early stage developmental program to refine and 

validate Terminal NextGen concepts for improving the efficiency of traffic flow in the terminal area. This program 

will reduce risk associated with the introduction of new technology and operational procedures by using systems 

engineering analysis to identify and evaluate potential impacts from the integration of the techniques and equipment 

necessary to achieve traffic flow efficiencies. The systems engineering work will also assess the impact on NAS 

architecture and any changes needed throughout the product development lifecycle for terminal systems.

The Surface/Tower/Terminal Systems Engineering program will perform a Safety Risk Management study to 

identify these issues relative to the proposed TRACON automation capabilities. Concept engineering activities 

include analysis, evaluation, and assessments to develop and mature concepts for changes to Terminal/TRACON 

automation, as well as identifying associated procedural changes. The primary focus areas are:

• Enhanced inter/intra-facility coordination

o Enhanced communication methods between control positions

o Improved information sharing between facilities

• Facilitated airspace and sector management

o Assess sector loading/demand prediction

o Airspace changes – timing and impact of airspace changes

• Augmented flight data management at the control position

o Flight Data Input/Output functionality at control position

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o View available route and altitude options from control position

• Decision support for managing air traffic operations

o Support for merging and spacing, and conflict detection

• Improved operations at uncontrolled airports

o Improved communication to pilots at uncontrolled airports

o Display of aircraft position outside of surveillance coverage

• Collaboration with airspace users (Pilots / Flight Operation Centers/ Airline Operation Centers)

o Exchanging information with pilots and flight operators

The concept engineering activities conducted by the Surface/Tower/Terminal Systems Engineering program will 

reduce technical risk, quantify benefits, support alternatives development, and identify safety concerns prior to 

implementation by the Terminal Work Package 1 program, A04.08-01. The Initial Investment Decision (IID) and 

Final Investment Decision (FID) are both planned for FY 2017.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The Surface/Tower/Terminal Systems Engineering program supports the efficient use of air traffic capacity by 

analyzing and evaluating new concepts to improve the transfer of flight information, including movement 

constraints to interconnected systems, facilities, controllers, pilots, and airport operators. This program will identify 

and develop capabilities that will enable the Terminal domain to more efficiently balance arrivals, departures, and 

surface operations. 

Program Plans FY 2017 – Performance Output Goals

• Conduct a gap analysis designed to identify the remaining shortfalls and opportunities in the TRACON in the 

2020 and beyond time frame following the implementation of capabilities planned for implementation by 2020. 

• Refine the overall strategic plan for the Terminal domain in terms of out-year capabilities. 

• Conduct initial human-in-the-loop (HITL) prototyping and evaluation to support concept development, 

validation, and refinement, for the airport, runway, route, and airspace configuration management capability. 

• Document initial functions and concept of operations. 

• Complete algorithmic development and documentation.

Program Plans FY 2018 – Performance Output Goals

• Conduct second round of HITL prototyping and evaluation to support concept development, validation, and 

refinement, for the airport, runway, route, and airspace configuration management capability, based on findings 

from the initial round in 2017. 

• Develop preliminary shortfall analysis.

• Update the functional analyses and conops.

• Develop initial requirements.

• Develop a projected benefits analysis.

• Conduct an initial safety assessment.

• Update algorithmic development and documentation.

Program Plans FY 2019-2021 – Performance Output Goals

• None.

 

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F, NextGen Distance Measuring Equipment (DME) Support For Performance Based 

Navigation (PBN) Strategy, G01N.01-02

 

Program Description

The NextGen DME program will expand DME coverage in both enroute and terminal airspace to provide a resilient, 

complimentary navigation service to support Performance Based Navigation (PBN) operations in the event of a 

disruption to the Global Navigation Satellite Service (GNSS). Existing coverage and redundancy gaps will be filled 

in Class A Airspace and the busiest Navigation Service Group (NSG) one and two airports for DME/DME aircraft 

without the need for an Inertial reference Unit (IRU).

The NextGen DME program will provide the following benefits:

• Aircraft equipped with Area Navigation (RNAV) using multiple DMEs (called DME/DME) will continue 

PBN operations in the event of a GNSS outage;

• Sufficient redundancy will be provided to enable DME/DME aircraft to continue flying PBN procedures in 

the event of single DME failures;

• DME/DME Area Navigation (RNAV) service will be available to almost all commercial and business 

aircraft without the need to carry an IRU; and

• Pilot and controller workload will be reduced during GNSS service disruptions, while maintaining PBN 

capacity and efficiency benefits.

This activity performs the solution implementation work for the engineering analysis and acquisition planning 

activity for DME-DME RNAV performed under NextGen Navigation Engineering (NNE), G06N.01-03. New 

DMEs will be installed, existing DMEs with limited capacity will be replaced, and unneeded DMEs will be 

discontinued consistent with the technical and programmatic requirements approved at the Final Investment 

Decision (FID).

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Expanding DME/DME RNAV service across the NAS will enable aircraft to continue PBN operations during GNSS 

disruptions, preventing navigation-based impacts to capacity and efficiency benefits at the Core airports during 

arrivals and departures.

Program Plans FY 2017 – Performance Output Goals

EnRoute:

• Procure 5 NextGen DMEs for installation.

Terminal:

• Procure 21 NextGen DMEs for installation.

Program Plans FY 2018 – Performance Output Goals

EnRoute:

• Procure 3 NextGen DMEs for installation.

• Commission 2 NextGen DME sites.

Terminal:

• Procure 20 NextGen DMEs for installation.

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Program Plans FY 2019 – Performance Output Goals

EnRoute:

• Commission 3 NextGen DMEs sites.

Terminal:

• Procure 37 NextGen DMEs for installation.

• Commission 38 NextGen DMEs sites.

Program Plans FY 2020 – Performance Output Goals

EnRoute:

• Commission 3 NextGen DME sites.

Terminal:

• Procure 37 NextGen DMEs for installation.

• Commission 30 NextGen DMEs sites.

Program Plans FY 2021 – Performance Output Goals

Terminal:

• Procure 29 NextGen DMEs for installation.

• Commission 35 NextGen DMEs sites.

 

G, Information Management, G05M.03-01

 

Program Description

Information management is a proof of concept and technology demonstration program that is in the preimplementation phase. Recent experience in sharing surface data information with users through new serviceoriented architecture, coupled with the proliferation of data repositories to perform post-analysis, has highlighted the 

need to move from data sharing to full information management. This requires services to deliver information by 

type and amount based on business case analysis to establish performance requirements, monitoring, and 

governance of how and when the information is provided. Improvements to information management approaches 

are necessary to ensure the efficient use of FAA Telecommunications Infrastructure and System Wide Information 

Management (SWIM) as conduits of information. The Executive Order (13642) and cloud first mandates also 

require improvements to the information management infrastructure of the NAS.

Research initiated within the Information Management program will identify the shortfalls in moving from data 

sharing to a network environment and will address authoritative operational data stores, use of emerging 

technologies in machine learning and analytics, information management governance and evaluation techniques, and 

performance monitoring techniques and policies to ensure compliance. Research will also identify existing 

hardware and software that would be used to resolve shortfalls. After this analysis and preliminary engineering 

design is complete, the activities will shift to development and implementation of the required capabilities and 

governance. The concepts demonstrated within Information Management could be leveraged by other information 

driven FAA programs to support their requirements for data storage, search, extraction, and analysis.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

In the transformation to NextGen, the program ensures the necessary and required information sharing to improve 

situational awareness is provided with guaranteed performance. Implementation of Information Management will 

allow the FAA to more efficiently manage NAS resources to optimize capacity in the system. Achieving capacity 

goals requires increased sharing of data with guaranteed delivery and performance. To assure this delivery is cost 

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effective; the agency needs to migrate from data sharing to full-scale data management using SWIM as a 

component.

Program Plans FY 2017 – Performance Output Goals

• Develop a plan for the migration of NER (NAS Enterprise Repository) prototype to FAA Cloud Services in an 

enterprise data management production environment. 

Program Plans FY 2018 – Performance Output Goals

• Enhancement of NER infrastructure in keeping with Enterprise Information Management goals and to facilitate 

alignment of programs with the enterprise capability.

• Enhance NER infrastructure and software based upon feedback and lessons learned.

• Develop Plan for supporting additional users /programs. 

Program Plans FY 2019 – Performance Output Goals

• Develop training materials and roles and responsibilities for those who interact with NER.

• Migrate capability to FAA Cloud Services.

• Evaluate Information Management performance and assess additional features.

• Perform functionality comparison of Information Management system data to other systems in the NAS.

Program Plans FY 2020 – Performance Output Goals

• Support the migration to real-time safety analysis via enterprise data infrastructure.

• Complete analysis and deliver report on availability of additional data for the extended user community.

• Complete strategic plans for long-term enhancements of Information Management baseline capabilities.

Program Plans FY 2021 – Performance Output Goals

• Complete analysis and deliver report on enhanced analytical capabilities.

• Deliver report on initial coordination with key organizations to ensure compliance of Information Management 

Governance.

 

1A10, NEXTGEN – LABORATORY SUPPORT PORTFOLIO

FY 2017 Request $12.0M

NextGen Laboratories, G03M.02-01

 

Program Description

NextGen Laboratories provide the NAS environments required to validate the broad framework of NextGen 

concepts, technologies, and systems and to test the integration, development, and operations functions before they 

are introduced into the NAS. This program provides the test platforms at the NextGen Integration and Evaluation 

Capability (NIEC) and Florida NextGen Test Bed (FTB). These labs facilitate conducting NextGen demonstrations 

quickly and efficiently using replicated NAS environments without affecting actual NAS operations. This approach 

reduces overall risk and costs by enabling the FAA to evaluate the viability of new technologies before committing 

to further investment or making system implementation decisions.

 

Operational Assessment supports the transition to NextGen by developing a NAS implementation plan in the midterm and far-term timeframes that support a comprehensive evaluation of fielded capabilities and reporting of postimplementation performance information on the NextGen Performance Snapshots (NPS) website. These activities 

also support NextGen benefits modeling and cost-benefit data collection. 

NextGen Integration and Evaluation Capability (NIEC):

The NIEC is a NextGen integration and evaluation facility located at the William J. Hughes Technical Center 

(WJHTC) in Atlantic City, New Jersey. The NIEC provides a real-time, NextGen-capable environment that allows 

for concept development and validation, integration and operations analysis capabilities through Human-in-the Loop 

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simulation testing and data analysis capability. NextGen systems and procedures will be developed and integrated 

into the NIEC to support studies that measure and validate concept feasibility, human performance, usability, 

changes in workload, and safety. The program will include the development and validation of prototypes and 

analysis capabilities to support the definition of NextGen requirements while researching possible solutions to 

challenges posed by the integration of NextGen technologies.

Florida NextGen Test Bed (FTB):

The FTB is located at the Daytona Beach International Airport (DAB) in Florida and provides a platform where 

early-stage NextGen concepts can be integrated, demonstrated, and evaluated. The FTB core infrastructure is 

architected and configured to enable remote connections with other FAA NextGen and industry partner sites to 

allow for multi-site demonstration capabilities. Through appropriate governance and oversight, the FTB provides 

the ability for industry to bring and integrate new concepts and technologies; maintain and sustain their systems at 

the FTB; and conduct ongoing activities.

NextGen Operational Assessment – Performance:

This activity supports NextGen implementation in three areas: Systems Analysis, NPS and NAS Segment 

Implementation Plan (NSIP).

• System Analysis will focus on quantitative assessments of the operational impacts of fielded NextGen 

components as they become available. Aspects contributing to quantitative estimates of anticipated 

operational benefits, such as avionics cost will also be studied.

• NPS website was created to provide post-implementation performance information at 21 Metroplexes, as 

well as at selected airports and airspace. It is a reporting tool designed to show the progress that has been 

made at specific locations after the implementation of NextGen programs.

• NSIP development will aid the planning and deployment of NextGen portfolios in the mid-term and farterm timeframes. The objective of the NSIP is to identify and manage incremental improvements 

necessary to develop, integrate, and implement NextGen capabilities and NAS Current Operations 

activities.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The NIEC provides the capability to conduct early proof of concept studies, rapid prototyping, concept validation 

and maturation, risk reduction, and improved operational performance across all NextGen Portfolios. The rapid 

prototyping and integration capabilities of the NIEC are able to conduct early phase concept assessments and 

simulations, thereby enabling the FAA to implement cost efficiency measures by reducing risks, costs and overall 

time to implementation. The NIEC is able to replicate all domains of the NAS, as well as integrate with any of the 

other laboratories provided by the William J. Hughes Technical Center to provide a high fidelity environment. In 

addition, the NIEC is able to leverage the infrastructure and expertise gained from previous simulations to support 

future sponsor requests at reduced cost to the agency. 

The FTB provides a platform for early stage NextGen demonstrations to be quickly and efficiently conducted at an 

early stage without affecting NAS operations. This reduces risk and overall costs by enabling the FAA to evaluate 

the viability of these new technologies and concepts before making further investments and decisions on potential 

implementation in operations. In addition, the FTB approach of establishing partnerships with industry promotes 

contributions and R&D investment from industry, and leverages industry’s capabilities which provides cost 

avoidance to the FAA and helps to accelerate NextGen development.

The NextGen Operational Assessment — Performance program supports cost efficiency initiatives by providing a 

cohesive implementation plan for NextGen portfolios in the mid-term and far-term timeframes. Includes 

information on projected qualitative benefits, system dependencies, success criteria, identified integration challenges 

for implementation, established follow-on activities, and deployment progress reports. Additionally, through 

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conducting operational performance assessments of fielded capabilities it serves as lessons learned for making sound 

investment decisions to appropriately plan for expenditure of taxpayer funds. It also reports progress of NextGen 

implementation on the NPS website.

Program Plans FY 2017 – Performance Output Goals

NIEC:

• Provide engineering support for the infrastructure and NextGen research. 

• Provide for services to ensure the operational capabilities of the laboratory.

• Provide the necessary licenses, maintenance agreements, and equipment of the laboratory.

• Install upgrades to the laboratory infrastructure to support a NextGen research platform. 

• Complete integration of Ground-Air Data Communication capabilities.

FTB:

• Provide engineering support for the infrastructure and capabilities to support NextGen demonstrations. 

• Provide for services to ensure the operational capabilities of the laboratory.

• Provide the licenses, leases, utilities, equipment, and maintenance necessary to maintain the laboratory at a high 

level of readiness to respond to emergent needs.

• Complete installation of upgrades to the laboratory infrastructure to support a NextGen integration platform.

NextGen Operational Assessment – Performance:

• Evaluate the operational performance impacts of NextGen technologies and procedures, and publish an annual 

report. Candidate capabilities for performance studies include: 

o Wake Re-categorization, Phase 2 – pair-wise wake separation standards that uniquely address the needs of 

a given airport (Denver, CO (DEN) and Anchorage, AK (ANC)).

o Dual parallel operations between 2,500 and 3,600 feet – for parallel runways that are between 2,500 and 

3,600 feet, dependent stagger-separation will be removed from 1.5 nm to 1.0 nm (Minneapolis-St. Paul, 

MN (MSP), John F. Kennedy, NY (JFK), Seattle-Tacoma, WA (SEA), Portland, OR (PDX), RaleighDurham, NC (RDU), Dallas Love Field, TX (DAL) and Memphis, TN (MEM)).

• Develop documentation and data sources for new NPS information including any new metrics.

• Complete update of metrics and success stories in the NextGen Performance Snapshots website.

• Complete annual NSIP update to aid the planning, deployment, and monitoring of NextGen portfolio in the 

mid-term and far-term timeframes. 

Program Plans FY 2018 – Performance Output Goals

NIEC:

• Provide engineering support for the infrastructure and NextGen research. 

• Provide for services to ensure the operational capabilities of the laboratory.

• Provide the necessary licenses, maintenance agreements, and equipment of the laboratory.

• Install upgrades to the laboratory infrastructure to support a NextGen research platform.

• Provide a near real time data analysis capability to better support simulations and demonstrations.

FTB:

• Provide engineering support for the infrastructure and NextGen demonstrations. 

• Provide for services to ensure the operational capabilities of the laboratory.

• Provide the licenses, leases, utilities, equipment, and maintenance necessary to maintain the laboratory at a high 

level of readiness to respond to emergent needs.

• Complete the installation of upgrades to the laboratory infrastructure to support a NextGen integration platform.

• Add new scenario development and analysis tools.

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NextGen Operational Assessment – Performance:

• Evaluate the operational performance impacts of NextGen technologies and procedures, and publish an annual 

report. Candidate capabilities for performance studies include: 

o Triple Independent Parallel Operations – triple simultaneous operations for runways spaced greater than 

approximately 3,900 feet (Atlanta, GA (ATL) and Dulles, VA (IAD)).

o Metroplex Project – an integrated solution comprising of Performance Based Navigation (PBN) procedures 

and airspace redesign that address unique needs of a system of airports that operate in close proximity of 

each other (ATL and Charlotte, NC (CLT)).

o Established on Required Navigation Performance (RNP) (EoR) for Widely Spaced Operations – national 

standard enabling EoR operations at eligible locations throughout the NAS.

• Develop documentation and data sources for new NPS information including any new metrics.

• Complete annual NSIP update to aid the planning, deployment, and monitoring of NextGen portfolio in the 

mid-term and far-term timeframes.

Program Plans FY 2019-2021 – Performance Output Goals

NIEC:

• Provide engineering support for the infrastructure and NextGen research. 

• Provide for services to ensure the operational capabilities of the laboratory.

• Provide the necessary licenses, maintenance agreements and equipment of the laboratory.

• Install upgrades to the laboratory infrastructure to support a NextGen research platform.

FTB:

• Provide engineering support for the infrastructure and capabilities to support NextGen demonstrations. 

• Provide for services to ensure the operational capabilities of the laboratory.

• Provide the licenses, leases, utilities, equipment, and maintenance necessary to maintain the laboratory at a high 

level of readiness to respond to emergent needs.

• Complete the installation of upgrades to the laboratory infrastructure to support a NextGen integration platform.

NextGen Operational Assessment – Performance:

• Evaluate the operational performance impacts of NextGen technologies and procedures, and publish an annual 

report.

• Develop documentation and data sources for new NPS information including any new metrics.

• Complete annual NSIP update to aid the planning, deployment, and monitoring of NextGen portfolio in the 

mid-term and far-term timeframes.

 

1A11, NEXTGEN – PERFORMANCE BASED NAVIGATION & METROPLEX PORTFOLIO

FY 2017 Request $17.5M

• A, NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation (RNAV)/Required 

Navigation Performance (RNP), G05N.01-01

• B, Concept Development for Integrated NAS Design & Procedure Planning, G05A.02-04

• X, NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation (RNAV)/Required 

Navigation Performance (RNP) - Future Plans, G05N.01-03

A, NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation 

(RNAV)/Required Navigation Performance (RNP), G05N.01-01 

Program Description

NextGen Performance Based Navigation (PBN) – Metroplex RNAV/Required Navigation Performance (RNP) will 

develop procedures at Metroplexes to improve airspace efficiency. The Airspace Optimization Group integrates

airspace design and associated activities, including traffic flow analysis, arrival and departure route design and 

procedures optimization, providing a framework for developing PBN initiatives. Optimizing airspace use and 

associated procedures development in Metroplexes includes:

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• Examining the use of additional transition access/egress points to/from terminal airspace not tied to groundbased navigation aids; 

• Developing and implementing optimized arrival and departure procedures; 

• Decoupling conflicting operations to and from primary and secondary/satellite airports serviced by the 

same complex terminal airspace; and if needed, 

• Developing high altitude routes through congested airspace to create more efficient routes between major 

metropolitan areas. 

Development of RNAV and RNP routes and procedures will address the RTCA Task Force 5 recommendations, 

maximize benefits, and accelerate NextGen concepts.

Optimization of airspace and procedures using quantitative and qualitative metrics will target specific Metroplex 

areas that have been designated as high priority using criteria established by FAA with input from RTCA. The 

current program plan will address 12 Metroplexes. The Metroplex approach began in FY 2010 and will be 

completed at the selected locations by FY 2019. These can be located in unique metropolitan areas such as North 

Texas which includes Dallas/Fort-Worth (DFW), Dallas Love Field Airport (DAL), and other regional airports or by

combining Metropolitan areas, such as the Central and Southern Florida Metroplex which includes Orlando (MCO), 

Miami (MIA), Tampa (TPA), Palm Beach (PBI), Fort Lauderdale (FLL) and other regional airports. Central and 

Southern Florida Metroplex is being addressed as a single project to take advantage of overlapping airspace. Las 

Vegas was added as the 12th location. Study Team results guide the design and implementation of those procedures 

that have the highest benefits. Design and Evaluation Team efforts include analyses and simulations, assessment of 

alternatives, and modeling of projected airspace and procedures benefits. These efforts include:

• Study and Scoping: The Study Phase is conducted by study teams that identify issues and propose potential 

solutions through facility and industry interface meetings. Industry representation is achieved using lead 

carrier representatives. The result of this phase is a set of conceptual designs, with a high-level assessment 

of benefits, costs, and risks.

• Design and Procedure Development: The Design Phase is where the detailed Integrated Airspace and 

Procedures design work is conducted. The work conducted in this phase uses the results of the study teams 

and is conducted by a Design and Implementation (D&I) team. Industry representation is achieved using 

lead carrier representatives. When appropriate and justified, Human-in-the-Loop simulations and other 

design analyses are performed.

• Evaluation: The Evaluation Phase is the second stage conducted by the D&I team. It includes all 

necessary operational modeling, Safety Management System analyses, and environmental reviews. Industry 

representation is achieved using lead carrier representatives. If analyses are conducted during the Design 

Phase, they may carry over into the Evaluation Phase.

• Implementation and Training: The Implementation Phase is the last part of the Optimization of Airspace 

and Procedures in the Metroplex (Metroplex) process conducted by the D&I team. This phase includes all 

steps required for implementation of the Metroplex project including flight inspections, publishing 

procedures, planning and executing training. Industry representation is achieved using lead carrier 

representatives. 

• Post Implementation Review and Modifications: The Post-Implementation Phase includes a review of the 

implemented airspace and procedures changes to determine if they have delivered desired benefits and/or 

caused other impacts. Modifications or refinements may be made to better achieve the desired benefits or 

address unforeseen impacts.

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Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 6 – Optimize airspace and Performance Based Navigation (PBN) procedures to 

improve efficiency an average of 10 percent across Core airports by 2018. (FAA Business Planning 

Metric)

Relationship to Performance Metric

Developing PBN in Metroplex airspace will allow more efficient use of airspace and improve arrival and departure 

flows. Metroplex solutions are focused on optimizing procedures and traffic flows, and may include airspace 

structure changes to support optimized routings. Specific operational changes include converting conventional 

procedures to PBN, removing level-offs on arrivals, segregating arrival routes to deconflict traffic flows, adding 

departure points, expediting departures, adding new high-altitude PBN routes, and realigning airspace to support 

those changes.

Program Plans FY 2017 – Performance Output Goals

• Complete the Evaluation Phase of three Metroplex projects (e.g. Denver, Florida, and Las Vegas).

• Complete Implementation Phase at four Metroplex sites (e.g. Charlotte, Southern California, Cleveland/Detroit, 

and Phoenix).

• Complete Post Implementation Phase activities at three Metroplex sites (e.g. Charlotte, Atlanta, and Southern 

California).

Program Plans FY 2018 – Performance Output Goals

• Complete Implementation Phase of three Metroplex projects (e.g. Denver, Florida, and Las Vegas).

• Complete Post Implementation Review and Modifications activities for three Metroplex projects (e.g. 

Cleveland/Detroit, Phoenix, and Denver).

Program Plans FY 2019 – Performance Output Goals

• Complete Post Implementation Review and Modifications activities for last two remaining Metroplex projects 

(e.g. Florida and Las Vegas). 

• Provide comprehensive lessons learned for archives.

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

B, Concept Development for Integrated NAS Design & Procedure Planning, G05A.02-04

 

Program Description 

The Integrated NAS Design and Procedure Planning (INDP) program is currently analyzing the Performance Based 

Navigation (PBN) strategy for initiatives to prepare for the future NAS-wide implementation of PBN procedures 

with the initial focus on Established-on-Required Navigation Performance (RNP) Instrument Approach Procedures 

(IAPs). Established-on-RNP (EoR) will allow air traffic controllers to clear aircraft on an RNP approach with a 

curved turn to final without providing standard radar separation between it and another aircraft that is established on 

an approach to a parallel runway. In addition, EoR is expected to provide opportunities for increased efficiency 

including reduced track length, fuel burn, environmental footprint, and noise exposure. Furthermore, EoR may be 

able to provide opportunities for increased efficiency through the use of more repeatable and predicable operations. 

After the initial implementation of EoR at developmental sites, additional data will be collected to support final 

safety and benefits validation.

Human Factors activities will focus on the interaction between the air and ground domains to document and 

disseminate lessons learned that will provide guidance for future PBN procedure implementations and support the 

refinement and revisions of published procedures. This work will provide insights into the factors affecting the 

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successful implementation of RNAV (Area Navigation) /RNP routes under NextGen objectives and enable the 

operational deployment of navigation requirements and operational acceptance. To achieve these goals, human 

factors work will analyze the PBN strategy and assess the NextGen automation systems and Decision Support Tools 

(DSTs) supporting PBN procedures, and how they contribute to increasing the efficiency and performance of the 

workforce. The focus of the research aligns actions and behaviors occurring on the flight deck and in air traffic 

control operations to increase usage of PBN procedures.

This program supports RTCA Task Force 5 recommendations and integrates industry and agency efforts to improve 

efficiency by taking advantage of aircraft performance capabilities, Standard Terminal Arrivals (STARs) and 

Optimum Profile Descents (OPDs). The primary focus of the program is to safely design and implement various 

EoR IAPs in an effort to provide shorter, repeatable and stabilized paths to the runway for RNP aircraft. In addition, 

concept development activities will validate concepts that increase capacity and improve efficiency and throughput, 

while leveraging PBN technologies. In addition, the EoR project will begin to leverage their work and pave the way 

for other innovative PBN concepts to support the Agency’s PBN Strategy. Although there are no current 

commitments and further direction depends on the PBN NAS Strategy Document, additional PBN initiatives that 

might be studied are Advanced RNP, RNP to ILS capture, and Established on Departure Operations (EDO).

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

This program will contribute to the average daily airport capacity metric by providing the modeling and analysis 

needed to modify airspace and procedures. This will result in more efficient use of airspace through repeatable and 

dependable operations resulting in a more consistent daily capacity.

Program Plans FY 2017 – Performance Output Goals

• Initiate modeling and safety analysis of one new RNP approach scenario. Develop modeling and safety 

analysis and data collection plan.

• Conduct initial implementation of EoR scenarios at developmental site(s) to validate EoR operational concept.

• Complete Safety Risk Management artifacts to support separation standard change to allow for EoR operations 

in the NAS.

• Develop operational requirements and other documents required for technical transfer for validated concepts for 

implementation in 2020-2022 and beyond.

• Complete final report on control structure for PBN operations to FAA stakeholders and industry partners.

• Consolidate the identified PBN implementation issues and refine the evaluation criteria gained from interviews 

with RNAV/RNP procedure design specialists and draft report. 

• Conduct Lab Activity to support preliminary PBN Route Coordination and Deconfliction analysis.

• Define model attributes and develop procedures/tool requirements to assess optimal arrival/departure routing 

options and implementation strategies that support PBN Route Optimization.

• Leverage existing research to develop human performance metrics and criteria for the analysis of EoR 

operations on ATC workload and safety.

• Apply human performance metrics during human-in-the-loop simulations for the initial implementation of EoR.

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Program Plans FY 2018 – Performance Output Goals

• Complete modeling and safety analysis of one RNP approach scenario.

• Conduct initial implementation of EoR scenarios at developmental site(s) to validate EoR operational concept.

• Complete Safety Risk Management artifacts to support separation standard change to allow for EoR operations 

in the NAS.

• Conduct concept validation studies based on the PBN strategy and document findings to reduce 

risk/uncertainties of NextGen Mid Term Operational Concepts.

• Initiate investigation of integration issues associated with the integration of RNAV/OPD arrivals and Time 

Based Flow Management (TBFM).

• Develop Concept of Operations supporting PBN Route Coordination and Deconfliction analysis.

• Provide initial integration analysis of the PBN strategy to assess optimal arrival/departure routing options and 

implementation strategies for PBN Route Optimization.

• Apply human performance metrics during human-in-the-loop simulations for the initial implementation of EoR.

• Based on the PBN strategy, provide a report on measures of workload and safety impact of EoR operations for 

inclusion in the Safety Risk Management Decision.

• Develop white paper to identify current wake recategorization impacts on EoR procedure design and efficiency 

when considering multiple runway operations.

• Document analysis conclusions for possible inclusion into the PBN strategy update.

Program Plans FY 2019 – Performance Output Goals

• Initiate modeling and safety analysis of one new RNP approach scenario. Develop modeling and safety analysis 

and data collection plan.

• Conduct initial implementation of EoR scenarios at developmental site(s) to validate EoR operational concept.

• Complete Safety Risk Management artifacts to support separation standard change to allow for EoR operations 

in the NAS. 

• Document procedures to decrease workload/increase reliance on automation for routine tasking, to increase 

efficiency of the NAS.

• Develop criteria necessary to assess the integration issues associated with RNAV/OPD and TBFM from both 

the air traffic and flight deck perspectives. 

• Develop Automation Requirements supporting PBN Route Coordination and Deconfliction analysis.

• Develop preliminary operational and functional requirements for incorporating PBN Route Optimization with 

TBFM/Terminal Sequencing and Spacing.

• Analyze identified wake recategorization impacts and provide recommendations for future PBN procedure 

design when considering multiple runway operations.

• Provide updates to the PBN strategy based on operational testing of improved PBN capabilities.

Program Plans FY 2020 – Performance Output Goals

• Complete modeling and safety analysis of one RNP approach scenario.

• Conduct initial implementation of EoR scenarios at developmental site(s) to validate EoR operational concept.

• Complete Safety Risk Management artifacts to support separation standard change to allow for EoR operations 

in the NAS.

• Utilizing the PBN strategy, develop operational methods document to address future growth in demand and 

reduce gate-to-gate transit time.

• Validate the assessment criteria and begin the evaluation and assessment of current RNAV/OPD procedures in 

relation to TBFM operations and constraints.

• Deliver analysis supporting PBN Route Coordination and Deconfliction analysis to include technical transfer 

package, prototype requirements, operational requirements and final Concept of Operations.

• Develop technical transfer package for PBN Route Optimization.

• Provide human factors recommendations for the consideration of human factors guidance in the Performance 

Based Navigation Implementation Process (7100.41) and procedure design review.

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Program Plans FY 2021 – Performance Output Goals

• Conduct Advanced RNP (A-RNP) assessment in support of PBN Strategy.

• Initiate modeling and safety analysis of one new RNP approach scenario. Develop modeling and safety analysis 

and data collection plan.

• Conduct initial implementation of EoR scenarios at developmental site(s) to validate EoR operational concept.

• Complete Safety Risk Management artifacts to support separation standard change to allow for EoR operations 

in the NAS. 

• Execute technical transfer of validated concepts for implementation.

• Develop and provide final technical documentation to support NAS operational criteria development and 

changes in air traffic control regulations and operating manuals related to the FY 2017-2020 performance 

outputs.

• Develop and provide final documentation for the identification of human factors requirements applied to 

NextGen automation systems and decision support tools (DSTs) supporting PBN procedures.

• Conduct and participate in field site surveys to evaluate the implementation of the human factors 

recommendations to the PBN procedure implementation and revision process and development of new PBN 

procedures.

 

X, NextGen Performance Based Navigation (PBN) – Metroplex Area Navigation 

(RNAV)/Required Navigation Performance (RNP) - Future Plans, G05N.01-03 

Program Description

NextGen Performance Based Navigation (PBN) – RNAV/Required Navigation Performance (RNP) will develop 

procedures to structure traffic and flows to Service Group (SG) 1 as defined by the PBN NAS Navigation Strategy 

locations to improve airspace efficiency. Procedures may be designed for SG 2 locations for key site 

implementation, or to compliment SG1 activity. The Airspace Optimization Group integrates airspace design and 

associated activities, including traffic flow analysis, arrival and departure route design and procedures optimization

in preparation for, and/or in response to new controller tools, such as Ground-based Interval Management-Spacing

(GIM-S) and Terminal Sequencing and Spacing (TSAS)), that provide a framework for developing PBN initiatives. 

Optimizing airspace use and associated procedures development includes:

• Examining the use of additional transition access/egress points to/from terminal airspace not tied to groundbased navigation aids; 

• Developing and implementing optimized arrival and departure procedures; 

• Decoupling conflicting operations to and from primary and secondary/satellite airports serviced by the 

same complex terminal airspace; and if needed;

• Developing high altitude routes through congested airspace to create more efficient routes between major 

metropolitan areas;

• Introducing new PBN capabilities, e.g. Established on RNP (EoR) procedures and Advanced-RNP (ARNP); and

• Removing legacy procedures/infrastructure not in alignment with the PBN Strategy or supported by other 

defined program activity.

Development of RNAV and RNP routes and procedures will address the RTCA Task Force 5 recommendations, 

maximize benefits, and accelerate NextGen concepts. The previous Metroplex program developed a collaborative 

5-stage process to deliver PBN capabilities to the NAS. This process will be reviewed and revised based upon 

lessons learned; incorporation of the new PBN capabilities (e.g. EoR, A-RNP); and in preparation for, and/or in 

response to, new controller decision support tools (e.g. GIM-S, TSAS). 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 6 – Optimize airspace and Performance Based Navigation (PBN) procedures to 

improve efficiency an average of 10 percent across Core airports by 2018. (FAA Business Planning 

Metric)

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Relationship to Performance Metric

Developing PBN in SG1 locations will allow more efficient use of airspace and improve arrival and departure flows. 

PBN Strategy implementation will continue optimizing procedures and traffic flows, and may include airspace 

structure changes to support optimized routings, new PBN capabilities, and utilization of new controller decision 

support tools. Specific operational changes include adding new PBN capabilities (e.g. EoR, A-RNP), and 

optimizing operations to enable/support use of new controller decision support tools (e.g. GIM-S, TSAS). Methods 

may include converting or removing conventional procedures; removing level-offs on arrivals; segregating arrival 

routes to deconflict traffic flows; adding departure points; expediting departures; adding new high-altitude PBN 

routes; and realigning airspace to support these changes.

Program Plans FY 2017-2019 – Performance Output Goals

• None.

Program Plans FY 2020 – Performance Output Goals

• Apply lessons learned through Metroplex program to develop a revised process to deliver new PBN 

capabilities to SG 1 locations (procedures may be designed for SG 2 locations for key site and/or to 

compliment implementation at SG1 locations).

• Begin execution: deliver PBN capabilities at a key site.

Program Plans FY 2021 – Performance Output Goals

• Initiate subsequent phases defined at key site.

• Deliver PBN capabilities at second location.

 

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ACTIVITY 2: AIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT

A: En Route Programs

2A01, NEXTGEN – EN ROUTE AUTOMATION MODERNIZATION (ERAM) – SYSTEM 

ENHANCEMENTS AND TECHNOLOGY REFRESH

FY 2017 Request $78.0M

• A, En Route Automation Modernization (ERAM) Technology Refresh, G01A.01-10

• B, En Route Automation Modernization (ERAM) Sector Enhancements, G01A.01-04

A, En Route Automation Modernization (ERAM) Technology Refresh, G01A.01-10

 

Program Description 

Technology refresh of the ERAM system will be accomplished by a series of programs. In FY 2016, the System 

Enhancements and Technology Refresh program, G01A.01-05, will complete the replacement a subset of ERAM

system equipment that has become obsolete. 

This program, ERAM Technology Refresh, G01A.01-10, will replace another subset of ERAM system equipment 

that is at, or near the end of, its service life, or is otherwise contributing to increased ERAM sustainment risk due to 

increasing failure rates or degraded performance. 

A Final Investment Decision (FID) for ERAM Technology Refresh will occur in Q4 FY 2016 with an expected 

period of performance of five years from FY 2017 through FY 2021. The program will be baselined by the FID, 

including the scope of the technology refresh, extent of the annual capabilities rollout (i.e., waterfall) and annual 

budget.

The current scope of the ERAM Technology Refresh program, pending the final scope to be defined by FID, 

includes:

• Refresh the existing analog tactical position, i.e., the R-Side, display; approximately 1,500 units;

• Refresh the Keyboard/Video/Mouse (KVM) accessories for the tactical position, R-Side; approximately 

1,500 units;

• Refresh the IBM Power PC/RISC based processor with x86 based processor for both the R-Side and DSide positions; approximately 2,500 units;

• Migrate the tactical, R-side, and strategic, D-Side, positions processors’ operating system (O/S) from 

IBM’s AIX to Linux Open Source O/S; approximately 2,500 licenses;

• Refresh the Display capture and recording technology for R and D-Sides; approximately 3,000 recorders;

• Refresh the display graphics adaptor for displays; approximately 3,000 units; and

• Add operational supplemental processors to the existing backroom processors farm to mitigate emerging 

increased demand for ERAM system processing capacity.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

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Fiscal Years 2017-2021 Activity 2

Relationship to Performance Metric

ERAM Technology Refresh will update the ERAM system by refreshing a subset of ERAM equipment that is in 

critical need of replacement during the FY 2017 through FY 2021 time frame at the 20 Air Route Traffic Control 

Centers (ARTCC) sites. The benefit of this upgrade is the continued use of ERAM to control air traffic in the en 

route domain. The upgrade will maintain the ERAM system’s ability for en- route controllers at each center to track 

1,900 aircraft at a time; critical for meeting the FAA’s Strategic Priority 2. The upgrade will also enable the ERAM 

system to meet its operational availability and performance requirements; critical for meeting the FAA’s 

Performance Metric 1.

Program Plans FY 2017 – Performance Output Goals

• Complete final engineering design plan for ERAM technology refresh system.

• Complete the procurement of technology refresh equipment for the key site.

Program Plans FY 2018 – Performance Output Goals

• Complete the procurement of technology refresh equipment for two additional sites.

• Deploy ERAM technology refresh at key site and two additional sites (3 of 20, 15%).

Program Plans FY 2019 – Performance Output Goals

• Complete the procurement of technology refresh equipment for five additional sites.

• Deploy ERAM technology refresh at five additional sites (8 of 20, 40%).

Program Plans FY 2020 – Performance Output Goals

• Complete the procurement of technology refresh equipment for six additional sites.

• Deploy ERAM technology refresh at six additional sites (14 of 20, 70%).

Program Plans FY 2021 – Performance Output Goals

• Complete the procurement of technology refresh equipment for six additional sites.

• Deploy ERAM technology refresh at six sites (20 of 20, 100%).

 

B, En Route Automation Modernization (ERAM) Sector Enhancements, G01A.01-04

 

Program Description 

ERAM Sector Enhancements provides software enhancements for the en route sector controller team. It is a multiyear effort to improve the efficiency and effectiveness of en route sector operations through enhanced trajectory 

management and improved collaboration between the tactical (R Side) and strategic (D Side) controllers. It also 

involves upgrades to flight data management and system support functions. Current automation capabilities are 

limited in providing the requisite accuracy, consistency, and usability needed during high demand scenarios which 

can result in decreasing the efficient use of airspace. ERAM Sector Enhancements will develop and implement 

improvements to en route automation and procedures, building upon existing ERAM capabilities and leveraging 

previous NextGen pre-implementation activities.

The Investment Analysis Readiness Decision was made in July of 2014, and the Final Investment Decision (FID) is 

planned for the fourth quarter of FY 2016. Prime contractor system engineering, software development, and 

implementation activities are planned to begin in FY 2017 and complete in FY 2022. 

A baseline for the planned allocation of enhancements to a specific ERAM release will be part of the program’s FID 

baseline. The specific enhancements under analysis as a part of FID activities are listed below and will be deployed 

as a series of ERAM releases throughout the program lifecycle. 

• Trajectory Modeling Enhancements - Improve the Flight Plan Trajectory Modeling to consistently identify 

the next sector for handoff and flight data distribution;

• Flight Plan Trajectory - Improve the accuracy of Aircraft Trajectory Modeling;

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• Conflict Probe Enhancements - Improve Conflict Probe through better representation of the adherence 

bounds used to determine the need for computing a new aircraft trajectory, minimize false alerts, and apply 

a 3-nautical mile (NM) separation standard and wake turbulence procedure (whichever is larger) in the 3-

NM separation airspace and transition airspace;

• Conflict Probe Enhancements - Provide Conflict Probe at the Radar Controller’s display (R-Side) to 

facilitate the use of Conflict Probe information, especially when the sector is staffed with one controller;

• Flight Plan Processing - Improve controller access to modern aircraft flight data and equipage information 

that is available in the International Civil Aviation Organization (ICAO) flight plan;

• ERAM Enhancements to Support UAS - Improve the processing of UAS flight information, including 

routes, aircraft types, and performance characteristics;

• International Common Harmonization - Expand the automated coordination of flight data and aircraft 

control with the Canadian, Cuban and Dominican Republic Air Navigation Service Providers (ANSP); 

• ERAM Adaptation Refinements - Improve the ability of the Air Route Traffic Control Center (ARTCC) 

support personnel to efficiently and dynamically change adaptation data; and

• Technical Operations Enhancements - Provide maintenance support at the Monitor and Control (M&C) 

system.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The ERAM Sector Enhancements program will improve trajectory modeling, enhance conflict probe processing and 

detection, and leverage ICAO 2012 Flight Plan data, among other improvements. These improvements will enable 

implementation of NextGen capabilities which will allow for increased efficiency and capacity benefits. 

Program Plans FY 2017 – Performance Output Goals

• Complete requirements, engineering and design of the first release of ERAM Sector Enhancements.

• Complete the requirements document of the second release of ERAM Sector Enhancements.

Program Plans FY 2018 – Performance Output Goals

• Complete development, test and deployment of the first release of ERAM Sector Enhancements.

• Complete engineering and design of the second release of ERAM Sector Enhancements.

• Complete the requirements document of the third release of ERAM Sector Enhancements.

Program Plans FY 2019 – Performance Output Goals

• Complete software development, test and deployment of the second release of ERAM Sector Enhancements.

• Complete engineering and design of the third release of ERAM Sector Enhancements.

• Complete the requirements, engineering and design of the fourth release of ERAM Sector Enhancements.

Program Plans FY 2020 – Performance Output Goals

• Complete development, test and deployment of the third release of ERAM Sector Enhancements.

• Complete development, test and deployment of the fourth release of ERAM Sector Enhancement.

• Complete requirements, engineering and design of the fifth release of ERAM Sector Enhancements.

• Complete requirements, engineering and design of the sixth release of ERAM Sector Enhancements.

Program Plans FY 2021 – Performance Output Goals

• Complete development, test and deployment of the fifth release of ERAM Sector Enhancement.

• Complete development, test and deployment of the sixth release of ERAM Sector Enhancement.

• Complete requirements, engineering and design of the seventh release of ERAM Sector Enhancements.

• Complete requirements, engineering and design of the eighth release of ERAM Sector Enhancements.

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2A02, EN ROUTE COMMUNICATIONS GATEWAY (ECG)

FY 2017 Request $2.7M

En Route Communications Gateway (ECG) – Technology Refresh, A01.12-02

 

Program Description 

The En Route Communications Gateway (ECG) system is a fully operational computer system that formats and 

conveys critical air traffic data to the En Route Automation Modernization (ERAM) and the Enhanced Backup 

Surveillance System at the Air Route Traffic Control Centers. The ECG increases efficiency in the use of NAS 

capacity and allows air traffic facilities to expand the use of airspace for air traffic control by enabling the current 

automation systems to use new surveillance technology, such as Automatic Dependence Surveillance Broadcast and 

Wide Area Multilateration. ECG introduced new interface standards and data formats which are required for 

compatibility with International Civil Aviation Organization standards. ECG also increased capacity to process data 

to accommodate inputs from additional remote equipment such as radars. ECG provides better use of the system 

capacity and the ability to expand coverage to support anticipated increases in air traffic and changes in the 

operational environment. 

This program is structured into two activities – Performance Monitoring and Technology Refresh. 

Performance Monitoring:

The ECG Operational Analysis (OA) and Sustainment and Technology Evolution Plan (STEP) activities monitor the 

actual performance of the ECG system and provide valuable input to the ECG Technology Refresh activity. OA 

monitors system availability and performance and documents the results with a quarterly ECG OA Report. STEP 

facilitates Post Production Support of the ECG system and identifies the processes/procedures that will be 

implemented to support the evolution and sustainment of the ECG system. ECG STEP provides a monthly report 

detailing product End-of-Life (EOL), End-of-Service (EOS), support termination and performance or supportability 

limitations. 

Technology Refresh:

Based on input from ECG OA, STEP, and the evolving operational needs of the NAS, the ECG Technology Refresh 

activity plans, procures, and deploys ECG hardware or software components to maintain a high level of system 

availability. The items refreshed can be for EOL, EOS, or performance issues as well as modifications to increase 

capacity and add new interface and data formats. Upgrades can be required due to various product factors that may 

include cost of maintaining the existing system, system failures, licenses, spare quantities, and repair turn-around 

time. Work will continue to upgrade the following components to address EOL and EOS status: Interface Processor, 

Magma Chassis and Intelligent Communication Adapter cards. The deployment of these components will begin in 

FY 2017. Technology Refresh deployment will be completed in FY 2017.

The next phase of ECG technology refresh will begin in FY 2018. It will address EOL and EOS issues for the LAN 

Based Random Access Plan Position Indicator (RAPPI) (LBR) Surveillance Gateway System (SGS). The program 

will continue to use engineering analysis data from the monthly STEP EOL and quarterly OA Reports to determine 

the next technology refresh components. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The ECG Technology refresh program will replace some of the hardware and update critical software in this 

operational air traffic control automation system. This investment will reduce supportability limitations and keep 

the system up-to-date to avoid failures and system outages. This will insure the ECG system maintains its 

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availability and reliability. Quarterly ECG Operational Analysis Reports indicate an operational availability of 

100% from first site Operational Readiness Demonstration (ORD) in 2004 through June 30, 2015.

Program Plans FY 2017 – Performance Output Goals

Performance Monitoring:

• Deliver monthly STEP EOL Reports.

• Deliver quarterly OA Reports.

Technology Refresh:

• Achieve Key-site and National deployment of ECG-074 Software Release.

• Complete deployment of Interface Processor, Expansion Chassis and Serial Communications Adapter Card 

Technology Refresh.

• Complete Technology Refresh deployment for RAPPI.

• Start engineering analysis for the SGS.

Program Plans FY 2018 – Performance Output Goals

Performance Monitoring:

• Deliver monthly STEP EOL Reports.

• Deliver quarterly OA Reports.

Technology Refresh:

• Start Technology Refresh deployment for the SGS.

Program Plans FY 2019 – Performance Output Goals

Performance Monitoring:

• Deliver monthly STEP EOL Reports.

• Deliver quarterly OA Reports.

Technology Refresh:

• Complete Technology Refresh deployment for the SGS.

• Complete engineering analysis of ECG Technology Refresh utilizing monthly STEP EOL and quarterly OA 

Reports.

Program Plans FY 2020-2021 – Performance Output Goals

Performance Monitoring:

• Deliver monthly STEP EOL Reports.

• Deliver quarterly OA Reports.

Technology Refresh:

• Complete engineering analysis of ECG Technology Refresh utilizing monthly STEP EOL and quarterly OA 

Reports.

 

2A03, NEXT GENERATION WEATHER RADAR (NEXRAD)

FY 2017 Request $6.3M

Next Generation Weather Radar (NEXRAD) – Service Life Extension Program (SLEP) 

Phase 1, W02.02-02 / X, Next Generation Weather Radar (NEXRAD) – Service Life 

Extension Program (SLEP) Phase 2, W02.02-03

 

Program Description

NEXRAD SLEP is a nine year refurbishment program to extend the service life of 12 FAA-owned NEXRAD 

systems until 2030 when a replacement capability is expected to be deployed. NEXRAD is a long range weather 

radar that detects, analyzes, and transmits weather information for use by the ATC System Command Center, en 

route, terminal and flight service facilities. This weather information helps determine the location, time of arrival, 

and severity of weather conditions to determine the best routing for aircraft. The National Weather Service (NWS) 

collects and redistributes NEXRAD weather data from the radars they operate and some of the 12 FAA operated 

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radars to create forecasts that are used in all phases of flight. NEXRAD products and services are processed by 

FAA’s Weather and Radar Processor, Integrated Terminal Weather System, and the Corridor Integrated Weather 

System.

With NWS as the lead agency, there are currently 160 NEXRAD systems used by the Tri-Agency partners 

consisting of NWS, FAA, and DOD. The FAA owns and operates 12 of the NEXRAD systems; seven are located in 

Alaska, four in Hawaii, and one in Puerto Rico. 

NEXRAD radars were initially deployed from 1992-1997; some FAA-owned NEXRAD systems began reaching 

their 20-year end-of-life state in 2015. However, the Tri-Agency partners intend to keep NEXRAD in full operation 

through 2030. 

NEXRAD – SLEP Phase 1 (W02.02-02):

A Final Investment Decision for NEXRAD was achieved on 19 September 2012 and a new cost and schedule 

baseline established. This program will have four main purposes:

• Extend the life of the FAA’s NEXRAD to 2030, and beyond. There are four NEXRAD subsystems that 

have been identified as needing replacement/refurbishment:

o Signal Processor (replace)

o Pedestal (refurbish)

o Transmitter (refurbish)

o NEXRAD shelters and facilities (refurbish)

• Provide continued support for product improvements to the legacy NEXRAD program in accordance with 

the Tri-Agency Memorandum of Agreement (MOA). Each year, the FAA pays its pro-rata share of 

NEXRAD Product Improvement (NPI) Science Evolution costs.

• Install hardware and software technology refresh updates on the 12 FAA-owned NEXRADs. In particular, 

the Radar Product Generator and Radar Data Acquisition computers and peripherals require technology 

refresh which began in 2014. 

• Optimize and validate FAA-specific algorithms that provide the capability to discern and display in real 

time, incidences of in-flight icing and hail. A prime objective is to enable the (future) development of 

operationally suitable displays to be used by pilots, controllers, Flight Service specialists, and dispatchers 

for use as decision making tools for avoiding and/or mitigating airborne threats due to the presence of 

airborne icing and hail.

NEXRAD – SLEP Phase 2 (W02.02-03):

Program office will support NWS NPI Science Evolution and Massachusetts Institute of Technology Lincoln 

Laboratory (MIT/LL) in 2021 and will initiate business case for NEXRAD SLEP Phase 2; IARD is scheduled in 

2023. Program office will coordinate with 2nd level engineering and NWS Maintenance Logistics Center to identify 

sustainability issues of the NEXRAD System. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The NEXRAD program contributes to the Deliver Benefits through Technology and Infrastructure strategic priority 

by ensuring sustained operational availability of NEXRAD. NEXRAD measures precipitation intensity, storm 

motion, and weather echo tops, and provides this data in varied displays directly or indirectly to all Core airports and 

most other air traffic control facilities in the continental United States. 

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Program Plans FY 2017 – Performance Output Goals

NEXRAD – SLEP Phase 1 (W02.02-02):

• Fund FAA’s pro-rata share of NPI Science Evolution costs.

• Deliver upgraded Icing algorithm to Radar Operations Center (ROC).

• Complete one Signal Processor replacement (1 of 12, 8%).

NEXRAD – SLEP Phase 2 (W02.02-03):

• None.

Program Plans FY 2018 – Performance Output Goals

NEXRAD – SLEP Phase 1 (W02.02-02):

• Fund FAA’s pro-rata share of NPI Science Evolution costs.

• Complete three Signal Processor replacements (4 of 12, 33%).

• Complete one Transmitter refurbishment (1 of 12, 8%).

• Deliver upgraded Icing algorithm to ROC.

NEXRAD – SLEP Phase 2 (W02.02-03):

• None.

Program Plans FY 2019 – Performance Output Goals

NEXRAD – SLEP Phase 1 (W02.02-02):

• Fund FAA’s pro-rata share of NPI Science Evolution costs.

• Complete four Signal Processor replacements (8 of 12, 67%).

• Complete three Transmitter refurbishments (4 of 12, 33%).

• Complete one pedestal refurbishment (1 of 12, 8%).

• Deliver upgraded Icing algorithm to ROC.

NEXRAD – SLEP Phase 2 (W02.02-03):

• None.

Program Plans FY 2020 – Performance Output Goals

NEXRAD – SLEP Phase 1 (W02.02-02):

• Fund FAA’s pro-rata share of NPI Science Evolution costs.

• Complete four Signal Processor replacements (12 of 12, 100%).

• Complete four Transmitter refurbishments (8 of 12, 67%).

• Complete five pedestal refurbishments (6 of 12, 50%).

• Deliver upgraded Icing algorithm to ROC.

NEXRAD – SLEP Phase 2 (W02.02-03):

• None.

Program Plans FY 2021 – Performance Output Goals

NEXRAD – SLEP Phase 1 (W02.02-02):

• Complete four Transmitter refurbishments (12 of 12, 100%).

• Complete six pedestal refurbishments (12 of 12, 100%).

NEXRAD – SLEP Phase 2 (W02.02-03):

• Fund FAA’s pro-rata share of NPI Science Evolution costs.

• Support NWS Routine Technology Refresh. 

• Fund MIT/LL to enhance Icing and Hail detection algorithms.

System Implementation Schedule

Next Generation Weather Radar (NEXRAD) SLEP

NEXRAD SLEP

In-Flight Icing & Hail Algorithm Optimization: 2014--2020

Hardware/Facility SLEP: 2014--2022

2015 2020 2025

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2A04, AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) & COMBINED CONTROL FACILITY 

(CCF) BUILDING IMPROVEMENTS

FY 2017 Request $74.9M

Air Route Traffic Control Center (ARTCC) & Combined Control Facility (CCF) Building 

Improvements, F06.01-00

 

Program Description 

The Air Route Traffic Control Center (ARTCC) and Combined Control Facility (CCF) Building Improvements

program supports en route air traffic operations and service-level availability by providing life cycle management of 

the physical plant infrastructure at the 21 ARTCCs and 2 CCF facilities. 

Major modernization projects include:

• Control Wing Basement is the space used to house NAS systems. This project renovates portions of the 

control wing basement by replacing or modernizing old and obsolete mechanical and electrical systems as 

well as fire detection and suppression systems.

• Major Mechanical Systems projects rebuilds or replaces the ARTCC chillers and cooling towers along with 

associated mechanical systems such as piping, pumps, fans, filters, and controls. 

• Building Automation Controls System Replacement projects replace aging Direct Digital Control Systems 

(DDCS) that monitor and control the facility environmental systems, such as heating, ventilation, air 

conditioning (HVAC), chillers, cooling towers, pumps, air handlers, computer room air conditioners, and 

monitoring systems for water leak detection. The new Building Automation Controls Network “BACnet” 

replacement system will be an open communication standard protocol, developed by the American Society 

of Heating, Refrigerating, and Air-Conditioning Engineers (ASHRAE), specifically for building 

automation and control networks. This project will provide standardization of Building Automation 

Control Systems at all FAA En Route Facilities. 

Beginning in FY 2019, the following projects will be executed to extend the service life of the ARTCCs and CCFs 

and include:

• Fire Alarm Replacement Project – This project will replace the fire detection and annunciation systems 

at each facility. It includes demolition of the existing system and installation of a new system to include a 

fire alarm control panel, fire alarm annunciation panels, visual and audible annunciation devices, smoke 

and heat detectors, manual pull stations, addressable control devices, fire alarm conduit and fire alarm 

wiring. 

• Central Plant and Power Service Building Modernization Project – This project includes the continued 

modernization of the facility central cooling and heating plant along with the modernization of the Power 

Service Building. The work in the Central Heating and Cooling Plant includes replacement of facility 

chillers, boiler systems, hot water heaters, lighting and electrical panel board, and Motor Control Center 

(MCC) replacement. The work in the Power Services Building includes architectural building upgrades 

including façade replacement, thermal separation of conditioned spaces from non-conditioned spaces, roof 

replacement, seismic and other code and accessibility upgrades, toilet and plumbing upgrades, replacement 

of air handling units, lighting and panel board replacement. 

• Control Wing First Floor and Attic Modernization Project – This project consists of Control Wing first

floor and attic upgrades. The project includes upgrades and restoration of fire-rated walls and floors, 

replacement or upgrades of access floor systems, code and accessibility upgrades, wall and floor finish 

upgrades, upgrades to fire suppression systems, replacement of air handling units, replacement of chiller 

and hot water piping systems, replacement of interior lighting, replacement of the lighting central battery 

system and dimming control system, replacement of building electric distribution systems including panel 

boards, and branch circuits. The area for this project is the facility Air Traffic Control Operations Room, 

which will remain in operation throughout the project. 

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The details on how the projects are packaged and implemented will be determined upon completion of a scoping 

survey. A standard design will be site adapted for each of the ARTCCs and CCFs. 

Many of these structures were built in the 1960’s and have been expanded several times since then. As of FY 2014 

there was a $104.5 million facility backlog of needed repairs or upgrades which includes all building systems such 

as HVAC components, all piping, plumbing, control systems, and both exterior and interior of the building. This 

backlog increases the risk of outages and may result in increased maintenance costs. This program modernizes and 

sustains these buildings to meet air traffic service requirements and to reduce the backlog. This program is included 

in the ATC Facilities Sustainment Strategic Plan.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The program contributes to the FAA’s performance metric of maintaining operational availability of the NAS by 

ensuring that buildings that house en route air traffic control equipment are sustained and modernized to meet 

operational requirements. Improvements to ARTCC facility infrastructure will extend the service life of these 

facilities and minimize potential outages that would cause delays to air traffic. Associated risks from incidents such 

as roof leaks and pipe ruptures include equipment damage, mold, and interruptions to operations. The chiller plants 

for air conditioning are currently approaching or are past their economic life expectancy. Replacement of these 

plants is underway but will not be completed until approximately 2019. A catastrophic failure of a chiller plant 

could ultimately result in the loss of Air Traffic services at an ARTCC. 

Program Plans FY 2017 – Performance Output Goals

• Award construction contract for the M1 Build Out project at Miami ARTCC.

• Award construction contracts for Control Wing Basement/Major Mechanical projects at Los Angeles, Salt Lake 

City, Atlanta, and Seattle ARTCCs.

• Award contracts for Building Automation Controls System Replacement projects at Anchorage ARTCC.

• Award design contracts for Building Automation Controls Systems Replacement for Atlanta, Minneapolis and 

Guam CCF.

• Provide funding to all ARTCCs and CCFs for mission critical infrastructure and miscellaneous sustainment 

needs. 

• Update the national Facility Condition Assessment database for all ARTCCs and CCFs.

• Award contracts for three Facility Assessment Surveys, one for each service area. 

Program Plans FY 2018 – Performance Output Goals

• Award construction contracts for Control Wing Basement/Major Mechanical projects at Denver and Kansas 

City ARTCCs.

• Award construction contracts for Building Automation Controls System Replacement projects at Oakland, 

Cleveland, Washington, and Los Angeles ARTCCs.

• Award design contracts for Building Automation Controls Systems Replacement for Salt Lake, Seattle and 

Denver ARTCCs.

• Award design contract for Dewatering project at Minneapolis ARTCC.

• Provide funding to all ARTCCs and CCFs for mission critical infrastructure and miscellaneous sustainment 

needs. 

• Update the national Facility Condition Assessment database for all ARTCCs and CCFs.

• Award contracts for three Facility Condition Surveys, one for each service area. 

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Program Plans FY 2019 – Performance Output Goals

• Award construction contracts for Building Automation Controls System Replacement project at Atlanta, Guam, 

Minneapolis, Salt Lake, Seattle and Denver ARTCCs.

• Award construction contract for Dewatering project at Minneapolis ARTCC.

• Renovate and upgrade ARTCCs and CCFs Mechanical Systems, Fire Protection Systems, and Power Service 

Building infrastructure based on facility condition survey.

• Provide funding to all ARTCCs and CCFs for mission critical infrastructure and miscellaneous sustainment 

needs. 

• Update the national Facility Condition Assessment database for all other ARTCCs and CCFs.

• Award contracts for three Facility Condition Surveys, one for each service area. 

Program Plans FY 2020 – Performance Output Goals

• Renovate and upgrade ARTCCs and CCFs Mechanical Systems, Fire Protection Systems, and Power Service 

Building infrastructure based on facility condition survey.

• Provide funding to all ARTCCs and CCFs for mission critical infrastructure and miscellaneous sustainment 

needs. 

• Update the national Facility Condition Assessment database for all ARTCCs and CCFs.

• Award contracts for three Facility Condition Surveys, one for each service area. 

Program Plans FY 2021 – Performance Output Goals

• Renovate and upgrade ARTCCs and CCFs Mechanical Systems, Fire Protection Systems, and Power Service 

Building infrastructure based on facility condition survey.

• Provide funding to all ARTCCs and CCFs for mission critical infrastructure and miscellaneous sustainment 

needs. 

• Update the national Facility Condition Assessment database for all ARTCCs and CCFs.

• Award contracts for three Facility Condition Surveys, one for each service area. 

 

2A05, AIR TRAFFIC MANAGEMENT (ATM) – TRAFFIC FLOW MANAGEMENT (TFM)

FY 2017 Request $20.0M

• A, Traffic Flow Management (TFM) Infrastructure – Field/Remote Site Technology Refresh, A05.01-13

• B, Traffic Flow Management (TFM) Infrastructure – TFM Service Enhancements, A05.01-14

• C, Commercial Space Integration Into The NAS, M55.01-01

A, Traffic Flow Management (TFM) Infrastructure – Field/Remote Site Technology 

Refresh, A05.01-13

 

Program Description 

The TFM System is the automation backbone for the Air Traffic Control System Command Center (ATCSCC) and 

the Traffic Management Units (TMUs) at en route centers and TRACONs that assist the ATCSCC in strategic 

planning and management of air traffic. TFM hosts the software decision support systems that are used in managing 

and metering air traffic to reduce delays and make maximum use of system capacity. These tools help the ATCSCC 

and TMUs to dynamically balance growing flight demands with NAS capacity. The system compares the projected 

traffic with the capacity of destination airports to determine if steps need to be taken to manage the flow and prevent 

delays. The FAA uses the information from this system to collaborate with aviation customers to develop and 

implement airspace management programs that reduce delays and ensure smooth and efficient traffic flow through 

FAA-controlled airspace. TFM benefits all segments of aviation including airlines, general aviation, U.S. 

Department of Defense (DoD), U.S. Department of Homeland Security, and appropriate foreign Air Traffic Control 

entities.

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TFM Infrastructure Field/Remote Site Technology Refresh will replace Traffic Flow Management System (TFMS) 

equipment at field sites. Procured in 2008-2009, the support of current field equipment ended in 2014 and now 

requires hardware replacement in-kind for technology refresh. Hardware will be replaced at over 88 TFM-equipped 

Air Traffic Control facilities around the country including TMUs at En Route Centers, Terminal Radar Facilities, 

and Air Traffic Control Towers. The program achieved Final Investment Decision on June 18, 2014.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Metric

When the NAS is impacted by severe weather, congestion and/or outages, TFM predicts chokepoints and facilitates 

the development and execution of mitigation initiatives and collaboration with stakeholders, using common 

information displays and tools to minimize NAS delays. The TFM Infrastructure program will support the FAA’s 

performance metric for on-time arrival through the update of automated systems that provide more accurate and 

timely information for all TFM system users, improve operator and passenger access to flight information, and 

reduce system delays. Keeping the TFMS fully mission capable also serves as an enabling function for the NextGen 

Collaborative Air Traffic Management Technologies Work Package 3 & 4 efforts, and in the future WP5, as they all 

reside and operate on TFMS.

Program Plans FY 2017 – Performance Output Goals

• Complete Operational Test & Evaluation at the William J. Hughes Technical Center. (APB milestone)

• Complete initial remote site replacements. 

• Complete installation of TFM Infrastructure Field/Remote Site (TRS) equipment at first operational site. (APB 

milestone)

Program Plans FY 2018 – Performance Output Goals

• Complete installation of TRS equipment at last operational site. (APB milestone)

Program Plans FY 2019-2021 – Performance Output Goals

• None.

System Implementation Schedule

 

B, Traffic Flow Management (TFM) Infrastructure – TFM Service Enhancements, A05.01-

14

 

Program Description

This program will conduct operational analysis, engineering analysis, solution development, and solution 

implementation activities designed to improve the delivery of Traffic Flow Management (TFM) services. The scope 

Traffic Flow Management System (TFMS) - Field/Remote 

Site Technology Refresh

TFMS

Procure risk mitigation spares: April 2015

Complete Operational Test & Evaluation at the WJHTC: March 2017

Complete installation of TRS equipment at first operational site: June 2017

Complete installation of TRS equipment at last operational site: June 2018

2015 2020 2025

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of these NAS enhancements is limited to operational changes that do not require significant capital investments or 

involve complex system interdependencies. The identification, management, documentation, and overall 

governance of these NAS changes will be articulated in an ATO Standard Operating Procedure and coordinated with 

applicable stakeholders. Capability areas will be explored, developed, and executed over a multi-year period. 

Enhancements made through this program will align with several TFM-oriented NextGen Operational 

Improvements (OIs) including: 

• OI 105302 – Continuous Flight Day Evaluation;

• OI 105207 – Full Collaborative Decision Making; and

• OI 105208 – Traffic Management Initiatives with Flight Specific Trajectories.

Potential capability areas include:

• Improved NAS State Awareness. Current human-computer-interface to communicate NAS status to Traffic 

Managers is scattered among several displays, decreasing consistent situational awareness and increasing task 

workload to maintain awareness;

• TFM Data Integration. Key demand and capacity information is currently not fully integrated between the 

FAA’s two principal flow management systems. Unlocking and integrating this data will improve overall NAS 

planning activities and traffic management initiative selection and execution;

• Enhanced Data Exchange with Users. Current methods to communicate system state and constraint info with 

users and flying public is based on old technology and is not conducive “machine to machine” exchange;

• Better use of existing TFMS surface data. Use surface data already contained in TFMS to automatically 

calculate airport delay information and post to the Operational Information System (OIS). These delays are 

tracked manually today; an automated display would give the FAA and NAS Users much needed status 

information; and

• Displaying Traffic Management Initiative (TMI) data from National Traffic Management Log directly on the 

Traffic Situation Display. This would include Ground Stops, Ground Delay Programs, Collaborative Trajectory 

Options Program, open/closed Fixes, Mile-in-Trail Restrictions.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Target

Traffic Flow Management System (TFMS) automation enhancements will upgrade decision support tools to help 

traffic managers implement more efficient TMIs. Enhancements to both the Time-Based Flow Management and 

TFMS will assist traffic managers in more efficiently utilizing airport and airspace resources to increase arrival and 

departure capacity.

Program Plans FY 2017-2020 – Performance Output Goals

• Complete operational analysis, engineering analysis, and solution development of hardware and software 

enhancements. 

• Deliver hardware and software enhancements in the operational release to address operational problems and 

system improvements.

Program Plans FY 2021 – Performance Output Goals

• Complete operational analysis, engineering analysis, and solution development of hardware and software 

enhancements.

• Deliver hardware and software enhancements in the operational release to address operational problems and 

system improvements.

 

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

C, Commercial Space Integration Into The NAS, M55.01-01

 

Program Description

In accordance with the Commercial Space Launch Act and the President’s National Space Policy, the FAA’s Office 

of Commercial Space Transportation (AST) serves as the single government interface to the commercial space 

transportation industry. In this role, AST ensures protection of the public, property, and the national security and 

foreign policy interests of the United States during commercial launches and reentries, and it encourages, facilitates, 

and promotes United States commercial space transportation. AST grants licenses and permits to commercial space 

operators, authorizing them to conduct launches and/or reentries, or to operate launch sites.

AST works closely with Air Traffic Organization (ATO) to facilitate the development of agreements with 

commercial space operators required by Part 400 regulations, and to support the planning and real time monitoring 

processes necessary to safely integrate these missions into the National Airspace System (NAS). AST personnel are 

stationed at the Air Traffic Control System Command Center where they interface regularly with traffic managers 

and procedures specialists at Air Route Traffic Control Centers and other air traffic facilities.

The Commercial Space Transportation Integration into the NAS program focuses specifically on Commercial Space 

enabling NAS automation and decision support tools. The number of licensed and permitted commercial space 

operations and their complexity has increased significantly over the past few years. For each commercial space 

operation, AST and ATO must work together to safely minimize the effect on the capacity and efficiency of the 

NAS while providing opportunities for commercial space operators to accomplish their mission objectives. No realtime vehicle information is available to the FAA and the work to support operations is currently manual in nature, 

time consuming, error-prone, and unable to respond to dynamic conditions. FAA systems were not designed to 

support commercial space purposes and interfaces to ingest telemetry and planning data do not exist. A small team 

of AST and ATO personnel manually transfer data across tools, phone hotlines, and networks verbally and on paper, 

enter the data by hand, and complete multiple checks to minimize the potential for human error. Being resource 

intensive, the team can address only one mission at a time, putting stress on FAA’s ability to keep pace with the 

increasing tempo of commercial space operations. The development of a capability that can provide commercial 

space data to FAA decision support tools in the strategic, tactical, and automation environments is essential to the 

FAA’s ability to safely minimize the effects of these operations on NAS capacity and efficiency without impeding 

industry progress. This program will introduce processes and procedures that will allow the FAA to reduce the 

amount of airspace required to be closed in advance of a mission, effectively respond to off-nominal scenarios in a 

more timely manner during a mission, and quickly release airspace back to the system as the mission progresses.

The FAA requires a data integration capability to support upcoming operational scenarios, including those 

associated with NASA’s Commercial Crew Program, fly back boosters, inland reentries from orbit, and other 

complex mission designs that must share the airspace with aviation. A prototype has been developed and installed at 

the Command Center where a series of prototype demonstrations of this capability are scheduled to take place in 

shadow mode during upcoming commercial space operations. These demonstrations were developed in close 

collaboration with NextGen, ATO System Operations Support, and ATO Mission Support in support of the 

Administrator’s Strategic Initiative for the NAS. This prototype will be applied to specific missions to assist in the 

development of requirements and demonstrate the benefits that integrating commercial space data into the NAS can 

provide to the Command Center, En Route and Terminal environments. The initial phase of this program will 

develop a data integration capability to process real-time vehicle data and aircraft hazard area data and then interface 

with the Traffic Flow Management System (TFMS) at the Command Center. This will allow the FAA to 

dynamically modify aircraft hazard areas by releasing airspace that is no longer at risk as a mission progresses. 

Continued use of the prototype system and engineering assessments will allow the extension this capability to an En 

Route Automation Modernization and Terminal environments in future phases.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter.

• FAA Performance Metric 3 – No fatalities, serious injuries, or significant property damage to the 

uninvolved public during licensed or permitted space launch and reentry activities.

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Relationship to Performance Target

During commercial launch and reentry operations, highly manual procedures are currently followed due to the 

inability of the NAS to ingest real-time telemetry and planning data. This produces large, static hazard areas that 

close large amounts of airspace for extended periods of time. While these expanded hazard areas ensure the safety 

of all NAS users, they do so at the expense of system efficiency; increasing reroute mileage and delays, and 

reducing on-time arrival rates.

Through its licensing and permitting processes, AST is committed to ensuring that no fatalities, serious injuries, or 

significant property damage to the public occurs during licensed or permitted space launch and reentry activities. 

This program will develop and utilize a system that integrates real-time mission data, allowing for a more dynamic 

use of the NAS. Using precise and upgraded information will improve initial planning in determining hazard areas 

and closures, which will reduce the amount of airspace being closed for long periods of time while still maintaining 

the required level of safety for all NAS users. This program will facilitate the transition from the current use of 

large, static hazard areas, to smaller, dynamic hazard areas in the future. Benefits of this capability will also include 

consistent processes that will result in more timely and accurate information being available to NAS users to support 

timely and effective responses to off-nominal scenarios and timely release of airspace when it is no longer needed.

This makes aviation safer and smarter while enabling the integration of more commercial space operations into the 

NAS.

Program Plans FY 2017 – Performance Output Goals

• Develop the following products in support of the IARD:

o Enterprise Architecture Artifacts;

o Investment Analysis Plan; and

o Final Shortfall Analysis.

• Achieve JRC IARD.

Program Plans FY 2018 – Performance Output Goals

• Develop the following products in support of the IID:

o Initial Program Requirements documentation;

o Enterprise Architecture Artifacts;

o Initial Business Case documentation;

o Initial Implementation Strategy and Planning Document (ISPD)

• Achieve JRC IID.

Program Plans FY 2019 – Performance Output Goals

• Initiate transition to Long-Term NextGen Concept of Operations.

• Develop the following products in support of the FID:

o Final Program Requirements documentation

o Acquisition Program Baseline 

Program Plans FY 2020-2021 – Performance Output Goals

• Output goals will be determined at FID, to include deployment of primary capability and follow on 

enhancements.

 

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

2A06, AIR/GROUND COMMUNICATIONS INFRASTRUCTURE

FY 2017 Request $8.8M

Radio Control Equipment (RCE) – Sustainment, C04.01-01 / Communications Facilities 

Enhancement – Expansion, C06.01-00

 

Program Description 

The Air-to-Ground (A/G) Communications Infrastructure Sustainment programs enhance operational efficiency and 

effectiveness by replacing aging radio equipment, providing new, relocated or upgraded remote communications 

facilities, and providing equipment and support to detect and resolve radio frequency interference with FAA 

communications.

Radio Control Equipment (RCE) – Sustainment (C04.01-01):

The RCE program replaces obsolete radio signaling and control equipment which controllers use to select a remote 

radio channel. The RCE program improves reliability by replacing older non-supported tone control equipment

providing more functionality and improving operational performance. Additional functionality, such as split voice

and data is provided, which splits the control data from the voice circuit enabling the voice circuit to be compressed

and use less bandwidth. This reduces operating costs for satellite communications because fees are based on the 

bandwidth used. The new equipment will also provide dual control functionality with the option to toggle control of 

a remote communications facility between two towers; allowing transfer of frequency control to another facility

when a tower is closed. RCE is required at service delivery sites such as Air Route Traffic Control Centers 

(ARTCCs), Terminal Radar Approach Control facilities, Air Traffic Control Towers, Combined Center Radar 

Approach Control, Radar Approach Controls, and Automated Flight Service Stations. This equipment is also 

installed at supporting facilities such as: Remote Center A/G facilities that serve ARTCCs, Remote 

Transmitter/Receiver facilities that serve terminal facilities and Remote Communications Outlet facilities that serve 

Flight Service Stations. 

Communications Facilities Enhancement – Expansion (C06.01-00):

The Communications Facilities Enhancements (CFE) program provides new, relocated or upgraded Remote 

Communication Facilities (RCF’s) to enhance the A/G communications between air traffic control and the aircraft 

when there are gaps in coverage or new routes are adopted. The program also provides various upgrades to RCFs,

including building and tower grounding, lightning protection, and replacing the cables from the equipment to 

antennas whenever necessary to improve radio equipment performance.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The A/G Communications Infrastructure Sustainment programs reduce the number of outages by replacing aging 

and increasingly unreliable communications equipment with modern equipment. These programs improve and 

provide required upgrades at A/G Communication sites and facilities to sustain reliable operation. 

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Program Plans FY 2017 – Performance Output Goals

Radio Control Equipment – Sustainment (C04.01-01):

• Procure RCE Intellectual Property from vendor.

• Redesign and test prototype of identified obsolete modules.

• Prepare Screening Information Request package for power supply replacement.

• Complete RCE test bed upgrade.

Communications Facilities Enhancement – Expansion (C06.01-00):

• Complete the Establish/Replace/Upgrade of nine CFE sites.

Program Plans FY 2018 – Performance Output Goals

Radio Control Equipment – Sustainment (C04.01-01):

• Procure 100 control type power supplies.

• Procure 100 of redesigned modules to replace obsolete parts.

Communications Facilities Enhancement – Expansion (C06.01-00):

• Complete the Establish/Replace/Upgrade of nine CFE sites.

Program Plans FY 2019 – Performance Output Goals

Radio Control Equipment – Sustainment (C04.01-01):

• None. 

Communications Facilities Enhancement – Expansion (C06.01-00):

• Complete the Establish/Replace/Upgrade of nine CFE sites.

Program Plans FY 2020 – Performance Output Goals

Radio Control Equipment – Sustainment (C04.01-01):

• None. 

Communications Facilities Enhancement – Expansion (C06.01-00):

• Complete the Establish/Replace/Upgrade of four CFE sites.

Program Plans FY 2021 – Performance Output Goals

Radio Control Equipment – Sustainment (C04.01-01):

• None. 

Communications Facilities Enhancement – Expansion (C06.01-00):

• Complete the Establish/Replace/Upgrade of four CFE sites.

 

2A07, AIR TRAFFIC CONTROL EN ROUTE RADAR FACILITIES IMPROVEMENTS

FY 2017 Request $5.8M

Long Range Radar (LRR) Improvements – Infrastructure Upgrades/Sustain, S04.02-03

 

Program Description 

The LRR Infrastructure Upgrades/Sustain program modernizes and upgrades 157 radar facilities that provide aircraft 

position information to FAA Air Route Traffic Control Centers and to other users (e.g., Department of Defense and 

Homeland Security). These planned improvements also support the installation and lifecycle modernization of the 

secondary beacon radars (Mode Select and Air Traffic Control Beacon Interrogator (ATCBI)); both standalone and 

those co-located with the long-range primary radars. Secondary radars typically have their antennas mounted above 

the long-range primary radar antennas, and the processors for both radars are typically installed in facilities 

constructed in the 1950’s and 1960’s. These facilities have reached the end of their designed service life, and will 

require renovation and upgrades to maintain their current level of service. Some En Route secondary radar service 

outages were due to leaking roofs and antiquated air conditioning systems. These outages can impact air traffic flow 

and cause delays.

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The scope of work of the LRR Infrastructure Upgrades includes: 

• Upgrade of existing lightning protection, grounding, bonding, and shielding (LPGBS) systems; 

• Upgrade of existing power distribution systems;

• Upgrade of radar structural components to support LRR Service Life Extension Program (SLEP) and 

ATCBI-6 deployments;

• Major repair and replacement of access roads, grounds, storm water controls, security lighting, and 

walkways;

• Abatement of hazardous materials such as asbestos contaminated materials (ACM), lead based paint, and 

mold;

• Refurbishment of Heating, Ventilation, and Air Conditioning (HVAC) systems, cooling fans, duct works, 

elevators, wiring and lighting systems, and walkways; and

• Repair or replacement of building and antenna tower roofs, structural components such as foundations, 

beams, columns, bracings, struts, platforms, walls, and concrete slabs.

Planning is underway to develop a 10 year strategy for investments to upgrade the facilities to a sustainable level. 

This program is included in the ATC Facilities Sustainment Strategic Plan. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The LRR program renovates existing FAA-owned surveillance facilities and structures serving the NAS. The NAS 

requires reliable and continuous operation of surveillance equipment. Repairs, improvements, and modernization of 

existing infrastructure will enable facilities to meet current operational, environmental, and safety needs, 

economically extend the service life of facilities, and reduce the chance of outages that cause air traffic delays. .

Program Plans FY 2017-2021 – Performance Output Goals

• Complete upgrades of critical infrastructure systems at 12 facilities per year including 

Critical/Essential/Commercial Power Distribution and HVAC systems (actuals may vary based upon validation 

and priority for the year).

• Complete sustainment projects at 14 facilities per year. Scope includes: roof replacements, building envelope 

repairs, safety improvements, mold abatements, asbestos abatements, access road repairs, plumbing upgrades, 

lighting improvements, and fire detection upgrades (actuals may vary based upon validation and priority for the 

year).

 

2A08, VOICE SWITCHING CONTROL SYSTEM (VSCS)

FY 2017 Request $11.3M

Voice Switching and Control System (VSCS) – Technology Refresh – Phase 3, C01.02-04 / 

X, Voice Switching and Control System (VSCS) – Technology Refresh – Level of Effort, 

C01.02-05

 

Program Description

The Voice Switching and Control System (VSCS) controls the switching mechanisms that allow controllers to select 

the communication channel they need to communicate with pilots, other controllers, other air traffic facilities, and 

commercial telephone contacts. Controllers need to be able to quickly select the proper channel, so they can 

communicate with pilots, coordinate with other controllers and/or contact emergency services as necessary.

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Fiscal Years 2017-2021 Activity 2

VSCS – Technology Refresh – Phase 3 (C01.02-04):

The VSCS Technology Refresh program will replace and upgrade hardware and software components for the voice 

switching systems in all 21 en route air traffic control centers. The real time Field Maintenance/Testing System at 

the FAA William J. Hughes Technical Center (WJHTC) and the Training System at the FAA Academy will also be 

upgraded to perform the same as an operational site. These upgrades will ensure that the air-to-ground and groundto-ground communications capabilities are reliable and available for separating aircraft, coordinating flight plans, 

and transferring information between air traffic control facilities in the en route environment. To date, this program 

has replaced the VSCS internal control systems, updated the obsolete language used in some software programs, and 

replaced the VSCS Timing and Traffic Simulation Unit at the FAA WJHTC. This WJHTC test bed is being used to 

test the capabilities of the upgraded systems to determine if they meet the formal baseline requirements established 

for VSCS performance before they are deployed to operational field facilities. 

VSCS Technology Refresh Phases 1 and 2 included funding for Work Station Upgrades, VSCS Display Module 

Replacement, VSCS Integrated Test Suite Replacement, Maintenance Test Set Replacements – Functional At Speed 

Tester, Power Supply upgrades, VSCS Training and Backup Switch (VTABS), VSCS Test Controller Replacement, 

as well as some software code conversion from Programming Language for Microcomputers (PLM) to C.

VSCS Technology Refresh Phase 3 will be dependent upon engineering analysis which will include Ground-toGround (G/G) node reduction efforts (approximately 10 nodes), Fiber Optic Tie Trunk (FOTT) power supply 

replacements (approximately 500 supplies), Local Area Network (LAN) Transceiver retrofits (approximately 7,000), 

and the PLM to C software conversion for the Air-to-Ground (A/G) switch. A Final Investment Decision for VSCS 

Technology Refresh Phase 3 was approved in November 2012.

VSCS – Technology Refresh – Level of Effort (C01.02-05):

The VSCS Technology Refresh Level of Effort program will maintain ongoing Diminishing Manufacturing Sources 

and Material Shortages (DMSMS) analysis, conduct program management activities, and provide engineering 

support. Based on analysis, this program will replace or upgrade VSCS components to sustain VSCS and will be a 

stand-alone effort starting in FY 2019.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The VSCS Technology Refresh program supports the Performance Metric to sustain operational availability of the 

NAS by improving the system reliability of en route voice communications for both current and future operations by 

replacing and upgrading components of the obsolete, non-supportable elements of VSCS hardware and software. 

Reports indicate VSCS equipment had an average operational availability of 99.971% from 2007 through 2010 with 

a downward trend as compared to a safety-critical NAS services availability requirement of 99.999%. VSCS 

Technology Refresh Phase 3 is required to sustain both the operational availability of the VSCS/VTABS switches 

and the ability of the VSCS Depot to support site requisitions.

Program Plans FY 2017 – Performance Output Goals

VSCS – Technology Refresh – Phase 3 (C01.02-04):

• Complete FOTT power supply replacement. (APB milestone)

• Complete VSCS Local Area Network (LAN) Transceiver Retrofit. (APB milestone)

VSCS – Technology Refresh – Level of Effort (C01.02-05):

• None.

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Fiscal Years 2017-2021 Activity 2

Program Plans FY 2018 – Performance Output Goals

VSCS – Technology Refresh – Phase 3 (C01.02-04):

• Complete A/G PLM to C software conversion. (APB milestone)

VSCS – Technology Refresh – Level of Effort (C01.02-05):

• None.

Program Plans FY 2019 – Performance Output Goals

VSCS – Technology Refresh – Phase 3 (C01.02-04):

• None.

VSCS – Technology Refresh – Level of Effort (C01.02-05):

• Complete quarterly VSCS / VTABS System Technology Evolution Process database update needed for 

DMSMS analysis.

• Award contract to recover, replace or upgrade components identified in the DMSMS analysis.

Program Plans FY 2020 – Performance Output Goals

VSCS – Technology Refresh – Phase 3 (C01.02-04):

• None.

VSCS – Technology Refresh – Level of Effort (C01.02-05):

• Complete quarterly VSCS / VTABS System Technology Evolution Process database update needed for 

DMSMS analysis.

• Recover, replace or upgrade VSCS components as identified in the DMSMS analysis.

Program Plans FY 2021 – Performance Output Goals

VSCS – Technology Refresh – Phase 3 (C01.02-04):

• None.

VSCS – Technology Refresh – Level of Effort (C01.02-05):

• Complete quarterly VSCS / VTABS System Technology Evolution Process database update needed for 

DMSMS analysis.

• Recover, replace or upgrade VSCS components as identified in the DMSMS analysis.

System Implementation Schedule

 

2A09, OCEANIC AUTOMATION SYSTEM (OAS)

FY 2017 Request $24.0M

• A, Advanced Technologies and Oceanic Procedures (ATOP) – Technology Refresh, A10.03-01

• B, Advanced Technologies and Oceanic Procedures (ATOP) – Oceanic Service Enhancements, A10.03-03

• C, Oceanic Separation Standards Development and Analysis, A10.06-01

• X, Advanced Technologies and Oceanic Procedures (ATOP) – ATOP Enhancements (Work Package 1), 

A10.03-02

Voice Switching and Control System (VSCS) - Technology 

Refresh

First site 2002 -- Last site 2018 VSCS - TR

2015 2020 2025

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

A, Advanced Technologies and Oceanic Procedures (ATOP) – Technology Refresh, 

A10.03-01

 

Program Description

The ATOP program replaced the original oceanic air traffic control system, updated procedures and modernized the 

Oakland, New York, and Anchorage ARTCCs, which house the oceanic automation systems. Full operational 

capability was achieved at all three centers in 2007. A support system was installed at the William J. Hughes 

Technical Center (WJHTC). ATOP fully integrates flight and radar data processing, detects conflicts between 

aircraft, provides data link and surveillance capabilities, and automates the previous manual processes for oceanic 

air traffic control. 

ATOP Technology Refresh program will define engineering requirements for replacing the hardware and operating 

system, and procure and integrate the new hardware and operating system with the baseline ATOP applications. 

ATOP Technology Refresh reduces maintenance and logistics costs and supports incorporation of software changes 

and new capabilities to support future NextGen, Surveillance and Broadcast Service (SBS), and other NAS 

improvements. 

Investment Analysis Readiness Decision (IARD) was completed in FY 2015 and Final Investment Decision (FID) is 

planned in FY 2016.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Target

ATOP Technology Refresh replaces obsolete and unsupportable equipment and the operating system to reduce 

future system failures and increase ATOP system performance to meet future requirements and capabilities.

Program Plans FY 2017 – Performance Output Goals

• Complete the procurement of the hardware for Technology Refresh 2 for the three ATOP sites; Anchorage, 

New York, Oakland, and the support system at the WJHTC. 

Program Plans FY 2018 – Performance Output Goals

• Complete implementation of the technology refresh configuration at the WJHTC.

• Develop and validate system transition procedures for site technical refresh.

Program Plans FY 2019 – Performance Output Goals

• Complete software porting from AIX 5.3 to Linux and provide a technology refresh hardware and software 

release for operational use.

• Complete the implementation of the technology refresh configuration at the first ATOP site.

• Initiate software development of a software release which will improve ATOP system performance in the NAS. 

Program Plans FY 2020 – Performance Output Goals

• Complete the implementation of the technology refresh at the last two ATOP sites. (Prior year funding)

• Complete development of ATOP T28 improved performance software release. (Prior year funding)

• All three ATOP sites operational on T28 improved performance software release. (Prior year funding)

Program Plans FY 2021 – Performance Output Goals

• None.

 

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

B, Advanced Technologies and Oceanic Procedures (ATOP) – Oceanic Service 

Enhancements, A10.03-03

 

Program Description

This program will support operational analysis, engineering analysis, solution development, and solution 

implementation activities designed to improve the delivery of oceanic domain services. ATOP full operational 

capability was achieved at all three centers in 2007. The scope of these NAS enhancements is limited to operational 

changes that do not require significant capital investments, nor involve significant systems complexity or 

interdependencies, but do require an expedited solution. The identification, management, documentation, and 

overall governance of these NAS changes will be articulated in an ATO Standard Operating Procedure and will use 

the ATOP NAS Change Proposal (NCP) process to identify and prioritize the requirements.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Target

This program will improve the flexibility, reliability, and efficiency of oceanic air traffic control by providing a 

capability to more frequently accommodate user’s preferred flight trajectories and requests for altitude changes 

which will increase the likelihood of on-time arrivals.

Program Plans FY 2017– Performance Output Goals

• Complete operational and engineering analysis activities for prioritized ATOP system enhancements to deliver 

improved oceanic air traffic service for its users.

Program Plans FY 2018-2020 – Performance Output Goals

• Complete operational and engineering analysis, solution development, and solution implementation activities 

for prioritized ATOP system enhancements to deliver improved oceanic air traffic service for its users.

Program Plans FY 2021 – Performance Output Goals

• None.

 

C, Oceanic Separation Standards Development and Analysis, A10.06-01

 

Program Description

The Oceanic Separation Standards Development and Analysis Program will provide specialized technical expertise 

to the International Civil Aviation Organization (ICAO) Separation and Airspace Safety Panel (SASP), and help to 

form FAA-recommended standards for ICAO regional planning groups in the North Atlantic and Asia Pacific 

regions, where the U.S. is responsible for significant delegated international airspace. This program contributes

towards the development and implementation of separation minima and procedures in the form of data-driven safety 

studies, mathematical modeling, and collision risk estimation. Separation minima are predicated on the equipage of 

aircraft with performance-based navigation (PBN) and performance-based communication and surveillance (PBCS) 

capabilities along with air navigation service providers (ANSPs) having the required automation capabilities. 

 

The FAA provides specialized technical expertise to ICAO technical panels and develops recommended standards 

for ICAO regional planning groups that develop proposed changes to existing standards. This approach ensures 

coordination of international standards with U.S. recommended standards and improves efficiency of operations for 

U.S. air carriers and air traffic control systems. Specialized collision risk modeling and safety training will be 

provided to foreign governments and ANSPs to ensure the safe implementation of separation minima. 

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The program supports the development of ICAO SASP technical information and working papers including 

recommendations for new separation minima and procedures. These recommendations support amendments to the 

appropriate ICAO Standards and Recommended Practices (SARPs), requirements, and documentation.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter.

• FAA Performance Metric 5 – Reduce risks in flight by limiting the rate of the most serious losses of 

standard separation to 20 or fewer for every thousand (.02) losses of standard separation within the 

National Airspace System.

Relationship to Performance Target

The Oceanic Separation Standards Development and Analysis Program is linked to the AOA Strategic Priority of 

“Making Aviation Safer and Smarter” through FAA’s participation in the development work of new separation 

minima and procedures performed within the ICAO SASP. This development work conducted within the ICAO 

SASP assures that separation minima and procedures introduced for application in oceanic and procedural airspace 

will meet safety requirements established by ICAO.

Program Plans FY 2017 – Performance Output Goals

• Deliver the 30/30 Cross Boundary between New York Oceanic and Santa Maria airspace report.

• Deliver the PBCS report to ICAO SASP.

• Deliver analysis report for the North Atlantic Data Link Mandate, Phase 2B.

• Deliver analysis report on North Atlantic Minimum Navigation Performance Specification to PBN.

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

X, Advanced Technologies and Oceanic Procedures (ATOP) – ATOP Enhancements 

(Work Package 1), A10.03-02 

Program Description

The ATOP program replaced the original oceanic air traffic control system, updated procedures and modernized the

oceanic automation systems located at the Oakland, New York, and Anchorage Air Route Traffic Control Centers 

(ARTCCs). Full operational capability was achieved at all three centers in 2007. A support system was installed at 

the William J. Hughes Technical Center. ATOP fully integrates flight and radar data processing, detects conflicts 

between aircraft, provides data link and surveillance capabilities, and automates previously manual processes for 

oceanic air traffic control. 

The ATOP Enhancements program is addressing the operational shortfalls of the current oceanic system as the FAA 

moves forward with NextGen and other NAS upgrades. The program continues the evolution of the capabilities and 

services from requirements developed by the Air Traffic Procedures Directorate, AJV-8. The program has nine 

planned enhancements to address the nine shortfall categories shown below:

• User interface and data processing limitations impacting controller coordination;

• Inability to access required external weather data and publish flight and system data;

• Lack of automation support for coordination with international air navigation service providers;

• Failure to realize benefits from integrating new products, services and data provided via NextGen;

• Lack of conflict probe in surveillance airspace;

• Degraded operations from server and workstation failures;

• Data handling and processing limitations in stratified surveillance sectors;

• Lack of support for automatic user request processing; and

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• Lack of automation-generated alternatives aligned with preferred flight trajectories.

The nine enhancements are: 

• Enhanced Controller Coordination;

• NextGen: Data Exchange via System Wide Information Management (SWIM) (Interface Rehost and 

Publish Services);

• Expanded Oceanic International Interfaces;

• NextGen: Data Exchange via SWIM (New Services);

• NextGen: Enhanced Conflict Probe for ATOP Surveillance Airspace;

• Service Continuity Enablers;

• ATOP in Stratified Surveillance ATC Sectors;

• NextGen: Approval of User Requests in Oceanic Airspace (Auto Re-Probe); and

• NextGen: Approval of User Requests in Oceanic Airspace (Conflict Resolution Advisory).

Investment Analysis Readiness Decision (IARD) is planned for second quarter FY 2017. Final Investment Decision 

(FID) is planned for second quarter FY 2018.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 5 – Limit the impact of aircraft CO2 emissions on the global climate by achieving 

carbon neutral growth by 2020 compared to 2005, and net reductions of the climate impact from all 

aviation emissions over the longer term (by 2050). (FAA Business Planning Metric)

Relationship to Performance Target

The ATOP Enhancements program, through improved communication, coordination and surveillance, will enable 

controllers to provide more direct routings that will reduce fuel burn and carbon dioxide emissions.

Program Plans FY 2017 – Performance Output Goals

• Develop the following products in support of the IARD: (prior year funds)

o Shortfall Analysis/Quantification;

o Solution Concept of Operations; 

o Functional Hierarchy;

o Enterprise Architecture Products; and

o Preliminary Program Requirements.

Program Plans FY 2018 – Performance Output Goals

• Develop the following products in support of the FID:

o Final Program Requirements documentation;

o Enterprise Architecture Artifacts;

o Business Case documentation;

o Final Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID and initiate development of enhancements.

Program Plans FY 2019-2021 – Performance Output Goals

• Output goals will be developed at FID.

 

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2A10, NEXT GENERATION VERY HIGH FREQUENCY AIR/GROUND COMMUNICATIONS SYSTEM 

(NEXCOM)

FY 2017 Request $50.5M

Next-Generation VHF and UHF A/G Communications (NEXCOM) – Segment 2 – Phase 1 

of 2, C21.02-01 / X, Next-Generation VHF and UHF A/G Communications (NEXCOM) –

Segment 2 – Phase 2 of 2, C21.02-02

 

Program Description

The NEXCOM program replaces and modernizes the aging and obsolete NAS air-to-ground (A/G) analog radios 

that allow direct voice communication with pilots. Replacing the radios is part of a larger program to address the 

limitations on increasing the allocation of radio frequency spectrum dedicated solely for controller communications. 

Additional frequencies are needed to ensure that the air traffic system’s capability grows to meet the projected U.S. 

air traffic requirements of the future. New Very High Frequency (VHF) radios can handle both the existing 25 kHz 

band width voice mode protocol for channel separation, or they can operate in the more efficient 8.33 kHz band 

width voice mode currently used in Europe. The 8.33 kHz voice-only mode divides the current bandwidth for one 

channel into three channels. This increase in the number of channels partitions the existing spectrum so one of the 

three channels can be used for a stand-alone data communications system (i.e., Datacomm program). The radios 

will support Voice over Internet Protocol (VoIP) and meets the requirements of the NextGen NAS Voice systems 

(NVS) program. In addition, replacement of obsolete radios improves A/G radio equipment maintainability and 

reliability, and enhances A/G information security and communications control. As part of the JRC approvals 

Emergency Transceivers and Hand Held Radios are included in the current program baseline. The NEXCOM 

program is currently reviewing and finalizing the requirements and Screening Information Request package for the 

upcoming procurement. The program expects contract award in FY 2017, and should start deploying the 

Emergency Transceivers in FY 2018.

Segment 1a of the NEXCOM program finished replacing all 25,000 en route radios with Multimode Digital Radios 

(MDRs) in FY 2013. 

The NEXCOM Segment 2 program began replacing radios at terminal and flight services in FY 2009, under an 

existing contract, with completion scheduled in FY 2027. Ultimately 35,000 radios will be deployed into the NAS 

under the NEXCOM Segment 2 program. Segment 2 is separated into two phases. Phase 1 was approved by the 

JRC in 2011. The Final Investment Decision for Phase 2 is planned for the 4th quarter of FY 2016.

NEXCOM – Segment 2 – Phase 1 of 2 (C21.02-01): 

The NEXCOM procurement for Segment 2, Phase 1 has a combined contract to deliver VHF radios for civil aviation 

and Ultra High Frequency (UHF) radios for military aviation. A total of 15,000 radios will be replaced in Phase 1 

from FY 2009 Through FY 2018. 

NEXCOM – Segment 2 – Phase 2 of 2 (C21.02-02):

NEXCOM Segment 2, Phase 2 completes terminal and flight services facility radio modernization that began under 

Phase 1. A total of 20,000 radios will be replaced during Phase 2 (FY 2019 to FY 2024). 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

NEXCOM will reduce the number of unplanned outages by replacing existing communications equipment with 

modern A/G equipment. An added performance benefit will be the ability to increase capacity by expanding the 

number of communications channels within the spectrum assigned to the FAA. The Mean Time Between Failure 

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performance metric, which is closely related to availability, will be increased from 11,000 hours to 50,000 hours at 

the completion of NEXCOM Segment 2, Phase 1. 

Program Plans FY 2017 – Performance Output Goals

NEXCOM – Segment 2 – Phase 1 of 2 (C21.02-01): 

• Deploy 3,000 new Terminal Air Traffic Control Radios.

• Purchase 3,300 Radios.

• Initiate transition from Phase One to Phase Two.

• Award contract for VHF/UHF Emergency Transceivers.

NEXCOM – Segment 2 – Phase 2 of 2 (C21.02-02):

• None.

Program Plans FY 2018 – Performance Output Goals

NEXCOM – Segment 2 – Phase 1 of 2 (C21.02-01): 

• Deploy 3,000 new Terminal Air Traffic Control Radios.

• Purchase 3,300 Radios.

• Achieve IOC at 450 sites. (APB milestone) 

• Deploy VHF/UHF Emergency Transceivers at key site for testing.

NEXCOM – Segment 2 – Phase 2 of 2 (C21.02-02):

• Purchase 1200 Radios.

Program Plans FY 2019 – Performance Output Goals

NEXCOM – Segment 2 – Phase 1 of 2 (C21.02-01): 

• None.

NEXCOM – Segment 2 – Phase 2 of 2 (C21.02-02): 

• Deploy 3,000 new Terminal Air Traffic Control Radios.

• Purchase 4,500 Radios.

• Deploy 300 Emergency Transceivers operationally.

Program Plans FY 2020 – Performance Output Goals

NEXCOM – Segment 2 – Phase 1 of 2 (C21.02-01): 

• None.

NEXCOM – Segment 2 – Phase 2 of 2 (C21.02-02): 

• Deploy 3,000 new Terminal Air Traffic Control Radios.

• Purchase 4,700 Radios.

• Deploy 300 Emergency Transceivers.

Program Plans FY 2021 – Performance Output Goals

NEXCOM – Segment 2 – Phase 1 of 2 (C21.02-01): 

• None.

NEXCOM – Segment 2 – Phase 2 of 2 (C21.02-02): 

• Deploy 3,000 new Terminal Air Traffic Control Radios.

• Purchase 4,700 Radios.

• Deploy 300 Emergency Transceivers.

System Implementation Schedule

Next-Generation VHF A/G Communications System 

(NEXCOM) – Segment 2 - Phase 1/2

First site: July 2003 -- Last site: September 2013 NEXCOM Seg 1a

First site: 2009 -- Last site: September 2018 S2P1

First site: 2019 -- Last site: August 2024 S2P2

2015 2020 2025

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2A11, NEXTGEN – SYSTEM-WIDE INFORMATION MANAGEMENT (SWIM)

FY 2017 Request $28.8M

• A, System Wide Information Management (SWIM) – Segment 2B, G05C.01-08

• B, System Wide Information Management (SWIM) – Common Support Services Weather (CSS-Wx) Work 

Package 1, G05C.01-06

A, System Wide Information Management (SWIM) – Segment 2B, G05C.01-08

 

Program Description

In 2007, the FAA established the SWIM program to implement a set of Information Technology (IT) capabilities in 

the NAS to provide users with relevant and commonly understandable information. The principles behind the 

SWIM concept include the following:

• Separation of information provision and consumption in such a way that the number and nature of the 

consumers can evolve through time; 

• Loose system coupling, in which each component has little or no knowledge of the definitions of other 

separate components;

• Using publicly available open standards; and

• Using Service Oriented Architecture (SOA) implemented as a suite of interoperable services.

SWIM maximizes the use of current infrastructure while allowing the sharing of information between diverse 

systems enabling NextGen delivery of the right information to the right places at the right time. This is achieved by 

providing the IT enterprise infrastructure necessary for NAS systems to share and reuse information and increase 

interoperability. 

SWIM’s enterprise infrastructure enables systems to publish information of interest to NAS users, request and 

receive information from other NAS services and support NAS security requirements. Further, SWIM provides 

Governance to NAS programs to ensure services are SWIM compliant and meet all FAA SOA standards. By 

providing this Governance and the supporting enterprise infrastructure SWIM reduces the cost and risk for NextGen 

programs to develop and deploy services.

Plans for Segment 2B include the following: 

• Continued ramping of programs onto the NAS Enterprise Messaging Service (NEMS) that provides a 

reliable messaging infrastructure to be leveraged by SWIM producers and consumers;

• Identity and Access Management (IAM) Phase 2: A Service Oriented Architecture (SOA) core service that 

provides security controls for access to SWIM. Deploys strong authentication and authorization using 

Private Key Infrastructure (PKI) certificates to ensure the right level of access and security in the NAS, 

available through Atlanta (ATL) Network Enterprise Management Center (NEMC) and Salt Lake City 

(SLC) NEMC;

• Enterprise Service Monitoring (ESM) Phase 2 and Phase 3: A SOA core service that provides enterprise 

monitoring of SWIM services and SWIM related systems. Provides situational awareness of Operations 

and Maintenance (O&M) status of NAS infrastructure and the SOA services, including service outages. 

Service will be available through ATL NEMC and SLC NEMC;

• SWIM Terminal Data Distribution System (STDDS) Phase 2: An enhanced service that provides access to 

terminal-related data. Implements track and flight plan data, real-time status/alerts from tower and airport 

systems, and other system enhancements in standard formats utilizing the SWIM infrastructure (NEMS). 

System will be deployed at 38 TRACONs; and

• NAS Common Reference (NCR): A new service that consists of a geospatial query engine and data 

aggregation utility that provides common situational awareness for traffic flow management. Provides agile 

filtering of spatially consistent data supporting 4D trajectory querying capability, providing a layered view 

of NAS data as correlated useful information. Service will be available through ATL NEMC and SLC 

NEMC.

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The Segment 2B Final Investment Decision occurred in October 2015.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

SWIM reduces the number and types of unique interfaces, reduces redundancy of information, facilitates 

information-sharing, improves predictability and operational decision-making, and reduces the cost of service. The 

improved coordination that SWIM provides allows for the transition from tactical conflict management of air traffic 

to strategic, trajectory-based operations. In addition, SWIM provides the foundation for greatly enhanced 

information exchange and sharing outside the FAA. 

Program Plans FY 2017 – Performance Output Goals

• Complete SOA suitability assessments for NAS programs entering the FAA investment analysis processes.

• Complete Development Testing for Strong Authentication using digital certificates for internal connections 

between NAS systems (IAM Phase 2).

• Complete ESM Phase 2 Operational Testing at WJHTC, which enables ESM to accept status messages from a 

Communication, Information & Network Programs (CINP) SWIM producer. (APB milestone)

Program Plans FY 2018 – Performance Output Goals

• Complete SOA suitability assessments for NAS programs entering the FAA investment analysis processes.

• Complete Final Flight Information Exchange Model Compliant Schema Development for STDDS Flight Data. 

(APB milestone)

• Complete NCR Critical Design Review (CDR). (APB milestone)

• Complete Initial Operational Capability (IOC) for Strong Authentication using digital certificates for internal 

connections between NAS systems (IAM Phase 2) (APB milestone)

• Complete ESM Phase 2 IOC. (APB milestone)

Program Plans FY 2019 – Performance Output Goals

• Complete SOA suitability assessments for NAS programs entering the FAA investment analysis processes.

• Complete STDDS Phase 2 Release 4 IOC. (APB milestone)

• Complete ESM Phase 3 Development Testing, which enables ESM to accept status messages from a Non-CINP 

SWIM producer. (APB milestone)

• Complete NCR Operational Testing at WJHTC. (APB milestone)

Program Plans FY 2020 – Performance Output Goals

• Complete SOA suitability assessments for NAS programs entering the FAA investment analysis processes.

• Complete ESM Phase 3 IOC. (APB milestone)

• Complete STDDS Phase 2 Release 5 IOC. (APB milestone)

• Complete IOC for Attribute Based Access Control (Authorization) Capability (IAM Phase 2). (APB milestone)

• Complete NCR IOC. (APB milestone)

Program Plans FY 2021 – Performance Output Goals

• Complete SOA suitability assessments for NAS programs entering the FAA investment analysis processes.

• Complete STDDS Phase 2 Release 6 IOC. (APB milestone)

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System Implementation Schedule

 

B, System Wide Information Management (SWIM) – Common Support Services Weather 

(CSS-Wx) Work Package 1, G05C.01-06

 

Program Description

Common Support Services-Weather (CSS-Wx) Work Package 1 will establish an aviation weather publishing 

capability for the NAS. It will enable universal access and the standardization of weather information for 

dissemination to users by System Wide Information Management (SWIM)(G05C.01-08), a data management and 

sharing system the FAA is implementing for NextGen. Consumers of CSS-Wx information will be air traffic 

controllers, traffic managers, commercial aviation, general aviation, and other aviation enterprises. Consolidating 

several legacy weather dissemination systems, CSS-Wx will be the FAA’s single provider of aviation weather data 

for integration into NextGen enhanced Decision Support Tools (DSTs). The CSS-Wx system is scheduled to 

achieve Initial Operating Capability (IOC) in FY 2019.

The CSS-Wx System will:

• Provide weather information via Web Coverage Service (WCS) for gridded data, Web Feature Service 

(WFS) for non-gridded data, and Web Map Service (WMS) for images;

• Filter weather information by location and time with the ability to provide the user with weather data for a 

specific geographic area;

• Provide weather information in common, standardized formats using Weather Information Exchange 

Model (WXXM) for non-gridded data and using Network Common Data Form (NetCDF) for gridded data; 

and

• Store, archive, and retrieve weather information.

The CSS-Wx system will deliver improved weather products for input into collaborative decision-making 

applications using information provided by the NextGen Weather Processor (NWP)(G04W.03-02), the National 

Oceanic and Atmospheric Administration’s (NOAA) NextGen Web Services, and other weather sources available to 

FAA and NAS users.

CSS-Wx will be deployed at 60 operational sites: two (2) centrally located facilities (Atlanta and Salt Lake City); 

33 TRACONs, 21 ARTCCs, three (3) CERAPs, and one (1) at the ATCSCC.

The CSS-Wx program Work Package 1 (WP1) is in the AMS Solution Implementation phase. The program 

achieved Final Investment Decision (FID) for WP1 in March 2015. FID for CSS-Wx WP1 occurred with FID for 

NWP WP1. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

CSS-Wx is an enterprise service that provides access to weather observations and predictions to enable collaborative 

and dynamic NAS decision making. It will enable integration of information from weather sources into NextGen 

DSTs. CSS-Wx will enable Airline Operations Centers and Traffic Flow Management to better develop weather 

mitigation plans and replans by selecting flight paths that maximize use of available capacity in weather impacted 

environments. CSS-Wx will provide NWP mosaics to en route and terminal controllers enabling more precise and 

System Wide Information Management (SWIM) – Seg 2B

 First site IOC: October 2017 -- Last site IOC: September 2021 SWIM 2B

2015 2020 2025

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Fiscal Years 2017-2021 Activity 2

timely information to respond to pilot requests for deviations around hazardous weather. CSS-Wx helps maximize 

use of airport capacity by providing more precise information on weather location and movement, which allows 

runways to remain in use longer and reopen more quickly after an adverse weather event.

Program Plans FY 2017 – Performance Output Goals

• Complete site surveys planned in FY 2017.

Program Plans FY 2018 – Performance Output Goals

• Complete CSS-Wx WP1 Factory Acceptance Testing (FAT). (APB Milestone)

Program Plans FY 2019 – Performance Output Goals

• Complete CSS-Wx WP1 Operational Testing (OT). (APB Milestone)

• Achieve CSS-Wx WP1 Key Site Initial Operational Capability (IOC). (APB Milestone) 

• Achieve CSS-Wx WP1 In-Service Decision. (APB Milestone)

Program Plans FY 2020 – Performance Output Goals

• Achieve CSS-Wx WP1 First Site Operational Readiness Date (ORD). (APB Milestone)

• Achieve CSS-Wx WP1 ORD at 13 sites (13 of 60, 22%). 

Program Plans FY 2021 – Performance Output Goals

• Achieve CSS-Wx WP1 ORD at 36 sites (49 of 60, 82%). 

System Implementation Schedule

 

2A12, NEXTGEN – AUTOMATIC DEPENDENT SURVEILLANCE - BROADCAST (ADS-B) NAS

WIDE IMPLEMENTATION

FY 2017 Request $31.1M

• A, Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide Implementation – Baseline Services 

& Applications (Service Volume), G02S.03-01 / X, Automatic Dependent Surveillance-Broadcast (ADS-B) 

NAS Wide Implementation – Baseline Services & Applications, Future Segment, G02S.03-04

• B, Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide Implementation – Future Segments, 

G02S.01-02

A, Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide Implementation –

Baseline Services & Applications (Service Volume), G02S.03-01 / X, Automatic Dependent 

Surveillance-Broadcast (ADS-B) NAS Wide Implementation – Baseline Services & 

Applications, Future Segment, G02S.03-04

 

Program Description

Automatic Dependent Surveillance Broadcast (ADS-B) is an advanced surveillance technology that provides highly 

accurate and comprehensive surveillance information. ADS-B is an enabling technology for NextGen. This new 

system promises to significantly reduce delays and enhance safety by using aircraft broadcasted position based on 

the aircraft’s navigation system calculation using the Global Navigation Satellite System (GNSS) or other 

navigation inputs, instead of position information from traditional radar.

Common Support Services - Weather (CSS-Wx) - Work 

Package 1

Key site IOC: January 2019 -- Last site ORD: August 2022 CSS-Wx WP1

2015 2020 2025

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Aircraft position (longitude, latitude, altitude, and time) is determined using the GNSS, and/or an internal inertial 

navigational reference system, or other navigation aids. The aircraft’s ADS-B equipment processes this position 

information, along with other flight parameters (e.g., identification, velocity, pilot selected altitude, and other data) 

to be broadcast approximately once a second to ADS-B receivers. This information is used to display the aircraft’s 

position on en route and terminal automation systems such as Common Automated Radar Tracking System 

(CARTS), Standard Terminal Automation Replacement System (STARS), Microprocessor En Route Automated 

Radar Tracking System (MicroEARTS), En Route Automation Modernization (ERAM), and Advanced 

Technologies and Oceanic Procedures (ATOP).

In addition to the ground-based ADS-B receivers, nearby aircraft within range of the broadcast which are equipped 

with ADS-B In avionics may also receive and process the surveillance information of nearby ADS-B equipped 

aircraft for display to the pilot on the aircraft’s display. ADS-B equipment may also be installed on airport ground 

support or emergency vehicles to allow controllers and pilots to locate and identify them on runways or taxiways.

ADS-B NAS Wide Implementation – Baseline Services & Applications (G02S.03-01):

The acquisition of ADS-B equipment has been structured as a multi-year, performance-based service contract for the 

vendor to install and maintain ground-based ADS-B equipment to provide surveillance information to FAA 

automation systems. The program has two activities: Baseline Services and Applications and In Trail Procedures. 

The In Trail Procedures activity will be completed in FY 2017. 

Baseline Services and Applications:

This activity continues implementation of baseline ADS-B applications and enables: Ground-based Interval 

Management-Spacing (GIM-S); Traffic Situation Awareness with Alerts; Airport Surface Traffic Situation 

Awareness; Enhanced Visual Approach to support merging and spacing with Cockpit Display of Traffic Information 

Assisted Visual Separation (CAVS); Weather; and NAS Situation Awareness. 

Nine airports in the NAS will receive Airport Surface Surveillance Capability (ASSC): a surface multilateration 

system which will receive inputs from cooperative and non-cooperative sensors. ASSC consists of a multilateration 

subsystem, multi-processor subsystem, data distribution subsystem, tower display subsystem and a maintenance 

subsystem. Using fused target data, ASSC will enhance situational awareness for tower controllers by providing the 

position of all aircraft and ground vehicles on the airport movement area, and aircraft flying on approach to the 

airport.

See ADS-B Lease Services portion of the program under G02S.03-05.

In Trail Procedures:

In Trail Procedures (ITP) allows air traffic control to approve ADS-B equipped aircraft to perform oceanic flight 

level changes when there is less than standard separation. Using oceanic procedural separation standards, ITP 

allows ATC to approve these flight level change requests between properly equipped aircraft with ADS-B using 

reduced separation during the flight level change maneuver. This will allow aircraft to more easily access more 

efficient altitudes in oceanic airspace. This activity develops the operational standards, provides for operational 

testing, and develops supporting automation software. 

ADS-B—NAS Wide Implementation – Baseline Services & Applications, Future Segment (G02S.03-04):

The Future Segment program plans to introduce new scope to Baseline Services & Applications by implementing a 

surveillance backup strategy, infrastructure upgrades, new mitigations for spectrum congestion, and re-competing 

service contracts. The scope of this program is expected to be fully defined in May 2016 with an Investment 

Analysis Readiness Decision. In 2018, a Final Investment Decision (FID) is planned to request funding for the FY 

2020 – FY2025 timeframe. Future Segment may continue to pay subscription fees for Alaska surveillance services, 

CONUS Surface services (including ADS-B service at ASSC sites), and CONUS Terminal and En Route 

surveillance services. The Future Segment will also provide: program management to support ongoing security 

updates; dedicated support for Gulf of Mexico platform owner’s to provide mitigation against jamming & spoofing; 

and other typical program management activities including risk, business case development, and communications. 

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Fiscal Years 2017-2021 Activity 2

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Metric

ADS-B is a technology that will allow implementation of new air traffic control procedures based on more accurate 

aircraft position information that will allow more efficient use of airspace capacity, fewer delays, and more optimal 

routing for aircraft. Other efficiency benefits include reduced weather deviations and fewer cancellations resulting 

from increased access to some Alaskan regions during inclement weather conditions. These efficiency benefits 

translate to savings in both aircraft direct operating costs and passenger value of time. The Business Case Analysis 

Report dated May 15, 2012 shows $3.2B in capacity and efficiency benefits.

The objective of the ADS-B ITP is to enable aircraft that desire flight level changes in procedural airspace to more 

easily achieve these changes. ADS-B ITP achieves this objective by permitting a climb-through or descend-through 

maneuver between properly equipped aircraft, using a new separation standard that utilizes ADS-B data. The ITP 

limits the instances of an aircraft being held at a non-optimal flight level when conflicting traffic is present between 

the existing flight level and a more efficient flight level requested by the pilot.

Program Plans FY 2017 – Performance Output Goals

ADS-B NAS Wide Implementation – Baseline Services & Applications (G02S.03-01):

• Baseline Services and Applications: 

o Achieve Initial Operating Capability (IOC) of Terminal ATC Separation Services at 39 sites (119 of 160, 

74%). 

o Achieve IOC of Surface Advisory Services at three ASSC site (5 of 9, 56%). 

o Complete Service Volume (SV) design at three ASSC sites.

• In Trail Procedures:

o Achieve ATOP Oceanic ITP operational at Oakland, New York and Anchorage Centers. (APB milestone)

ADS-B NAS Wide Implementation – Baseline Services & Applications, Future Segment (G02S.03-04):

• None.

Program Plans FY 2018 – Performance Output Goals

ADS-B NAS Wide Implementation – Baseline Services & Applications (G02S.03-01):

• Baseline Services and Applications:

o Achieve IOC of Terminal ATC Separation Services at 28 sites (147 of 160, 92%).

o Achieve IOC of Surface Advisory Services at four ASSC sites (9 of 9, 100%). 

o Achieve FID for next ADS-B investment segment. 

ADS-B NAS Wide Implementation – Baseline Services & Applications, Future Segment (G02S.03-04):

• None.

Program Plans FY 2019 – Performance Output Goals

ADS-B NAS Wide Implementation – Baseline Services & Applications (G02S.03-01):

• Baseline Services and Applications:

o Achieve IOC of Terminal ATC Separation Services at 13 sites (160 of 160, 100%).

o Complete 218 ATC Service Delivery Points.

ADS-B NAS Wide Implementation – Baseline Services & Applications, Future Segment (G02S.03-04):

• None.

Program Plans FY 2020 – Performance Output Goals

ADS-B NAS Wide Implementation – Baseline Services & Applications (G02S.03-01):

• Baseline Services and Applications:

o Provide and maintain baseline services and applications through September 2020. (APB milestone)

ADS-B NAS Wide Implementation – Baseline Services & Applications, Future Segment (G02S.03-04):

• None.

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Program Plans FY 2021 – Performance Output Goals

ADS-B NAS Wide Implementation – Baseline Services & Applications (G02S.03-01):

• None.

ADS-B NAS Wide Implementation – Baseline Services & Applications, Future Segment (G02S.03-04):

• Output goals will be determined at FID.

 

B, Automatic Dependent Surveillance-Broadcast (ADS-B) NAS Wide Implementation –

Future Segments, G02S.01-02

 

Program Description

ADS-B In Applications – Interval Management (IM) consists of a set of ground and flight-deck capabilities and 

procedures that are used in combination by air traffic controllers and flight crews to more efficiently and precisely 

manage inter-aircraft spacing (e.g., achieve a precise interval between aircraft in a stream of traffic). An air traffic 

controller can issue an IM clearance that allows flight crews to manage spacing through speed adjustments 

generated by onboard IM avionics until reaching a planned termination point. IM operations require new flight-deck 

functions implemented in the Flight Interval Management avionics to provide speed guidance to a flight crew to 

achieve and maintain a relative spacing interval from another aircraft. Changes to ERAM, STARS, and TBFM 

automation systems will be needed to support the initiation and monitoring of IM operations. Interval ManagementSpacing (IM-S) Arrivals, Approach, & Cruise (AA&C) supports IM operations for arrival and approach applications 

for independent runway operations and for cruise operations to provide spacing during en route metering and Milesin-Trail operations. Advanced-IM (A-IM) will extend the capabilities developed as a part of IM-S AA&C to 

dependent runway and departure operations, Pairwise Trajectory Management (PTM) operations in oceanic 

airspace, and will support changes to the current separation standards to enable additional benefits.

The Surveillance and Broadcast Services Office is maturing the requirements definition of a suite of ADS-B In IM 

applications and will pursue a series of Final Investment Decisions (FID) as each application or set of applications 

are deemed suitably defined for implementation. Pre-implementation activities and AMS milestones through FID 

for ADS-B In Applications – IM are funded under G01S.02-01. 

Post FID implementation activities will be funded and executed under this program, G02S.01-02. The first set of 

ADS-B In Applications will be IM-S AA&C. 

IM-S AA&C is applicable to oceanic, en route, and terminal airspace and will require investments in both air traffic 

management and decision support automation systems, as well as flight deck avionics. Significant implementation 

activities under this program include:

• Developing ground-based automation software for implementation of IM-S AA&C capability into ERAM, 

STARS, and TBFM;

• Completing Safety Case for IM-S AA&C Initial Operating Capability;

• Completing Operational Benefits Validation for Flight-deck based Interval Management Minimum 

Operational Performance Standards (FIM MOPS) v2 avionics; and

• Installing and deploying IM-S AA&C capability in the NAS.

A-IM dependent runway, departure and oceanic operations, and other future concepts along with the associated 

avionics standards will be developed with RTCA and the user community. Pre-implementation activities for these 

future concepts will be conducted under G01S.02-01.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

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Relationship to Performance Metric

Interval management will optimize spacing resulting in maximizing the number of aircraft arriving in the proper 

sequence for landing. Reducing the variance in inter-aircraft spacing will result in more efficient use of runway 

capacity. The full benefits case is part of the analysis to be completed for the FID.

Program Plans FY 2017 – Performance Output Goals

• None.

Program Plans FY 2018 – Performance Output Goals

• Complete Preliminary Design and Review with automation vendors for ERAM, STARS and TBFM.

• Complete Critical Design and Review with automation vendors for ERAM, STARS, and TBFM.

• Initiate software development with TBFM automation vendor.

Program Plans FY 2019 – Performance Output Goals

• Initiate software development with ERAM and STARS automation vendors.

Program Plans FY 2020 – Performance Output Goals

• Develop plan for vendor testing of ERAM, STARS and TBFM software.

Program Plans FY 2021 – Performance Output Goals

• Complete software development with STARS and TBFM vendors.

• Award contract for FIM MOPS v2-compliant avionics.

 

2A13, WINDSHEAR DETECTION SERVICE (WDS)

FY 2017 Request $4.5M

• Wind Shear Detection Services – Work Package 1, W05.03-01

• X, Juneau Airport Wind System (JAWS) – Technology Refresh, W10.01-02

Wind Shear Detection Services – Work Package 1, W05.03-01 

Program Description 

Wind Shear Detection Services (WSDS) Work Package 1 is a portfolio program consisting of several legacy wind 

shear detection systems deployed in the NAS. The program will address obsolescence of the legacy Weather 

Systems Processor (WSP), Low Level Windshear Alert System (LLWAS) and Wind Measuring Equipment (WME). 

The WSDS program will ensure continuation of the existing service levels provided by the legacy systems by 

upgrading the components necessary to resolve obsolescence and supportability issues of the 34 WSP, 60 WME, 

and 50 LLWAS systems deployed in the NAS.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

WSDS WP1 contributes to the reduction of commercial air carrier fatalities per 100 million persons by preventing 

aircraft accidents in the terminal environment during take-off and landing. WSDS will accomplish this by providing 

hazardous wind shear alerts and warnings to Air Traffic Controllers to be passed on to pilots to avoid potential wind 

shear encounters.

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Program Plans FY 2017 – Performance Output Goals

• Install WSP site upgrade at 16 sites (17 of 34, 50%).

• Install WME site upgrade at 30 sites (30 of 60, 50%).

• Install LLWAS site upgrade at 25 sites (25 of 50, 50%).

• First WME/LLWAS site upgrade complete. (APB milestone)

Program Plans FY 2018 – Performance Output Goals

• Install WSP site upgrade at 17 sites (34 of 34, 100%).

• Last WSP site upgrade complete. (APB milestone)

• Install WME site upgrade at 30 sites (60 of 60, 100%).

• Install LLWAS site upgrade at 25 sites (50 of 50, 100%).

• Last WME/LLWAS site upgrade complete. (APB milestone)

Program Plans FY 2019-2021 – Performance Output Goals

• None.

 

X, Juneau Airport Wind System (JAWS) – Technology Refresh, W10.01-02

 

Program Description 

JAWS measures and transmits wind information to the Juneau Automated Flight Service Station (AFSS), Alaska 

Airlines, and the National Weather Service for weather forecasting. Other Alaska aviation users access JAWS data 

via the Internet. JAWS provides terrain induced wind and turbulence data that addresses safety of flight and 

decreases the probability of experiencing unnecessary weather related delays in and out of the Juneau International 

Airport (JNU), Alaska. Although JAWS data is advisory, it is essential for pilots to be aware of wind conditions that 

affect approach and departure paths because of the restrictive geographical features on both sides of the corridor in 

and out of the Juneau Airport.

Periodic replacement of commercial off-the-shelf (COTS) system components is necessary because of the weather 

conditions on the mountains where the wind sensors are located. Updating these sensors assures continued 

supportability of the system through an indefinite service life. The technology refresh business case for JAWS is 

planned to begin in FY 2019. The technology refresh will include replacement of computers and controllers, radios, 

firmware and software, anemometers, profilers, and may include National Center for Atmospheric Research 

(NCAR) consulting support. The Final Investment Decision (FID) is planned in FY 2020.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

JAWS Technology Refresh contributes to maintaining operational availability of 99.7 by replacing obsolete 

unsupportable equipment which could fail. 

Program Plans FY 2017-2018 – Performance Output Goals

• None.

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Program Plans FY 2019 – Performance Output Goals

• Develop the following products in support of the Investment Analysis Readiness Decision (IARD):

o Shortfall Analysis/Quantification;

o Solution Concept of Operations; 

o Functional Analysis;

o Enterprise Architecture Products; and

o Preliminary Program Requirements.

• Achieve Investment Analysis Readiness Decision (IARD).

Program Plans FY 2020 – Performance Output Goals

• Develop the following products in support of the FID:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID.

Program Plans FY 2021 – Performance Output Goals

• Award contract.

• Other output goals will be developed at FID.

 

2A14, NEXTGEN – COLLABORATIVE AIR TRAFFIC MANAGEMENT PORTFOLIO

FY 2017 Request $13.8M

• A, Strategic Flow Management Application, G05A.01-01

• B, Strategic Flow Management Engineering Enhancement (SFMEE), G05A.01-02

• C, Collaborative Air Traffic Management Technologies (CATMT) – Work Package 4, G05A.05-03 / X, 

Collaborative Air Traffic Management Technologies (CATMT) – Work Package 5, G05A.05-04

A, Strategic Flow Management Application, G05A.01-01

 

Program Description 

Strategic Flow Management Application (SFMA) will identify operational shortfalls and gaps for rerouting of the 

airborne and pre-departure flights which remain after implementation of the Airborne Reroute Automation (ABRR) 

and the Collaborative Trajectory Options Program. SFMA will develop capabilities designed to provide traffic 

managers and controllers with more automated flight-specific trajectory advisory functions that will consider a wide 

range of input factors, such as weather impacts, resource capacity, operator preferences, and meter time 

assignments.

SFMA program will help resolve air traffic flow problems, reduce delays and unnecessary flying time, and improve 

metering operations. These advisories will also capitalize upon Data Comm-enabled complex reroutes and 

clearances to improve the generation, delivery, and execution of reroutes. Capabilities developed through SFMA, 

together with those developed through the Advanced Methods program (G05A.02-02), will provide the concepts and 

requirements to the Strategic Flow Management Engineering Enhancements program (SFMEE) (G05A.01-02) to 

progress them through the AMS process as part of future investments for CATMT. 

SFMA will collaborate with NASA on their Airspace Technology Demonstration Project (ATD); comprised of a 

collection of critical technology development and demonstration activities geared toward delivery of near-term 

benefits to air transportation system stakeholders. Specifically, the SFMA program will benefit from, and leverage 

capabilities development from NASA’s Applied Traffic Flow Management (ATFM) activity. This activity will 

explore concepts and develop technologies to execute more efficient flight paths for en route airspace. 

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In FY 2018, this program will also begin service analysis activities to capitalize on future data communications 

capabilities, further integrate traffic flow management and metering operations, and support advanced trajectorybased operations.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric

This program addresses the CATM performance objectives of increased capacity and flexibility. Increased capacity 

is achieved by the integration of strategic flow management with trajectory based operations (TBO) which provides 

a more structured traffic flow so that the capacity of a given airspace can be used more efficiently to meet demand. 

Flexibility is improved by more frequent use of dynamic reroutes which allows controllers and pilots to react more 

efficiently to changing operational conditions. New rerouting concepts provide controllers, pilots, and flight 

operators with more choices when negotiating dynamic reroutes for active aircraft.

Program Plans FY 2017 – Performance Output Goals

• Conduct concept engineering activities including Human-in-the-Loop to develop the following products:

o HITL execution and report for Integration of SFMA with Strategic Traffic Management Initiatives 

o HITL execution and report for Integration of SFMA with new weather products 

o SFMA updated solution Concept of Operations (ConOps)

o SFMA updated preliminary requirements 

• Conduct concept engineering activities, e.g. analysis, tabletop, and validation and develop products for SFMA 

capabilities in support of targeted AMS IARD investment:

o Updated ConOps 

o Updated preliminary program requirements 

• Complete and deliver a report summarizing collaboration with NASA’s ATFM activity. Support technical 

transfer activities from NASA to the FAA to mature advanced rerouting capability.

• Conduct service analysis activities to capitalize on future data communications capability, further integrate 

traffic flow management and metering operations, and support advanced trajectory-based operations; complete 

an initial shortfall analysis. 

Program Plans FY 2018 – Performance Output Goals

• Complete and deliver a report summarizing collaboration with NASA’s ATFM activity. Support technical 

transfer activities from NASA to the FAA to mature advanced rerouting capability.

• Conduct concept engineering activities, e.g. analysis, tabletop, and validation, and develop products for SFMA 

capabilities in support of targeted AMS IID/FID investment artifact generation: 

o Updated ConOps 

o Updated program requirements

o Updated cost analysis

o Updated benefit analysis

• Conduct engineering activities, e.g. analysis, HITL evaluation and simulation, to validate shortfalls and new 

capabilities, and develop products for the next segment of improved strategic flow services and capabilities that 

will capitalize on future data comm capabilities, further integrate traffic flow management and metering 

operations, and support advanced trajectory-based operations:

o Preliminary Shortfall Analysis for traffic management services and capabilities

o Preliminary ConOps

o Initial prototyping, HITL evaluation, and report 

o Quantitative Shortfall Analysis

o Preliminary Functional Analysis

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Program Plans FY 2019 – Performance Output Goals

• Complete Technical Transfer of applicable capabilities developed under NASA’s ATFM to program office.

• Conduct engineering activities, e.g. analysis, HITL evaluation and simulation, and develop products for the next 

segment of improved strategic flow services and capabilities that will capitalize on future data comm 

capabilities, further integrate traffic flow management and metering operations, and support advanced 

trajectory-based operations:

o Prototyping, HITL evaluation, and report

o Updated Preliminary ConOps

o Operations Requirements

o Updated Preliminary Functional Analysis

o Updated Quantitative Shortfall Analysis

Program Plans FY 2020 – Performance Output Goals

• Conduct engineering activities, e.g. analysis, HITL evaluation and simulation, and develop products for the next 

segment of improved strategic flow services and capabilities that will capitalize on future data comm 

capabilities, further integrate traffic flow management and metering operations, and support advanced 

trajectory-based operations:

o Prototyping, HITL evaluation, and report

o Solution ConOps

o Refined Preliminary Functional Analysis

o Preliminary Program Requirements 

Program Plans FY 2021 – Performance Output Goals

• Conduct engineering activities, e.g. analysis, HITL evaluation and simulation, and develop products for the next 

segment of improved strategic flow services and capabilities that will capitalize on future data comm 

capabilities, further integrate traffic flow management and metering operations, and support advanced 

trajectory-based operations:

o Updated Solution ConOps

o Updated Preliminary Program Requirements

o Cost and benefit analysis and estimate

 

B, Strategic Flow Management Engineering Enhancement (SFMEE), G05A.01-02

 

Program Description 

The Strategic Flow Management Engineering Enhancement (SFMEE) program will support future work packages 

for Traffic Flow Management (TFM) enhancements. SFMEE conducts concept development to address operational

TFM shortfalls and progresses these concepts through the Acquisition Management System (AMS) process as part 

of Collaborative Air Traffic Management Technologies (CATM-T) future investments.

The concept engineering work for the individual capabilities will be conducted primarily through the Strategic Flow 

Management Application (SFMA) (G05A.01-01) and Advanced Methods (G05A.02-02) programs. TFM 

enhancements, implemented principally by the CATMT program will reside on the Traffic Flow Management 

System and will be available to Traffic Managers at ARTCCs, TRACONs and the ATCSCC. Candidate capabilities 

for future TFM work packages include:

• Constraint Evaluation Feedback;

• Negotiate Mitigations;

• User Tactical Trajectory Feedback;

• Collaborative Airport and Airspace Configuration Management;

• Airborne Trajectory Negotiations with Flight Operations Centers;

• Aircraft Equipage Eligibility During Traffic Management Initiatives (TMIs);

• Probabilistic Constraint Prediction;

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• Enhanced Post Operations;

• Improved Statistical Methods for Departure Predictions; and

• Daily Objectives Exchange.

The fundamental goal of TFM is to manage the flow of air traffic to minimize delays and congestion due to system 

constraints such as weather or equipment outages. Operations could be more efficient by establishing strategic plans 

for mitigating delay and capacity issues and may also provide some predictability to support future decisions. 

As systems and capabilities in TFM evolved, there was little attention paid to their integration. The Traffic 

Management Units of today provide piecemeal operational information and tools but cannot be combined to create a 

dynamic and complete view of the operation nor provide optimal support for operational decision-making. Many of 

the functions performed by Traffic Managers require manual assimilation of data from various sources. The 

potential impact of some Traffic Management Initiatives (TMIs) may not be apparent until after the initiative is 

implemented. Traffic Managers currently estimate potential impact by gathering data and relying on personal 

experience of how an initiative has performed in the past. This process is cognitively demanding, workloadintensive, and the outcome dependent upon an individual’s skill and experience. 

Providing a comprehensive view in real-time of the current NAS status and initiatives already in place will provide 

Traffic Managers with the information they need to identify traffic flow problems sooner and make better decisions. 

Better modeling capabilities will improve decision-making by providing expected outcomes and possible unintended 

consequences before an alternative is implemented. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Implementation of improved TFM capabilities will provide traffic managers with the tools and information they 

need to implement better, more efficient TMIs. More efficient TMIs translate to the improved usage of available 

NAS capacity. 

Program Plans FY 2017 – Performance Output Goals

• Develop the following products in support of the Concept & Requirements Definition Readiness Decision 

(CRDRD) for CATM-T Work Package 5 (WP5): 

o Preliminary Shortfalls Analysis. 

o Concept & Requirements Definition Plan.

• Develop the following products in support of the Investment Analysis Readiness Decision (IARD) for CATM-T 

WP5:

o Shortfall Analysis/Quantification; 

o Solution Concept of Operation;

o Functional Analysis;

• Achieve CRDRD for targeted AMS investment.

Program Plans FY 2018 – Performance Output Goals

• Develop the following products in support of IARD for CATM-T WP5:

o Enterprise Architecture Products;

o Preliminary Program Requirements;

o Updated Functional Analysis; and

o Safety Assessment.

• Achieve IARD for targeted AMS investment.

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Program Plans FY 2019 – Performance Output Goals

• Develop the following products in support of the Initial Investment Decision (IID) for CATM-T WP5:

o Initial Program Requirements;

o Business Case Analysis Report (BCAR);

o Enterprise Architecture Products;

o Initial Implementation Strategy and Planning Document (ISPD); and

o Final Investment Analysis Plan (IAP). 

• Develop the following products in support of the Final Investment Decision (FID) for targeted AMS 

investment:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Artifacts;

o Business Case documentation;

o Final ISPD; and 

o Acquisition Program Baseline (Execution Plan).

• Achieve IID/FID for targeted AMS investment.

Program Plans FY 2020 – Performance Output Goals 

• Develop the following products in support of the Concept & Requirements Definition Readiness Decision 

(CRDRD) for targeted AMS investment for the next segment of traffic flow management improvements (which 

will be developed via the SFMA and AM programs):

o Preliminary Shortfalls Analysis; 

o Concept & Requirements Definition (CRD) Plan.

• Develop the following products in support of the Investment Analysis Readiness Decision (IARD) for targeted 

AMS investment:

o Shortfall Analysis/Quantification; 

o Solution Concept of Operation;

o Functional Analysis;

o EA products; and

o Preliminary Program Requirements.

• Achieve CRDRD for targeted AMS investment.

Program Plans FY 2021 – Performance Output Goals 

• Develop the following products in support of IARD for targeted AMS investment for the next segment of traffic 

flow management improvements (which will be developed via the SFMA and AM programs):

o Updated Functional Analysis;

o Updated Enterprise Architecture Products;

o Updated Preliminary Program Requirements; and

o Safety Assessment.

• Achieve IARD for targeted AMS investments.

 

C, Collaborative Air Traffic Management Technologies (CATMT) – Work Package 4, 

G05A.05-03 / X, Collaborative Air Traffic Management Technologies (CATMT) – Work 

Package 5, G05A.05-04

 

Program Description 

The Collaborative Air Traffic Management Technologies program provides enhancements to the Traffic Flow 

Management (TFM) system (TFMS). The TFMS is the primary automation system used by the Air Traffic Control 

System Command Center (ATCSCC) and the nationwide Traffic Management Units that assist the ATCSCC in 

management of air traffic flow and planning for future air traffic demand. The TFMS is the nation’s primary source 

for capturing and disseminating air traffic information and is the key information source for coordinating air traffic 

in the NAS. TFMS hosts the software decision support systems that assist in managing and metering air traffic to 

reduce delays and make maximum use of system capacity to dynamically balance growing flight demands with NAS 

capacity. The FAA also uses the information from this system to collaborate with aviation users to develop and 

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implement airspace management programs that reduce delays and ensure smooth and efficient traffic flow. TFM 

benefits passengers, the airlines, general aviation, the Department of Defense, the Department of Homeland 

Security, industry, and partner countries. 

CATMT Work Package 4 (G05A.05-03):

CATMT Work Package 4 (WP4) is a future segment that when approved by the FAA Joint Resource Council (JRC) 

will provide NextGen Midterm TFM/CATM capabilities between FY 2017 and FY 2020. CATMT WP4 is 

currently in final investment analysis to identify possible CATMT WP4 capabilities for Final Investment Decision 

(FID) consideration. Capabilities being considered include:

• Improving Demand Predictions (IDP) – a set of several enhancements aimed at improving the TFMS 

predictions of demand for NAS resources.

• Integrated Departure Route Planner (IDRP) – a tool that provides strategic/tactical forecast of departure 

route and fix status due to convective weather and volume for specific terminals. Provides traffic managers 

with semi-automated resolution algorithm to “solve” departure constraints.

CATMT WP4 FID is planned for 4th quarter FY 2016. Business case analysis to support FID is being performed 

under Strategic Flow Management Engineering Enhancement (G05A.01-02). 

CATMT Work Package 5 (G05A.05-04):

CATMT Work Package 5 (WP5), a future segment, when approved by the FAA Joint Resource Council (JRC) will 

provide NextGen Midterm TFM/CATM capabilities between FY 2021 and FY 2025. This option will be evaluated 

once WP4 enters full execution phase beyond FY 2017.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Metric 

The CATMT program will support the NAS on-time arrival rate performance metric through the use of automated 

systems that provide more accurate and timely information for all TFM system users, improve operator and 

passenger access to flight information, and reduce system delays. CATMT will provide more accurate forecasting 

of system capacity and user demand; improve modeling, evaluation and optimization of traffic management 

initiatives; improve information dissemination, coordination and execution of traffic flow strategies with NAS users; 

minimize and equitably distribute delays across airports and users; collect and process additional performance data 

to define metrics and identify trends; and provide greater ease of use to the traffic management users. 

Program Plans FY 2017 – Performance Output Goals

CATMT WP4 (G05A.05-03):

• Pending JRC FID and contract award, complete contract transition activities and begin the system design review 

for the IDP capability.

CATMT WP5 (G05A.05-04):

• None.

Program Plans FY 2018 – Performance Output Goals

CATMT WP4 (G05A.05-03):

• Complete System Design Review for the IDP Capability.

• Start the system engineering work for the IDRP capability.

CATMT WP5 (G05A.05-04):

• None.

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Program Plans FY 2019 – Performance Output Goals

CATMT WP4 (G05A.05-03):

• Complete Detailed Design Review and Site Acceptance Testing for the IDP capability. 

• Complete System Design Review for the IDRP capability.

CATMT WP5 (G05A.05-04):

• None.

Program Plans FY 2020 – Performance Output Goals

CATMT WP4 (G05A.05-03):

• Complete Operational Testing for the IDP capability. 

• Achieve In-Service Decision for the IDP capability.

• Complete the Detailed Design Review for the IDRP capability.

CATMT WP5 (G05A.05-04):

• None.

Program Plans FY 2021 – Performance Output Goals

CATMT WP4 (G05A.05-03):

• None.

CATMT WP5 (G05A.05-04):

• Output goals will be determined at FID. 

System Implementation Schedule

 

2A15, NEXTGEN – TIME BASED FLOW MANAGEMENT (TBFM) PORTFOLIO

FY 2017 Request $50.6M

Time Based Flow Management (TBFM) Work Package 3, G02A.01-06 / Time Based Flow 

Management (TBFM) Technology Refresh, G02A.01-07 / Time Based Flow Management 

(TBFM) Work Package 4, G02A.01-08

 

Program Description

The Time Based Flow Management (TBFM) system uses time-based metering to better utilize NAS capacity by 

improving traffic flow management of aircraft approaching and departing congested airspace and airports. TBFM 

has been deployed and is operational at the 20 Air Route Traffic Control Centers and adapted for most major 

airports served by those centers. TBFM is a vital part of the NAS and enhances air traffic operations, by reducing 

delays and increasing efficiency of airline operations. Enhancements to the TBFM system will directly support 

NextGen Portfolio concepts. TBFM Work Packages 3 and 4 will continue the modernization and enhancement of 

the existing TBFM system. 

TBFM Work Package 3 (G02A.01-06):

TBFM Work Package 3 is a follow-on phase of TBFM Work Package 2 that will implement additional NextGen 

concepts, such as optimized descent during time-based metering and Terminal Sequencing and Spacing (TSAS) to 

provide efficient sequencing and runway assignment. The TSAS capability will extend the aircraft’s trajectory plan 

Collaborative Air Traffic Management Technologies 

(CATMT) – Work Package 4 and 5

First Operational Capability (OC): June 2008 -- Last OC: TBD CATMT

WP4 First Software Release: 2019 -- Last: 2020 WP4

WP5 - Pending final investment decision

2015 2020 2025

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into the terminal airspace up to the runway to enable better predictability and accuracy for support of advanced 

Performance Based Navigation (PBN) procedures such as Required Navigation Performance (RNP). Also in WP3 

is the expansion of the Integrated Departure/Arrival Capability (IDAC) to additional locations. The design, 

development and deployment of these concepts will occur during the 2015-2022 timeframe. These enhancements 

support the following current NextGen Operational Improvements:

• Improved Management of Arrivals/Surface/Departure Flow Operations (104117) – Enables access to surface 

information to improve departure time predictions and supports a more integrated arrival/departure operation

and more efficient flows. Integrates and automates the departure capability with the TBFM system. 

• Time-Based Metering in the Terminal Environment (104128) – Supports a time-based sequencing and spacing 

capability in the terminal environment by providing TBFM developed runway and sequence assignment 

information to terminal automation systems for display to controllers.

Final Investment Decision (FID) for Work Package 3 was achieved in April FY 2015.

TBFM Technology Refresh (G02A.01-07):

TBFM Technology Refresh will replace the existing hardware that was deployed in 2012 and 2013 with new 

hardware in the FY 2018-2020 time frame. The current hardware will begin to reach its end of service and 

maintenance by 2017. The program office is currently working towards FID in FY 2017 to replace this hardware. 

The FID allows TBFM to maintain one hardware baseline with Technology Refresh and WP3 procurements.

TBFM Work Package 4 (G02A.01-08):

TBFM Work Package 4 will build upon core TBFM capabilities, already in place, to increase benefits of time-based 

metering across the NAS and enable expansion of PBN operations in the NAS. TBFM Work Package 4 targeted 

capabilities are listed below:

• Path Stretch: An automation-based, advisory that will enable aircraft to absorb assigned delay, laterally, 

while continuing to execute an optimized profile descent (OPD). This will enhance flight efficiency, 

reduce emissions and noise, and increase system predictability.

• Fleet Prioritization: Dynamically incorporate, and where feasible, use airspace user preferences when 

assigning time-based metering slots and associated delay. This will improve collaborative decision making 

and user efficiency. 

• Terminal Sequencing & Spacing (TSAS) Improvements: Improved management of TSAS operations 

through the use of a dynamic dashboard to alert Traffic Management Coordinators of operational trends 

that may warrant adjustments to TSAS parameters and operations; and through the use of a TBFM-system 

wide “what if” aid that will improve the tactical management of arrival operations. These improvements 

will optimize the use of TSAS and in turn, further ensure aircraft can fly OPDs while optimizing arrival 

throughput. 

• Improved TBFM-Traffic Flow Management System (TFMS) Data Integration: Increase the sharing of data 

between TBFM and TFMS systems to enhance demand capacity prediction and the integration of timebased metering, allowing for more coordinated Traffic Management Initiatives (TMI) strategy 

implementation and minimize unintended and disruptive TMI interactions. This will improve collaborative 

decision making, user efficiency, and increase system predictability.

• TSAS Expansion: Deploy TSAS to additional sites, beyond the sites that will receive TSAS via TBFM 

WP3. This geographical expansion will improve flight efficiency and system predictability at additional 

locations in the NAS and increases the utilization of PBN procedures. 

• IDAC Expansion: Deploy IDAC to additional sites, beyond the sites that will receive IDAC via TBFM 

WP2 and WP3. This geographical expansion will reduce departure release coordination time/effort, 

improve flight efficiency, and enhance system predictability.

• Weather Source Migration: Obtain weather data, via System Wide Information Management (SWIM), 

from the FAA’s Common Support Service-Weather system (CSS-Wx). This will decrease FAA operating 

costs while minimizing future costs associated with incorporating new weather products into TBFM.

This work package will also include the award of a new contract for the prime vendor, as the existing contract will 

expire in 2020. 

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TBFM WP4 FID is planned in FY 2019.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Target

TBFM will expand the use of time-based metering solutions to additional locations and phases of flight to support 

the performance metric to maintain average daily airport capacity. TBFM will improve flight efficiency by allowing 

controllers to sequence and space arriving aircraft to optimize the use of airport capacity thereby avoiding last 

minute maneuvering of aircraft as they approach the airport. Time-based metering through TBFM has provided an 

average 3-5% increase in throughput at the airports where it is installed.

Program Plans FY 2017 – Performance Output Goals

TBFM Work Package 3 (G02A.01-06): 

• Complete factory acceptance testing (FAT) for TSAS. (APB milestone)

• Conduct TSAS Software development.

• Conduct Integrated Test planning.

• Complete IDAC Site Surveys.

• Complete IDAC hardware procurement.

TBFM Technology Refresh (G02A.01-07):

• Complete the following documentation required for FID:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID.

• Pending FID approval:

o Award contract.

TBFM Work Package 4 (G02A.01-08):

• Initiate development of draft documentation required for the Investment Analysis Readiness Decision (IARD):

o Preliminary Program Requirements (pPR) documentation;

o Initial Benefits and Cost documentation;

o Safety Documentation; and

o Enterprise Architecture documentation.

Program Plans FY 2018 – Performance Output Goals

TBFM Work Package 3 (G02A.01-06):

• Deploy first IDAC site. (APB milestone)

• Complete deployment of IDAC to 1 site (1 of 5, 20%). 

TBFM Technology Refresh (G02A.01-07):

• Pending FID approval:

o Conduct Site Surveys.

o Procure hardware.

o Complete 25% of the hardware installations.

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TBFM Work Package 4 (G02A.01-08):

• Complete the documentation required for IARD:

o Preliminary Program Requirements (pPR) documentation;

o Initial Benefits and Cost documentation;

o Safety Documentation; and

o Enterprise Architecture documentation.

• Achieve IARD.

• Initiate development of draft documentation required for FID:

o Final Requirements document (fPR);

o Business Case;

o Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (APB).

• Conduct market survey for new prime TBFM contract.

• Develop and release new prime TBFM Screening for Information Request (SIR).

Program Plans FY 2019 – Performance Output Goals

TBFM Work Package 3 (G02A.01-06):

• Complete Integration and Test at WJHTC. (APB Milestone)

• Deploy first TSAS site. (APB milestone)

• Complete deployment of TSAS to 1 site (1 of 9, 11%).

• Deploy last (5th) IDAC site. (APB milestone)

• Complete deployment of IDAC to 4 sites (5 of 5, 100%). 

TBFM Technology Refresh (G02A.01-07):

• Pending FID approval:

o Complete 50% hardware installations.

TBFM Work Package 4 (G02A.01-08):

• Complete development of final documentation required for FID:

o Final Requirements document (fPR).

o Business Case.

o Implementation Strategy and Planning Document (ISPD).

o Acquisition Program Baseline (APB).

• Achieve FID.

• Award TBFM WP4 contract.

• Complete evaluation of prime contractor proposals received in response to new prime TBFM SIR.

• Award new prime TBFM contract.

Program Plans FY 2020 – Performance Output Goals

TBFM Work Package 3 (G02A.01-06):

• Achieve TSAS In-Service Decision. (APB milestone) 

TBFM Technology Refresh (G02A.01-07):

• Complete hardware installations.

• Begin disposal activities.

TBFM Work Package 4 (G02A.01-08):

• Complete System Requirements Review (SRR) for TBFM WP4.

• Complete Preliminary Design Review (PDR) for TBFM WP4.

Program Plans FY 2021 – Performance Output Goals

TBFM Work Package 3 (G02A.01-06):

• Deploy 5th TSAS site. (APB milestone)

• Complete deployment of TSAS to 7 sites (8 of 9, 89%).

TBFM Technology Refresh (G02A.01-07):

• Complete disposal activities.

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TBFM Work Package 4 (G02A.01-08):

• Complete Critical Design review (CDR) for TBFM WP4.

• Begin incremental software and hardware development for TBFM WP4.

 

2A16, ATC BEACON INTERROGATOR (ATCBI) - TECHNOLOGY REFRESH

FY 2017 Request $1.0M

ATC Beacon Interrogator Model-6 (ATCBI-6) – Technology Refresh, S02.03-03

 

Program Description

The ATCBI-6 Technology Refresh Program will replace and upgrade obsolete ATCBI-6 original equipment 

manufacturer peculiar and Commercial Off-The-Shelf (COTS) hardware and software to ensure the continued 

reliable and cost effective operation of the radar system through its designated lifecycle. The original ATCBI-6 

program procured 139, Monopulse Secondary Surveillance Radar (MSSR) with Selective Interrogation to replace 

132 of the old model 4/5's, and seven support systems for training, testing, logistics, and operational support. 

The ATCBI-6 provides air traffic controllers with a more selective interrogation capability not available in the older 

systems that significantly improves the accuracy of aircraft position and altitude data provided to ATC automation 

systems. Additionally, the ATCBI-6, in conjunction with a co-located primary Long Range Radar, provides back-up 

Center Radar Approach Control (CERAP) surveillance service to numerous TRACON facilities in the event 

terminal radar services are lost. The ATCBI-6 program commissioned the first system in FY 2002 and 

commissioned the last system in FY 2013.

The Technology Refresh Program is in the planning and investment analysis phase. The business case analysis will 

identify parts obsolescence, operational performance deficiencies, and other areas requiring technology refresh to 

ensure continued reliable and cost effective operation of the radar system through its designated lifecycle. The 

Investment Analysis Readiness Decision (IARD) is planned for June 2018 and the Final Investment Decision (FID) 

is planned for June 2020. This activity will determine the retrofit requirement for the 132 operational and seven 

support ATCBI-6 systems in the FAA inventory.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The program is necessary to ensure the continued reliable and cost effective operation of the ATCBI-6 Secondary 

Surveillance system through its designated lifecycle. A business case analysis will be prepared to identify parts 

obsolescence, operational performance deficiencies, or other areas requiring technology refresh to ensure continued 

reliable and cost effective operation of the radar system through its designated lifecycle. 

Program Plans FY 2017 – Performance Output Goals

• Develop the following products in support of the Investment Analysis Readiness Decision (IARD): 

o Shortfall Analysis/Quantification; 

o Solution Concept of Operation;

o Functional Analysis; 

o Enterprise Architecture Products; 

o Program requirements; and 

o Safety Assessment

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Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

2A17, NEXTGEN – NEXT GENERATION WEATHER PROCESSOR (NWP)

FY 2017 Request $27.8M

NextGen Weather Processor (NWP), Work Package 1, G04W.03-02

 

Program Description

The NextGen Weather Processor (NWP) program will establish a common weather processing platform that will 

replace the legacy FAA weather processor systems and host new capabilities. Using data feeds from both the FAA 

and National Oceanic and Atmospheric Administration (NOAA) radars, other weather sensors, and NOAA forecast 

models, NWP will use sophisticated algorithms to create high-quality, aviation-specific current and predicted 

weather information. NWP will create high value weather products that will be accessed through the Common 

Support Services-Weather (CSS-Wx) system. NWP will perform weather translation to enable the use of this 

weather information by automated decision-support tools (DSTs). NWP will also provide improved aviation safety 

related windshear products. Collectively, these program features will help reduce rising operations and maintenance 

costs by consolidating the following weather systems: 

• Corridor Integrated Weather System (CIWS): Provides 0-to-2 hour aviation weather predictions and 

information to the Traffic Flow Management System (TFMS) and associated users of heavily traveled air 

corridors.

• Weather and Radar Processor (WARP): Provides weather information to en route air traffic controllers, 

supervisors, traffic management coordinators, and Center Weather Service Unit meteorologists.

• Integrated Terminal Weather System (ITWS): Provides weather information to terminal air traffic 

supervisors and controllers.

The NWP program will:

• Replace and enhance the current processing and display functionality of the ITWS, CIWS, and WARP 

systems;

• Generate aviation weather products with expanded coverage areas and faster update rates;

• Generate 0-to-8 hour aviation weather products; 

• Generate safety critical wind shear alerts and real-time weather radar information; and

• Perform translation of convective weather into weather constraint areas. 

NWP will be deployed at 36 operational facilities; these include two centrally located facilities at Atlanta and Salt 

Lake City, and at 34 TRACONS. In addition, NWP Aviation Weather Displays (AWDs) will be deployed at 117 

designated facilities.

The Joint Resources Council (JRC) approval for Final Investment Decision (FID) for NWP WP1 was approved in 

March 2015 concurrently with the approval of FID for CSS-Wx WP1. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and

maintain through FY 2018.

Relationship to Performance Metric

NWP produces improved weather mosaics and predictions and formats them for integration into decision support 

tools. It supports on-time arrival rates by making better use of weather information for operational decision-making 

to support the optimal selection of aircraft routing and precise spacing for arriving and departing aircraft. The 

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increased accuracy of predictions and improved observations allows automation systems to create and use individual 

trajectory-based profiles which optimize the usage of available airspace. 

Most delays in the NAS are attributed to weather conditions. Based on Operations Network (OPSNET), the official 

source of NAS air traffic operations and delay data, 68 percent of air traffic delays over 15 minutes for 2003-2012 

were due to weather. The NWP capabilities will decrease avoidable aircraft delays, diversions, and cancellations. 

Estimates of projected cost savings to airlines and passengers attributable to these advanced en route weather 

applications, including fuel costs and downstream connection delays for passengers, exceed $110 million per year. 

Program Plans FY 2017 – Performance Output Goals

• Complete NWP WP1 Critical Design Review (CDR). (APB milestone)

Program Plans FY 2018 – Performance Output Goals

• Conduct NWP WP1 Test Capability Accreditation Procedures by Prime Contractor. 

Program Plans FY 2019 – Performance Output Goals

• Complete NWP WP1 Factory Acceptance Test (FAT). (APB milestone)

Program Plans FY 2020 – Performance Output Goals

• Complete NWP WP1 Operational Testing (OT). (APB milestone)

• Achieve NWP WP1 Key Site Initial Operational Capability (IOC). (APB milestone)

Program Plans FY 2021 – Performance Output Goals

• Achieve NWP WP1 In-Service Decision. (APB milestone)

• Complete NWP WP1 first site Operational Readiness Date (ORD). (APB milestone)

• Achieve NWP WP1 ORD at 5 sites (5 of 36, 14%)

System Implementation Schedule 

 

2A18, AIRBORNE COLLISION AVOIDANCE SYSTEM X (ACAS X)

FY 2017 Request $8.9M

Airborne Collision Avoidance System X (ACAS X) – Segment 1, M54.01-01

 

Program Description

The Airborne Collision Avoidance System X (ACAS X) is being developed to meet future collision avoidance 

requirements. The ACAS X program will provide guidance and technical expertise to RTCA in order to develop the 

functional architecture, functional interfaces and requirements for the next generation of collision avoidance 

capability. ACAS X will replace the existing Traffic Alert and Collision Avoidance Systems II (TCAS II) which is 

required in US airspace for all commercial aircraft with 30 or more seats and on all cargo aircraft greater than 

33,000 pounds. ACAS X will reduce the number of false alerts, or “nuisance” Resolution Advisories (RAs) in US 

airspace and better support future operations.

The ACAS X program will perform simulations, develop prototypes, and create advanced performance 

specifications that will result in the development of Minimum Operational Performance Standard (MOPS), 

Technical Standard Order (TSO) and Advisory Circular (AC) documentation. Manufacturers will produce the 

ACAS X equipment in accordance with these documents. The program will also provide sustainment of TCAS II 

NextGen Weather Processor (NWP) WP1

key Site IOC: August 2020 -- Last site ORD: August 2022 NWP WP1

2015 2020 2025

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field equipment, encounter models, toolsets and certification support for manufacturer equipment. ACAS X will also 

address shortfalls identified in the legacy TCAS II system. The system architecture will be designed to facilitate 

rapid updates to threat detection and resolution logic using an automated process. This capability will be very useful 

for future adaptations to NextGen operations and for unmanned aircraft systems (UAS) encounter profiles and 

patterns. ACAS X will have the flexibility to accommodate a variety of different sensor types and new generations 

of sensors; i.e., receiving data from ADS-B Airborne Position Messages. 

The initial ACAS X systems will have two variants:

• ACAS Xa: A variant of ACAS X which will use active interrogations and replies in concert with passive 

reception of ADS-B information to perform surveillance. ACAS Xa is the variant of ACAS X most similar to 

TCAS II in its form and function.

• ACAS Xo: A variant of ACAS X intended for use with NextGen operations where other variants of ACAS X 

would generate unacceptably high rates of RAs if used. An example of such an operation would be Closelyspaced Parallel Operations (CSPO). This variant will be used in conjunction with ACAS Xa.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

Preliminary results of ACAS X system performance and safety analysis shows that ACAS X could produce 54% 

fewer alerts and be over 50% safer than current TCAS II v7.1 logic. ACAS X will reduce the number false alerts of 

potential midair collisions and provide the accuracy needed to maintain the high level of aviation safety that is 

critical in terminal air traffic areas.

 

Program Plans FY 2017 – Performance Output Goals

• Safety Risk Management – Complete System Safety Hazard Analysis. (APB milestone) 

Program Plans FY 2018 – Performance Output Goals

• RTCA publish MOPS. (APB milestone) 

Program Plans FY 2019 – Performance Output Goals

• Complete operational evaluation of ACAS X (Limited Implementation Program with Commercial Airlines on 

Host Aircraft). (APB milestone)

• Update and publish Standards and Recommended Practices (SARPS). (APB milestone)

Program Plans FY 2020 – Performance Output Goals

• Publish TSO and AC. (APB milestone) 

Program Plans FY 2021 – Performance Output Goals

• Publish ACAS X Operational Assessment / Validation Report. (APB milestone).

 

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2A19, NEXTGEN – DATA COMMUNICATION IN SUPPORT OF NEXTGEN

FY 2017 Request $232.0M

Data Communications – Segment 1 Phase 1, G01C.01-05 / Data Communications –

Segment 1 Phase 2 Initial En Route Services, G01C.01-06 / Data Communications –

Segment 1 Phase 2 Full En Route Services, G01C.01-10 / X, Data Communications –

Segment 1 Phase 1 & Phase 2 Data Comm Integrated Services (DCIS) Network Services, 

G01C.01-07 / X, Data Communications – Aeronautical Telecommunications Network 

(ATN) Gateway, G01C.01-08 / X, Data Communications – Aeronautical 

Telecommunications Network (ATN) Baseline 2 Application, G01C.01-09 

Program Description

The Data Communications (Data Comm) program will provide data communications services between the pilots and 

air traffic controllers. Data Comm will provide a direct link between ground automation and flight deck avionics for 

safety-of-flight ATC clearances, instructions, traffic flow management, flight crew requests and reports. Data 

Comm is critical to the success of NextGen operational improvements by providing communication infrastructure 

enhancements. Data Comm will:

• Reduce the impact of ground delay programs, airport reconfigurations, convective weather, congestion, and 

other causes;

• Reduce communication errors;

• Improve controller and pilot efficiency through automated information exchange;

• Enable NextGen services (e.g., enhanced re-routes, trajectory operations); and

• Increase controller productivity leading to increased capacity.

These improvements to the NAS will be delivered by Data Comm in two segments. Segment 1 will deliver in two 

phases the initial set of data communications services integrated with automation support tools to provide NAS 

benefits and lay the foundation for a data-driven NAS. Segment 1 Phase 1 (S1P1) will deploy the Controller-Pilot 

Data Link Communications (CPDLC) Departure Clearance (DCL) in the Tower domain. Segment 1 Phase 2 (S1P2) 

will deliver data communications services to the En Route domain. The Data Comm En Route services will 

contribute to a reduction in flight delays, more efficient routes for aircraft resulting in increased operational 

efficiency, enhanced safety all while reducing operational costs for airspace users. 

Segment 2 will further build upon CPDLC DCL and En Route services by supporting the delivery of services to 

enable more advanced NextGen operations not possible using voice communications, such as four-dimensional 

trajectories and advanced flight interval management. Data Comm will also implement an Aeronautical 

Telecommunications Network (ATN) ground system to support advanced Baseline 2 avionics. ATN is a secure 

architecture that allows ground/ground, air/ground, and avionic data sub-networks to interoperate by adopting 

common interface services and protocols. The Baseline 2 set of ATN standards will enable advanced operations and 

services, and also represents the internationally harmonized standard for data communications avionics.

Data Communications – Segment 1 Phase 1 (G01C.01-05):

In S1P1, the Data Comm program will deliver DCL to 56 airports to include revisions with full route clearances 

transmitted directly to the aircraft on the airport surface. The CPDLC DCL service will expedite the delivery of 

departure clearances to aircraft, streamline clearance delivery operations and enable quicker recovery from adverse 

weather events. CPDLC DCL will improve efficiency, reduce ground delays, and result in more strategic 

management of NAS resources. 

The major elements of S1P1 implementation are:

• Tower Data Link Services (TDLS) software and hardware enhancements to enable CPDLC DCL services 

in the Towers;

• En Route Automation Modernization (ERAM) software and hardware enhancements that provide log-on 

capability, protocol gateway functionality, and direct interface to flight data. In S1P1, all of the ERAM 

enhancements focus on infrastructure services for the Tower controllers;

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• Data Communications Network Service (DCNS) which will provide the air/ground communications 

network services infrastructure; and

• Avionics Equipage Initiative which will provide incentives for airlines to equip aircraft with Future Air 

Navigation Systems (FANS) 1/A avionics.

Data Comm S1P1 has achieved a number of milestones:

• ERAM Critical Design Review: March 2012

• Final Investment Decision (FID): May 2012

• Data Comm Integrated Services contract award: September 2012

• Data Comm Network Services award (contract modification to DCIS): July 2013

• TDLS Critical Design Review: July 2013

• ERAM Initial Test Release: April 2014

• Operational Test (OT&E): March 2015

• First-Site Initial Operational Capability (IOC): August 2015

• Operational Readiness Decision (ORD): September 2015

• In-Service Decision (ISD): December 2015

Data Communications – Segment 1 Phase 2 Initial En Route Services (G01C.01-06):

S1P2 will leverage the S1P1 infrastructure to deliver both initial and full services to the En Route domain. Initial 

services will include transfer of communication/initial check-in, airborne reroutes, altimeter settings and altitudes, 

limited controller initiated reroutes, limited direct-to-fix messages, and limited crossing restrictions. 

As Data Comm becomes fully operational, the majority of pilot-controller exchanges will be handled by Data Comm 

for appropriately equipped users. 

The major elements of the S1P2 Initial En Route Services implementation are:

• ERAM software enhancements for En Route CPDLC applications;

• DCNS expanded coverage and capacity; and

• TDLS software enhancements to provide additional services to Tower controllers.

The FID for S1P2 Initial En Route Services was achieved in October 2014. In March of 2015 Data Comm achieved 

ERAM Contract Definitization, which is an APB milestone.

Data Communications – Segment 1 Phase 2 Full En Route Services (G01C.01-10):

S1P2 Full En Route Services will extend the service offerings in En Route domain to include more complex services 

including full controller initiated reroutes, full direct-to-fix messages, and full crossing restrictions. 

The major element of the S1P2 Full En Route Services implementation is:

• ERAM software enhancements for En Route CPDLC applications.

The FID for S1P2 Full En Route Services is planned for FY 2016.

Data Communications – S1P1 and S1P2 Data Comm Integrated Services (DCIS) Network Services (G01C.01-07):

This program will continue to provide the Very High Frequency (VHF) Data Link (VDL) Mode 2 air ground 

network service that provides connectivity between the controllers and the cockpit. The DCIS network services also 

include operations and maintenance, monitoring and control, and certification suite activities. This Data 

Communications Network Service supports both surface and en route operations. 

The DCIS Network Services costs were baselined (through FY 2021) during the S1P2 Initial En Route Services FID 

in October 2014.

Data Communications – ATN Gateway (G01C.01-08):

Initial Data Comm services will be delivered to FANS 1/A compliant avionics and ground system. FANS 1/A is 

currently certified and many airlines have FANS 1/A equipped aircraft. An ATN compliant ground system will be 

implemented to support ATN avionics. The ATN ground system will mirror the FANS ground system, to include 

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addition of an ATN Protocol Gateway and Ground Data Processor. This additional hardware and software will 

allow the Data Comm system to support both FANS and ATN equipped aircraft. The addition of ATN will support 

the implementation of more advanced NextGen services such as advanced Trajectory Based Operations (TBO), 

advanced Flight Interval Management (FIM), Optimized Profile Descents (OPD), and dynamic Required Navigation 

Performance (RNP). This will also provide the infrastructure to support advanced capabilities and additional 

research and development in the Data Comm Segment 2 timeframe. To support the Data Comm ATN 

implementation, RTCA Special Committee 214 (SC-214) standards work must be completed. These standards are 

expected to be completed and coordinated in 2016. 

The FID for ATN Gateway is planned for FY 2020. 

Data Communications – Aeronautical Telecommunications Network (ATN) Baseline 2 Application (G01C.01-09):

The addition of more advanced NextGen services in Segment 2 will require that Baseline 2 avionics are installed in 

aircraft. The Baseline 2 applications will make use of the more capable ATN avionics to support the development 

of advanced services such as TBO, advanced FIM, OPD, and dynamic RNP. This program will provide 

enhancements to En Route and Terminal ground automation systems software to support message exchange with 

these advanced avionics.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Data Communications will revolutionize ATC communication between the ground and the cockpit, increasing the 

capacity, flexibility, and productivity of the NAS. Data Communications provides services which will increase 

throughput, reduce flight times, and enable other efficiency gains in both the Terminal and En Route environments. 

It will reduce air traffic control communications workload which will reduce air traffic delay and increase efficiency 

through an increase in controller flexibility. Data Communications will allow complex routing communications that 

make better use of available NAS resources such as airspace and airports. This improvement will occur for routine 

operations and be critical during system disruptions such as those caused by severe weather. Data Communications 

is a key transformational program under NextGen that will enable advanced capabilities, such as TBO, OPDs, 

Advanced FIM, Enhanced Surface Movement, and Dynamic RNP. Data Communication will also reduce 

operational errors, enhancing the safety and efficiency of the NAS. 

Program Plans FY 2017 – Performance Output Goals

Data Communications – Segment 1 Phase 1 (G01C.01-05):

• Complete deployment of DCL services to 12 airports (18 of 56, 32%).

Data Communications – Segment 1 Phase 2 Initial En Route Services (G01C.01-06):

• Contractor detailed design complete. (APB Milestone)

Data Communications – Segment 1 Phase 2 Full En Route Services (G01C.01-10):

• Complete high level requirements and design.

Data Communications – S1P1 and S1P2 Data Comm Integrated Services (DCIS) Network Services (G01C.01-07):

• None.

Data Communications – ATN Gateway (G01C.01-08):

• None.

Data Communications – Aeronautical Telecommunications Network (ATN) Baseline 2 Application (G01C.01-09):

• None.

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Program Plans FY 2018 – Performance Output Goals

Data Communications – Segment 1 Phase 1 (G01C.01-05):

• Complete deployment of DCL services to 20 airports (38 of 56, 68%).

Data Communications – Segment 1 Phase 2 Initial En Route Services (G01C.01-06):

• Complete developmental testing and evaluation. (APB Milestone)

• Deliver ERAM software to test and evaluation site.

• Order DCNS service volume for S1P2 Initial En Route service key site. (APB Milestone) (This activity is 

required to expand the air-ground comm network to provide En Route services.)

Data Communications – Segment 1 Phase 2 Full En Route Services (G01C.01-10):

• Complete Engineering Design Reviews.

Data Communications – S1P1 and S1P2 Data Comm Integrated Services (DCIS) Network Services (G01C.01-07):

• Provide and maintain air-ground VDL-2 network services.

Data Communications – ATN Gateway (G01C.01-08):

• None.

Data Communications – Aeronautical Telecommunications Network (ATN) Baseline 2 Application (G01C.01-09):

• None.

Program Plans FY 2019 – Performance Output Goals

Data Communications – Segment 1 Phase 1 (G01C.01-05):

• Complete deployment of DCL Services to 18 airports (56 of 56, 100%).

• Achieve last site IOC for Tower Services. (APB milestone)

Data Communications – Segment 1 Phase 2 Initial En Route Services (G01C.01-06):

• Complete Operational Evaluation.

• Achieve IOC for En Route Services. (APB Milestone)

Data Communications – Segment 1 Phase 2 Full En Route Services (G01C.01-10):

• Complete detailed design.

Data Communications – S1P1 and S1P2 Data Comm Integrated Services (DCIS) Network Services (G01C.01-07):

• Provide and maintain air-ground VDL-2 network services.

Data Communications – ATN Gateway (G01C.01-08):

• Complete draft requirements document for ATN Gateway and FANS/ATN dual stack.

Data Communications – Aeronautical Telecommunications Network (ATN) Baseline 2 Application (G01C.01-09):

• None.

Program Plans FY 2020 – Performance Output Goals

Data Communications – Segment 1 Phase 1 (G01C.01-05):

• None.

Data Communications – Segment 1 Phase 2 Initial En Route Services (G01C.01-06):

• Achieve ISD for En Route Services. (APB Milestone)

Data Communications – Segment 1 Phase 2 Full En Route Services (G01C.01-10):

• Complete software development.

Data Communications – S1P1 and S1P2 Data Comm Integrated Services (DCIS) Network Services (G01C.01-07):

• Provide and maintain air-ground VDL-2 network services.

Data Communications – ATN Gateway (G01C.01-08):

• Complete applications analysis for high level requirements.

• Achieve the FID for ATN Gateway.

Data Communications – Aeronautical Telecommunications Network (ATN) Baseline 2 Application (G01C.01-09):

• None.

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Program Plans FY 2021 – Performance Output Goals

Data Communications – Segment 1 Phase 1 (G01C.01-05):

• None.

Data Communications – Segment 1 Phase 2 Initial En Route Services (G01C.01-06):

• Achieve last-site Initial Operational Capability. (APB milestone)

Data Communications – Segment 1 Phase 2 Full En Route Services (G01C.01-10):

• Complete development test and evaluation.

Data Communications – S1P1 and S1P2 Data Comm Integrated Services (DCIS) Network Services (G01C.01-07):

• Provide and maintain air-ground VDL-2 network services.

Data Communications – ATN Gateway (G01C.01-08):

• Finalize detailed requirement document for ATN Gateway.

Data Communications – Aeronautical Telecommunications Network (ATN) Baseline 2 Application (G01C.01-09):

• Develop system requirements document for Baseline 2 applications.

System Implementation Schedule

 

2A20, OFFSHORE AUTOMATION

FY 2017 Request $3.0M

Offshore Automation, A38.01-01

 

Program Description

The Offshore Automation program will perform service analysis and concept requirements definition for the FAA’s 

existing offshore automation systems. Specifically, this program will identify operational shortfalls associated with 

the current operations/systems; identify potential NextGen capabilities that should be expanded to these 

operations/systems; and create the required artifacts for possible investment decisions to replace the existing 

offshore systems. Replacing these one-off systems with NextGen common systems will improve NAS 

interoperability and reduce cost by standardizing the training, maintenance and development efforts across the 

platform. In addition, this program would greatly enhance the ability of personnel to transition to and from these 

previously unique facilities.

There are four sites in the NAS that are neither CONUS (Terminal, domestic En Route) or Oceanic (ATOP) sites. 

These are known as the offshore sites and consist of Anchorage Air Route Traffic Control Center (ARTCC) (ZAN), 

Honolulu Control Facility (HCF), Guam Combined En Route/Radar Approach Facility (CERAP) (ZUA), and San 

Juan CERAP (ZSU). These facilities all use the same Radar Data Processor (RDP) and Microprocessor En Route 

Automated Radar Tracking System (Micro-EARTS); the Flight Data Processors (FDP) varies by facility. No other 

Data Communications in support of NextGen

Segment 1 Phase 1 Service – Tower Log-on for FANS 1/A with DCL

 First site IOC: August 2015 -- Last site IOC: May 2019 S1P1

Segment 1 Phase 2 Service – Initial En Route Services for FANS 1/A

 First site IOC: July 2019 -- Last site IOC: February 2021 Initial

Segment 1 Phase 2 Service – Full En Route Services for FANS 1/A

 First site IOC: March 2022 -- Last site IOC: December 2023 Full

ATN Gateway 

 First site IOC: 2024 -- Last site IOC: TBD ATN GW

ATN Baseline 2 Application 

 First site IOC: 2025 -- Last site IOC: TBD ATN B2

2015 2020 2025

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ARTCCs use these unique systems; maintaining the different FDPs adds extra training, repair, and replacement 

costs.

The Anchorage ARTCC uses FDP-2000; a server-based FDP. The server hardware at this ARTCC is obsolete and 

parts of this system are no longer covered by a maintenance contract.

The Offshore Flight Data Processing System (OFDPS) at Honolulu is a Host-based FDP running software on IBM 

mainframe equipment which has reached end-of-life. A new replacement IBM mainframe has been acquired but is 

the last mainframe in the IBM inventory able to support the obsolete connectivity requirements of OFDPS. Once 

this new mainframe reaches end of life, a replacement system for the entire OFDPS will be required. The ERAM 

program has successfully replaced all of the Host-based systems at CONUS ARTCCs and the OFDPS program will 

now have to cover the cost of maintaining the non-standard FDP system at Honolulu. In addition, the Job Shop 

system at the Technical Center, which had been providing support for the entire HOST effort as part of the secondlevel engineering organization, will also have to be paid for by the OFDPS alone; further increasing the support 

costs for this system.

The Guam facility also utilizes the OFDPS system located in Hawaii but is defined by separate airspace within the 

OFDPS. All physical equipment for Guam is located in Hawaii, except for the Flight Data Input/Output (FDIO). 

This ties Guam to the Hawaii maintenance schedule meaning that service to Guam is cut when Hawaii takes the 

OFDPS down for maintenance during their low-traffic time. Because of the time difference between Guam and 

Hawaii, Guam often loses this service during busy periods; both an inconvenient and a safety sensitive situation. 

Due to shared hardware, the same end of life and sustainment issues affecting the OFDPS system in Hawaii also 

affects Guam.

The San Juan facility has an FDIO-feed from the ERAM system at Miami ARTCC using special software called the 

“San Juan Patch.” As a result, San Juan is dependent on Miami Center to make any airspace or sector changes 

which can often result in delays. Due to the limitations of the patch and foreign airspace between Miami and San 

Juan, flight information for incoming flights often does not get to San Juan controllers before the aircraft enters San 

Juan airspace. In addition, there is limited functionality between the Micro-EARTS and the ERAM system at 

Miami. Data sharing is only minimally supported between the two systems or, in some cases, requires making 

duplicate entries in both the Micro-EARTS and the ERAM FDIO equipment.

These diverse automation systems are becoming increasingly expensive to maintain, and have end-of-life 

sustainability issues which may have efficiency and safety implications due to loss of coverage (i.e. Guam and San 

Juan), and will be difficult to upgrade to meet NextGen required capabilities.

Alternatives are being evaluated to address the automation systems at these four offshore locations. An Initial 

Investment Decision is planned in FY 2016 and Final Investment Decision (FID) is planned in FY 2017.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The Offshore Automation program will replace the aging legacy systems with modern NAS automation; 

significantly reducing the potential for system outages. This investment will also resolve the ongoing maintenance 

and supportability limitations at the offshore sites and improve overall system availability and reliability.

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Program Plans FY 2017 – Performance Output Goals

• Develop the following products in support of the FID:

o Final Program Requirements documentation;

o Enterprise Architecture Artifacts;

o Business Case documentation;

o Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID.

Program Plans FY 2018-2019 – Performance Output Goals

• Output goals will be developed at FID.

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

B: Terminal Programs

2B01, AIRPORT SURFACE DETECTION EQUIPMENT - MODEL X (ASDE-X)

FY 2017 Request $8.4M

Airport Surface Detection Equipment - Model X (ASDE-X) – Technology Refresh & 

Disposition, S09.01-01

 

Program Description

The ASDE-X Technology Refresh program provides for the replacement and upgrade of hardware and software to 

ensure the continued operation of the surface surveillance system through its designated lifecycle. The ASDE-X 

program baseline included costs for the periodic replacement of Commercial Off-The-Shelf (COTS) system 

components; e.g., processors, displays, computer operating systems and Commercially Available Software (CAS).

Deployment of the 35 planned ASDE-X systems was completed in FY 2011. The first ASDE-X system was 

delivered in 2002. Some of the equipment has reached the end of its service life and is no longer supportable 

without a technology refresh of the ASDE-X system. 

The ASDE-X team completed a study in FY 2012 to determine the equipment and software that needs to be 

upgraded, updated, or replaced as part of the ASDE-X Technology Refresh effort. 

The following three technology refresh projects were approved:

• Obsolescence/Spare Parts Procurement will increase the depot stock of components that are projected to be 

depleted from the ASDE-X depot prior to the end of the ASDE-X lifecycle;

• ASDE-X Processor Replacement replaces the obsolete ASDE-X processors with Linux based processors 

running applications updated via the Airport Surface Surveillance Capability (ASSC) Program; and

• The Universal Access Transceiver Receiver (UATR) Upgrade modifies the existing UATR in each remote 

unit to the updated UATR2 to address existing UATR performance shortfalls. The UATR Upgrade also 

supports the projected increase in ADS-B message traffic over the ASDE-X lifecycle.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 4 – Reduce Category A & B (most serious) runway incursions to a rate of no 

more than 0.395 per million operations, and maintain or improve through FY 2018.

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Fiscal Years 2017-2021 Activity 2

Relationship to Performance Metric

ASDE-X enables air traffic controllers to track surface movement of aircraft and vehicles. It was developed to aid 

in preventing surface collisions and in reducing critical Category A and B runway incursions. ASDE-X provides air 

traffic controllers with a visual representation of the traffic situation on the airport movement area and arrival 

corridors. It improves the ability of controllers to maintain awareness of the operational environment and to 

anticipate contingencies that could result in potential runway incursions. ASDE-X Safety Logic enhances the 

situational awareness for air traffic controllers. It uses surveillance information from ASDE-X to determine if the 

current and/or projected positions and movement characteristics of tracked aircraft/vehicles present a potential 

collision situation. Visual and audible alerts are provided to the air traffic controllers when safety logic predicts a 

collision. 

The ASDE-X Technology Refresh Program will ensure the continued operation of ASDE-X systems through its 

designated lifecycle. Completing the technology refresh effort will help keep the number of Category A&B runway 

incursions at the reduced levels attained during ASDE-X system deployment. Since the program inception in FY 

2004, the cumulative number of Category A&B runway incursions at the 35 ASDE-X airports was projected to be 

77 out through FY 2011 (baseline). This number of runway incursions is a cumulative number over 8 years from 

FY 2004 through FY 2011. The target was to reduce the cumulative number of Category A&B runway incursions to 

59.18 and the actual number determined through FY 2011 was 42. This downward trend of Category A & B runway 

incursions has continued and for the eight years from FY 2007 through FY 2014, there were 37 A & B incursions.

Also, the Runway Status Lights (RWSL) system requires ASDE-X data to function. The RWSL benefits are not 

achievable without a reliable and available ASDE-X system.

Program Plans FY 2017 – Performance Output Goals

• Complete installation of the ASDE-X Technology Refresh processor solution at 10 of the 35 airports, 66 % 

complete.

• UATR certify for operational use 50% complete.

Program Plans FY 2018 – Performance Output Goals

• Complete installation of the ASDE-X Technology Refresh processor solution at the remaining 12 airports, 

100% complete. (Prior year funds)

• Complete last site certified for operational use (100% complete). (Prior year funds)

Program Plans FY 2019-2021 – Performance Output Goals

• None.

System Implementation Schedule

 

Airport Surface Detection Equipment – Model X (ASDE-X)

First ORD October 2003 -- Last ORD: July 2011 ASDE-X

First Site Delivery: January 2015 -- Last Site Delivery: August 2018 ASDE-X TR

2015 2020 2025

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

2B02, TERMINAL DOPPLER WEATHER RADAR (TDWR) – PROVIDE

FY 2017 Request $5.0M

Terminal Doppler Weather Radar (TDWR) – Service Life Extension Program (SLEP) –

Phase 2, W03.03-02

 

Program Description 

The Terminal Doppler Weather Radar (TDWR) is used by ATC to increase the safety of the NAS. TDWRs provide 

vital information and warnings regarding hazardous windshear conditions, precipitation, gust fronts, and microbursts

to air traffic controllers managing arriving and departing flights in the terminal area. There are 45 TDWR systems 

commissioned, protecting 46 high-capacity airports, throughout the United States and Puerto Rico that are prone to 

wind shear events. Two additional systems at the FAA’s Mike Monroney Aeronautical Center (MMAC) in 

Oklahoma City provide engineering support and training. There have been no wind shear accidents at any TDWRprotected airport since its TDWR was commissioned. TDWR weather data is transmitted to FAA automation 

systems and to 34 National Weather Service forecast offices. The current system has been in service since 1994 and 

is facing serious obsolescence issues and must be updated. 

TDWR SLEP Phase 2 is a sustainment effort to extend the service life of the system. It will replace TDWR 

components that have deteriorated due to aging, have become obsolete or unsupportable, and were not addressed in 

Phase 1. This service life extension program will enable these systems to continue to provide safety and traffic 

management services throughout the NAS. 

Final Investment Decision was approved by the Joint Resources Council (JRC) December 16, 2015.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The TDWR's required inherent availability (excluding any logistics or administrative delays) is 99.7%. Since 

October 2012, considering both scheduled and unscheduled outages, TDWR service availability has only been about 

97.1%. With only a small amount of the availability shortfall due to logistics and administrative delays, a significant 

improvement in the TDWR's operational reliability is required.

Program Plans FY 2017 – Performance Output Goals

• Complete the Procurement of 100 Circuit Card Assemblies (100%).

• Complete the Grounding System Refurbishment at 15 sites (15 of 47, 32%).

Program Plans FY 2018 – Performance Output Goals

• Complete the Ground System Refurbishment at 16 sites (31 of 47, 66%).

Program Plans FY 2019 – Performance Output Goals

• Complete the Grounding System Refurbishment at 16 sites (47 of 47, 100%).

• Complete the First Article Testing for the Wind Shear Ribbon Display, Direct Digital Controller and Antenna 

Controller.

• Complete installation of the Direct Digital Controller at 15 sites (15 of 47, 32%)

• Replenish 100 Wind Shear Ribbon Displays at Depot (100 of 600, 17%).

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Fiscal Years 2017-2021 Activity 2

Program Plans FY 2020 – Performance Output Goals

• Replenish 200 Wind Shear Ribbon Displays at Depot (300 of 600, 50%).

• Installation of the Direct Digital Controller at 16 sites (31 of 47, 66%). 

• Installation of the Antenna Controller at 16 sites (16 of 47, 34%).

• Complete the First Article Testing for the Transmitter Microwave Assembly.

Program Plans FY 2021 – Performance Output Goals

• Replenish 300 Wind Shear Ribbon Displays at Depot (600 of 600, 100%).

• Complete the Direct Digital Controller installations at 16 sites (47 of 47, 100%). 

• Complete installation of the Antenna Controller at 22 sites (26 of 47, 55%). 

• Complete installation of the Transmitter Microwave Assembly at 15 sites (28 of 47, 60%).

 

2B03, STANDARD TERMINAL AUTOMATION REPLACEMENT SYSTEM (STARS) (TAMR PHASE 

1)

FY 2017 Request $64.2M

Standard Terminal Automation Replacement System (STARS) – Technology Refresh 

(TAMR Phase 1), A04.01-01 / X, Standard Terminal Automation Replacement System 

(STARS) – Infrastructure Modernization Program, A04.01-03 

Program Description

The STARS program is a joint Department of Defense and Department of Transportation (DOT) FAA program to 

modernize terminal air traffic control automation systems. The STARS is a digital processing and display system 

that replaces aging air traffic control equipment at FAA Terminal Radar Approach Control (TRACON) facilities and 

Air Traffic Control Tower (ATCT) facilities. Air traffic controllers use STARS automation and display systems to 

ensure the safe separation of both military and civilian aircraft within the nation's airspace. 

STARS – Technology Refresh (TAMR Phase 1) (A04.01-01):

TAMR Phase 1 is the Technology Refreshment of the STARS automated radar processing and display systems at 47 

TRACONs and their associated ATCTs. The technology refresh provides hardware updates including new highresolution Liquid Crystal Display (LCD) color displays, processors, storage devices and enhanced memory. The 

program also provides a software update with the hardware technology refresh to support NextGen initiatives and to 

maintain, correct, or improve system performance, efficiency, safety, and security vulnerabilities.

STARS – Infrastructure Modernization Program (A04.01-03):

The STARS Infrastructure Modernization Program will provide engineering that will enable the FAA to replace key 

elements of STARS that have reached their end of life (EOL) and/or that are no longer compatible with current 

commercial offerings. Two significant engineering activities include engineering required to upgrade the present 

Solaris Operating System, which reaches end of life in FY 2018 and end of vendor support in FY 2021, and 

engineering required to support transition from the present time division multiplex (TDM) protocol to Internet 

Protocol (IP).

A return to the JRC in FY 2017 with requested funding for these activities was an action item from the August 2015 

Baseline Change Decision (BCD) conducted for TAMR P3S1. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

Relationship to Performance Metric

The STARS program has overall system availability (software/hardware) of 99.9993% at all operational sites 

(Source: Web NAS Performance Analysis System). This program will modernize the STARS equipment to allow it 

to continue to operate at this high level of availability. STARS uses Commercial-Off-The-Shelf (COTS) 

components that have a life expectancy of 10 to 15 years. Current STARS equipment has been in the NAS since 

1999 and is in need of equipment upgrades. 

Program Plans FY 2017 – Performance Output Goals

STARS – Technology Refresh (TAMR Phase 1) (A04.01-01):

• Procure hardware for upgrades from G1 to G4 configuration at 11 operational sites.

• Complete IOC at 15 sites (22 of 47 sites, 47 %).

• Implement mandatory software security and safety enhancements, new functionality and upgrades needed for 

enhanced performance and capacity in support of NextGen initiatives.

STARS – Infrastructure Modernization Program (A04.01-03):

• None.

Program Plans FY 2018 – Performance Output Goals

STARS – Technology Refresh (TAMR Phase 1) (A04.01-01):

• Procure hardware for upgrades from G1 to G4 configuration at 11 operational sites.

• Implement mandatory software security and safety enhancements, new functionality and upgrades needed for 

enhanced performance and capacity in support of NextGen initiatives.

• Complete IOC at 10 sites (32 of 47 sites, 68%).

• Complete IOC at 26th site. (APB milestone)

STARS – Infrastructure Modernization Program (A04.01-03):

• Complete identification of "Gaps" between standards on existing Prime contract and the FY18 FAA standards 

for FAA-G-2100 and FAA-STD-019.

• Complete engineering plans for transition of STARS OS from Solaris to Red Hat Linux (RHL).

• Finalize requirements for transition of TRACON - ATCT communications conversion to Virtual Local Area 

Network (VLAN) to provide the network segmentation services traditionally provided only by routers in LAN 

configurations.

• Complete engineering design for STARS Lightweight Data Access Protocol (LDAP), a set of protocols for 

accessing information directories.

• Finalize requirements for X4000 Processor/Digital Recording Device for continuous data recording.

• Finalize requirements for new STARS Trackball.

Program Plans FY 2019 – Performance Output Goals 

STARS – Technology Refresh (TAMR Phase 1) (A04.01-01):

• Complete IOC at 9 sites (41 of 47 sites, 87%).

• Complete IOC at 39th site. (APB milestone)

STARS – Infrastructure Modernization Program (A04.01-03):

• Complete STARS design that is compliant with FAA-G-2100 and FAA-STD-019.

• Complete consolidation of STARS documents required for FAA Second Level Engineering.

• Complete STARS engineering change proposals for transition of TRACON - ATCT communications 

conversion to VLAN.

• Complete testing of STARS LDAP at Key Site.

• Deploy new STARS Trackballs to Sites 1-5.

• Deploy STARS to Sites 1 and 2 (Technology Refresh of G1/G2 systems).

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

Program Plans FY 2020 – Performance Output Goals

STARS – Technology Refresh (TAMR Phase 1) (A04.01-01):

• Complete IOC at 6 sites (47 of 47, 100%). (Prior year funds)

• Complete IOC at last site. (APB milestone) (Prior year funds)

STARS – Infrastructure Modernization Program (A04.01-03):

• Deploy new STARS Trackballs to Sites 6 – 10.

• Deploy STARS to Sites 3, 4, and 5 (Technology Refresh of G1/G2 systems).

Program Plans FY 2021 – Performance Output Goals

STARS – Technology Refresh (TAMR Phase 1) (A04.01-01):

• None.

STARS – Infrastructure Modernization Program (A04.01-03):

• Output goals will be established at FID.

System Implementation Schedule

 

2B04, TERMINAL AUTOMATION MODERNIZATION/ REPLACEMENT PROGRAM (TAMR PHASE 

3)

FY 2017 Request $108.9M

• A, Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 1, A04.07-01

• B, Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 2, A04.07-02

• C, Terminal Automation Modernization – Replacement (TAMR) – Post Operational Readiness 

Demonstration (ORD) Enhancements, A04.07-04

A, Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 1, 

A04.07-01

 

Program Description

The TAMR program employs a three-phased approach to modernizing the air traffic control systems that controllers 

use to control traffic approaching or leaving the nation's major airports. The first phase of the program – TAMR 

Phase 1 – replaced the automated radar processing and display systems at TRACON facilities and their associated 

air traffic control towers. Phase 1 deployed Standard Terminal Automation Replacement System (STARS) to 47 

sites. TAMR Phase 2 replaced automation systems at five additional TRACONs and modernized air traffic 

controller displays and system processors at four large TRACONs including Denver and Chicago. The final phase 

of the program, Phase 3, will address the remaining 108 sites, 11 sites under Segment 1 and 97 sites under Segment 

2.

On April 21, 2010 the JRC divided the TAMR Phase 3 program into a short term and long term segment to better 

address planning objectives. TAMR Phase 3 Segment 1 program will address infrastructure improvements essential 

for the adoption of Automatic Dependent Surveillance-Broadcast (ADS-B) at 11 Common Automated Radar 

Terminal (CARTS) IIIE sites. TAMR Phase 3 Segment 2 will address the remaining 97 Automated Radar Terminal 

System (ARTS) sites. On December 21, 2011, the JRC approved the Final Investment Decision for Segment 1. 

Standard Terminal Automation Replacement System 

(STARS)

First site IOC: October 2002 -- Last site IOC: September 2007 STARS

STARS Technology Refresh: 2012 -- 2020 STARS TR

STARS Infrastructure Modernization Program: 2018 -- TBD STARS Infra Mod

2015 2020 2025

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

TAMR Phase 3 Segment 1 will replace 11 existing CARTS IIIE facilities with STARS hardware and software 

components. In particular, TAMR Phase 3 Segment 1 will:

• Replace the IIIE facility with STARS at Dallas (D10) (completed in 2014). 

• Replace remaining 10 IIIE facilities with STARS by 2017 to complete the convergence of the IIIE’s to a 

single Terminal Automation hardware and software baseline (Northern California (NCT), Atlanta (A80), 

Southern California TRACON (SCT), Potomac TRACON (PCT), Louisville (SDF), Denver (D01), 

Minneapolis (M98), St Louis (T75), Chicago (C90) and New York (N90)).

TAMR Phase 3 Segment 1 supports ADS-B requirements and continues FAA’s original plan for terminal 

convergence into a single automation platform. Once completed, convergence of terminal automation will 

streamline the need to sustain CARTS and also eliminate redundant software development activities. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Improvements to the NAS can reduce flight delays and increase system efficiency. The TAMR Phase 3 Segment 1 

program modernizes the 11 IIIE facilities in alignment with near-term NextGen requirements including support for 

ADS-B. 

Program Plans FY 2017 – Performance Output Goals

• Complete IOC at last site (11th site IOC: APB date, October 2016).

• Achieve continuous operations and ORD at 7th-10th sites.

Program Plans FY 2018 – Performance Output Goals

• Complete ORD at last site (11th site ORD: APB milestone October 2017). (Prior year funding)

Program Plans FY 2019-2021 – Performance Output Goals

• None.

System Implementation Schedule 

• Final Investment Decision for Segment 1 – December 2011.

 

B, Terminal Automation Modernization – Replacement (TAMR) – Phase 3, Segment 2, 

A04.07-02

 

Program Description

The TAMR program employs a three-phased approach to modernizing the air traffic control systems that controllers 

use to control traffic approaching or leaving the nation’s major airports. The first phase of the program – TAMR 

Phase 1 – replaced the automated radar processing and display systems at TRACON facilities and their associated 

air traffic control towers. Phase 1 deployed Standard Terminal Automation Replacement System (STARS) to 47 

sites. TAMR Phase 2 replaced automation systems at five additional TRACONs and modernized air traffic 

Terminal Automation Modernization/Replacement 

(TAMR) Phase 3 - Segment 1

First site IOC: October 2012 -- Last site IOC: October 2016 TAMR P3 - S1

2015 2020 2025

141
Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

controller displays and system processors at four large TRACONs including Denver and Chicago. The final phase 

of the program, Phase 3, will address the remaining 108 sites, 11 sites under Segment 1 and 97 sites under Segment 

2.

TAMR Phase 3 Segment 2 will replace 91 Automated Radar Terminal System (ARTS) IIE systems at TRACONs 

and their associated ATCTs and six ARTS IE systems (stand-alone ATCT display systems), with STARS hardware, 

software, and displays. This Segment will deploy a scaled STARS system, known as STARS Enhanced Local 

Integrated Tower Equipment (ELITE), to the ARTS IIE facilities and STARS Local Integrated Tower Equipment 

(LITE) to the ARTS IE facilities. The STARS automation system is a fully digital system capable of tracking all 

aircraft within the defined terminal airspace using available FAA and U.S. Department of Defense (DoD) 

surveillance systems. 

TAMR Phase 3 Segment 2 supports ADS-B requirements and continues FAA’s original plan for terminal 

convergence into a single automation platform. Once completed, convergence of terminal automation will eliminate 

the need to sustain Common Automated Radar Terminal System (CARTS) and associated software development

activities. The Final Investment Decision (FID) for Segment 1 was approved in December 2011 and the FID for 

Segment 2 was approved in September 2012.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The upgrade to current technology will support ADS-B implementation and data management requirements 

associated with improving air traffic control management which can increase and improve the use of airspace 

capacity. The new equipment will provide the ability to increase the number of aircraft tracked from 256 to 1350 

unique aircraft and the number of surveillance sensors that can be connected from 1 to 12. These improvements will 

increase efficiency in using available system capacity. 

Program Plans FY 2017 – Performance Output Goals

• Procure 12 ELITE operational systems.

• Deliver 34 additional operational systems.

• Complete IOC at 34th ARTS IIE site. (APB milestone)

• Achieve IOC at 35 sites (71 of 97, 73%).

Program Plans FY 2018 – Performance Output Goals

• Procure 4 ELITE operational systems. 

• Procure 6 LITE systems (4 operational and 2 support).

• Deliver 12 additional systems (11 operational and 1 support).

• Complete IOC at 65th ARTS IIE site. (APB milestone)

• Achieve IOC at 18 sites (89 of 97, 91%).

Program Plans FY 2019 – Performance Output Goal

• Deliver 4 additional operational systems. (Prior year funds)

• Achieve IOC at 8 sites (97 of 97, 100%). (Prior year funds)

• Complete IOC at last site, 91st (ARTS IIE). (APB Milestone) (Prior year funds)

• Complete ORD at last site (ARTS IIE). (APB Milestone) (Prior year funds)

• Complete ORD at last site (ARTS IE). (APB Milestone) (Prior year funds)

Program Plans FY 2020-2021 – Performance Output Goal

• None.

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

System Implementation Schedule

 

C, Terminal Automation Modernization – Replacement (TAMR) – Post Operational 

Readiness Demonstration (ORD) Enhancements, A04.07-04

 

Program Description

The TAMR program employs a three-phased approach to modernizing the air traffic control systems that controllers 

use to control traffic approaching or leaving the nation's major airports. The first phase of the program – TAMR 

Phase 1 – replaced the automated radar processing and display systems at TRACON facilities and their associated 

air traffic control towers. Phase 1 deployed Standard Terminal Automation Replacement System (STARS) to 47 

sites. TAMR Phase 2 replaced automation systems at five additional TRACONs and modernized air traffic 

controller displays and system processors at four large TRACONs including Denver and Chicago. The final phase 

of the program, Phase 3, will address the remaining 108 sites, 11 sites under Segment 1 and 97 sites under Segment 

2.

On April 21, 2010 the JRC divided the TAMR Phase 3 program into a short term and long term segment to better 

address planning objectives. TAMR Phase 3 Segment 1 program will address infrastructure improvements essential 

for the adoption of Automatic Dependent Surveillance-Broadcast (ADS-B) at 11 Common Automated Radar 

Terminal (CARTS) IIIE sites. TAMR Phase 3 Segment 2 will address the remaining 97 Automated Radar Terminal 

System (ARTS) sites. On December 21, 2011, the JRC approved the Final Investment Decision for Segment 1. 

The TAMR Post ORD Enhancements Variable Quantity (VQ) Program consists of both hardware and software 

additions to STARS deployed to replace existing STARS and ARTS IE, IIE, and IIIE systems. The hardware 

includes additions of small quantities of items that are already part of the STARS Baseline that have been requested 

by sites via the Needs Assessment Program (NAP) and approved by the FAA Mission Support Organization, AJV. 

The software capabilities are those requested by Phase 3 sites to provide capabilities existing in ARTS at the time of 

transition to STARS. They represent no new capabilities to the NAS, but may be new capabilities to STARS, or 

may be perfective and/or corrective changes to existing STARS functionality. As requests are identified, validated, 

prioritized, and approved for implementation, the TAMR Program Office will use existing, mature processes for the 

engineering, design, development, testing, integration and delivery of these hardware and software additions to 

Phase 1 and Phase 3 sites. The VQ program was approved at JRC in August 2015.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

As TAMR Programs have deployed STARS to replace ARTS IE, IIE, and IIIE systems, users have identified gaps in 

STARS capabilities – namely, instances where the predecessor ARTS provided a capability that is either 

implemented differently than in STARS, or not implemented at all. The TAMR Post ORD Enhancements Program 

will meet the need of users, to fill the “gaps” between ARTS and STARS capabilities.

Terminal Automation Modernization/Replacement 

(TAMR) Phase 3 - Segment 2

First site IOC: August 2014 -- Last site IOC: August 2019 TAMR P3 - S2

2015 2020 2025

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

Program Plans FY 2017 – Performance Output Goals

• Complete development of the first release of enhancements.

• Begin test and delivery of the first release of enhancements.

• Begin system engineering of the second release of enhancements.

Program Plans FY 2018 – Performance Output Goals

• Begin development of second release of enhancements. 

Program Plans FY 2019 – Performance Output Goals

• Complete development of the second release of enhancements. (Prior year funding)

• Begin test and delivery of the second release of enhancements. (Prior year funding)

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

2B05, TERMINAL AUTOMATION PROGRAM

FY 2017 Request $7.7M

• A, Flight Data Input/Output (FDIO) Replacement, A01.11-01

• B, Terminal Work Package 1, A04.08-01

A, Flight Data Input/Output (FDIO) Replacement, A01.11-01

 

Program Description 

The FDIO system provides standardized flight plan data, weather information, safety related data, and other 

information to air traffic controllers at more than 650 Terminal NAS facilities. The FDIO system is mainly 

comprised of computers, servers, monitors, keyboards, printers, and circuit cards that are commercially available. 

The FDIO system collects data from the En Route Automation Modernization (ERAM) system and provides flight 

data information to NAS Terminal facilities. The FDIO system prints this information on paper strips for controllers 

at FAA Terminal Radar Approach Control (TRACON), Air Traffic Control Tower (ATCT), and Radar Approach 

Control (RAPCON) facilities. This information assists controllers both in tracking aircraft and anticipating the 

arrival of aircraft in the sector under their control. The FDIO system also receives data from the TRACON, ATCT, 

and RAPCON facilities and relays this data back to ERAM. 

The FDIO Replacement program replaces the end-of-life/obsolete FDIO equipment with fully compatible 

(form/fit/function) commercial off the shelf (COTS) and modified COTS equipment. Individual components are 

procured and replaced as they reach their end of life. The program is based on a 5 year replacement cycle for the 

various components to maintain system operational availability and will also provide a common Internet Protocol 

infrastructure to support future ERAM and System Wide Information Management (SWIM) architectures.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The FDIO program replaces end-of-life, obsolete FDIO equipment with modern and modified COTS equipment, 

thereby reducing potential outages and delays. The five year replacement cycle that FDIO employs ensures 

sustained system operational availability at the Core airports and reportable facilities. 

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

Program Plans FY 2017-2021 – Performance Output Goals

• Procure and field replacement FDIO system components (terminal server, keyboard, printer and monitor) at 

approximately 100 FAA and DoD ATC facilities.

System Implementation Schedule

 

B, Terminal Work Package 1, A04.08-01

 

Program Description

Building upon previous investments, Terminal Work Package 1 is the next useful segment for the Standard Terminal 

Automation Replacement System platform by consolidating terminal automation onto a single platform. As 

envisioned by NextGen, it will implement the capabilities necessary to enable trajectory-based operations in the 

terminal environment and identify and address outstanding operational needs. 

The Terminal Radar Approach Control (TRACON) domain provides a key opportunity for increased efficiency and 

improved air traffic control operations as envisioned by the FAA’s Strategic goals and NextGen plans. The current 

TRACON domain service is hindered during periods of adverse weather events and increased traffic. Today’s air 

traffic control and traffic management decision support tools have significant limitations in the efficient transfer of 

flight information and constraint information to other systems, facilities, Certified Professional Controllers, pilots, 

and airport operators. TRACON automation capabilities must evolve to support mid-term concepts for NextGen.

Terminal Work Package 1 is the first of multiple work packages that contribute to TRACON evolution. The 

program will refine proposed concepts and validate them as viable additions to the NAS to support NextGen goals. 

Concept engineering activities include analysis, evaluation, and assessments to develop and mature concepts for 

changes to TRACON automation as well as identifying the associated procedure changes.

The Surface/Tower/Terminal Systems Engineering, G06A.02-01, program will develop the investment 

documentation and initial requirements documents in support of the Investment Analysis Readiness Decision 

(IARD) for Terminal Work Package 1 as well as documents for the Initial Investment Decision (IID) and Final 

Investment Decision (FID). This program supports the investment activities by providing system engineering 

analysis and design. The IID is planned for FY 2017 and FID for FY 2018.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The Terminal Work Package 1 program supports greater capacity by developing and implementing automationbased changes that will enable more efficient control and safer movement of air traffic within the Terminal domain 

and smoother transitions for traffic entering and departing Terminal airspace. It will provide TRACON personnel 

with the automation tools and support to more efficiently perform inter- and intra-facility coordination and improve 

air traffic control and management within the TRACON domain. 

Flight Data Input/Output (FDIO) Replacement

FDIO

First site IOC: September 2011 -- Last site IOC: September 2016 FDIO Repl

First site IOC: September 2016 -- Last site IOC: September 2021 FDIO Repl

2015 2020 2025

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Capital Investment Plan Appendix B

Fiscal Years 2017-2021 Activity 2

Continued safe and efficient operations in the NAS require a balanced and synchronized evolution of the NAS as a 

whole. Capacity of the air traffic control system over any given route is inherently limited by the most restrictive 

component of that route. The FAA’s recent strategic enhancements have emphasized the En Route and Airport 

Surface domains within the NAS. As traffic flow and management in these areas is improved, it is anticipated that 

bottlenecks will increasingly occur in the Terminal Area due to unaddressed operational deficiencies. To gain the 

full benefits of FAA and local jurisdiction investments in the NAS, Terminal area shortfalls must also be addressed.

By addressing operational shortfalls in the Terminal domain, the FAA will be able to leverage the increased use of 

Performance Based Navigation (PBN) procedures and aircraft capabilities, support Trajectory Based Operations 

(TBO), and provide support for other NextGen concepts.

Program Plans FY 2017 – Performance Output Goals

• Provide system engineering analysis to develop inputs for the initial program requirements and draft final 

program requirement documents. System engineering analysis for candidate capabilities will include such 

activities as prototyping, Human-in-the-Loop assessments, algorithm analyses, and performance analyses.

Program Plans FY 2018-2021 – Performance Output Goals

• Milestones will be developed at FID.

 

2B06, TERMINAL AIR TRAFFIC CONTROL FACILITIES - REPLACE

FY 2017 Request $58.8M

Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) 

Replacement, F01.02-00

 

Program Description

The ATCT/TRACON Replacement program replaces towers and TRACONs that no longer meet operational and 

sustainability requirements. The FAA provides air traffic control services from more than 500 ATCT and TRACON 

facilities and replaces some of these buildings to meet current and future operational requirements. The average age 

of control towers is approximately 30 years, and some towers are 60 years old. As the volume and complexity of 

terminal air traffic control increases, so does the need to have additional positions in the ATCT/TRACON facilities. 

Control towers built more than 20 years ago often do not have the space to meet today’s operational requirements. 

In addition, some terminal facilities must be upgraded to conform to current building codes and design standards. 

This program is included in the ATC Facilities Sustainment Strategic Plan.

Tower and TRACON replacements are large capital investments and, given constrained resources, the FAA is 

focusing on risk-based analysis to ensure those facilities in greatest need are replaced first. Each year, the FAA will 

conduct analysis on facilities within its inventory of Tower and TRACONs to determine if they should be replaced. 

As facilities are identified for replacement, they will be added to the list of towers and TRACONs to be replaced in 

future years.

Projects are funded in five segments and are scheduled based on priority. The five segments are: Advance 

Requirements and Other Direct Costs; Land Acquisition/Design; Construction; Electronic Systems – Purchase 

Equipment and Installation; and Disposition. A project typically spans a period of 5-10 years from inception to 

completion depending on the size of the project. Each segment of a project is fully funded in the year requested but 

it may take more than one year to complete that segment. 

At this time, the FAA is committed to completing a facility replacement for the New York TRACON (N90). The 

facility’s FY 2014 condition index was at 87.9 percent, characterized as poor condition, with $5.12M of deferred 

maintenance costs. Due to its condition, the building structure and systems are vulnerable to failure, which could 

cause air traffic control outages. The FAA is still in the early stages of re-planning this investment, but the outyear 

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funding tentatively supports the current schedule and assumes that the N90 replacement will cost less than an 

integrated facility.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The Terminal Air Traffic Control Facilities program contributes to the FAA Strategic Priority of Deliver Benefits 

through Technology and Infrastructure by replacing ATCTs and TRACONs to meet current and future operational 

requirements. Some replacements are required to accommodate growth in air traffic; others are needed to provide 

added space for new equipment. In some cases the tower must be replaced to ensure that controllers have an 

unobstructed view of the runways and taxiways or a new ATCT must be constructed due to airport expansion. This 

program will ensure that these facilities are ready to meet both current and forecast levels of demand for air traffic 

control services and support the sustainment of operational availability of the NAS. 

Program Plans FY 2017 – Performance Output Goals

• Complete Land Acquisition for one site (Teterboro, NJ (TEB)).

• Initiate Design activities for two sites (Teterboro, NJ (TEB) and New York, NY (N90)).

• Purchase and Installation of long lead equipment for one site (Charlotte, NC (CLT)).

Program Plans FY 2018 – Performance Output Goals

• Award a design contract for three sites (Baltimore, MD (BWI), Tulsa-Riverside, OK (RVS), and Charleston, SC 

(CHS)).

• Award construction contracts for three sites (Teterboro, NJ (TEB), Peoria, IL (PIA), and Greensboro, NC 

(GSO)).

• Complete equipment procurement and / or installation at one site (Charlotte, NC (CLT)).

Program Plans FY 2019 – Performance Output Goals

• Award a design contract for three sites.

• Award two construction contracts.

• Purchase and installation of long lead equipment for one site.

• Complete Disposition at one site.

Program Plans FY 2020 – Performance Output Goals

• Award a design contract for three sites.

• Award a construction contract for one site.

• Complete equipment procurement and / or installation at four sites.

Program Plans FY 2021 – Performance Output Goals

• Award a design contract for one site.

• Award construction contracts for two sites.

• Complete equipment procurement and / or installation at five sites.

 

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2B07, ATCT/TERMINAL RADAR APPROACH CONTROL (TRACON) FACILITIES - IMPROVE

FY 2017 Request $47.7M

• A, Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) Modernization, 

F01.01-00

• B, Facility Realignment Planning, F02.10-01 / X, Facility Realignment Implementation, F02.10-02

A, Air Traffic Control Tower (ATCT)/Terminal Radar Approach Control (TRACON) 

Modernization, F01.01-00

 

Program Description

The ATCT/TRACON Modernization program upgrades towers and TRACONs to meet operational and safety 

requirements. The FAA must continually upgrade and improve terminal facilities and equipment to provide an 

acceptable level of service and to meet current and future operational requirements. Improvements include 

replacing facility components that are deteriorating such as: 

• Waterproofing – Replace/ Renovate building envelop components (e.g., siding, roof, windows, major 

sealants, parapets, etc.);

• HVAC and Electrical/Mechanical – Replace/Repair HVAC (e.g., replace handling units, condensing units, 

controls, pumps, boilers, chillers, and roof top units);

• Electrical/Mechanical – (e.g., replacement/repair of electrical power cable, branch circuits and distribution 

wiring, light fixtures, outlets, etc.);

• Elevators – Replacement/Major refurbishment of elevators;

• Plumbing – Replacement/Repair of facility plumbing system and components;

• Specialties in Operations Areas – Major Replacement/Repair of Tower Cab or TRACON consoles, major 

renovation of interior spaces, reconfiguration of operational areas;

• Exterior (Civil Components) – Establishment of new access road/parking, major replacement of access 

road/parking lot, refurbishment of facility grounds, replacement of curbs, walkways, step, railing, etc.; and

• Interior Finishes – Replacement/Repair Interior finishes in Administrative areas (as part of major 

renovation or restoration projects).

ATCT/TRACON facilities will also be modernized to address operational and safety issues, including upgrading 

visibility of the entire airport surface, improving accessibility, removing hazardous materials and upgrading 

structures to meet seismic standards that didn’t exist when they were constructed. Facility improvements must be 

completed with minimal impact on existing operations. An initial evaluation by the U.S. Army Corps of Engineers 

found that a number of FAA ATCT/TRACON facilities do not meet current seismic code criteria. This program has 

initiated building improvements to bring the facilities up to a level to withstand a seismic event by complying with 

the Interagency Committee on Seismic Safety in Construction standards and the “DOT Policy for Seismic Safety of 

New and Existing DOT Owned or Leased Buildings”. This program is included in the ATC Facilities Sustainment 

Strategic Plan. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The ATCT/TRACON Modernization program upgrades and improves facilities to support the NAS. This program 

will enable facilities to meet current operational, environmental, seismic, and safety needs more economically than 

replacing or relocating the entire facility. This effort will result in a smooth and orderly transition of new equipment 

into FAA terminal facilities, minimizing disruption of the operating system. This program will improve the 

operational efficiency and environmental systems of obsolete and deteriorated ATCT/TRACON facilities. The 

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improvements to facility infrastructure such as electrical distribution systems, heating and air-conditioning, and 

structural problems will extend the service life of facilities and reduce potential outages that would delay air traffic. 

Facility Condition Index (FCI) values are based on independent facility assessments or extrapolations. The FAA 

utilizes the FCI to gain insight into the physical plant condition of our facilities and to help us prioritize facility 

sustainment, modernize and replacement efforts. In FY 2014, FCI ranged from 81 percent to 100 percent for FAA 

maintained towers and TRACONs.

Program Plans FY 2017-2021 – Performance Output Goals

• Conduct up to 18 planning activities annually (e.g. Life Cycle Assessments, Condition Assessments, etc.) to 

determine requirements.

• Initiate an average of 50 Improvement projects per year.

• Complete on average 50 Improvement projects per year that were initiated in previous years.

 

B, Facility Realignment Planning, F02.10-01 / X, Facility Realignment Implementation, 

F02.10-02

 

Program Description 

These programs conduct congressionally-mandated facility realignment planning and analysis, and manage the 

implementation of facility realignment recommendations which have been submitted to Congress by the 

Administrator as a part of the National Facilities Realignment and Consolidation reports. 

Facility Realignment Planning (F02.10-01):

The program conducts facility realignment analysis by gathering requirements; collecting inputs from stakeholders; 

documenting findings; conducting cost-benefit analyses; and developing facility realignment recommendations for 

the Administrator’s review and approval. The Facility Realignment Planning program operates collaboratively with 

the Air Traffic Organization (ATO), Federal Aviation Administration (FAA), and labor leadership to draft the 

National Facilities Realignment and Consolidation reports with the facility realignment recommendations, publish 

the reports in the Federal Register, and submit the reports and public comments to Congress for review. 

Facility Realignment Implementation (F02.10-02):

The Facility Realignment Implementation program manages and executes the implementation of facilities and 

service realignment recommendations by conducting transition planning, and coordinating with ATO and FAA 

organizations to initiate and complete facility modifications, install necessary equipment, support realignmentrelated training, and prepare the workforce for the transition of services. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

Facility realignments are expected to deliver cost savings, cost avoidance, and operational efficiencies upon 

implementation and continue to accrue over time. The cost benefit estimates are developed as a part of facility 

realignment analysis, validated by finance, and reviewed by the Administrator. The estimates are submitted to 

Congress by the Administrator as a part of the National Facilities Realignment and Consolidation reports. The 

magnitude of cost saving and cost avoidance will depend on the number of recommendations approved by the 

Administrator, submitted to Congress, and approved for implementation. 

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Program Plans FY 2017 – Performance Output Goals

Facility Realignment Planning (F02.10-01):

• Develop and present preliminary findings of FY 2017 analysis to ATO and FAA leadership.

• Prepare report containing the FY 2017 recommendations of the Administrator on realignment and consolidation 

of facilities and services with public comments as appropriate.

Facility Realignment Implementation (F02.10-02):

• None.

Program Plans FY 2018 – Performance Output Goals

Facility Realignment Planning (F02.10-01):

• Develop and present preliminary findings of FY 2018 analysis to ATO and FAA leadership.

• Prepare report containing the FY 2018 recommendations of the Administrator on realignment and consolidation 

of facilities and services with public comments as appropriate.

Facility Realignment Implementation (F02.10-02):

• None. 

Program Plans FY 2019 – Performance Output Goals

Facility Realignment Planning (F02.10-01):

• Develop and present preliminary findings of FY 2019 analysis to ATO and FAA leadership.

• Prepare report containing the FY 2019 recommendations of the Administrator on realignment and consolidation 

of facilities and services with public comments as appropriate.

Facility Realignment Implementation (F02.10-02):

• Develop and execute the transition of facilities and services approved for realignment by the Administrator. 

Program Plans FY 2020 – Performance Output Goals

Facility Realignment Planning (F02.10-01):

• Develop and present preliminary findings of FY 2020 analysis to ATO and FAA leadership.

• Prepare report containing the FY 2020 recommendations of the Administrator on realignment and consolidation 

of facilities and services with public comments as appropriate.

Facility Realignment Implementation (F02.10-02):

• Develop and execute the transition of facilities and services approved for realignment by the Administrator. 

Program Plans FY 2021 – Performance Output Goals

Facility Realignment Planning (F02.10-01):

• Develop and present preliminary findings of FY 2021 analysis to ATO and FAA leadership.

• Prepare report containing the FY 2021 recommendations of the Administrator on realignment and consolidation 

of facilities and services with public comments as appropriate.

Facility Realignment Implementation (F02.10-02):

• Develop and execute the transition of facilities and services approved for realignment by the Administrator. 

 

2B08, TERMINAL VOICE SWITCH REPLACEMENT (TVSR)

FY 2017 Request $6.0M

Terminal Voice Switch Replacement (TVSR) II, C05.02-00

 

Program Description 

Terminal voice switching systems direct and control voice communications. This allows the air traffic controllers to 

select from the various communications paths available to connect to desired locations. The controller can 

communicate with another controller position at his or her own facility, another air traffic control (ATC) facility, or 

via radio with a properly equipped aircraft.

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The TVSR program replaces and sustains aging, obsolete voice switches in ATC Towers and Terminal Radar 

Approach Controls to ensure controllers continue to have reliable voice communications in the terminal 

environment. The program consists of several multiyear equipment contracts for voice switches, including: Small 

Tower Voice Switches, Enhanced Terminal Voice Switches, Rapid Deployment Voice Switches model IIA, Voice 

Switch Bypass System, and Interim Voice Switch Replacement. This program also establishes contract vehicles 

with the flexibility for FAA to procure voice switch equipment for new or modernized terminal facilities.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The TVSR program supports the performance metric to sustain operational availability of the NAS by replacing 

aging electronic switches with modern digital equipment to improve system reliability of terminal voice 

communications; reducing outages and preventing delays.

Program Plans FY 2017 – Performance Output Goals

• Deliver 1 terminal voice switch to Dallas Fort Worth, TX (DFW).

• Recover, refurbish, and / or cannibalize all associated legacy systems for spare parts.

Program Plans FY 2018 – Performance Output Goals

• Deliver approximately 5 terminal voice switches to various FAA facilities.

• Recover, refurbish, and / or cannibalize all associated legacy systems for spare parts.

Program Plans FY 2019 – Performance Output Goals

• Deliver approximately 5 terminal voice switches to various FAA facilities.

• Recover, refurbish, and / or cannibalize all associated legacy systems for spare parts.

Program Plans FY 2020 – Performance Output Goals

• Deliver approximately 8 terminal voice switches to various FAA facilities.

• Recover, refurbish, and / or cannibalize all associated legacy systems for spare parts.

Program Plans FY 2021 – Performance Output Goals

• Deliver approximately 4 terminal voice switches to various FAA facilities.

• Recover, refurbish, and / or cannibalize all associated legacy systems for spare parts.

System Implementation Schedule

 

Small-Tower Voice Switches (STVS), Enhanced Terminal 

Voice Switches (ETVS), Rapid Deployment Voice Switches 

(RDVS) model IIA, Voice Switch Bypass Systems (VSBP), 

and Interim Voice Switch Replacement (IVSR).

First site IOC: 1994 (2006) -- Last site ORD: TBD STVS/ETVS/RDVS/VSBP/IVSR

2015 2020 2025

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2B09, NAS FACILITIES OSHA AND ENVIRONMENTAL STANDARDS COMPLIANCE

FY 2017 Request $42.7M

NAS Facilities Occupational Safety and Health Administration (OSHA) & Environmental 

Standards Compliance, F13.03-00

 

Program Description 

The Air Traffic Organization (ATO) Environmental and Occupational Safety and Health (EOSH) Program is 

responsible for developing and implementing risk management initiatives that safeguard FAA personnel from 

occupational hazards and minimize the impact of NAS activities on the environment. The EOSH Program efforts

ensure employee health and safety and environmental protection initiatives are founded upon and promote

compliance with regulations, internal/external standards, and Collective Bargaining Agreements.

EOSH Program risk management efforts:

• Protect employees and the environment; 

• Prevent damage and loss of FAA resources;

• Preserve the NAS mission by limiting interruptions; and 

• Promote a culture of Safety and environmental responsibility. 

This program is included in the ATC Facilities Sustainment Strategic Plan.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Goal 4 – Empower and Innovate with the FAA’s People.

• FAA Performance Metric 1 – The FAA is rated in the top 25 percent of places to work in the federal 

government by employees. (FAA Business Planning Metric)

Relationship to Performance Metric

The EOSH Program supports the Performance Metric by improving the safety of the FAA's workplaces and 

protection of the surrounding environments. The EOSH Program risk management initiatives result in making the 

FAA a safer and more healthful place to work, enhancing employee morale and contributing to placing the FAA in 

the top 25 percent of best places to work in the federal government.

Program Plans FY 2017 – Performance Output Goals

• Fall Protection: Upgrade 280 of the 2500 total identified fall protection systems; total remaining 1720/2500.

• Fire Life Safety (FLS): Upgrade 5 of 369 Air Traffic Control Tower FLS Systems; total remaining 16/369.

• FLS: Develop list of Certificate of Occupancy (COO) for all FAA Control facilities; evaluate 20.

• Electrical Safety: Complete assessment of 100 of 457 NAS Facilities; total remaining 289/457.

• Environmental Compliance: Complete environmental compliance evaluations at 9 facilities; total remaining 

1325/1334.

Program Plans FY 2018 – Performance Output Goals

• Fall Protection: Upgrade 280 of the 2500 total identified fall protection systems; total remaining 1440/2500.

• FLS: Upgrade 5 of 369 Air Traffic Control Tower FLS Systems; total remaining 11/369.

• FLS: Complete COO for 20 of 314 FAA control facilities; total remaining 294/314.

• Electrical Safety: Complete assessment of 10 of 457 NAS Facilities; total remaining 279/457.

• Environmental Compliance: Complete environmental compliance evaluations at 9 facilities; total remaining 

1316/1334.

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Program Plans FY 2019 – Performance Output Goals

• Fall Protection: Upgrade 280 of the 2500 total identified fall protection systems; total remaining 1160/2500.

• FLS: Baseline adjustment ATCT FLS upgrades (369) to Fire Protection Systems Technology Refresh list (250).

• FLS: Complete 10 of 250 Fire Protection System Technology Refreshes; total remaining 240/250.

• FLS: Complete COO for 30 of 314 FAA control facilities; total remaining 264/314.

• Electrical Safety: Complete assessment of 10 of 457 NAS Facilities; total remaining 269/457.

• Environmental Compliance: Complete environmental compliance evaluations at 9 facilities; total remaining 

1307/1334.

Program Plans FY 2020 – Performance Output Goals

• Fall Protection: Upgrade 280 of the 2500 total identified fall protection systems; total remaining 880/2500.

• FLS: Complete 15 of 250 Fire Protection System Technology Refreshes; total remaining 210/250.

• FLS: Complete COO for 50 of 314 FAA control facilities; total remaining 214/314.

• Electrical Safety: Complete assessment of 10 of 457 NAS Facilities; total remaining 259/457.

• Hearing Conservation: Achieve 95% enrollment of identified employees with potential work area greater than 

85 dBA.

• Environmental Compliance: Complete environmental compliance evaluations at 9 facilities; total remaining 

1298/1334.

Program Plans FY 2021 – Performance Output Goals

• Fall Protection: Upgrade 280 of the 2500 total identified fall protection systems; total remaining 600/2500.

• FLS: Complete 15 of 250 Fire Protection System Technology Refreshes; total remaining 210/250.

• FLS: Complete COO for 50 of 314 FAA control facilities; total remaining 164/314.

• Electrical Safety: Complete assessment of 10 of 457 NAS Facilities; total remaining 249/457.

• Environmental Compliance: Complete environmental compliance evaluations at 9 facilities; total remaining 

1289/1334.

 

2B10, AIRPORT SURVEILLANCE RADAR (ASR-9)

FY 2017 Request $4.5M

Airport Surveillance Radar Model-9 (ASR-9) Service Life Extension Program (SLEP), 

Phase 2, S03.01-09

 

Program Description 

The ASR-9 SLEP Phase 2 program will implement modifications to the ASR-9 system to sustain primary radar 

surveillance in terminal airspace. Without the needed modifications, the ASR-9 system will experience decreasing 

reliability, lower availability, and increasing supportability risk due to the limited commercial availability of some 

critical components. The ASR-9 was procured in the mid-1980s, fielded between 1989 and 1994, and is intended to 

remain operational until replacement begins in 2025. The ASR-9 uses hardware and software architectures that are 

becoming obsolete. The SLEP will procure Digital Remote Surveillance Communication Interface Processor 

Replacement (DRSR) systems, Transmitter Backplanes, and Radar Data Access Point (RDAP), and replenishment 

of depot inventory of critical components.

The ASR-9 provides aircraft position and weather information to air traffic controllers. An accurate depiction of 

this information is a key element in reducing delays and improving safety at high activity airports. The ASR-9 

tracks all aircraft within its range and provides those tracks, as well as six-level weather intensity information to 

terminal automation systems so it can be displayed on the controller’s screen. The ASR-9 also provides data to the 

Airport Movement Area Safety System (AMASS) and to the Airport Surface Detection Equipment – model X 

(ASDE-X) to aid in the prevention of accidents resulting from runway incursions. The sustainment of the ASR-9 

aligns with the NAS Enterprise Architecture Surveillance Roadmap, and the Surveillance and Broadcast Services 

(SBS) / Automatic Dependent Surveillance Broadcast (ADS-B) backup strategy.

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The SLEP Phase 2 Final Investment Decision (FID) was approved on June 27, 2012 to address obsolescence and 

supply/support issues of system Lowest Replaceable Units (LRUs) and components within the ASR-9 system. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

Currently ASR-9 systems are functioning at an operational availability of 99.3 percent, which does not meet the 

FAA Performance Metric. Also, the current operational availability of 99.34 percent is below the ASR-9 

specifications of 99.9 percent. The ASR-9 service life extension program reduces the risk of unscheduled outages, 

ensures continuation of service and will improve operational availability. 

 

Program Plans FY 2017 – Performance Output Goals

• Complete installation of DRSR units at 40 TRACONs (130 of 154, 84%).

• Complete installation of the Transmitter Backplanes in 66 ASR-9 systems (100 of 135, 74%).

Program Plans FY 2018 – Performance Output Goals

• Complete installation of DRSR units at 24 TRACONs (154 of 154, 100%).

• Complete installation of the Transmitter Backplanes in 35 ASR-9 systems (135 of 135, 100%).

Program Plans FY 2019 – Performance Output Goals

• Installation at last site completed, September 2019. (APB Milestone) (Prior year funding)

Program Plans FY 2020-2021 – Performance Output Goals

• None.

System Implementation Schedule

 

2B11, TERMINAL DIGITAL RADAR (ASR-11) TECHNOLOGY REFRESH AND MOBILE AIRPORT 

SURVEILLANCE RADAR (MASR)

FY 2017 Request $6.1M

• A, Airport Surveillance Radar Model-11 (ASR-11) – Technology Refresh, Segment 2, S03.02-05 / X, 

Airport Surveillance Radar Model-11 (ASR-11) – Technology Refresh, Segment 3, S03.02-07

• B, Airport Surveillance Radar Model-11 (ASR-11) – Mobile Airport Surveillance Radar (MASR), S03.02-

06

Airport Surveillance Radar-Model 9 (ASR-9) Service Life 

Extension Program (SLEP) Phase 2

ASR-9

First Site Install: 2015 -- Last Site Install: September 2019 ASR-9 SLEP 2

2015 2020 2025

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A, Airport Surveillance Radar Model-11 (ASR-11) – Technology Refresh, Segment 2, 

S03.02-05 / X, Airport Surveillance Radar Model-11 (ASR-11) – Technology Refresh, 

Segment 3, S03.02-07 

Program Description

The ASR-11 Technology Refresh program replaces and upgrades obsolete ASR-11 Commercial Off-The-Shelf 

(COTS) hardware and software to ensure the continued reliable and cost effective operation of the radar system 

through its designated lifecycle. This is an ongoing program to address obsolescence and maintenance issues and 

will be accomplished in sequential 5-year segments. 

ASR-11 Technology Refresh Segment 2 (S03.02-05):

The ASR-11 Technology Refresh Segment 2 is structured to address the following shortfalls identified in the 

Segment 2 Shortfall Analysis Report:

• Site Control Data Interface (SCDI) /Operator Maintenance Terminal (OMT) obsolescence

• Uninterruptible Power Supply (UPS) capacitor at end of life expectancy

The objective of the Segment 2 program is to insure continued reliable and cost effective operation of the radar 

system through its designated lifecycle. The Segment 2 Investment Analysis Readiness Decision (IARD) was 

approved in November 2012 and the Final Investment Decision (FID) was achieved in December 2013.

ASR-11 Technology Refresh Segment 3 (S03.02-07):

The ASR-11 Technology Refresh Segment 3 will address parts obsolescence, operational performance deficiencies, 

or other areas requiring technology refresh to ensure continued reliable and cost effective operation of the radar 

system through its designated lifecycle. The Segment 3 IARD is planned for September 2019 and the FID is 

planned for September 2020. Future ASR-11 Technology Refreshes are dependent on decisions for Next 

Generation Surveillance and Weather Radar Capability (NSWRC), which has a planned FID in December 2020. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

Currently ASR-11 systems are functioning at an operational availability of 99.5 percent, which is below the FAA 

performance metric of 99.7 percent. The ASR-11 Technology Refreshment program replaces obsolete hardware 

within the system to resolve the problem of loss of operational availability when a repair or replacement is needed. 

Program Plans FY 2017 – Performance Output Goals

ASR-11 Technology Refresh Segment 2 (S03.02-05):

• Complete Operational Test & Evaluation (OT&E). (APB milestone)

• Certify first site for operational use for SCDI replacement. (APB milestone)

• Achieve In-Service Decision. (APB milestone)

• Certify for operational use for SCDI replacement, 25% complete.

ASR-11 Technology Refresh Segment 3 (S03.02-07):

• None.

Program Plans FY 2018 – Performance Output Goals

ASR-11 Technology Refresh Segment 2 (S03.02-05):

• Certify for operational use for SCDI replacement, 50% complete.

ASR-11 Technology Refresh Segment 3 (S03.02-07):

• None.

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Program Plans FY 2019 – Performance Output Goals

ASR-11 Technology Refresh Segment 2 (S03.02-05):

• Certify for operational use for SCDI replacement, 75% complete. (Prior year funds)

ASR-11 Technology Refresh Segment 3 (S03.02-07):

• Complete draft Implementation Strategy and Planning Document (ISPD).

• Complete draft Business Cases Analysis Report (BCAR).

• Achieve IARD.

Program Plans FY 2020 – Performance Output Goals

ASR-11 Technology Refresh Segment 2 (S03.02-05):

• Certify last site for operational use for SCDI replacement, 100% complete. (APB milestone) (Prior year funds)

ASR-11 Technology Refresh Segment 3 (S03.02-07):

• Complete final BCAR.

• Complete final ISPD.

• Achieve FID.

• Award contract.

Program Plans FY 2021 – Performance Output Goals

ASR-11 Technology Refresh Segment 2 (S03.02-05):

• None.

ASR-11 Technology Refresh Segment 3 (S03.02-07):

• Output goals will be determined at FID.

System Implementation Schedule

 

B, Airport Surveillance Radar Model-11 (ASR-11) – Mobile Airport Surveillance Radar 

(MASR), S03.02-06

 

Program Description

The MASR is a terminal surveillance radar capability that can be moved from site to site to support radar 

relocations, temporary planned outages to accommodate installation of upgrades to an existing radar, and emergency 

operations when existing systems are damaged. This system includes both primary and secondary radar systems that 

will have the performance capabilities of existing systems and be compatible with all ATCTs, TRACONs, ARTCCs, 

and their associated automation systems. Loss of primary and secondary surveillance products due to either 

catastrophic events or long term outages would have a negative impact on FAAs mission capabilities; specifically in 

the areas of controller situational awareness, safety and capacity. The MASR can be transported by truck, rail, or 

ship, and installed and certified operational in as few as five days. 

The MASR system architecture will support a reusable, service-oriented capability providing terminal surveillance 

efficiently and quickly. The system will have interfaces for power, mechanical, data, and remote monitoring and 

control. It will be designed to function as an existing ASR-8, ASR-9 or ASR-11 terminal radar as needed and be 

interoperable with each of their associated automation interfaces. 

The program will be refurbishing two ASR-9 and two Mode S systems and will procure two mobile ASR-11 

systems.

Airport Surveillance Radar - Model 11 (ASR-11) 

Technology Refresh - Segment 2

First site certified for use: December 2016 -- Last site certified for use: April 2020 ASR-11 TR 2

2015 2020 2025

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Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The MASR investment will provide a capability that can be installed quickly to maintain operational availability at 

the goal levels during periods of planned or unplanned outages of terminal surveillance radars. 

Program Plans FY 2017 – Performance Output Goals

• In Service Decision for Mobile ASR-11 by December 2016. (APB milestone)

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

2B12, RUNWAY STATUS LIGHTS (RWSL)

FY 2017 Request $4.8M

Runway Status Lights (RWSL) – Implementation – Phase 1, S11.01-02 / X, Runway Status 

Lights (RWSL) – Technology Refresh & Disposition, S11.01-04

 

Program Description 

The RWSL system integrates runway lighting equipment with approach and surface surveillance systems to provide 

a visual signal to pilots and vehicle operators indicating when it is unsafe to enter/cross or begin takeoff on the 

runway. The system is fully automated based on inputs from surface and terminal surveillance systems. Airport 

surveillance sensor inputs are processed through light control logic that commands in-pavement lights to illuminate 

red when there is traffic on or approaching the runway. Runway Entrance Lights provides this signal to aircraft 

planning to cross or enter a runway from an intersecting taxiway. Takeoff Hold Lights provide a signal to aircraft in 

position for takeoff. 

Runway Status Lights (RWSL) – Implementation – Phase 1 (S11.01-02):

The RWSL program received a Final Investment Decision in 2010 from the JRC for 23 operational and three 

support sites. In July 2013, the FAA re-scoped the program to 17 airports. Additional airports will be considered in 

the near future for runway safety enhancements. Runway Status Lights systems are operational at Orlando 

International Airport, Washington Dulles International, Phoenix—Sky Harbor, George Bush International, 

Minneapolis St. Paul International, Seattle-Tacoma International, Charlotte Douglas International, Las Vegas 

McCarran International, Ft. Lauderdale/Hollywood Airport, Los Angeles International Airport, LaGuardia Airport 

and Detroit Metro Wayne County Airport. The FAA plans to have all RWSL systems operational by 2017.

Runway Status Lights (RWSL) – Technology Refresh & Disposition (S11.01-04):

The RWSL Technology Refresh program will assess the need to replace and upgrade obsolete Commercial Off-theShelf (COTS) hardware and software to ensure the continued reliable and cost effective operation of the system 

through its designated lifecycle. The RWSL was procured in late 2008, fielded between 2009 and 2017, and is 

intended to remain operational until replacement begins in 2026. The program is on track for an Investment 

Analysis Readiness Decision (IARD) by March 2018 and the Final Investment Decision (FID) by March 2019.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 4 – Reduce Category A & B (most serious) runway incursions to a rate of no 

more than 0.395 per million operations, and maintain or improve through FY 2018.

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Relationship to Performance Metric

Runway incursions pose a significant safety issue. The installation of RWSL will contribute toward reducing the rate 

of runway incursions by indicating to pilots and vehicle operators the existence, or imminent risk, of a conflict if 

they cross the hold line for a runway. RWSL also warn pilots or vehicles to stop at the hold line if an aircraft on the 

runway begins its takeoff. The FY 2014 RWSL projected benefits include a reduction in cumulative A&B runway 

incursions at the 17 RWSL airports by ~17% (from 9.68 in baseline to 8.02 with RWSL); and a reduction in 

cumulative runway incursions caused by Pilot Deviations by ~22% (from 41.03 in baseline to 32.17 with RWSL). 

Program Plans FY 2017 – Performance Output Goals

Runway Status Lights (RWSL) – Implementation – Phase 1 (S11.01-02):

• Achieve IOC at two of 17 (100%) operational sites.

• Achieve Operational Readiness Date (ORD) at three, including 17th and last, operational sites. (APB 

Milestone)

• Complete ORD at San Francisco International Airport. 

Runway Status Lights (RWSL) – Technology Refresh & Disposition (S11.01-04):

• None.

Program Plans FY 2018 – Performance Output Goals

Runway Status Lights (RWSL) – Implementation – Phase 1 (S11.01-02):

• Conduct contract close-out activities.

Runway Status Lights (RWSL) – Technology Refresh & Disposition (S11.01-04):

• None.

Program Plans FY 2019 – Performance Output Goals

Runway Status Lights (RWSL) – Implementation – Phase 1 (S11.01-02):

• None.

Runway Status Lights (RWSL) – Technology Refresh & Disposition (S11.01-04):

• None.

Program Plans FY 2020-2021 – Performance Output Goals

Runway Status Lights (RWSL) – Implementation – Phase 1 (S11.01-02):

• None.

Runway Status Lights (RWSL) – Technology Refresh & Disposition (S11.01-04):

• Milestones will be developed at FID.

System Implementation Schedule

 

2B13, NEXTGEN – NATIONAL AIRSPACE SYSTEM VOICE SYSTEM (NVS)

FY 2017 Request $48.4M

NAS Voice System (NVS) – Demonstration & Qualification, G03C.01-01 / X, NAS Voice 

System (NVS) – Deployment, G03C.01-02 

Program Description

The NVS program will replace legacy voice switches at both En Route and Terminal facilities. It will be a critical 

component of the ATC infrastructure providing connectivity for efficient communications between air traffic 

controllers, pilots, and ground personnel by connecting both incoming and outgoing communication lines to the 

Runway Status Lights (RWSL)

First site IOC: July 2011 -- Last site IOC: June 2017 RWSL

2015 2020 2025

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controller’s workstation. Using a panel at their workstation, controllers will be able to select the lines needed to 

communicate with pilots, other controllers, and other facilities.

The current voice system technology deployed in the NAS will not support the future NextGen concept of 

operations for capabilities such as networked facilities, dynamic resectorization (expanding or contracting a 

controller’s volume of airspace electronically), and off-loading selected sector control to other facilities during nonpeak operations, e.g., at night. These capabilities require that communication lines connected to a controller’s 

workstation panel be automatically configured to add or remove lines as the geographical boundaries of the sector 

change. The NVS program will have the capacity to support both current and future ATC operations.

NVS will replace the service currently provided by 11 different voice switch configurations including Terminal 

Voice Switches and the En Route Voice Switching and Control System. The focus of NVS will be on designing a 

replacement system that can be scaled to facility size using standardized components that will reduce both 

maintenance and parts inventory costs.

The NVS program will be implemented in two segments; Demonstration and Qualification (formerly referred to as 

Segment 1), and Deployment (formerly referred to as Segment 2). This approach will minimize risk and ensure the 

new switches will comply with agency requirements.

NAS Voice System (NVS) – Demonstration & Qualification (G03C.01-01):

The Demonstration and Qualification segment provided funding to award the NVS contract in August 2012 to 

procure prototypes and conduct demonstrations of the basic functionality and NextGen capabilities. Demonstrations 

were successful and the program received a Final Investment Decision (FID) for NAS qualification from the Joint 

Resources Council (JRC) in September 2014. The NAS Qualification phase consists of the development and testing 

of a production-ready system capable of being deployed in the NAS operational environment, including a three 

article test systems and three Key Site systems. The program will return to the JRC in FY 2017 to request FID for 

deployment funding at operational facilities beyond key sites.

NAS Voice System (NVS) – Deployment (G03C.01-02):

The Deployment segment consists of NVS deployments at operational facilities beyond key sites. The NVS 

deployment schedule will be finalized for the FY 2017 JRC FID for deployment.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The NVS program supports the average daily airport capacity metric by providing an architecture that can handle 

future growth and load-sharing within a flexible network. NVS will support the NextGen concept of operations for 

networked facilities, dynamic resectorization and off-loading selected sector control to other facilities during nonpeak operations. These capabilities will improve operational efficiency by better balancing workload in response to 

demand changes.

Program Plans FY 2017 – Performance Output Goals

NAS Voice System (NVS) – Demonstration & Qualification (G03C.01-01):

• Complete Factory Acceptance Test (FAT) of test article systems.

• Complete Training Development Plan.

• Achieve FID for deployment funding at operational facilities beyond key sites. 

NAS Voice System (NVS) – Deployment (G03C.01-02):

• None.

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Program Plans FY 2018 – Performance Output Goals

NAS Voice System (NVS) – Demonstration & Qualification (G03C.01-01):

• Complete Functional and Physical Configuration Audits of test article systems. (APB milestone)

• Deliver first, second, and third article test systems to the William J. Hughes Technical Center (WJHTC) and 

Mike Monroney Aeronautical Center (MMAC).

NAS Voice System (NVS) – Deployment (G03C.01-02):

• None.

Program Plans FY 2019 – Performance Output Goals

NAS Voice System (NVS) – Demonstration & Qualification (G03C.01-01):

• Complete Operational Test and Evaluation of test systems at WJHTC and MMAC. (APB milestone)

• Deliver key site systems and initiate key site testing. (APB milestone)

• Complete Initial Operating Capability (IOC) at first key site. (APB milestone) 

NAS Voice System (NVS) – Deployment (G03C.01-02):

• Order NVSs in accordance with the FY 2017 FID deployment schedule.

Program Plans FY 2020 – Performance Output Goals

NAS Voice System (NVS) – Demonstration & Qualification (G03C.01-01):

• Complete In-Service Decision at first key site. (APB milestone) 

NAS Voice System (NVS) – Deployment (G03C.01-02):

• Order, deliver and install NVSs in accordance with the FY 2017 FID.

Program Plans FY 2021 – Performance Output Goals

NAS Voice System (NVS) – Demonstration & Qualification (G03C.01-01):

• None.

NAS Voice System (NVS) – Deployment (G03C.01-02):

• Order, deliver and install NVSs in accordance with the FY 2017 FID.

System Implementation Schedule

 

2B14, INTEGRATED DISPLAY SYSTEM (IDS)

FY 2017 Request $7.7M

• A, Integrated Display Systems (IDS) – Replacement, A03.05-01 / Integrated Display Systems (IDS) –

Replacement – Technology Refresh, A03.05-02

• B, Enterprise Information Display System (E-IDS), A03.05-03

A, Integrated Display Systems (IDS) – Replacement, A03.05-01 / Integrated Display 

Systems (IDS) – Replacement – Technology Refresh, A03.05-02 

Program Description 

The Integrated Display Systems (IDS) program provides rapid retrieval and display of a wide range of weather, 

operational support, and administrative information for air traffic controllers and other required users in the terminal 

environment. IDS consolidates operational information to provide a tool for the exchange of information that 

impacts control of air traffic. The presentation of multiple sources of data on a single display allows for decision 

making by controllers which increases operational efficiency. The FAA currently has 2,230 IDS-4 workstations 

NAS Voice System (NVS)

First site IOC: 2019 -- Last site ORD: TBD NVS

2015 2020 2020

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located at approximately 390 FAA facilities nationwide. Recent obsolescence issues and loss of proprietary 

software support make it necessary to replace this system to sustain its functionality. 

IDS Replacement (A03.05-01):

The IDS Replacement program modernizes the IDS-4 system with current technology at 71 existing IDS-4 networks 

including 1,944 IDS-4 workstations at 256 sites. The prime contract was awarded in May 2010 and design efforts 

were completed in late 2011. The program was rebaselined in March 2013. The first deployment occurred in 2013 

and the last will be in 2017. 

IDS Replacement – Technology Refresh (A03.05-02):

The IDS-4 is being replaced with a state-of-the-art system comprised mainly of Commercial-Off-The-Shelf (COTS) 

components. As with most COTS based systems, a technology refresh of the replacement components is required to 

sustain system services. The FAA plans to perform a system analysis in FY 2016, approximately 5 years after 

original COTS components were acquired, to identify affected components before they are no longer replaceable 

due to obsolescence. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The IDS-4 is experiencing supportability issues with the existing stock levels of motherboards within the IDS-4 

computers. The current rate of motherboards beyond economic repair being returned to the FAA Logistics Center is 

21%. Commercial sources for IDS-4 compatible computers/motherboards for long term support are not available. 

By replacing the legacy IDS-4 systems with state-of-the-art equipment, outages are reduced, thereby reducing delays 

at the 390 FAA facilities nationwide, including 30 core airports. 

Program Plans FY 2017 – Performance Output Goals

IDS Replacement (A03.05-01):

• Achieve Initial Operating Capability (IOC) at 21 networks by end of FY 2017 (71 of 71, 100%).

• Achieve Last Site ORD. (APB milestone)

IDS Replacement – Technology Refresh (A03.05-02):

• Complete system analysis for technology refresh of hardware to replace obsolete components.

Program Plans FY 2018 – Performance Output Goals

IDS Replacement (A03.05-01):

• Begin In-Service Management transition.

IDS Replacement – Technology Refresh (A03.05-02):

• None.

Program Plans FY 2019 – Performance Output Goals

IDS Replacement (A03.05-01):

• Complete In-Service Management transition.

IDS Replacement – Technology Refresh (A03.05-02):

• None.

Program Plans FY 2020-2021 – Performance Output Goals

IDS Replacement (A03.05-01):

• None.

IDS Replacement – Technology Refresh (A03.05-02):

• None.

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System Implementation Schedule

 

B, Enterprise Information Display System (E-IDS), A03.05-03

 

Program Description

The Enterprise Information Display System (E-IDS) will replace obsolete standalone Information Display System 

(IDS) workstations. These displays are separate from the controller primary displays, and their purpose is to provide 

controllers with supplemental but operationally essential information for controlling aircraft. Other operators who 

also rely on IDSs include Front Line Managers, Traffic Management Coordinators, and Technical Operations 

personnel. There are 6 different types of information display systems currently installed at controller and traffic 

management positions in large FAA Terminal Radar Approach Control (TRACON), Tower, and Air Route Traffic 

Control Center (ARTCC) facilities. E-IDS will replace the legacy systems in all these facilities and will add E-IDS 

system displays at Oceanic controller positions in ARTCCs. Additionally, E-IDS will be provided for 

administrative use by the TechOps maintenance technicians in TRACONs and ARTCCs.

Access to trusted information sources varies from facility to facility depending upon the IDS model and whether the 

facility has a direct interface to source data. In some cases vendor supplied information may be the only source 

available. E-IDS will eliminate differences in the information displayed by obtaining it from trusted sources through 

the System Wide Information Management (SWIM) program. This information will include: (a) real-time weather, 

Notices to Airmen (NOTAM), and Pilot Reports, (b) 56-day static digital information (e.g. charts, approach plates, 

etc.), and (c) administrative information. E-IDS will be an integrated system that uses a common enterprise-based 

server to collect, store, update, and provide information to thousands of client displays in the field rather than require 

that each IDS collect, store and update its own information.

The E-IDS system will:

• Combine duplicate management activities under an overarching program;

• Provide capabilities needed to meet NextGen era technologies that cannot be met by today’s IDSs; and

• Provide efficient data access and data management that is not possible with aging IDS systems.

E-IDS will interface with and display data to the air traffic controller from legacy systems like Automated Surface 

Observing System (ASOS), Automated Weather Sensors System, Digital Altimeter Setting Indicator, Low Level 

Wind Shear Alert System, Terminal Doppler Weather Radar, and Wind Measuring Equipment. It will also provide 

the platform to display data from future programs and systems under development such as the Aeronautical 

Common Service and NextGen Weather Processor.

The scope of E-IDS includes the following: 

• replace aging platforms with a central (cloud services) capability;

• create different Computer Human Interface capabilities for individual facilities based upon common 

functionality and training;

• consolidate information that appears on different sensor readouts onto the E-IDS display;

• integrate existing and future (NextGen FIXM, AIXM, WXXM) data formats;

• employ modern NAS interfaces, NextGen infrastructure, and trusted (authoritative) data sources; and

• reduce cost of training and maintenance by replacing multiple disparate legacy IDSs with a single system.

Integrated Display System (IDS) - Replacement - 

Technology Refresh*

First site IOC: September 2013 -- Last site ORD: July 2017 IDS - Repl

2015 2020 2025

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The following information is (or will be) displayed on E-IDS:

• Dynamic Information

o NOTAM

o Special Activity Airspace (SAA)-Schedule and Status

o Pilot Reports (PIREPS)

o Weather and Wind

o Tower sensor data

o Traffic Management Initiatives (Ground/Departure Stops, Snow Removal, Miles in Trail, etc.)

• Static Information

o Charts

o Approach Plates

o Orders (e.g., FAA 7110.65-Controller’s bible)

o Standard Operating Procedures (SOPs)

o Letters of Agreement (LOAs)

JRC approval of the Initial Investment Decision (IID) is planned for March 2017, and approval of Final Investment 

Decision (FID) is planned for March 2018.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Target

The E-IDS will provide controllers, front line managers, traffic managers, and maintenance personnel with the full 

range of information including aeronautical, weather, and administrative information affecting all phases of flight to 

assist in efficiently managing airspace. This will improve the use of airspace capacity by reducing voice 

coordination between operators to resolve differences in reported information.

Program Plans FY 2017 – Performance Output Goals 

• Conduct site information surveys to verify the quantity of displays and their data sources/interfaces.

• Complete the following final products in support of the IID: 

o Revise Shortfalls Analysis

o Alternatives Analysis

o Initial Business Case Definition (each alternative)

o Initial Program Requirements (update pPR)

o Initial Implementation Strategy and Planning Document (ISPD)

o Safety Assessment

o Initial Affordability Analysis

o NAS Enterprise Architecture Products

o Concept Engineering execution (i.e., HF and technical analysis; prototyping)

• Achieve IID for E-IDS.

• Complete the following draft products in support of the FID:

o Final Program Requirements documentation;

o Enterprise Architecture Products;

o Business Case documentation;

o Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

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Program Plans FY 2018 – Performance Output Goals

• Complete the following final products in support of the FID:

o Final Program Requirements documentation;

o NAS Enterprise Architecture Products;

o Business Case documentation;

o Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Complete preparations for Contract Award towards FID:

o Assess vendor Request For Proposals;

o Modify vendor proposal relative to cost, technical and management; and

o Finalize vendor negotiations and obtain final proposal.

• Achieve FID for E-IDS.

• Award contract.

• Other output goals will be determined at FID.

Program Plans FY 2019 – Performance Output Goals

• Generate System Specification Document (SSD) based on Final PRD.

• Assess schedule dependency risks related to SWIM product services: ASOS Controller Equipment (ACS), 

Common Support Services-Weather (CSS-Wx), and Digital Pubs.

• Review and provide changes to vendor Detailed Specification and Plans, (Management Plan, Engineering Plan, 

Development Plan, Test Plan & Procedures).

• Complete review of preliminary design documents and attend Preliminary Design Reviews to assure 

satisfaction of Specifications.

• Collaborate with and conduct 1st tier site installation surveys at 20 of 511 sites scheduled for 2021 installation (3 

TRACONs & 17 ATCT Key Sites).

Program Plans FY 2020 – Performance Output Goals

• Complete review of critical design documents and attend Preliminary Design Reviews to assure satisfaction of 

preliminary Design and Specifications.

• Review Factory Test results, problem reports and problem fixes.

• Conduct prototype testing at the FAA Technical Center.

• Review WJHTC test results, problem reports and problem fixes.

• Assess prototype performance risks and identify mitigations.

• Collaborate with and conduct 2nd tier site installation surveys at 60 of 511 sites scheduled for 2022 installations 

(3 ARTCC & 3 CERAP Key Sites plus 7 TRACONs & 47 ATCTs).

Program Plans FY 2021 – Performance Output Goals

• Deploy 1st tier systems and conduct Key Site testing: replace IDS-4s / ACE-IDSs at 3 TRACONs and 17 

ATCTs.

• Review 1st tier Key Sites test results, problem reports and problem fixes.

• Prepare for readiness to deploy 2nd tier systems by reviewing 1st tier system release documentation to ensure 

differences in capabilities are satisfied (e.g., database, human factors, SWIM & direct interfaces).

• Install and conduct factory testing of the system release configuration for 2nd tier deployment in FY 2022.

• Assess 2nd tier system configuration risks and identify mitigations prior to deploying in FY 2022.

• Collaborate with and conduct 3rd tier site installation surveys at 96 of 511 sites scheduled for 2023 installations 

(7 ARTCCs, 15 TRACONs & 74 ATCTs).

 

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2B15, REMOTE MONITORING AND LOGGING SYSTEM (RMLS)

FY 2017 Request $9.9M

• Remote Monitoring and Logging System (RMLS) – Technology Refresh, M07.04-02

• X, Automated Maintenance Management System (AMMS), M07.05-01

Remote Monitoring and Logging System (RMLS) – Technology Refresh, M07.04-02

 

Program Description 

The RMLS Technology Refresh program will extend the service life of RMLS hardware and software located at the 

National Operations Control Center (NOCC), Atlantic Operations Control Center (AOCC), Mid-States Operations 

Control Center (MOCC), Pacific Operations Control Center (POCC), Southern California TRACON (SCT), the 

William J. Hughes Technical Center (WJHTC), ARTCCs, and the Combined Center Radar Approach Control 

(CERAP) in Hawaii. Technology refresh began in FY 2015 and is scheduled to be completed in FY 2022. RMLS 

Technology Refresh replaces the commercial off the shelf (COTS) components of the RMLS. 

The RMLS is used for generating, quantifying, analyzing, measuring, and reporting maintenance information. It 

also reports error levels, maintenance responsiveness, and utilization levels of NAS components, systems, and 

services. The RMLS maintenance information is used by the FAA to: 

• Analyze trends and improve performance;

• Make investment decisions and support budget requests for replacement, relocation, or modification of 

existing equipment;

• Detect supportability problems;

• Evaluate the efficiency and effectiveness of the overall maintenance program; and 

• Provide reports to Congress and FAA management.

RMLS improves the effectiveness of Technical Operations Services (Tech Ops) maintenance processes and 

practices. The RMLS oversees the entire event management life cycle, from generation of the initial event through 

assignment, updates, and event closure. The National Logging Network (NLN) subsystem performs maintenance 

monitoring and logging functions; the National Remote Maintenance Monitoring (RMM) Network (NRN) 

subnetwork performs monitoring and control of NAS devices function. RMLS is responsible for routing status 

messages to field operators, as well as routing commands to NAS devices.

RMLS Technology Refresh will upgrade core components to meet the agency’s growing need for data storage and 

bandwidth throughput, and will provide security updates for full network separation between the non-NAS (Mission 

Support) and NAS (Operations). 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The RMLS Technology Refresh supports the FAA operational availability performance metric by upgrading the 

systems used for generating, quantifying, analyzing, measuring, and reporting maintenance information to determine 

operational availability. RMLS maintains NAS availability by providing warnings of deteriorating system 

performance and allowing maintenance staff to respond quickly to outages and other performance issues. 

Program Plans FY 2017 – Performance Output Goals

• Complete design, development, and testing at WJHTC Integration Testing/Operational Testing (IT/OT) for 

NLN implementation at OCCs. 

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Program Plans FY 2018 – Performance Output Goals

• Complete Operational Test & Evaluation (OT&E) for NLN. (APB milestone)

• Complete deployment of the following at NAS Enterprise Security Gateway (NESG) in Atlanta and Salt Lake 

City:

o 12 presentation servers

o 4 proxy servers

• Complete deployment of the following at POCC, MOCC, AOCC, NOCC:

o Eight Database (DB) servers

o Four Storage array

o Eight DB switches

o Sixteen presentation servers

o Sixteen windows management servers

• Complete deployment of the following at POCC, MOCC, AOCC:

o Twelve Monitor/Message Servers

o Six DB Servers

o Three Trace Servers

o Six Preventive Maintenance Servers

o Six FTI/OPS Switches

• Complete deployment of the following at POCC, MOCC, AOCC:

o Six Management Servers

o Six Load Balancers 

o Three Commercially Available Software/Citrix windows

o Perform site preparation

Program Plans FY 2019 – Performance Output Goals

• Complete key site acceptance test for NLN at first Operations Control Center. (APB milestone)

• Complete design, development, and testing at WJHTC Integration Testing/Operational Testing/Operational 

Testing 2 (IT/OT/OT2) for NRN implementation at ARTCCs.

Program Plans FY 2020 – Performance Output Goals

• Complete key site IOC for NLN at first OCC. (APB milestone) 

• Complete Operational Test & Evaluation (OT&E) for NRN. (APB milestone)

• Complete deployment of the following at NOCC for the Data Repository (DR/OPS) and Oklahoma City (OKC 

Training):

o Three DB Servers

o Five Presentation Servers

o Five Widows Management Servers

o Three System Management Servers

o Two Storage Array

o Three DB Switches 

o Three Core Switches

o Three Load Balancers

o Three Firewall Appliances w/IDS

o Two High Capacity Tape Library

o Five Monitor/Message Servers

o Three DB Servers

o Two Trace Servers

o Three Protocol Management Servers

o Three FTI/OPS Switches

• Complete deployment of the following at NOCC for the Data Repository (DR/OPS):

o Two Management Servers

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• Complete deployment of the following at Oklahoma City (OKC Training):

o Two Protocol Converter and Software Licenses 

o Four Protocol Converter Servers

o Two Rack Management Server

o Two Network Switches

o Two Keyboard Video Mouse (KVM)/Terminal Switch

• Complete deployment of the following at Seattle ARTCC (ZSE):

o Three Protocol Converter and Software Licenses

o Four Protocol Converter Servers

o One Rack Management Server

o Four Network Switches

o One KVM/Terminal Switch

• Complete deployment of the following at Southern California TRACON (SCT), Anchorage ARTCC (ZAN), 

Honolulu (ZHN), Salt Lake ARTCC (ZLC), Oakland ARTCC (ZOA) and Denver ARTCC (ZDV): 

o Twelve Protocol Converter and Software Licenses 

o Eighteen Protocol Converter Servers

o Six Rack Management Server

o Twelve Network Switches

o Six KVM/Terminal Switch

Program Plans FY 2021 – Performance Output Goals

• Complete Key site Acceptance Test for NRN at first ARTCC. (APB milestone)

• Complete Key Site Initial Operational Capability (IOC) for NRN at first ARTCC. (APB milestone)

• Achieve In-Service Decision. (APB milestone)

• Complete deployment of the following at Los Angeles ARTCC (ZLA), Jacksonville ARTCC (ZJK), Memphis 

ARTCC (ZME), Miami ARTCC (ZMA), New York ARTCC (ZNY), Boston ARTCC (ZBW), Atlanta ARTCC 

(ZTL) and Washington ARTCC (ZDC):

o Twenty Protocol Converter and Software Licenses

o Twenty eight Protocol Converter Servers

o Eight Rack Management Server

o Twenty two Network Switches

o Eight KVM/Terminal Switch

System Implementation Schedule

 

X, Automated Maintenance Management System (AMMS), M07.05-01

 

Program Description

The ability to efficiently manage the maintenance of FAA’s equipment and systems is critical to the operation of the 

NAS. Current stand-alone maintenance systems and processes are labor intensive with limited automated capability. 

AMMS will allow for the interfacing of maintenance systems through a Service-Oriented Architecture environment 

utilizing SWIM to create an enterprise infrastructure for sharing data between dispersed maintenance systems. This 

supports the Risk Based Decision Making initiative through the increased sharing of safety data among FAA 

organizations. AMMS will develop common enterprise data services for maintenance data and implement data 

standards for the exchange of data between services, systems and equipment. AMMS will develop common 

enterprise data services for maintenance data. AMMS will deliver advanced automated maintenance tools that will 

Remote Monitoring Logging System (RMLS) Technology 

Refresh

RMLS Technology Refresh: FY 2015 - FY 2022 RMLS TR

2015 2020 2025

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provide improved data integrity and increased situational awareness and enable maintenance practices based upon 

Reliability Centered Maintenance. 

AMMS will be implemented in segments consisting of a series of data exchanges between services, systems, and 

equipment. As these interfaces are established, the exchange of data will be standardized, authoritative data sources 

will be identified and data exchange services through SWIM will be utilized. AMMS will allow existing 

maintenance systems to evolve and improve current functionality by focusing on services, systems, and equipment

comprising of data related, but not limited to the following categories:

• Maintenance logging Information

• Event coordination Information 

• Scheduling Information 

• Logistics Information 

• Administrative Information 

• Safety Information 

• Enterprise Monitored NAS Information 

The first segment of AMMS will focus on improvements within the maintenance logging, event coordination, and 

scheduling functionality within maintenance tools. The integration of maintenance logs, event coordination data, 

Flight Check scheduling data, and NOTAM data will be achieved. Air Traffic Control System Specialists, along 

with Operations Control Center Specialist, will have an enhanced maintenance logging and event coordination tool. 

AMMS will improve maintenance capabilities by automating the following:

• Related maintenance logs to a single maintenance event;

• NOTAM data to an associated maintenance event;

• Scheduling of corrective and periodic maintenance activities;

• Coordinating Flight Check schedules and maintenance activities;

• Access to electronic reference data by Air Traffic System Specialists; and 

• Data analysis capabilities to enable transition to a Reliability Centered Maintenance philosophy. 

AMMS plans to achieve Initial Investment Decision (IID) in FY 2018. Final Investment Decision (FID) is planned 

in FY 2019.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The AMMS will support operational availability by providing Technical Operations with more timely and accurate 

information, and improved maintenance tools that will support the Risk Based Decision Making initiative, and

enable more effective and efficient maintenance practices. 

Today, Technical Operations faces several critical maintenance challenges as the Agency implements NextGen and 

service based technologies. Operations Control Center Specialists and Air Traffic System Specialists do not have 

the required tools needed to provide real-time access to the information needed to maintain and repair NAS services,

systems, and equipment. Nor can they efficiently schedule and coordinate maintenance activities. 

In order for Technical Operation to continue to maintain an operational availability rating of 99.7%, the 

implementation of AMMS is required. AMMS will integrate maintenance services, systems and equipment into the 

enterprise architecture, apply governance towards data exchanges, and provide state of the art tools to maintain the 

NAS.

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Program Plans FY 2017 – Performance Output Goals

• None.

Program Plans FY 2018 – Performance Output Goals

• Develop the following products in support of the IID: 

o Initial Program Requirements;

o Business Case Analysis Report (BCAR);

o Enterprise Architecture Artifacts;

o Implementation Strategy and Planning Document (ISPD); and

o Chief Financial Officer (CFO) Package.

• Achieve IID.

Program Plans FY 2019 – Performance Output Goals

• Develop the following products in support of the FID:

o Final Program Requirements documentation;

o Enterprise Architecture Artifacts;

o Business Case documentation;

o Implementation Strategy and Planning Document (ISPD); and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID.

Program Plans FY 2020-2021 – Performance Output Goals

• Output goals will be developed at FID. 

 

2B16, MODE S SERVICE LIFE EXTENSION PROGRAM (SLEP)

FY 2017 Request $37.9M

• A, Mode Select (Mode S) Service Life Extension Program (SLEP) – Phase 2, S03.01-08

• B, Airport Surveillance Radar Model-9 (ASR-9) and Mode Select (Mode S) Service Life Extension 

Program (SLEP) – Phase 3 Planning, S03.01-11

A, Mode Select (Mode S) Service Life Extension Program (SLEP) – Phase 2, S03.01-08

 

Program Description 

The Mode S SLEP Phase 2 program will implement modifications to the Mode S system to sustain secondary 

aircraft surveillance in terminal and en route airspace through 2025. The Mode S uses selective beacon detection 

technology to provide target data as digital formatted messages and analog video tailored for automation and display 

systems.

The Mode S is co-located with Airport Surveillance Radar Model 9 (ASR-9) and ASR-8, and Common Air Route 

Surveillance Radar (CARSR). The Mode S system and the co-located primary radars are capable of providing 

correlated radar and beacon reports to NAS en route and terminal automation systems at TRACON and ARTCC 

facilities, the U.S. Department of Defense (DoD), and other users. 

The Joint Resources Council (JRC) approved the Final Investment Decision (FID) for the Phase 2 program on June 

27, 2012. This program will replace the Beacon Video Reconstitutor (BVR) with more modern components. 

Critical Lowest Replaceable Units (LRUs) that process radar data will be assessed for sustainability in support of the 

Mode S SLEP Phase 3. To address obsolescence and supply/support issues, the following will be purchased for 

depot replenishment: 1) High Gain Open Planar Array (HGOPA) (or refurbishment of existing antennas); 2) Local, 

Remote and Radar Intelligent Tool (RIT) Maintenance Terminals; 3) Keyboard Cathode Ray Tube (KCRT); and 4) 

Non-Volatile Memory (NVMEM) chips. The sustainment of the Mode S system aligns with the NAS Enterprise 

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Architecture (EA) and the Surveillance and Broadcast Services (SBS) Automatic Dependent Surveillance Broadcast 

(ADS-B) back-up strategy.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

Currently Mode S systems are functioning at an operational availability of 98.86 percent which does not meet the 

FAA Performance Metric. Also, the current operational availability of 98.86 percent is below the Mode S 

specifications of 99.9 percent. Providing for the Mode S service life extension modifications reduces the risk of 

unscheduled outages and ensures the continuation of service capabilities. 

Program Plans FY 2017 – Performance Output Goals

• Production of 18 HGOPA or refurbishment of existing antennas and delivery to FAA Logistics Center.

Program Plans FY 2018 – Performance Output Goals

• Production of 18 HGOPA or refurbishment of existing antennas and delivery to FAA Logistics Center.

Program Plans FY 2019 – Performance Output Goals

• Complete Depot replenishment in September 2019. (APB Milestone) (Prior year funding)

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

B, Airport Surveillance Radar Model-9 (ASR-9) and Mode Select (Mode S) Service Life 

Extension Program (SLEP) – Phase 3 Planning, S03.01-11 

Program Description 

The ASR-9 and Mode S Service Life Extension Program (SLEP) Phase 3 will perform engineering studies to 

analyze Lowest Replaceable Units (LRUs) identified with major obsolescence issues and continue software 

development for the Data Communications Equipment (DCE) prototype. There are components of these radar 

systems that are not supportable through 2025 and analyses are needed to determine the extent of re-engineering and 

system modifications needed. The program will reduce the risk of unscheduled outages by providing in-service 

support to improve radar performance, provides engineering and planning to correct performance/operational and 

reliability issues and resolution of performance issues such as radar interference.

In addition, the ASR-9 and Mode S service life extension modifications will reduce the overall lifecycle operation 

costs by improving system reliability and maintainability. The sustainment of the ASR-9 and Mode S aligns with 

the Surveillance Roadmap Decision Points, and the Surveillance and Broadcast Services (SBS)/Automated 

Dependent Surveillance Broadcast (ADS-B) backup strategy.

ASR-9 and Mode S systems support aircraft separation standards, reduces delays, and improves safety at congested 

airports. During instrument meteorological conditions the radar provides air traffic controllers with aircraft position 

and weather information to allow continuation of aircraft operations. 

The ASR-9 also provides data under Memoranda of Agreements (MOAs) to the Departments of Defense (DoD) and 

Homeland Security (DHS) through the Defense Radar Program and to the Department of Treasury and National 

Weather Service (NWS) through separate agreements. The DoD uses ASR-9 surveillance data to monitor and detect 

non-transponder equipped “intruders” in terminal airspace.

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The Mode S system provides correlated radar and beacon reports and weather map reports to NAS En Route and 

Terminal Automation, U.S. Department of Defense (DoD) and Department of Homeland Security (DHS) through 

the Defense Radar Program, and to the Department of Treasury and National Weather Service (NWS) through 

separate agreements.

A Final Investment Decision (FID) for this program is planned for March 2017. All The ASR-9 and Mode S SLEP 

Phase 3 activities are currently scheduled for implementation between 2017 and 2022.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

ASR-9 and Mode S systems are currently functioning at an operational availability of 99.14 and 98.80 percent 

respectively, which indicates the ASR-9 and Mode S are not meeting the FAA Performance Metric. Both the ASR9 and Mode S current operational availability are also below the ASR-9 specifications of 99.999 and Mode S 

specifications of 99.9 percent. With SLEP modifications, operational availability for the ASR-9 and Mode S 

systems will improve. 

Program Plans FY 2017 – Performance Output Goals

• Complete Final Program Requirements documentation.

• Complete Implementation Strategy and Planning Document (ISPD).

• Achieve Final Investment Decision (FID) by March 2017.

Program Plans FY 2018-2021 – Performance Output Goals

• Output goals will be established at FID.

 

2B17, SURVEILLANCE INTERFACE MODERNIZATION (SIM)

FY 2017 Request $26.8M

Surveillance Interface Modernization (SIM), S13.01-01

 

Program Description

The Surveillance Interface Modernization (SIM) program will modernize the interfaces between FAA surveillance 

radar and automation systems for Terminal, En route, and Oceanic Air Traffic Control operations. Surveillance data 

from today’s radars is distributed using Common Digitizer format [version 2] (CD2) over point-to-point serial 

interfaces to the nearest one or two automation systems. The point-to-point connectivity and CD2 message formats 

have inherent limitations that restrict the ease in the distribution of surveillance information to users at other 

facilities and requires additional physical connections. Additionally, CD2 message format limits the amount and 

type of data that can be distributed to automation systems and limits data precision. The SIM program will 

implement a common industry standard communication architecture and data format.

SIM Program improvements are achieved by converting the radar and automation systems from the serial interfaces 

to flexible Internet Protocol (IP) addressable interfaces, over a secure network. Upgrading from serial to IP data 

transmission formats will simplify circuit management and provide a platform to better enforce security policies, 

ensure delivery to each customer, and provide direct performance metrics. Additionally, the CD2 data formats will 

be upgraded to All-Purpose Structure Eurocontrol Radar Information Exchange (ASTERIX) data format, which will 

be used to carry additional data fields to improve automation platform tracker, display, and safety logic 

performance, which includes Conflict Probe and Conflict Alert performance in Standard Terminal Automation 

System (STARS), and En Route Automation Modernization (ERAM), Microprocessor Enroute Automated Radar 

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Tracking System (MicroEARTS), and Advanced Technologies & Oceanic Procedures (ATOP) automation systems. 

SIM will upgrade the Operational Internet Protocol Network (OPIP) within the FAA Telecommunications Interface

(FTI) network; modify all surveillance radars to output ASTERIX over IP; and modify automation system software 

to accept the expanded ASTERIX data sets via IP. 

In the transition from serial connectivity to IP networks by SIM, the FAA owned Radio Communication Link (RCL) 

infrastructure related to backup communication from En Route radar sites to Air Route Traffic Control Centers 

(ARTCC) will be replaced with leased services and remove the aging RCL infrastructure. SIM will provide a more 

cost effective interface and will result in a large Operations cost reduction compared to the legacy RCL technology

and aging RCL infrastructure. 

An Initial Investment Decision was approved by the Joint Resources Council on June 17, 2015. A Final Investment 

Decision (FID) is planned for September 2016.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

As part of NextGen, existing surveillance systems will be required to serve as independent sources of radar data and 

backup to ADS-B surveillance, and to provide surveillance data critical to other government agency missions (e.g. 

Department of Defense, Department of Homeland Security). In order to improve the transfer and distribution of 

existing radar data, these systems must be modernized to incorporate modern interface requirements. To align with 

future NextGen requirements, additional capabilities will be implemented into existing surveillance systems. These 

systems will be required to provide data distribution by other than point-to-point connections, using modern 

networking techniques and transition to standard interface message formats with higher reporting precision that can 

provide additional target information to support future operational improvements. 

Program Plans FY 2017 – Performance Output Goals

• Establish platform Program Level Agreements (PLA) / Service Level Agreements (SLA) for ASR-8, ASR-9, 

ASR-11, ATCBI-6, Mode-S, ERAM, STARS/TAMR, MEARTS, and ATOP.

• Provide funding in support of planning, designing, and software coding for ATCBI-6 system changes to 

implement IP and ASTERIX capability. 

• Contract award in support of planning, designing, and software coding for MEARTS automation system 

software changes to implement IP and ASTERIX capability. 

• Contract award in support of planning, designing, and software coding for ERAM automation system software 

changes to implement IP and ASTERIX capability. 

• Contract award in support of planning, designing, and software coding for STARS automation system software 

changes to implement IP and ASTERIX capability. 

• Establish procurement request to start development and implementation of the OPIP network under existing FTI 

contract.

Program Plans FY 2018-2021 – Performance Output Goals

• Output goals will be established at FID.

 

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2B18, NEXTGEN – TERMINAL FLIGHT DATA MANAGER (TFDM)

FY 2017 Request $42.2M

Terminal Flight Data Manager (TFDM) – Segment 1, G06A.03-01

 

Program Description

The Terminal Flight Data Manager (TFDM) program will provide tower air traffic controllers and FAA traffic 

managers with NextGen decision support capabilities that integrate flight, surveillance, and traffic management 

information. TFDM will provide an integrated approach to maximize the efficient collection, distribution, and 

update of data including flight information in the terminal area, the status of airspace around an airport and airport 

surface data to improve access to information necessary for safe and efficient ATC. The use of Electronic Flight 

Data (EFD) will allow tower controllers to maintain an integrated view of the air traffic environment improving their 

situational awareness of airport operations. NextGen decision support capabilities will promote safe and efficient 

airport operations in managing airport surface traffic sequencing and scheduling. TFDM will automate manual 

flight data processes to enable enhanced data sharing between the Tower, En Route, Approach Control, Traffic Flow 

Management (TFM) and Flight/Airline Operations Centers (FOC/AOC). 

Deployment of TFDM will be comprised of the following functions:

• Migration to electronic flight data exchange, electronic flight strips in the tower and including enhanced 

tower/TRACON data exchange;

• Enhanced data exchange with flight operators and other airport stakeholders;

• Increased data sharing and Collaborative Decision Making (CDM) based on shared surface situational 

awareness and automated surface surveillance data; and

• TFDM scheduler/sequencer, including integration of TFMS/Time Based Flow Management (TBFM) 

information.

As part of the agency’s commitment to the RTCA Task Force 5 and the NextGen Advisory Committee, TFDM is 

deploying some initial capabilities early to select NAS facilities. This achieves a number of benefits for TFDM 

development, including early industry engagement, achievement of early benefits, and reduction in operational risk.

Early implementation of TFDM will consist of the following:

• Traffic Flow Management System (TFMS) enabled data exchange for additional data elements from the 

flight operators;

• Deployment of the System Wide Information Management (SWIM) Visualization Tool (SVT) to provide 

Surface Situational Awareness to TRACON controllers at 11 sites – All completed as of January 31, 2015;

• Sustainment of the Phoenix (PHX) Advanced Electronic Flight Strip System (AEFS) prototype and 

deployment of additional AEFS prototypes at approximately 5 sites; Cleveland (CLE), San Francisco 

(SFO), Las Vegas (LAS), Charlotte (CLT) and Newark (EWR). The FAA’s Joint Resource Council 

approved Newark Liberty International Airport (EWR) to receive the AEFS prototype on April 22, 2015. 

The AEFS converts paper strips to electronic strips displayed to the controller; and 

• Technology refresh of the Electronic Flight Strip Transfer System (EFSTS) at 39 sites. This technology 

refresh involves only the replacement of the keypads which are used operationally at 39 of the 76 sites with 

EFSTS systems.

A key component of the TFDM system is the transition from paper flight strips to electronic flight data 

representation and exchange. This will facilitate enhanced flight data exchange between controllers within the 

tower, those in other ATC facilities, and those overseeing TFM systems. This will also facilitate data exchange with 

aviation partners such as the airlines’ flight operations centers and airport operators to support CDM. Providing 

flight data in electronic format eliminates the necessity of the physical exchange of flight data, reduces telephone 

exchange of data between facilities and reduces the manual re-entry of data among multiple ATC systems. 

Another key component of the TFDM system is the introduction of a scheduler/sequencer capability that will 

provide the basis for efficient management of traffic flows on the surface at U.S. airports by transitioning the 

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performance of airport surface operations from a “first come, first served” model to a more strategic model that 

allocates taxi clearances to minimize taxi distance and time, thus reducing fuel burn and CO2 emissions.

Initial Investment Decision was achieved in March 2014. Final Investment Decision (FID) date is planned for April

2016. Once a favorable FID is obtained the program will proceed to contract award and begin solution development 

and implementation. The program's current notional implementation plan is based on a three build approach and 

deployment to approximately 89 airports from FY 2022 to FY 2030. Pending FID and the awarded contractor’s 

proposed solution, Build 1 will consist of Electronic Flight Data/Electronic Flight Strips, system interfaces with 

EFD, and Departure Scheduler; Build 2 will consist of Departure Metering capability; and Build 3 will conclude 

with Departure Spacing Program system replacement.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

Relationship to Performance Metric

TFDM will automate manual processes; integrate existing terminal flight data systems and decision support tools, 

and provide new decision support capabilities. This will improve ATC coordination and decision making to 

facilitate more efficient operations and increased airport capacity. TFDM capabilities will provide multiple NAS 

benefits, such as reduced surface delay, taxi time, and fuel burn with improved operational and environmental 

performance that leads to more efficient performance and airport capacity utilization during severe weather and 

other off-nominal conditions.

Program Plans FY 2017 – Performance Output Goals

• Complete the Preliminary Design Review (PDR) for Build 1 Development and Integration.

• Start TFDM detail design for Build 1 Development and Integration.

• Complete Technology Refresh deployment of EFSTS at 24 of 39 sites (82% complete).

Program Plans FY 2018 – Performance Output Goals

• Complete Critical Design Review (CDR) for Build 1 Development and Integration.

• Begin Build 1 software and hardware development of TFDM Build 1 system.

• Complete Technology Refresh deployment of EFSTS at 7 of 39 sites (100% complete).

• Finalize Program Agreements (including specifications on the funding TFDM will provide) for the modification 

required for FDIO, TDLS, RMLS and TFMS to support the TFDM implementation. 

• Additional performance output goals will be developed at FID.

Program Plans FY 2019 – Performance Output Goals

• Start the site implementation planning for TFDM build 1 key site.

• Conduct an Early User Involvement Event to demonstrate system capabilities and allow the FAA field 

representatives and the TFDM User Group to formally evaluate the human/system design.

• Additional performance output goals will be developed at FID.

Program Plans FY 2020 – Performance Output Goals

• Complete System Integration of TFDM Build 1.

• Conduct System Requirements Review (SRR) for Build 2 Development and Integration.

• Conduct PDR for Build 2 Development and Integration.

• Start TFDM detail design for Build 2 Development and Integration.

• Additional performance output goals will be developed at FID.

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Program Plans FY 2021 – Performance Output Goals

• Complete software and hardware development of TFDM Build 1 system.

• Conduct CDR for Build 2 Development and Integration.

• Begin Build 2 software development of TFDM system.

• Additional performance output goals will be developed at FID.

System Implementation Schedule

 

2B19, VOICE RECORDER REPLACEMENT PROGRAM (VRRP)

FY 2017 Request $2.0M

NAS Voice Recorder Program (NVRP), C23.02-01

 

Program Description

The NAS Voice Recorder Program (NVRP) will replace digital voice recorders to comply with new requirements in 

the Air Traffic Organization (ATO) safety orders. These orders require risk based monitoring of air traffic 

operational safety events and were not in effect when the Voice Recorder Replacement Program, Digital Audio 

Legal Recorder was implemented. NVRP will reduce operational costs, meet increasing demand for improved 

access to audio data, and provide more expeditious remote audio access. These new recorders will also provide 

capabilities including:

• increased recording capacity, 

• recording of Voice over Intranet Protocol (VoIP) telephones, and 

• connectivity to FAA Telecommunications Infrastructure (FTI)'s enterprise Network Time Protocol (NTP).

Voice recorders provide the legally accepted recording capability for conversations between air traffic controllers, 

pilots, and ground-based air traffic facilities, and are used in all ATC facilities. These recordings are used in the 

investigation of accidents and incidents and also in the routine evaluation of ATC operations. As the voice recorder 

technology and voice recorder requirements have evolved, earlier digital voice recorders are now experiencing 

obsolescence and supportability issues. There are over 460 voice recorders with an operational life of 10 years 

currently operating in ATC facilities. The existing recorders will start to reach the end of their service life beginning 

in 2017.

A Final Investment Decision (FID) for NVRP is planned for 2018.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

Voice recorders are used by the FAA for recording conversations between air traffic controllers, pilots, and other 

personnel at ground-based air traffic facilities. Recorded voice communications are used in the investigation of 

accidents and incidents and in the routine evaluation of ATC operations. Information from voice recorders is also 

used for Quality Assurance as part of risk analysis and Quality Control to monitor and measure compliance with 

regulations and to identify issues for corrective action. 

Terminal Flight Data Manager (TFDM)

First site IOC: 2022 -- Last site IOC: 2030 TFDM

EFSTS Technology Refresh: 2016 -- 2018 EFSTS TR

2015 2020 2025

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Program Plans FY 2017 – Performance Output Goals

• Develop products in support of the Initial Investment Decision (IID), which may include:

o Initial Business Case documentation;

o Enterprise Architecture Products;

o Initial Program Requirements (iPR);

o Initial Implementation Strategy and Planning Document (ISPD); and

o Final Investment Analysis Plan (IAP).

• Achieve IID.

• Complete Screening Information Request (SIR) release and evaluation.

Program Plans FY 2018 – Performance Output Goals

• Develop products in support of the FID, which may include:

o Final Program Requirements documentation;

o Enterprise Architecture Products;

o Business Case documentation;

o Final ISPD; and

o Acquisition Program Baseline (Execution Plan).

• Achieve FID.

Program Plans FY 2019-2021 – Performance Output Goals

• Deliver approximately 150 systems per year; waterfall to be determined at FID.

 

2B20, INTEGRATED TERMINAL WEATHER SYSTEM (ITWS) TECHNOLOGY REFRESH

FY 2017 Request $1.0M

Integrated Terminal Weather System (ITWS) – Sustainment & Disposition, W07.01-02

 

Program Description

The ITWS program provides air traffic managers with graphic, full-color displays of essential weather information 

affecting major U.S. airports. ITWS integrates weather data from a number of sources and provides a single, easily 

used and understood display of supported products. ITWS depicts the current weather and generates short-term 

forecasts of terminal weather through the integration of data from FAA and National Weather Service sensors and 

systems as well as from aircraft in flight. There are 34 ITWS sites that provide weather information to 75 airports.

In 2010, a supportability study concluded the FAA would be unable to sustain the current generation of ITWS 

Weather Products after 2015 without a technology refresh. Technology refresh of ITWS would include replacement 

of Commercial Off-The-Shelf (COTS) system components, including processors, displays, computer operating 

systems, and commercially available software, to ensure the continued supportability of ITWS through 2015. A

technology refresh would also enable ITWS to connect with the NextGen Weather Processor (NWP), the Common 

Support Services–Weather (CSS-Wx) system, and other NAS users such as airport authorities, airlines, etc. to permit 

seamless interoperability and common situational awareness in support of collaborative decision-making.

In 2013, it was determined that legacy ITWS could be sustained until 2018 with the purchase of additional, 

refurbished hardware. A scheduled 2014 Final Investment Decision (FID) for the planned technology refresh of 

ITWS was delayed pending the outcome of the FID for NWP and CSS-Wx. In March 2015, the Joint Resources 

Council approved the final investment decisions for NWP and CSS-Wx potentially negating the need for a full 

technology refresh of ITWS. The ITWS program office developed and presented a plan and budget to the JRC for 

sustaining ITWS until May 2021 when it expected to be replaced by NWP. This date is based upon the APB 

milestone for commissioning the first NWP site; and if successful, ITWS decommissioning will begin at that time.

The ITWS program office is funding a lifetime buy of all necessary and available spare parts of the legacy hardware 

to sustain the current system until it is replaced by NWP. The ITWS program will also fund a contingency plan to 

mitigate any potential accelerated hardware failures. This effort consists of the adaptation of ITWS software to a 

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new hardware platform, including key-site testing, but without deployment to the NAS. In the event that the legacy 

ITWS hardware cannot be sustained until NWP is commissioned, hardware for full replacement will need to be 

procured and deployed to all ITWS locations; requiring additional funds.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the 

reportable facilities that support the Core airports.

Relationship to Performance Metric

ITWS sustainment will support the Performance Metric for operational availability by ensuring legacy ITWS

equipment is kept operational through 2021. The specification for ITWS requires at least 0.999815 availability

which has been maintained at all commissioned sites; including 26 of the 30 core airports where ITWS is currently 

installed. The planned lifetime buy of spare parts and the software port to a new platform will maintain this 

availability.

Program Plans FY 2017 – Performance Output Goals

• Complete ITWS Software adaptation to a new platform for ITWS Situation Display Workstation.

Program Plans FY 2018 – Performance Output Goals

• Complete ITWS Software adaptation to a new platform for ITWS Product Generator.

• Complete Key site testing of the Situation Display Workstation.

Program Plans FY 2019 – Performance Output Goals

• Complete Key site testing of the full ITWS platform.

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

2B21, NEXT GENERATION: SURVEILLANCE AND WEATHER RADAR CAPABILITY (NSWRC)

AND BACKUP SURVEILLANCE CAPABILITY (NBSC)

FY 2017 Request $1.0M

• A, Next Generation Surveillance & Weather Radar Capability (NSWRC), S14.01-01

• B, Next Generation Backup Surveillance Capability (NBSC), S15.01-01

A, Next Generation Surveillance & Weather Radar Capability (NSWRC), S14.01-01

 

Program Description 

The Next Generation Surveillance and Weather Radar Capability (NSWRC) will provide a cost-effective 

replacement for primary terminal surveillance and weather radars. The FAA currently operates several models of 

Airport Surveillance Radars (ASR) and the Terminal Doppler Weather Radars (TDWR) for terminal aircraft 

surveillance and weather detection. The majority of these systems use technology that is over 20 years old, in some 

cases it is over 40 years old, most have exceeded their service life. Ongoing technology refresh and Service Life 

Extension Programs (SLEPs) may keep these radars operating in the near-term; however, as the demands of the 

NAS increase, the present radars will not be capable of delivering the functionality needed for the future.

NSWRC will address all existing primary radar requirements as well as any of the following emerging requirements 

that may be approved:

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• Ability to detect and track aircraft and weather in the presence of extreme clutter, such as wind farm 

interference;

• Ability to reduce Operations and Maintenance (O&M) costs; and

• Ability to effectively discriminate between different types of hydrometeors (e.g. rain, ice, sleet, hail, etc.).

NSWRC completed the Concept Requirements Definition Readiness (CRDR) in December 2012; and is on track for 

an Investment Analysis Readiness Decision (IARD) by December 30, 2016. The current plans are to have the Initial 

Investment Decision (IID) by December 2018 and Final Investment Decision by December 2020. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

Significant cost avoidance will be realized by NSWRC by assuming the mission of the 281 legacy radar systems and 

reducing the extensive overlapping coverage of those legacy radars. This could reduce the segment of radars needed 

for terminal surveillance and weather systems from the current total of 281 to a predicted 230 systems. In addition, 

a common NSWRC platform will consolidate four separate life-cycle support infrastructure capabilities into one 

common second level engineering, depot and training capability reducing life-cycle support costs.

Program Plans FY 2017 – Performance Output Goals

• Complete draft of Initial Program Requirements Document (iPRD).

• Complete draft of initial Implementation Strategy and Planning Document (ISPD).

• Complete Investment Analysis Plan (IAP) status report update for NSWRC alternatives.

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

B, Next Generation Backup Surveillance Capability (NBSC), S15.01-01

 

Program Description 

The Next Generation Backup Surveillance Capability (NBSC) will provide a replacement for existing surveillance 

systems including ATCBI-5, ATCBI-6, Mode-S and ASR-11 Monopulse Secondary Surveillance Radar (MSSR) 

systems. The FAA currently operates several models of beacon systems in the NAS. Most of these legacy systems 

are nearly thirty years old and have exceeded their service life. FAA will need the NBSC as a secondary 

surveillance system into the future as a back-up to Automatic Dependent Surveillance-Broadcast (ADS-B) 

surveillance. The NBSC will support cooperative target acquisition and maintain continuity of operations if ADS-B 

outages should occur. Ongoing technology refresh and Service Life Extension Programs (SLEPs) may keep legacy 

radars operating in the near-term; however, as the demands of the NAS increase it is becoming increasingly clear 

that the present radars will not be capable of delivering the required functionality in the future.

The NBSC program plans to complete Concept and Requirements Definition Readiness (CRDR) by December 2016 

and is on track for an Investment Analysis Readiness Decision (IARD) by December 2017. An Initial Investment 

Decision (IID) is expected by December 2018 with a Final Investment Decision (FID) by December 2020.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

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Relationship to Performance Metric

The NBSC supports costs savings by reducing OPS costs through the elimination of multiple radar configurations in 

the NAS. Consolidating four separate, near end of life-cycle surveillance capabilities, into one common equipment 

baseline with integrated second level engineering and depot and training capabilities will reduce life-cycle support 

costs. 

Program Plans FY 2017 – Performance Output Goals

• Complete Concept Requirements Definition Readiness (CRDR).

• Complete draft of the initial Program Requirements Document (iPRD).

• Complete draft of the initial Implementation Strategy and Planning Document (ISPD).

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

2B22, FLIGHT AND INTERFACILITY DATA INTERFACE (FIDI)

FY 2017 Request $15.0M

Flight and Interfacility Data Interface (FIDI) – Phase 1, Segments 1 & 2, G08A.01-01

 

Program Description 

The Flight and Interfacility Data Interface (FIDI) technology refresh program will modernize flight data and 

interfacility data interfaces between the En Route Automation Modernization (ERAM) systems and Terminal and 

Oceanic Automation systems including Advanced Technologies & Oceanic Procedures (ATOP), Standard Terminal 

Automation Replacement System (STARS), Flight Data Input/Output (FDIO), Terminal Flight Data Manager 

(TFDM), Information Display System (IDS), Tower Data Link System (TDLS) and Micro-En Route Automated 

Radar Tracking System (MEARTS). FIDI is a multi-system portfolio investment to replace the antiquated legacy 

communications infrastructure with Internet Protocol (IP) interfaces and modernized flight data management, 

distribution and presentation between the ERAM system and other interfacing Terminal and Oceanic client ATC 

systems.

NAS services to be refreshed by the FIDI program are the Flight Data Entry and Printout (FDAT) and the 

Interfacility Data Transfer (IDAT). The FDAT and IDAT services currently rely on legacy communications 

technology that is based on Time-Division Multiplexing (TDM)/serial interfaces. The existing TDM serial lines do 

not allow for the reconfiguration of the communications links between ATC facilities in the event of a facility

outage. Moreover, the existing data formats of the FDAT and IDAT services are limited due the legacy interfaces 

and intermediate equipment that connect en route, terminal, and oceanic automation systems. In the future, more 

detailed flight information consistent with international standards will be available. Modernizing the data interfaces 

will enable NextGen operational improvements across the NAS by providing the full range of flight data that 

controllers and automation systems will require.

The FIDI program will upgrade the FDAT and IDAT interfaces with modernized interfaces requiring only standard 

FAA Telecommunications Infrastructure (FTI) network services. In conjunction with the Surveillance Interface 

Modernization (SIM) program, which allows the use of Internet Protocol (IP) switched network communications to 

relay radar data to automation systems, this program will enable the decision to decommission the ECG equipment 

at all 20 en route centers.

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Benefits of FIDI include:

• Reduced probability of flight data exchange outages between facilities, due to facility outages, and higher 

system availability during contingency operations, utilizing the reconfiguration capability inherent in IPbased networks;

• Reduced sustainment costs of serial/ TDM communication hardware in end systems by migrating the 

interfaces to IP/Ethernet standards;

• Enabling the extension of Trajectory-Based operations to terminal airspace by enabling improved access to 

flight data information in ATCTs and TRACONs, with resultant reduction in reliance on verbal 

communication to control traffic and growth in throughput/capacity utilization; and

• Reduced NAS lifecycle costs through platform elimination or consolidation, including ECG, FDIO -

Gateway, and Electronic Flight Strip Transfer System (EFSTS) systems, and FDIO platforms separate from 

STARS automation in TRACONs.

The FIDI program will be structured in two overlapping Phases:

• Phase 1 is a Technology Refresh which will convert FDAT and IDAT services from TDM to IP protocols 

and develop a modern FDAT software interface within ERAM for FDAT clients. Phase 1 will be further 

structured into two segments. Segment 1 will migrate the following systems to IP communications; 

ERAM, STARS, TFDM, FDIO, ATOP, and MEARTS. Segment 2 will implement new FDAT software 

interfaces to the following systems: ERAM, TFDM, FDIO, NAS IDS, TDLS, and Visual Information 

Display System (VIDS). After achieving the FAA JRC’s Investment Analysis Readiness Decision (IARD), 

the program will proceed with the Final Investment Analysis (FIA) to achieve the FAA JRC’s Final 

Investment Decision (FID).

• Phase 2, which will run concurrently with Phase 1, will focus on integrating the modernized FDAT interface into 

STARS, replacing TRACON FDIO functions with STARS. After achieving the FAA JRC’s IARD, the program 

will proceed with the final investment analysis to achieve the FAA JRC’s FID.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The FIDI program will modernize the flight data exchange services between en route and terminal and oceanic 

automation systems which will reduce the number of outages and improve the operational availability of flight data 

exchanges between NAS automation systems.

Program Plans FY 2017 – Performance Output Goals

• Complete the following products to support the FIDI Phase 1 and Phase 2 IARD:

o Shortfall Analysis;

o Solution Concept of Operations;

o Alternatives Analysis;

o Enterprise Architecture Products; and

o Preliminary Program Requirements.

• Achieve FIDI Phase 1 and Phase 2 IARD.

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Program Plans FY 2018 – Performance Output Goals

• Complete the following products to support the FIDI Phase 1 FID:

o Final Program Requirements (fPR) Document;

o Enterprise Architecture Products;

o Business Case documentation;

o Final Implementation Strategy and Planning Document (ISPD);

o Acquisition Program Baseline (Execution Plan).

• Achieve FIDI Phase 1 FID.

Program Plans FY 2019 – Performance Output Goals

• Pending FID approval:

o Complete initial migration of FDAT/IDAT Communications to FTI.

o Complete engineering development of enhanced ERAM flight data interface capabilities.

o Achieve Initial Operating Capability of FDIO enhancement for flight data distribution to automation 

systems.

Program Plans FY 2020 – Performance Output Goals

• Pending FID approval:

o Complete engineering design/development of TFDM flight data interface capabilities.

o Complete operational test of STARS flight data interface capabilities.

Program Plans FY 2021 – Performance Output Goals

• Pending FID approval:

o Complete operational readiness test of FDIO Connected Systems.

o Complete operational readiness test of ATOP flight data interface capabilities.

 

C: Flight Service Programs

2C01, AVIATION SURFACE WEATHER OBSERVATION SYSTEM

FY 2017 Request $10.0M

Aviation Surface Weather Observation Network (ASWON) – Technology Refresh, 

W01.03-01

 

Program Description 

The Aviation Surface Weather Observation Network (ASWON) is a portfolio program that consists of the 

Automated Surface Observing System (ASOS), Automated Weather Observation System (AWOS), Automated 

Weather Sensor Systems (AWSS), Stand Alone Weather Sensors (SAWS), Digital Altimeter Setting Indicator 

(DASI), F-420 Wind Sensor, and the AWOS Data Acquisition System (ADAS). 

All of these systems, except the ADAS, are located at airports and measure and report weather conditions including 

temperature, barometric pressure, visibility, precipitation type and amount, cloud height and coverage, and wind 

speed and direction. The ADAS, located in FAA En Route centers, accepts weather data from ASOS, AWSS, and 

AWOS and retransmits the data to the Integrated Terminal Weather System (ITWS) and the Weather and Radar 

Processor (WARP).

The ASWON Technology Refresh program will provide compatible technology upgrades and/or replacements to the 

five legacy ASWON systems (ASOS, AWOS, AWSS, DASI, and F-420) which are experiencing obsolescence, 

supportability, and maintainability issues. This technology refresh effort will enable these systems to continue 

providing weather information to support the safe operation of the NAS. Successful implementation of technology 

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upgrades will also result in a common hardware platform and software baseline that will reduce development costs, 

logistics support costs, and software maintenance costs/effort.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Target

ASWON Technology Refresh supports operational availability by replacing obsolete and unsupportable equipment 

experiencing increasing failure rates. Continued failures of weather sensing equipment will result in a loss of 

ASWON services and subsequent inability to maintain current operational availability levels of 99.7%.

Program Plans FY 2017 – Performance Output Goals

• Install 87 AWOS Technology Refresh mods (187 of 187, 100%).

• Install AWOS Technology Refresh at all remaining sites. (APB milestone)

• Install 50 F-420 Technology Refresh mods (50 of 210, 23%).

• Complete ASOS Operational Test and Evaluation (OT&E).

• Begin ASOS Software Operational Test and Evaluation (OT&E) at key site.

Program Plans FY 2018 – Performance Output Goals

• Install 75 F-420 Technology Refresh mods (125 of 210, 60%).

• Install 90 DASI Technology Refresh mods (90 of 180, 50%).

• Install 100 ASOS Technology Refresh mods (100 of 571, 18%).

Program Plans FY 2019 – Performance Output Goals

• Install 85 F-420 Technology Refresh mods (210 of 210, 100%).

• Complete F-420 Technology Refresh. (APB milestone)

• Install 90 DASI Technology Refresh mods (180 of 180, 100%). 

• Complete DASI Technology Refresh. (APB milestone) 

• Install 150 ASOS Technology Refresh mods (250 of 571, 44%).

Program Plans FY 2020 – Performance Output Goals

• Install 321 ASOS Technology Refresh mods (571 of 571, 100%).

• Install ASOS Technology Refresh mods at all sites. (APB milestone)

Program Plans FY 2021 – Performance Output Goals

• None.

System Implementation Schedule

Aviation Surface Weather Observation Network 

(ASWON) – Technology Refresh

First site 2014 -- Last site 2020 ASWON TR

AWSS Technology Refresh: First site 2014 -- Last site September 2016 AWSS TR

AWOS Technology Refresh: First site 2016 -- Last site September 2017 AWOS TR

F-420 Technology Refresh: First site 2017 -- Last site September 2019 F-420 TR

DASI Technology Refresh: First site 2018 -- Last site September 2019 DASI TR

ASOS Technology Refresh: First site 2018 -- Last site September 2020 ASOS TR

2015 2020 2025

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2C02, FUTURE FLIGHT SERVICES PROGRAM (FFSP)

FY 2017 Request $3.0M

Future Flight Services Program, A34.01-01

 

Program Description

The FAA provides a variety of flight services to the general aviation (GA) community within the Continental US, 

Puerto Rico, Alaska and Hawaii. Services include pre-flight and in-flight flight planning, flight plan filing, and 

weather briefing. Additional services include:

• Visual Flight Rules search and rescue operations

• Emergency services to aircraft in distress

• Notices to Airmen (NOTAM) entry and dissemination

• Instrument Flight Rules Clearance relay

• Pilot weather report (PIREP) entry

• Security related to Special Flight Rules Area / Air Defense Identification Zone / Flight Restricted Zone

• Services provided to DoD

Over the past decade, emerging technologies in communications, personal computing, and mobile device 

capabilities have provided opportunities to deliver flight service capabilities more efficiently to stakeholders. User 

preferences and demands are reflected by the continuing decline in the use of human assisted-services as users take 

advantage of automated and enhanced technologies (e.g., integrated weather products, electronic flight bags) 

available through the FAA and private sector. The Future Flight Services Program (FFSP) will seek to: 

• Modernize service delivery methods through the use of a contract structure that will encourage and 

incentivize continuous innovation, improvement, and cost reduction while providing flight services that 

meet or exceeds efficiency and safety objectives;

• Continuously assess and adjust flight services based on changes in user needs and performance feedback;

• Leverage and integrate commercial technologies as their capabilities mature and user needs warrant;

• Incorporate FAA Next Generation Air Transportation System capabilities (e.g., Common Support Services 

– Weather , Aeronautical Information Management Modernization – Segment 2 ) as they become available; 

and

• Provide a flexible, scalable, and net centric Voice Communications System using Voice over Internet 

Protocol technology enabling communication assets to be addressable and shareable to facilitate business 

continuity and service delivery objectives.

The FFSP will expand the web portion of flight services and reduce or eliminate human delivery of flight services as 

much as possible. FFSP will seek to discontinue obsolete services and activities as well as redundant activities 

provided by other FAA service organizations. This will in turn reduce the overall cost associated with delivering 

flight services and increase the efficiency of service delivery.

Currently, flight services are delivered by a combination of systems and contractor provided services: 

• The Automated Flight Service Station (AFSS) contract with Lockheed Martin Corporation, provides the 

full range of flight services to users in the continental United States, Hawaii and Puerto Rico. The contract 

provides certified Flight Service Specialists to deliver preflight, inflight and flight data services (e.g. 

weather observation entry, PIREP entry, management of the NOTAM system) to users via telephone and 

radios. Lockheed Martin provides personnel, equipment and facilities to provide flight services under the 

AFSS contract. The FAA provides Lockheed Martin with access to, and use of its air-to-ground radio and 

telecommunications infrastructure to facilitate inflight communications. In April 2015, the FAA 

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announced its intent to award a contract extension for up to 42 months to continue AFSS services and allow 

time for a new Future Flight Services (FFS) contract award and the transition of services. 

• The Direct User Access Terminal Service (DUATS) II contracts with Computer Sciences Corporation 

(CSC) and Lockheed Martin Corporation, provide users with internet-based preflight services (selfbriefings and flight plan filing) without the aid of a flight service specialist. 

• The Operational and Supportability Implementation System (OASIS) II contract with Harris Corporation, 

provides an integrated computer-based system used by FAA flight service specialists in Alaska. OASIS 

provides integrated textual and weather graphics products, flight plan processing, emergency services, law 

enforcement, flight planning and regulatory information and other services as defined in FAA Joint Order 

7110.10.

The AFSS contract period of performance will expire in September 2019 and the DUATS II contract period of 

performance will expire in April 2020. In order to transition to a new service provider prior to both the AFSS and 

DUATS II contract expirations, one or more Flight Service contracts must be awarded. The new service provider 

will need to establish new flight service facilities; develop, integrate, test and deploy automation and voice 

communication systems; and hire, train and certify new flight service specialists. Parallel operations will be 

required to allow for transition from the incumbent to the non-incumbent service provider.

This program supports the transition to one or more new FSS contract(s), which is planned to be awarded in the 1st

quarter FY 2018. The primary objective of the program is to use automation to improve the delivery of flight 

service, and reduce the overall cost to the FAA. The Initial Investment Decision is planned in FY 2016 and the 

Final Investment Decision (FID) is planned in the 1st quarter FY 2018.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter.

• FAA Performance Metric 2 – Reduce the general aviation fatal accident rate to no more than one (1) fatal 

accident per 100,000 flight hours by 2018.

Relationship to Performance Metric

The program will enhance GA and NAS users’ safety awareness by providing more accurate and efficient updates to 

changing weather conditions, allowing pilots to make better decisions regarding how to avoid hazardous weather. 

FFSP will also seek to enable faster initiation of Search and Rescue. 

Program Plans FY 2017 – Performance Output Goals

• Develop the following products in support of the FID:

o Final Program Requirements documentation;

o Enterprise Architecture Artifacts;

o Final Implementation Strategy and Planning Document; and

o Acquisition Program Baseline (Execution Plan).

Program Plans FY 2018 – Performance Output Goals

• Finish development of FID business case documentation.

• Conclude Investment Planning and Analysis and senior management review.

• Achieve a FID.

• Award new FFS contract(s).

Program Plans FY 2019-2021 – Performance Output Goals

• Performance Output Goals will be developed at FID based on the contract transition strategy selected.

 

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2C03, ALASKA FLIGHT SERVICE FACILITY MODERNIZATION (AFSFM)

FY 2017 Request $2.7M

Alaska Flight Service Facility Modernization (AFSFM), F05.04-02

 

Program Description

The AFSFM program modernizes or replaces Flight Service facilities in Alaska to ensure security, sustainment and 

continuity of Flight Service operations. Over 1/3 of the 17 Alaska facilities were constructed in the 1970’s and 

require extensive renovations to meet current building codes, fire life safety, Architectural Barriers Act Accessibility 

Standard (ABAAS) and electrical standards. Specifically, Flight Service buildings will be updated to meet 

Occupational Safety and Health Administration (OSHA) and Americans with Disabilities Act (ADA) requirements, 

and the electrical and safety systems will be upgraded to ensure they meet Industry Standards.

The program corrects deficiencies such as substandard lightning, grounding and bonding protection, electrical 

systems, and/or heating and cooling systems that could disrupt Flight Service operations. These conditions could 

endanger FAA personnel health and safety and increase the risk of service outages.

The AFSFM program team, comprised of Flight Service, Alaska Technical Operations and Western Service Center 

personnel, conducts on-going analysis of Alaska facilities to identify and prioritize actions required to maintain and 

sustain them. Site plans and schedules are developed for projects at each facility. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The AFSFM program will directly contribute to the FAA’s Strategic Priority to Deliver Benefits through 

Technology and Infrastructure by increasing operational availability and capabilities by providing facilities upgrades 

and addressing quality of life issues in existing Alaska Flight Services Facilities.

Program Plans FY 2017 – Performance Output Goals

These actions may be superseded if a higher priority need is entered into the Corporate Work Plan (CWP) prior to its 

start:

• Complete roof replacement at Kenai Flight Service Station (FSS).

• Complete roof replacement at Juneau FSS.

• Refurbish/upgrade building interior (break room, pilot briefing room, rest rooms, etc.) at Talkeetna FSS.

Program Plans FY 2018 – Performance Output Goals

These actions may be superseded if a higher priority need is entered into the CWP prior to its start:

• Upgrade Heating System Boilers at Fairbanks FSS.

• Complete roof replacement at Deadhorse FSS.

• Complete roof replacement at Talkeetna FSS.

• Complete refurbishment of the Heating, Ventilation, and Air Conditioning (HVAC) system at Deadhorse FSS.

Program Plans FY 2019 – Performance Output Goals

These actions may be superseded if a higher priority need is entered into the CWP prior to its start:

• Complete roof replacement at Nome FSS.

• Complete roof replacement at Kotzebue FSS.

• Complete refurbishment of the HVAC system at Nome FSS.

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Program Plans FY 2020 – Performance Output Goals

These actions may be superseded if a higher priority need is entered into the CWP prior to its start:

• Refurbish/upgrade building interior (break room, pilot briefing room, rest rooms, etc.) at Deadhorse FSS.

• Complete refurbishment of the HVAC system at Kotzebue FSS.

Program Plans FY 2021 – Performance Output Goals

These actions may be superseded if a higher priority need is entered into the CWP prior to its start:

• Refurbish/upgrade building interior (break room, pilot briefing room, rest rooms, etc.) at Kotzebue and Nome 

FSSs. 

• Replace Lighting in the Operations Area at Juneau FSS.

• Upgrade HVAC System at Talkeetna FSS.

 

2C04, WEATHER CAMERA PROGRAM

FY 2017 Request $2.2M

Weather Camera Program – Future Segments, M08.31-02

 

Program Description 

The Weather Camera Program sustains the operational Weather Cameras which are installed at airports and strategic 

en route locations in Alaska to provide pilots, dispatchers and flight service station specialists with real-time video 

weather information. The program ensures that camera network services are available, reliable, responsive, and 

accessible to the aviation pilots and aviation user groups. The program provides: camera facility monitoring and 

restoral activities, replacement of defective equipment identified in trouble tickets, and logistics, spares, and 

technician training. The Weather Camera Program also manages all of its procurement and other contract 

requirements including equipment procurement, telecommunication contracts, site facility lease contracts, site 

maintenance contracts, and maintains and reports on required program performance metrics.

The Program Office also funds the renovation of structures that house the camera systems and provides upgrades to 

poor performing sites. These sites must be refurbished periodically due to age, outdated equipment, and damages 

caused by and exposure to environmental elements such as extreme cold weather, high winds, and other weather 

conditions. 

Images are updated every 10 minutes and stored for six hours to be used in a loop function for weather trending 

analysis by pilots. These images are made available through a user-friendly, web-enabled application: 

http://avcams.faa.gov. In addition to improving aviation safety benefits, the cameras improve operator efficiency by 

reducing unnecessary flight time caused by weather-related deviations while in-flight. According to the Post 

Implementation Review, aviation efficiency in flight time and fuel savings has improved by 63%. Over the life 

cycle of the Weather Camera Program, this will save millions of dollars in fuel expenses and reduce the overall 

carbon footprint. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 2 – Reduce the general aviation fatal accident rate to no more than one (1) fatal 

accident per 100,000 flight hours by 2018. 

Relationship to Performance Metric

In the state of Alaska, flying is equivalent to driving in the contiguous US, making the use of small aircraft essential 

to everyday life. Many times flying is the only means to get children to/from school activities; to transport service 

providers such as clergy, doctors, dentists, and nurses; to deliver patients to medical facilities; and to supply the 

communities with groceries, fuel, and mail. While flying is essential to daily life in Alaska, rapidly changing 

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weather presents challenges that negatively affect the accident rate. FAA data indicates accident rates in Alaska 

have been nearly 400 percent above the national average.

The limited availability of weather information in Alaska contributes to a higher risk of accidents and can result in 

flight inefficiencies. Without weather information about their destination airport and route of flight, pilots cannot 

make informed decisions on whether it is safe to fly or if they should continue their flight. This can lead to 

accidents or unnecessary fuel costs, caused by the need to circumvent bad weather or, in some cases, to land at an 

alternate airport. There is a need for real-time views of current weather conditions accessible to the aviation 

community in Alaska. The FAA Weather Camera Program has installed aviation weather cameras as an aid to 

Visual Flight Rule pilots operating in Alaska.

Between 1990 and 2006, there were 1497 commuter and air taxi crashes in the United States. Of these accidents, 

520 occurred in Alaska (35% of the total). Historically, the National Transportation Safety Board (NTSB) has stated 

that on a national average, 22.6% of all accidents are in some way weather related. For the State of Alaska, this 

would translate into an average of 7.3 weather related accidents per year within the 1990-2006 time frames. Two of 

the Weather Camera Program’s, internal goals are to help reduce weather related accidents in Alaska. The first goal 

is to reduce the En Route or Approach and Landing Low visibility related accident rate per 100,000 operations for 

Non-IFR capable commercial and general aviation aircraft within the state of Alaska. To date, and according to the 

Post Implementation Review, the Weather Camera Program is exceeding its expected performance metrics in Alaska 

by reducing weather-related aviation accidents from 0.28 accidents per 100,000 operations to 0.13 accidents (53% 

reduction). The second goal is to reduce the number of unnecessary flight hours caused by lack of weather 

information.

Program Plans FY 2017 – Performance Output Goals

• Replace legacy and failing cameras/routers at five sites.

• Refurbish mountain pass high-sites at: Lake Clark Pass East and Lake Clark Pass West.

Program Plans FY 2018 – Performance Output Goals

• Replace legacy and failing cameras/routers at five sites.

• Refurbish remote powered camera sites: Misty Fiords, Cape Fanshaw and Skwentna.

Program Plans FY 2019 – Performance Output Goals

• Replace legacy and failing cameras/routers at five sites.

• Refurbish remote powered camera site: Grave Point.

Program Plans FY 2020 – Performance Output Goals

• Replace legacy and failing cameras/routers at five sites. (Prior year funding)

• Refurbish remote powered camera site: Summit. (Prior year funding)

Program Plans FY 2021 – Performance Output Goals

• None.

 

D: Landing and Navigation Aids Programs

2D01, VHF OMNIDIRECTIONAL RADIO RANGE (VOR) WITH DISTANCE MEASURING 

EQUIPMENT (DME)

FY 2017 Request $7.0M

• A, Very High Frequency Omni-Directional Range (VOR) Collocated with Tactical Air Navigation 

(VORTAC), N06.00-00

• B, Very High Frequency Omni-Directional Range (VOR) – Minimum Operational Network (MON) 

Implementation Program, N06.01-01

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A, Very High Frequency Omni-Directional Range (VOR) Collocated with Tactical Air 

Navigation (VORTAC), N06.00-00

 

Program Description 

This program replaces, relocates, or improves VOR and VORTAC facilities. The VOR and VORTAC, a 

combination of VOR and Tactical Air Navigation (TACAN) system, provide navigational guidance for civilian and 

military aircraft in both the en route and terminal areas. Decisions concerning the VOR Minimum Operational 

Network (MON) will determine, whether VOR or TACAN systems will remain in service or be shut down. If 

retained, they will serve as a backup to satellite navigation and continue to define VOR routes and procedures for 

legacy users. Until that transition is complete, VORTACs must remain in service and may be relocated, 

technologically refreshed, or replaced. Currently 60% of the VORTAC systems are over 30 years old. It is 

projected that within 10-15 years all existing VORTAC systems will be beyond their estimated service life.

There are approximately 967 VORTACs or VORs with Distance Measuring Equipment (DME) currently operating 

in the United States. They are used by pilots as a primary navigation aid, and direct lines between VORs are used to 

define established air routes. The VOR provides its direction from the aircraft and the DME provides its distance; 

slant range because of the aircraft’s altitude. 

This program also procures and installs Doppler VOR (DVOR) electronic kits and DVOR antenna kits to dopplerize 

a conventional VOR. There are numerous VORs that have signal restrictions due to encroachment of obstacles that 

block the transmission of VOR signals. These restrictions are having a serious impact on en-route, arrival and 

departure procedures. Natural encroachment also comes from trees located outside the boundaries of the FAA 

controlled area where the VOR is located which have grown tall enough to cause electromagnetic interference. 

Many manmade obstacles can cause the same interference. Examples include newly constructed tall buildings; 

nearby industrial parks with a high concentration of metal buildings; overhead transmission lines; towers for radio, 

television and cell service; and more recently, wind farms. Dopplerizing a VOR eliminates the signal reflection 

restrictions caused by most of these obstacles.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The service life of VOR/VORTAC facilities is either near or past the designed useful life of these systems. 

Sustaining, relocating, or dopplerizing these facilities maintains their operational availability at or above 99.7%. 

Program Plans FY 2017 – Performance Output Goals

• Procure one DVOR Doppler Antenna Kits.

• Complete one on-going DVOR project.

• Initiate one new start DVOR project.

Program Plans FY 2018-2021 – Performance Output Goals

• Procure two DVOR Doppler Antenna Kits.

• Complete two on-going DVOR projects.

• Initiate one new start DVOR project.

 

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B, Very High Frequency Omni-Directional Range (VOR) – Minimum Operational 

Network (MON) Implementation Program, N06.01-01

 

Program Description 

The VOR Minimum Operational Network (MON) Implementation Program will perform the work required to 

downsize the VOR network to the minimum required for use as a backup navigation system in the event of an 

unplanned Global Positioning System (GPS) localized outage and allow aircraft not equipped with GPS to navigate 

and land under Instrument Flight Rules (IFR). This program supports the NAS transition from the current VOR 

airways to Performance Based Navigation (PBN) consistent with NextGen goals. 

NextGen initiatives rely on PBN enabled by GPS and Distance Measuring Equipment (DME). PBN consists of 

Area Navigation (RNAV) and Required Navigation Performance (RNP) capabilities. PBN provides more efficient 

use of en route and terminal airspace to improve capacity and efficiency. This transition strategy is described in the 

Federal Register Notice/Volume 76, Number 241, which was approved for public release in December 2011.

The VOR MON will enable pilots to:

• Revert from PBN to VOR navigation;

• Tune and identify a VOR at an altitude of 5,000 feet above ground level;

• Navigate using VOR procedures through a GPS outage area;

• Navigate using VOR procedures to a MON airport within 100 nautical miles to an ILS or VOR instrument 

approach for landing; and

• Navigate along VOR Airways especially in mountainous terrain where surveillance services are not 

available.

This program will transition the legacy network of approximately 957 VORs to a MON of approximately 649 VORs 

by 2025. 

The Investment Analysis Readiness Decision (IARD) was approved in March 2014. The program consists of two 

Phases. Phase 1 Final Investment Decision (FID) was approved on September 30, 2015 to discontinue 

approximately 74 VORs by the end of September 2020 and Phase 2 is scheduled for FID September 2020.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 6 – Optimize airspace and Performance Based Navigation (PBN) procedures to 

improve efficiency an average of 10 percent across Core airports by 2018. (FAA Business Planning 

Metric)

Relationship to Performance Metric 

The FAA is transitioning from the current navigation system enabled by VOR to PBN using RNAV and RNP 

instrument flight procedures. RNAV and RNP navigation relies on GPS, so the need for VORs will decline as the 

transition to PBN progresses; however, a MON needs to be maintained so pilots have a backup capability if GPS is

unavailable. The FAA is planning to implement a layered backup navigation strategy relying on DME/DME 

navigation as an RNAV backup and VOR MON as a conventional backup navigation capability to provide service in 

case of a GPS outage. 

Program Plans FY 2017 – Performance Output Goals

• Complete discontinuing four to thirteen VORs. 

• Perform removal, redesign, or replacement of VOR instrument flight procedures and routes tied to VORs 

planned for discontinuance.

• Provide support to the Services Centers in conducting Safety Risk Management (SRM) activities required prior 

to VOR discontinuance.

• Conduct Service Volume flight checks on MON VORs.

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Program Plans FY 2018 – Performance Output Goals

• Complete discontinuing four to eighteen VORs.

• Perform removal, redesign, or replacement of VOR instrument flight procedures and routes tied to VORs 

planned for discontinuance.

• Provide support to the Services Centers in conducting SRM activities required prior to VOR discontinuance.

• Conduct Service Volume flight checks on VORs.

• Begin VOR MON Program Phase 2 Investment Analysis.

Program Plans FY 2019 – Performance Output Goals

• Complete discontinuing 25 VORs.

• Perform removal, redesign, or replacement of VOR instrument flight procedures and routes tied to VORs 

planned for discontinuance.

• Provide support to the Services Centers in conducting SRM activities required prior to VOR discontinuance.

• Conduct Service Volume flight checks on VORs.

Program Plans FY 2020 – Performance Output Goals

• Complete discontinuing 36 VORs.

• Perform removal, redesign, or replacement of VOR instrument flight procedures and routes tied to VORs 

planned for discontinuance.

• Provide support to the Services Centers in conducting SRM activities required prior to VOR discontinuance.

• Conduct Service Volume flight checks on VORs.

• Complete VOR MON Program Phase 2 Investment Analysis.

• Achieve the VOR MON Phase 2 FID.

Program Plans FY 2021 – Performance Output Goals

The activities listed below are contingent upon achieving the VOR MON Phase 2 FID in FY 2020.

• Complete discontinuing VORs.

• Perform removal, redesign, or replacement of VOR instrument flight procedures and routes tied to VORs 

planned for discontinuance.

• Provide support to the Services Centers in conducting SRM activities required prior to VOR discontinuance.

• Conduct Service Volume flight checks on VORs.

 

2D02, INSTRUMENT LANDING SYSTEMS (ILS) – ESTABLISH

FY 2017 Request $7.0M

Instrument Landing Systems (ILS), N03.01-00

 

Program Description 

This program supports the installation of ILS and/or High Intensity Approach Lighting System with Sequenced 

Flashing Lights (ALSF-2) for the establishment of new Category II/III precision approach procedures. An ILS 

precision approach system is comprised of a grouping of electronic devices such as Localizer, Glide Slope, marker 

beacons and, in some cases, ancillary aids Distance Measuring Equipment, Approach Lighting System, Runway 

Visual Range, etc. that provide landing aircraft with both electronic guidance and visual landing aids. These 

systems allow aircraft to land safely with a stabilized approach to a runway which improves both system safety and 

the capacity for landing properly equipped aircraft in adverse weather conditions at runways equipped with an ILS.

The ILS provides both vertical and lateral guidance information for the pilot to allow safe landings to touchdown 

and rollout. The ILS sends information to instruments in the cockpit so that the pilot can maintain a predetermined 

flight path to the runway even in low visibility. Some aircraft are equipped with an autopilot which can use signals 

from a Category IIIc ILS to automatically guide the plane to a safe landing.

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The ALSF-2 is a lighting system installed along the extended centerline extending a distance of 2,400’ outward into 

the approach zone and ending at the runway threshold. ALSF-2 provides visual cues to help the pilot see the runway 

when the aircraft is at or above ILS minimum altitude.

There are three categories of ILS. Each category is defined by the lowest altitude at which a pilot is able to decide 

whether to land or abort, the decision height, and how far away the pilot can see the runway, or runway visual range. 

With some exceptions for unique geography around an aircraft, the definitions for ILS categories are:

• Category I: Decision Height (DH) 200 feet and Runway Visual Range (RVR) 2,400 feet (with touchdown 

zone and centerline lighting, RVR 1,800 feet)

• Category II: DH 100 feet and RVR 1,200 feet

• Category IIIa: No DH or DH below 100 feet and RVR not less than 700 feet

• Category IIIb: No DH or DH below 50 feet and RVR less than 700 feet but not less than 150 feet

• Category IIIc: No DH and no RVR limitation, requires an autopilot

This program supports ILS sustainment activities at airports that meet the following criteria: 1% or more of total 

U.S. enplanements (“Large Hub”), 0.75% or more of total U.S. non-military itinerant operations. In addition, 

airports that have between 0.25% and 0.99% of total U.S. enplanements (“Medium Hub”) or between 0.50% and 

0.74% of U.S. non-military itinerant operations. 

Approximately 55 ILSs are more than 25 years old. Currently, the ILSs are being replaced because they have 

exceeded their expected service life and/or the manufacturer no longer provides support. The FAA is aggressively 

pursuing implementation of satellite navigation but until that transition is complete, the ILS remains the world 

standard for providing approach and landing services. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Establishing ILS precision approach capability allows for lower minimums for landings and helps to maximize the 

use of the NAS. Lowering minimums allows airport operations to safely continue in poor weather conditions

beyond what would otherwise be possible; effectively increasing the airport capacity. 

Program Plans FY 2017 – Performance Output Goals

• Procure five ILS systems and ancillary equipment.

• Complete approximately five ILS replacement projects.

• Complete one on-going ALSF-2 establishment project.

Program Plans FY 2018 – Performance Output Goals

• Procure four ILS systems and ancillary equipment.

• Complete approximately four ILS replacement projects.

Program Plans FY 2019 – Performance Output Goals

• Procure seven ILS systems and ancillary equipment.

• Complete approximately seven ILS replacement projects.

• Complete one on-going ALSF-2 establishment project.

Program Plans FY 2020 – Performance Output Goals

• Procure seven ILS systems and ancillary equipment.

• Complete approximately seven ILS replacement projects.

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Program Plans FY 2021 – Performance Output Goals

• Procure seven ILS systems and ancillary equipment.

• Complete approximately seven ILS replacement projects.

 

2D03, WIDE AREA AUGMENTATION SYSTEM (WAAS) FOR GPS

FY 2017 Request $85.0M

• A, Wide Area Augmentation System (WAAS) – Phase IV Segment 1, N12.01-07 / X, Wide Area 

Augmentation System (WAAS) – Phase IV Segment 2, N12.01-08

• B, Global Positioning System (GPS) Civil Requirements, N12.03-01

A, Wide Area Augmentation System (WAAS) – Phase IV Segment 1, N12.01-07 / X, Wide 

Area Augmentation System (WAAS) – Phase IV Segment 2, N12.01-08

 

Program Description

WAAS consists of a network of 38 precisely located ground reference stations distributed across the United States, 

Canada and Mexico that monitor the global positioning system (GPS) satellite signals. Three master stations collect 

reference station data and calculate corrections and integrity messages for each GPS satellite. The WAAS messages 

are broadcast to user receivers via leased navigation transponders on three commercial geostationary (GEO) 

satellites. The receiver on the aircraft applies the corrections and uses the integrity information from the WAAS 

message to ensure the validity and obtains a precise navigation position. 

Phase IV, Dual Frequency Operations, began in 2014 to leverage the improvements the Department of Defense 

(DoD) will make as part of its GPS modernization program.

WAAS addresses the following performance gaps:

• Lack of precise navigation capabilities (airports/runways that do not have conventional ground-based 

navigation aids to support precise navigation); and

• Lack of stable vertical guidance for precision approaches to airports not equipped with Instrument Landing 

System (ILS).

WAAS provides or supports the following improvements and capabilities:

• WAAS provides precise aircraft position information that enables the realization of several NextGen 

operational improvements; 

• The WAAS program will continue to develop full Localizer Performance with Vertical guidance 

(LPV)/Localizer Performance (LP) procedures for all remaining qualified runways enabling more 

approaches and access into airports under low visibility conditions; 

• WAAS supports the redesign of airspace to establish Area Navigation (RNAV) routes in the terminal and 

en-route environments (T and Q routes) increasing efficiency and capacity; 

• WAAS enables Alaskan users to operate under Instrument Flight Rules (IFR) on routes currently classified 

as uncontrolled airspace due to lack of radar coverage improving operator efficiency, access and safety; and 

• WAAS is currently supporting near-term demonstrations/validations of operational improvements for 

vertical flight aircraft, business/regional jets, and legacy air carriers that are made possible by airspace 

redesign and WAAS LPV approaches.

Wide Area Augmentation System (WAAS) – Phase IV Segment 1 (N12.01-07): 

In May FY 2014, the WAAS program obtained a Final Investment Decision (FID) from the Joint Resources Council 

for Phase IV Segment 1, Dual Frequency Operations (DFO). In 2008, the DoD notified the GPS user community 

through a Federal Register Notice (Vol. 73, NO. 96) that the accessibility of the L2 P(Y) signal cannot be assured 

beyond December 2020. In order to sustain WAAS operations, the FAA must replace the use of the GPS L2 P(Y) 

signal with the second civil frequency (L5). DFO Segment 1 incorporates WAAS infrastructure upgrades to support 

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the use of the new L5 frequency and to prepare for the full dual frequency user capability planned for 

implementation in DFO Segment 2. DFO Segment 1 will include continued sustainment of the GEO constellation 

required to provide the broadcast of the WAAS signal. In May of 2015 the DOT, DoD and DHS released the 2014 

Federal Radionavigation Plan stating that GPS L2 P(Y) would not be discontinued until two years after GPS L5 

reaches full operational capability. Per the current GPS launch estimates, the GPS L2 P(Y) signal would be 

discontinued circa 2026 at the earliest. Efforts are underway to revise program plans for Segment 2 based on the 

GPS incurred delays.

WAAS Phase IV Segment 1 includes the following activities:

• Technology Refresh: Ongoing technology refresh to include integration of a new WAAS reference receiver

and safety computer, upgrades to the terrestrial communication system (TCS) and development and 

fielding of new processors. There will be continuing need for replacement GEOs throughout the WAAS 

lifecycle to ensure current and future WAAS signal in space remains available. WAAS requires a 

minimum of three GEO satellites to meet performance requirements;

• NAS Implementation: Includes feasibility studies, procedure design, procedure development, flight 

inspection and surveys for WAAS procedures. Additionally, this includes data collection by operators, 

benefits analysis, avionics integration and development of WAAS-specific procedures within the NAS; and

• Technology Evolution: Research activities to support current WAAS capability (threat model assessments, 

ionospheric effects analysis, safety analyses and improving/maintaining interoperability with international 

Satellite Based Augmentation Systems (SBAS)) and research future capabilities to extend satellite 

navigation supported operations. Support studies for the development and validation of standards 

supporting integration of modernized signals and services such as Advanced Receiver Autonomous 

Integrity Monitoring (ARAIM).

• GEO Satellite Acquisitions: Develop satellite payloads and associated ground infrastructure for 

replacement GEO satellites. This activity covers satellite payload and ground uplink station design, 

development, testing and operational cutover into WAAS.

For the WAAS Lease Services portion of the program see N12.01-09.

Wide Area Augmentation System (WAAS) – Phase IV Segment 2 (N12.01-08):

• Segment 2 will develop and deploy a WAAS Dual Frequency User Service that will provide user data 

allowing usage of the L5 signal. This new capability is contingent on having a full constellation of GPS 

satellites (>24) broadcasting the L5 signal and the availability of new dual frequency (L1/L5) avionics. 

Users who equip with new dual frequency (L1/L5) avionics will be able to process both GPS frequencies to

correct for signal delays caused by the ionosphere resulting in improved availability and reliability of 

WAAS LPV-200 service. The expectation is that users will equip with dual frequency (L1/L5) avionics 

when the Segment 2 upgrades are completed and operational. For those users who do not upgrade their 

avionics, WAAS will continue to support single frequency users during Phase IV. DFO Segment 2 will 

include continued sustainment of the constellation of communication satellites required to provide the 

broadcast of the WAAS signal. WAAS will support FAA NextGen initiatives to meet new & growing air 

transportation demands through identification of WAAS equipage benefits for users through 2025. 

The FID for WAAS Phase IV Segment 2 is planned in FY 2019. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 2 – Reduce the general aviation fatal accident rate to no more than one (1) fatal 

accident per 100,000 flight hours by 2018. 

Relationship to Performance Metric

WAAS provides vertical and horizontal guidance enabling pilots to make stable, vertically guided approaches to all 

qualified runway ends in the continental United States and most of Alaska, in most meteorological conditions. The 

WAAS navigation signal allows pilots to fly with reduced position uncertainty regardless of location within the 

NAS, enhancing safety. In terminal area and approach operations, a Flight Safety Foundation Report found that 

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there is nearly an 8 fold reduction in approach accident rates (53 per million for non-precision approaches vs. 7 per 

million for precision approaches) when precision vs. non-precision approaches were used. Specifically, 141 

accidents could be prevented over a 20 year time period and saving over 250 lives when using WAAS for vertically 

guided approaches at airports where stable vertical guidance is not available or not used today. Currently, ILS 

provides precision vertically guided approaches at only 1,284 of the nation’s 19,000 runway ends. WAAS is able to 

provide the same level of precision with 3,567 LPVs, as of September 2015. 

Program Plans FY 2017 – Performance Output Goals

Wide Area Augmentation System (WAAS) – Phase IV Segment 1 (N12.01-07):

• Technology Refresh:

o Complete release package for DFO Release 1, Processor Upgrade. (APB milestone)

o Transition of WAAS Mexico Connectivity (Ring 2) to Federal Telecommunications Infrastructure (FTI) 

Gateways.

o Replace WAAS Assurance Level D Processors and upgrade Operating System (OS) and Compiler at first 

and last sites. (APB milestones)

o Complete Maintenance Release development and deployment to include antenna position updates as well 

as minor software modifications necessary to continue WAAS operations.

• NAS Implementation: 

o Develop and publish 25 WAAS LPV/LP approach procedures with possible additional LPV procedures due 

to changes in Flight Standards criteria.

• Technology Evolution:

o Conduct initial evaluation of Prototype Dual Frequency Algorithms.

o Conduct research of issues identified in ARAIM Milestone 3 report.

• GEO Satellite Acquisition:

o Complete GEO 6 Radio Frequency Uplink (RFU) Site Acceptance Test (SAT).

Wide Area Augmentation System (WAAS) – Phase IV Segment 2 (N12.01-08):

• None.

Program Plans FY 2018 – Performance Output Goals

Wide Area Augmentation System (WAAS) – Phase IV Segment 1 (N12.01-07):

• Complete draft investment analysis documentation for WAAS Phase IV Segment 2: Acquisition Program 

Baseline and execution plans; Program Requirements document; Business Case; Implementation Strategy and 

Planning Document; Program Management Plan; and other documents as necessary.

• Technology Refresh:

o Complete GEO 6 integration and testing of ground and satellite components.

o Establish GEO 7 Contract.

o Complete release package for DFO Release 2, GEO 5. (APB milestone)

o Complete release package for DFO Release 3, G-III Multicast Structure. (APB milestone)

o Establish contract for Ground Uplink Station (GUS) receiver.

o Transition of WAAS Mexico Connectivity (Ring 1) to FTI Gateways.

o Complete Statement of Work and ancillary documents for DFO Segment 2.

o Conduct Market Survey for DFO, Segment 2.

o Complete Maintenance Release development and deployment to include antenna position updates as well 

as minor software modifications necessary to continue WAAS operations.

• NAS Implementation: 

o Develop and publish 25 WAAS LPV/LP approach procedures with possible additional LPV procedures due 

to changes in Flight Standards criteria.

o Establish a project and demonstrate helicopter low-level IFR infrastructure to include Helicopter RNAV 

Point-in-Space approach procedures in support of FAA Helicopter EMS Safety Mandate.

• Technology Evolution:

o Complete system level evaluation of Prototype Dual Frequency Algorithms.

o Complete Dual Frequency Antenna Minimum Operational Performance Standards (MOPS).

o Commence ARAIM safety case.

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• GEO Satellite Acquisition:

o Conduct GEO 6 integration and testing of ground and satellite components.

o Release GEO 7 Screening Information Request (SIR).

Wide Area Augmentation System (WAAS) – Phase IV Segment 2 (N12.01-08):

• None.

Program Plans FY 2019 – Performance Output Goals

Wide Area Augmentation System (WAAS) – Phase IV Segment 1 (N12.01-07):

• Achieve FID for WAAS Phase IV Segment 2 from the JRC.

• Technology Refresh:

o Complete release package for DFO Release 4, Corrections & Verification (C&V) Safety Computer 

Validation. (APB milestone)

o Field new Safety Computer at first and last WAAS Master Station (WMS). (APB milestones)

o Complete DFO Release 5 deployment and integration of GEO 6 into operational WAAS.

o Award contract for new generation Signal Generator (SIGGEN).

o Complete release package for DFO Release 5, GUS Processor Type 1 (GPT) Safety Computer Validation 

and GEO 6. (APB milestone)

o Release DFO, Segment 2 SIR.

o Complete Maintenance Release development and deployment to include antenna position updates as well 

as minor software modifications necessary to continue WAAS operations.

• NAS Implementation: 

o Develop and publish 25 WAAS LPV/LP approach procedures with possible additional LPV procedures due 

to changes in Flight Standards criteria.

• Technology Evolution: 

o Develop technical papers and reports in support of RTCA development and evaluation of Dual Frequency 

MOPS.

o Develop prototype of ARAIM offline ground monitors.

• GEO Satellite Acquisition: 

o Complete GEO 7 Preliminary Design Review (PDR).

Wide Area Augmentation System (WAAS) – Phase IV Segment 2 (N12.01-08):

• None.

Program Plans FY 2020 – Performance Output Goals

Wide Area Augmentation System (WAAS) – Phase IV Segment 1 (N12.01-07):

• None.

Wide Area Augmentation System (WAAS) – Phase IV Segment 2 (N12.01-08):

• Technology Refresh:

o Conduct WAAS Phase IV Segment 1 Post Implementation Review.

o Complete design changes for new GUS receiver and SIGGEN. 

o Award DFO Segment 2 Contract.

o Complete Maintenance Release development and deployment to include antenna position updates as well 

as minor software modifications necessary to continue WAAS operations.

• NAS Implementation: 

o Develop and publish 25 WAAS LPV/LP approach procedures with possible additional LPV procedures due 

to changes in Flight Standards criteria.

• Technology Evolution: 

o Complete design of L5 algorithm changes.

o Establish draft MOPS for ARAIM and conduct testing of ARAIM system elements.

o Develop draft Dual Frequency Multiple Constellation SBAS MOPS.

• GEO Satellite Acquisition: 

o Complete GEO 7 Critical Design Review (CDR).

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Program Plans FY 2021 – Performance Output Goals

Wide Area Augmentation System (WAAS) – Phase IV Segment 1 (N12.01-07):

• None.

Wide Area Augmentation System (WAAS) – Phase IV Segment 2 (N12.01-08):

• Technology Refresh:

o Output goals to be developed at FID.

• NAS Implementation: 

o Develop and publish 25 WAAS LPV/LP approach procedures with possible additional LPV procedures due 

to changes in Flight Standards criteria.

o Initiate Industry Partnership to expand WAAS to a new aviation sector.

• Technology Evolution: 

o Conduct integrated testing of ARAIM.

o Conduct L5 algorithm testing with avionics and prototype WAAS Dual Frequency Service.

o Use prototype avionics to validate system performance for WAAS L5 messages.

• GEO Satellite Acquisition:

o Complete integration and testing of GEO 7 ground components.

 

B, Global Positioning System (GPS) Civil Requirements, N12.03-01

 

Program Description

GPS Civil Requirements program provides system design and development for a network of GPS monitoring 

stations and processing facilities to monitor quality of the GPS signal for civil users. The Global Positioning System 

(GPS) is a satellite-based system that provides position, navigation, and timing (PNT) service for use by the U.S. 

government and world-wide users with no direct user charges. GPS provides two PNT services; the Precise 

Positioning Service, using the dual L1-C/A (L band signal - Coarse Acquisition) and L2 signals, and the Standard 

Positioning Service (SPS), using the single L1-C/A signal. Only the SPS is available for worldwide use by the civil 

community. The GPS program currently consists of second generation satellites (GPS-II) and the Operational 

Control Segment. GPS is entering a period of transition from GPS-II to the third generation satellites (GPS-III) and 

the modernized operational control segment (OCX).

The National Space-based PNT policy (NSPD-39) requires civil agencies to fund new and unique civil GPS 

capabilities beyond the civil signals already contained in the current GPS, which includes the L1C signal and civil 

signal monitoring. DOT is serving as the lead civil agency. 

The civil signal monitoring requirements are documented in the Civil Monitoring Performance Standard. 

Implementation of Civil Signal Monitoring will consist of system design and development activities performed by 

the GPS-III and OCX prime contractors, managed by the USAF GPS Directorate. The GPS Signal Monitoring 

system will consist of a worldwide network of 18-21 GPS monitor stations connected to two processing facilities. 

The monitor stations must be installed at worldwide geographically dispersed locations such that every GPS satellite 

can be continuously monitored from at least two monitor stations. The monitor stations will collect real-time 

measurements of the GPS signals from L1C, L1-C/A, L2C, and L5. L5 will be added on the next generation

satellites. The stations will forward this information to processing facilities where software algorithms will monitor 

the signal for accuracy, integrity, continuity, and availability of performance to verify modernized GPS is 

performing properly.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher, 

arrivals and departures.

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Relationship to Performance Metric

GPS-based navigation contributes to aircraft arrivals supporting average daily capacity for airports. GPS Civil 

Signal Monitoring enables GPS operators on the ground to quickly identify a civil signal anomaly and determine if 

the cause is due to either a satellite or a control segment failure and take corrective action to restore service. GPS 

Civil Signal Monitoring also enables the GPS community to assess the performance of civil signals to ensure that 

they meet the commitments made by the United States Government in the GPS SPS Performance Standard.

Program Plans FY 2017 – Performance Output Goals

• GPS technical oversight: MITRE support, Technical Assistance Support, Volpe, and National Coordination 

Office (NCO) support.

• Provide oversight of GPS safety assurance of the satellite vehicles and next generation OCX.

• Provide oversight of GPS spectrum protection analyses pertaining to GPS civil signals.

• Provide assessment of requirements and performance of modernized GPS signals and their impact on civil GPS

aviation applications.

• Perform configuration control functions for GPS Civil Applications office to include review and approval of all 

requests for change.

• Support program management reviews and design reviews for the satellite vehicle and OCX programs.

Program Plans FY 2018-2021 – Performance Output Goals

• None. 

 

2D04, RUNWAY VISUAL RANGE (RVR) & ENHANCED LOW VISIBILITY OPERATIONS (ELVO)

PROGRAM

FY 2017 Request $6.5M

• A, Runway Visual Range (RVR) – Replacement/Establishment, N08.02-00

• B, Enhanced Low Visibility Operations (ELVO) – Phase II, N08.03-01

A, Runway Visual Range (RVR) – Replacement/Establishment, N08.02-00

 

Program Description 

The RVR program replaces older RVR equipment with PC-Based RVR equipment. RVR provides air traffic 

controllers with a measurement of the visibility at key points along a runway; touchdown, midpoint and rollout. 

That data is used to decide whether it is safe to take off or land during limited visibility conditions. During reduced 

visibility weather conditions, RVR system measurements are used by Air Traffic to establish airport operating 

categories. Properly equipped aircraft with a trained crew may continue operations under reduced visibility 

Category I, Category II and Category III conditions. Depending on the category of approach, the runway may 

require multiple visibility sensors to achieve the lowest minimums. The acquisition of more visibility sensors are 

required for a Category II/III approach. Each category is defined by the lowest altitude at which a pilot is able to 

decide whether to land or abort (decision height) and visibility conditions on the runway.

• Category I operations may use a rollout sensor of an RVR system.

• Category II operations require a touchdown and rollout sensor of an RVR system.

• Category III operations require a touchdown, midpoint and rollout sensor of an RVR system.

The RVR decreases diversions and delays at an airport by providing an accurate measure of the runway visibility. 

The RVR information affects airline scheduling decisions and air traffic management decisions regarding whether 

flight plans should be approved for an aircraft to fly to or take off from an airport with low visibility. There are 280 

airports in the NAS that have RVR systems.

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The new-generation RVR and PC-based RVR are safer than the older systems, because the equipment is mounted on 

frangible structures that break away if accidently struck by an aircraft during take-off or landing. Replacement 

decisions are prioritized based on the level of activity at the airport and life-cycle issues. This program also 

provides equipment to upgrade qualified runways from Category I to a Category II/III precision approach. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

Older RVR systems are maintenance intensive, resulting in excessive downtime impacting airport capacity and 

reduces adjusted operational availability. The replacement or upgraded equipment requires less maintenance and 

repair time, which reduces system downtime, and supports the performance measure to maintain operational 

availability of the NAS. 

Program Plans FY 2017 – Performance Output Goals

• Procure eight RVR systems.

• Install RVR systems at eight locations. 

Program Plans FY 2018 – Performance Output Goals

• Procure eight RVR systems.

• Install RVR systems at eight locations.

Program Plans FY 2019 – Performance Output Goals

• Procure 12 RVR systems.

• Install RVR systems at 12 locations.

Program Plans FY 2020 – Performance Output Goals

• Procure 12 RVR systems.

• Install RVR systems at 12 locations.

Program Plans FY 2021 – Performance Output Goals

• Procure 12 RVR systems.

• Install RVR systems at 12 locations.

 

B, Enhanced Low Visibility Operations (ELVO) – Phase II, N08.03-01

 

Program Description

The Enhanced Low Visibility Operations (ELVO) program Phase II provides the equipment and procedures to allow 

for reduced minimums for landing and takeoff during periods of low visibility at selected airports. Phase 1 of the 

program established the criteria for low visibility operations and implemented more than 985 new procedures not 

requiring infrastructure investment. These reduced minimums require that visibility as measured by the Runway 

Visual Range (RVR) system be at or above the specified levels when Instrument Flight Rules (IFR) required under 

Instrument Meterological Conditions (IMC) exist. ELVO Phase II continues the work initiated by Flight Standards 

to put into place additional low visibility capabilities within the NAS. These additional capabilities include: 

RVR1800, Special Authorization (SA) Category (CAT) I, SA CAT II, and lower than standard IFR take off 

minimums. These low visibility flight operations were shown to provide significant additional benefit to operations 

and increase NAS efficiency. In addition to the lower than standard IFR take off minimums (as low as 500RVR), 

the table below shows the low visibility flight operations ELVO Phase II allows for landing. 

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Enhanced Low Visibility Operations (ELVO) – Lower RVR Minimums

Flight Operation Minimums Decision Height (DH) / 

Decision Altitude 

(DA)

Required Avionics 

CAT I 1800RVR 200 ft DA Flight Director; or Head-Up 

Display (HUD); or Autopilot

Special Authorization (SA) CAT I 1400RVR 150 ft DH HUD 

SA CAT II 1200RVR 100 ft DH Autoland or HUD

Examples of operational benefits realized from ELVO implementations:

• Portland International Airport (PDX) avoided diversion of 58 arrivals with ~3,700 passengers on Christmas 

Eve, 2009 using SA CAT I; 

• Operations continued at Boston Logan International when the primary runway was out of service and SA 

CAT II was implemented on the cross wind runway. This resulted in an estimated $5.7M in avoided delay 

costs while the primary runway was out of service. A recurring annual benefit of $530,000 is expected by 

providing an alternative runway when winds and visibility are unfavorable; and

• San Francisco has experienced a 22-25% increase in throughput through implementation of lower take off 

minima.

The low visibility conditions ELVO addresses often result from fog. These conditions can cause delays not only at 

the site of occurrence but at connecting sites, and throughout the NAS. If these delays are in the early part of the 

day, the NAS schedule impact through delayed, diverted, or cancelled flights can be significant. ELVO results in 

fewer disruptions to scheduled operations and reductions in secondary delays.

The program is baselined to provide ELVO capabilities at a minimum of 15 sites within the NAS at locations in 

need of additional CAT II level of service. Additionally, this program will support the congested New York/New 

Jersey (NY/NJ) region by implementing a regional approach within the next 5 years. The ELVO Program is a less 

expensive way to achieve CAT II level of service, because it relies on the advanced avionics onboard the aircraft, 

rather than investing in a CAT II Instrument landing System. Airports that would benefit from ELVO were 

identified for ELVO Phase II during Investment Analysis. Using the list of potential sites, the program schedule and 

key milestones will be updated annually to reflect the sites funded.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

Enhanced low visibility operations support the capacity metric by:

• Increasing the number of arrivals and/or departures during IMC;

• Decreasing the number of flight delays, cancellations, and/or diversions that occur during IMC conditions; 

• Allowing airlines to maintain schedule reliability in marginal weather conditions (since both the primary 

and alternate routes must be approved within the flight plan); 

• Providing SA CAT II more cost effectively and rapidly than Standard CAT II; and 

• Allowing airports that have only one CAT II/III runway to cost effectively add SA CAT II capability on an 

additional runway to provide back-up service.

Program Plans FY 2017 – Performance Output Goals 

• Initiate establishment of new low visibility services at a minimum of four locations.

• Obtain full operational capability for low visibility services at three sites.

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Program Plans FY 2018 – Performance Output Goals 

• Initiate establishment of new low visibility services at a minimum of four locations. (Prior year funds)

• Obtain full operational capability for low visibility services at three sites. (Prior year funds)

Program Plans FY 2019 – Performance Output Goals

• Obtain full operational capability for low visibility services at five sites. (Prior year funds)

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

2D05, APPROACH LIGHTING SYSTEM IMPROVEMENT PROGRAM (ALSIP)

FY 2017 Request $3.0M

Approach Lighting System Improvement Program (ALSIP) Continuation, N04.03-00 

Program Description

The ALSIP improves approach lighting systems built before 1975. It upgrades the equipment to current standards 

and reduces the potential severity of take-off and landing accidents by replacing rigid structures, and the entire 

approach lighting system, with lightweight and low-impact structures that collapse or break apart upon impact 

(frangible). There are approximately 30 Approach Lighting System with Runway Alignment Indicator Lights 

(MALSR) and 1 High Intensity Approach Lighting System with Sequenced Flashing Lights (ALSF-2) systems that 

do not meet the frangible requirements.

The ALSF-2 provides visual information on whether the pilot is aligned with the runway centerline, the aircraft’s 

height above the runway plane, roll guidance, and horizontal reference for Category II and III Precision Approaches. 

The MALSR provides the pilot with visual information on whether the aircraft is aligned with the runway, height 

perception, roll guidance, and horizontal references for Category I Precision and Special Authorization Category II 

Approaches. An operational MALSR or ALSF-2, in conjunction with an ILS, will support continued airport 

operations (with lower minimums) during conditions of low visibility. 

The number of installations indicated in the performance output goals reflects only the scheduled installations, the 

actual number will vary because FAA will take advantage of cost saving opportunities in coordinating needed 

replacements with airport financed projects and some replacements must be done on an emergency basis when 

existing systems are damaged.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

To meet current standards, this program replaces legacy rigid structure approach lighting systems with lightweight, 

low-impact frangible structures that collapse or break apart upon impact. This reduces both the potential damage to 

an aircraft, and the risk of a fatality, should a collision occur with a frangible structure during take-off or landing. 

Program Plans FY 2017 – Performance Output Goals

• Procure approximately five MALSR systems and ancillary equipment

• Complete MALSR replacement at approximately five locations.

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Program Plans FY 2018 – Performance Output Goals

• Procure approximately five MALSR systems and ancillary equipment.

• Complete MALSR replacement at approximately five locations.

Program Plans FY 2019 – Performance Output Goals

• Procure approximately five MALSR systems and ancillary equipment.

• Complete MALSR replacement at approximately five locations.

Program Plans FY 2020 – Performance Output Goals

• Procure approximately five MALSR systems and ancillary equipment.

• Complete MALSR replacement at approximately five locations.

Program Plans FY 2021 – Performance Output Goals

• Procure approximately five MALSR systems and ancillary equipment.

• Complete MALSR replacement at approximately five locations.

 

2D06, DISTANCE MEASURING EQUIPMENT (DME)

FY 2017 Request $3.0M

Sustain Distance Measuring Equipment (DME), N09.00-00

 

Program Description

DME is a radio navigation aid used by pilots to determine the aircraft’s slant distance from the DME location. The 

program is procuring and installing state-of-the-art DME systems to support replacement of DMEs that have 

exceeded their service life expectancy; establish new DMEs at qualifying airports; to relocate DME facilities; and 

establish DMEs in lieu of Instrument Landing System markers.

The program supports a Commercial Aviation Safety Team (CAST) recommendation to implement DME on various 

airport runways. The CAST includes FAA, airline and airport personnel, and it has identified 451 runway ends that 

require implementation of DME capability. These systems will support efforts to reduce the number of controlledflight-into-terrain (CFIT) accidents at the most vulnerable locations in the NAS. The FAA has agreed to implement 

the 177 highest priority CAST DME installations. 

For safety reasons, the aviation industry wants to discontinue using step-down non-precision approach procedures in 

which a pilot descends to the minimum allowable altitude to visually locate the runway. Using DMEs reduces the 

need for this type of approach. Due to the continuous ranging information provided by a DME, procedure designers 

have greater flexibility of where step down fixes are located and how many are needed; this leads to better 

specification and control over the vertical descent profile and reduces CFIT risk. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric

The new DME can respond to more than 250 interrogators from aircraft simultaneously without being saturated, 

potentially doubling the number of aircraft that can simultaneously interrogate a DME. The new configuration will 

eliminate the need for training and maintenance of multiple DME systems within the NAS, provide improved 

reliability compared to existing DME systems and have a positive impact on airport capacity.

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The new DME meets all user operational needs with increased capacity, efficiency, and predictability, while 

enhancing safety, mitigating environmental impacts, and operating in a seamless global environment by: 

• Increasing current interrogation capacity by 150%

• Reducing training and maintenance costs

• Eliminating the need for step-down non-precision approach procedures

• Reducing the need for off-airport facilities

• Providing a world-wide standard for navigation equipage

• Serving as a back-up system for GPS/WAAS

Program Plans FY 2017 – Performance Output Goals

• Procure 25 DME systems.

• Complete 25 DME establish/sustainment projects.

Program Plans FY 2018 – Performance Output Goals

• Procure 25 DME systems.

• Complete 25 DME establish/sustainment projects.

Program Plans FY 2019 – Performance Output Goals

• Procure 35 DME systems.

• Complete 35 DME establish/sustainment projects.

Program Plans FY 2020 – Performance Output Goals

• Procure 35 DME systems.

• Complete 35 DME establish/sustainment projects.

Program Plans FY 2021 – Performance Output Goals

• Procure 40 DME systems.

• Complete 40 DME establish/sustainment projects.

 

2D07, VISUAL NAVAIDS - ESTABLISH/EXPAND

FY 2017 Request $2.0M

Visual Navaids for New Qualifiers, N04.01-00 

Program Description 

This program supports the procurement, installation, and commissioning of Precision Approach Path Indicator 

(PAPI) systems and Runway End Identification Light (REIL) systems at new qualifying runways. 

A PAPI provides visual approach glide slope information to pilots and enables them to make a stabilized descent 

with a safe margin of approach clearance over obstructions. The PAPI system consisting of four light assemblies

arranged perpendicular to the edge of the runway. The PAPI system projects a pattern of red and white lights along 

the desired glide slope enabling pilots to confirm they are on the glide slope; and if not, to determine if they are 

above or below it to correct their rate of descent.

A REIL is a visual aid that provides the pilot with a rapid and positive identification of the approach end of a 

runway. The REIL system consists of two simultaneously flashing white lights, one on each side of the runway 

landing threshold.

The program also supports a Commercial Aviation Safety Team (CAST) recommendation to implement a visual 

glide slope indicator approach capability on various airport runways including those affected by Land and Hold 

Short Operations (LAHSO) requirements. The CAST includes FAA, airline and airport personnel, and it has 

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identified 781 runway ends that require implementation of a visual glide slope indicator approach capability. This 

capability will reduce the number of the controlled flight into terrain accidents during approach and landing.

LAHSO is an air traffic control tool used to increase airport capacity by allowing coordinated approaches on 

intersecting runways. Vertical guidance is required for air carrier operations on the hold short runway to avoid 

landing long and conflicting with operations on the other runway. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

Installing PAPI lights at both CAST and non-CAST locations enhances system safety by reducing the probability of 

a Controlled Flight into Terrain accident during approach and landing. Installing the REIL system reduces accidents 

because the system clearly identifies the runway end to the pilot, especially in the presence of multiple lights in the 

runway environment.

Program Plans FY 2017 – Performance Output Goals

• Procure five PAPI systems.

• Install PAPI systems at five locations.

Program Plans FY 2018 – Performance Output Goals

• Procure five PAPI systems.

• Install PAPI systems at five locations.

Program Plans FY 2019 – Performance Output Goals

• Procure five PAPI systems.

• Install PAPI systems at five locations.

Program Plans FY 2020 – Performance Output Goals

• Procure five PAPI systems.

• Install PAPI systems at five locations.

Program Plans FY 2021 – Performance Output Goals

• Procure five PAPI systems.

• Install PAPI systems at five locations.

 

2D08, INSTRUMENT FLIGHT PROCEDURES AUTOMATION (IFPA)

FY 2017 Request $9.4M

Instrument Flight Procedures Automation (IFPA) – Technology Refresh, Segment 1, 

A14.02-02 / Instrument Flight Procedures Automation (IFPA) – Technology Refresh, 

Segment 2, A14.02-03

 

Program Description 

IFPA is a suite of Information Technology tools, consisting of the Instrument Procedure Development System 

(IPDS), Instrument Flight Procedures (IFP) database, Airports and Navigations Aids database (AirNav), Obstacle 

Evaluation (OE) system, and the Automated Process Tracking System (APTS). These tools are used to develop and 

publish new and revised instrument flight procedures. IFPA includes functionality for developing approaches, 

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missed approaches, circling approaches, airways, and departures. In addition, IFPA contains an integrated obstacle 

evaluation application that replaces a manual dependent process. 

As additional runways are equipped to handle instrument operations, new and revised instrument flight procedures 

must be developed and published. New approach and departure procedures are being developed to take advantage 

of Required Navigation Performance (RNP) capabilities and GPS assisted approaches that can reduce the flight path 

distance before landing or after takeoff. FAA’s Aeronautical Navigation (AeroNav) Products directorate maintains 

more than 21,000 instrument flight procedures in use at over 4,000 paved runways. The procedures are available to 

pilots through a printed booklet and electronic media to determine the appropriate altitude, heading, and other 

information needed to fly precision and non-precision approaches and departures into and out of a selected airport. 

A technology refresh of IFPA hardware and software will be accomplished segments, according to the baselined 

lifecycle (FY 2012-2032). 

IFPA – Technology Refresh, Segment 1 (A14.02-02):

In November 2010, the IFPA Technology Refresh Segment 1 cost and schedule baseline was approved by the Joint 

Resources Council (JRC). Beginning in FY 2012 extending through FY 2016, the legacy APTS workflow software 

was planned to be replaced with new commercial-off-the-shelf (COTS) business process workflow software. The 

APTS system will be renamed to AeroNav Products Workflow System (APWS) during the technology refresh. The 

new APWS will complete replacement of the core workflow processes which flow and meter new IFP development 

requests, IFP amendments, IFP NOTAMs, and IFP Obstacle Evaluations (OE’s). APWS will provide new 

workflow processes associated with FAA’s NAV Lean initiative that streamlines the process for requesting, 

prioritizing, developing and implementing IFPs; and provide new business management functions integrated with 

the new workflow system. 

In FY 2013, the IPDS software tool was upgraded for COTS architecture changes, including conversion for the 

Windows-7 operating system, and was deployed in Q4 FY 2015. Technology Refresh of the IFPA server 

infrastructure began in FY 2013 and was completed in FY 2014.

While originally planned for completion in FY 2016, development of the APWS experienced technical difficulties in 

FY 2015. The APWS prime contractor experienced high rates of development and testing defects requiring 

additional funding which exceeded the program’s ability to absorb the cost within the approved baseline. The work 

was stopped in August 2015 and an assessment initiated to investigate options for continuing the program. In Q1 of 

FY2016, the program office obtained approval for a solicitation for a new solution. A revised program baseline to 

extend development of a new solution to Q4 FY 2018 will be presented to the JRC in FY 2016.

IFPA – Technology Refresh, Segment 2 (A14.02-03):

A study began in early FY 2015 to determine the type of computer equipment and associated software tools that will 

be included in the IFPA Technology Refresh Segment 2 effort and to develop a schedule with milestones for that 

segment. A final investment decision (FID) is planned for FY 2016 to coincide with expected JRC approval of the 

Segment 1 revised baseline. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric 

The IFPA system ensures continued progress toward increasing instrument flight procedures development and 

maintenance productivity. Approved capital investment business case productivity gains of 32% were achieved by 

FY 2011. IFPA continues to improve the quality of products through process reengineering and elimination of 

manual processes. It provides the ability to produce 250+ Performance Based Navigation (PBN) IFP’s annually, 

3,000+ IFP amendments annually, perform 70,000+ obstacle evaluations annually, and maintain a 1% production 

error rate. 

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Program Plans FY 2017 – Performance Output Goals

IFPA – Technology Refresh, Segment 1 (A14.02-02):

• Complete APWS Test Readiness Review (TRR).

IFPA – Technology Refresh, Segment 2 (A14.02-03):

• Complete IPDS Critical Design Review (CDR) for COTS software technology refresh. NOTE: All program 

milestones for FY 2017-21 will be determined and finalized in the Approved Program Baseline (APB) at FID in 

FY 2016.

Program Plans FY 2018 – Performance Output Goals

IFPA – Technology Refresh, Segment 1 (A14.02-02):

• Complete APWS Development Test (DT).

• Complete APWS Operational Test (OT).

• Complete APWS Initial Operating Capability (IOC).

IFPA – Technology Refresh, Segment 2 (A14.02-03):

• Complete Requirements Analysis and Documents from System Engineering efforts and begin software 

programming for COTS software technology refresh of IPDS. 

• Procure and install new IPDS computers.

Program Plans FY 2019 – Performance Output Goals

IFPA – Technology Refresh, Segment 1 (A14.02-02):

• None.

IFPA – Technology Refresh, Segment 2 (A14.02-03):

• Complete Development Test (DT) of COTS software technology refresh for IPDS. 

• Procure and install computer monitors. 

• Complete technology refresh of server infrastructure.

Program Plans FY 2020 – Performance Output Goals

IFPA – Technology Refresh, Segment 1 (A14.02-02):

• None.

IFPA – Technology Refresh, Segment 2 (A14.02-03):

• Complete Operational Test (OT) for IPDS. 

Program Plans FY 2021 – Performance Output Goals

IFPA – Technology Refresh, Segment 1 (A14.02-02):

• None.

IFPA – Technology Refresh, Segment 2 (A14.02-03):

• Achieve Initial Operating Capability (IOC) for IPDS. (Prior year funding) NOTE: All program milestones for 

FY 2017-21 will be determined and finalized in the APB at FID in FY 2016.

System Implementation Schedule

 

Instrument Flight Procedures Automation (IFPA) - 

Technology Refresh 1

First site IOC: June 2007 -- Last site IOC: September 2012 IFPA

First TR Enhancement: September 2013 -- Last TR Enhancement: TBD TR Seg 1

2015 2020 2025

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2D09, NAVIGATION AND LANDING AIDS – SERVICE LIFE EXTENSION PROGRAM (SLEP)

FY 2017 Request $3.0M

Navaids – Sustain, Replace, Relocate, N04.04-00

 

Program Description

This program sustains and/or replaces Approach Lighting Systems (ALS) at sites where there is a high risk for 

failure of these systems and where failure would result in increased visibility minima which can cause NAS 

schedule impact through delayed, diverted, or cancelled flights not only at the site of occurrence but at connecting 

sites, and throughout the NAS. The ALS include Medium Intensity Approach Lighting System with Runway 

Alignment Indicator Lights (MALSR) for Category I approaches and High Intensity Approach Lighting System with 

Sequenced Flashing Lights (ALSF-2) for Category II/III approaches.

Instrument Landing Systems (ILS) will be replaced at airports that provide less than 0.25% of total US 

enplanements and at airports with less than 0.50% of total US non-military itinerant operations. ILS components 

include electronic devices such as localizers, glide slopes and marker beacons. In some cases, Mark-1F ILSs that 

are removed from an airport will be relocated and installed at another airport to replace existing Mark-1D and Mark1E ILSs.

This program also replaces Runway End Identifier Lights (REIL); a visual aid that provides the pilot with a rapid 

and positive identification of the approach end of a runway. The REIL system consists of two simultaneously 

flashing white lights, one on each side of the runway landing threshold. 

In addition, this program supports the Replacement Lamp Monitoring System (RLMS) project which provides 

service life extension for ALSF-2 (CAT II/III systems) by replacing the constant current regulators and installing an 

improved monitoring system at some locations. These changes have successfully increased the system’s adjusted 

operational availability from 98.4 to 98.7.

This program also supports product improvements, modifications, and technology upgrades to visual lighting system 

components. Ongoing efforts include:

• Improve approach lighting system semi-flush fixtures;

• Replace existing MALSR green threshold and white steady burning lights with LED lights; and

• Replace existing ALSF-2 threshold light bar lamp holder fixtures that are susceptible to misalignment 

caused by jet blast.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The older electronic guidance systems and lighting systems are maintenance intensive, resulting in excessive 

downtime, which negatively impacts airport capacity. Replacement or upgraded equipment requires less 

maintenance and repair time, reducing system downtime and contributing to maintaining the operational availability 

of the NAS. 

Program Plans FY 2017 – Performance Output Goals

• Procure three ALSF-2 RLMS kits.

• Complete approximately three ALSF-2 RLMS installations.

• Complete approximately 10 REIL replacement projects.

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Program Plans FY 2018 – Performance Output Goals

• Complete two ILS replacement projects.

• Procure three ALSF-2 RLMS kits.

• Complete approximately three ALSF-2 RLMS installations.

• Replace approximately 10 REIL replacement projects.

Program Plans FY 2019 – Performance Output Goals

• Complete approximately four ILS replacement projects.

• Complete approximately two MALSR replacement projects. 

• Procure five ALSF-2 RLMS kits.

• Complete approximately five ALSF-2 RLMS installations. 

• Complete approximately 10 REIL replacement projects.

Program Plans FY 2020 – Performance Output Goals

• Complete approximately eight ILS replacement projects.

• Complete approximately two MALSR replacement projects.

• Procure six ALSF-2 RLMS kits.

• Complete approximately six ALSF-2 RLMS installations.

• Complete approximately 10 REIL replacement projects.

Program Plans FY 2021 – Performance Output Goals

• Complete approximately eight ILS replacement projects.

• Complete approximately two MALSR replacement projects.

• Procure six ALSF-2 RLMS kits.

• Complete approximately six ALSF-2 RLMS installations.

• Complete approximately 10 REIL replacement projects.

 

2D10, VASI REPLACEMENT – REPLACE WITH PRECISION APPROACH PATH INDICATOR

FY 2017 Request $5.0M

Replace Visual Approach Slope Indicator (VASI) with Precision Approach Path Indicator 

(PAPI), N04.02-00

 

Program Description 

The International Civil Aviation Organization (ICAO) has recommended that all international airports replace the 

Visual Approach Slope Indicator (VASI) lights with Precision Approach Path Indicators (PAPI) lights. This 

standardizes the equipment used by pilots to visually determine they are on the proper glide slope for landing. The 

program supports the procurement, installation, and commissioning of PAPI systems in order to comply with this 

ICAO recommendation.

The VASI and PAPI systems have a set of lights that are arranged so that the pilot sees all red lights when the 

aircraft is below the glideslope and all white lights when the aircraft is above the glideslope. This visual reference 

helps the pilot maintain the appropriate descent rate to the runway.

At the inception of this program, there were approximately 1,387 older (pre-1970’s) VASIs at international and 

other validated locations requiring replacement. There are now 877 VASI systems remaining in the NAS. The first 

priority of the program is to replace VASI systems at approximately 329 ICAO designated runway ends. This will 

be completed in fiscal year 2018. The replacement of the remaining VASI systems at non-ICAO airports in the 

NAS will be completed in fiscal year 2051. 

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Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Metric

Replacing VASI with PAPI improves on-time performance by increasing the availability of the visual approach 

slope guidance systems used to help pilots touch down at the appropriate location on the runway. 

Program Plans FY 2017 – Performance Output Goals

• Procure 18 Precision Approach Path Indicator systems.

• Replace the Visual Approach Slope Indicator lights with Precision Approach Path Indicators lights at 18 

locations. 

Program Plans FY 2018 – Performance Output Goals

• Procure 18 Precision Approach Path Indicator systems.

• Replace the Visual Approach Slope Indicator lights with Precision Approach Path Indicators lights at 18 

locations. 

Program Plans FY 2019 – Performance Output Goals

• Procure 36 Precision Approach Path Indicator systems.

• Replace the Visual Approach Slope Indicator lights with Precision Approach Path Indicators lights at 36 

locations. 

Program Plans FY 2020 – Performance Output Goals

• Procure 36 Precision Approach Path Indicator systems.

• Replace the Visual Approach Slope Indicator lights with Precision Approach Path Indicators lights at 36 

locations.

Program Plans FY 2021 – Performance Output Goals

• Procure 54 Precision Approach Path Indicator systems.

• Replace the Visual Approach Slope Indicator lights with Precision Approach Path Indicators lights at 36 

locations.

 

2D11, RUNWAY SAFETY AREAS – NAVIGATION MITIGATION

FY 2017 Request $14.0M

Runway Safety Area – Navigation Mitigation, N17.01-01

 

Program Description 

The FAA’s runway safety program improves the overall safety of the Runways and Runway Safety Area (RSA). 

The RSA must be free of all objects that are three inches above the grade and are not frangible. The relocation or 

removal of existing rigid objects will decrease the potential for damage to aircraft and minimize injuries or fatalities 

to aircraft passengers and crew members if an aircraft has to use the RSA in an emergency. One key element of this 

program is RSA Sterilization which includes provisions for clear areas, surface drainage, and weight supportability. 

The FAA currently owns and operates numerous NAVAIDs that need to be modified to satisfy the language of Title 

14 Code Federal Regulations (CFR) Part 139 (Certification of Airports). Although measured incremental progress 

has been made to restructure these FAA-owned NAVAIDs, a concerted, focused initiative will be necessary to 

comply with the current RSA airport design standards by December 31, 2015. Legislation requires FAA to report 

on the agency’s progress toward RSA improvements. 

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The program corrects FAA-owned NAVAIDs in RSAs by taking action on those navigation systems that are not in 

compliance with the RSA requirements. The scope of the work to be accomplished will range from the installation 

of frangible connections on identified structures to the relocation of facilities within RSA if no other solution is 

available. The FAA is committed to clearing all safety improvements by December 31, 2018.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

RSA compliance provides a measure of safety to reduce the extent of personal injury and/or aircraft damage in the 

unlikely event an aircraft should unintentionally leave a runway or RSA, either before takeoff or during/following 

landing, by relocating or removing existing rigid objects that pose a potential hazard. This program will modify any 

FAA-owned equipment that does not conform to current RSA standards to ensure compliance with Part 139 in Title 

14 of the US CFR. 

Program Plans FY 2017 – Performance Output Goals

• Complete 70 Facilities & Equipment (F&E)-funded RSA improvements.

Program Plans FY 2018 – Performance Output Goals

• Complete 11 F&E-funded RSA improvements.

Program Plans FY 2019-2021 – Performance Output Goals

• None.

 

2D12, NAVAIDS MONITORING EQUIPMENT

FY 2017 Request $2.0M

NAVAIDS Monitoring Equipment, M08.41-02

 

Program Description

The Navaids Monitoring Equipment (NME) program will deploy a system that provides consolidated monitoring 

and control of navigational aid equipment by replacing multiple independent control and monitoring units located in 

air traffic control towers with a single integrated interface. NME will consist of a display located in the tower that 

interfaces to various navigational aids such as instrument landing systems (ILS), runway visual range (RVR) 

equipment, runway end identifier lights (REIL), precision approach path indicator (PAPI) light arrays, and airport 

lighting systems that are located on the airfield. By monitoring NME system displays, air traffic control specialists 

and technical operations will have the ability to change the state and status (e.g. on/off, brightness) of Navaid 

equipment. Through consolidated monitoring using NME system displays, technical operations will be able to more 

efficiently monitor the state and condition of Navaids equipment. 

The NME program will provide efficiencies by combining the control and monitoring functionality currently being 

provided by legacy systems into a single solution with one common software, training and logistics platform. The 

NME system will be installed at approximately 32 airports across the NAS. 

An Investment Analysis Readiness Decision (IARD) is planned for September 2016, Initial Investment Decision 

(IID) for September 2017 and Final Investment Decision (FID) for September 2018.

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Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily airport capacity for Core airports of 57,975, or 

higher, arrivals and departures.

Relationship to Performance Metric

The NME system will provide an interface to navigational aid equipment that is used by air traffic controllers and 

pilots during daily arrivals and departures at airports throughout the NAS. The NME system will be deployed at 

certain core airports and will assist in maintaining average daily airport capacity by providing an integrated display 

that will be used by air traffic controllers to monitor and control multiple navigational aid systems such as ILS, RVR 

equipment, and PAPI from a single location. Air traffic control will be able to configure the interfaced navigational 

aids equipment to support multiple airport flows. The NME system will also be responsible for managing the 

interlocking functionality of the instrument landing systems to ensure that frequencies on the opposing ends of 

runways are not transmitted concurrently. 

Program Plans FY 2017 – Performance Output Goals

• Complete Initial Program Requirements Document (iPRD).

• Complete Business Case Analysis Report (BCAR).

• Complete Initial Implementation Strategy and Planning Document (ISPD).

• Achieve IID.

Program Plans FY 2018 – Performance Output Goals

• Complete Final Program Requirement Document (fPRD).

• Complete Final Business Case Analysis Report (BCAR).

• Complete Final Implementation Strategy and Planning Document (ISPD).

• Achieve FID.

• Award NME contract for system development and implementation.

• Begin system development.

Program Plans FY 2019 – Performance Output Goals

• Output goals will be developed at FID.

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

E: Other ATC Facilities Programs

2E01, FUEL STORAGE TANK REPLACEMENT AND MANAGEMENT

FY 2017 Request $22.7M

Fuel Storage Tank Replacement Management, F13.01-00

 

Program Description

The FAA Fuel Storage Tank (FST) Replacement and Management program replaces, modernizes, upgrades, and 

sustains bulk liquid and pressure vessel storage systems that support FAA operations across the NAS. The FST 

systems include the storage tank (both above ground and underground tanks containing a variety of liquids: gasoline, 

diesel, propane, oils, glycol, etc.); the flow control devices (pipe, hoses, pumps, valves, etc.); electronic leak 

detection and inventory control devices (fuel monitoring systems); and electronic/electrical system operation devices 

(control boards, technician operations stations, switched relays, etc.). The FAA active tank system inventory 

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includes over 3,800 units that must store and provide adequate fuel for the systems being supported and be 

prevented from leaking. Historical data is retained on over 1,900 previously closed/removed systems. 

The majority of FAA storage tanks support electrical generator operations. Standby generators provide NAS 

facilities with an alternative power supply during periods of commercial power outages. Prime generators provide 

the sole source electrical power for NAS operations where no commercial power is available. A loss of integrity on 

any FST component will affect the operation of the generator systems which could ultimately result in a total loss of 

power at an air traffic control facility.

Fuel storage tanks contain substances that if accidentally released could cause an adverse environmental impact or 

result in personal injury. In response to the risk of accidental release, the federal government, various state 

legislatures, county governments and city jurisdictions have passed statutes specifying the minimum requirements 

for the construction, installation, removal, operation and maintenance of storage tank systems. Additional 

regulations have been established by state, local and international building codes, fire protection codes, airport 

operating authority requirements and Occupational Safety and Health Administration (OSHA) mandates. Failure to 

comply with all elements of these regulatory requirements exposes FAA to the risk of fines and other penalties 

including loss of the right to use or refill the systems.

Program costs are based on an average 20 year system lifecycle for FST systems. Annually; an average of 190 FST 

system replacements are required to sustain the portfolio and maintain NAS operational integrity. System 

components have differing lifecycles so component replacements continue during full 20 year system lifecycles. 

Additionally, changes in the regulatory environment require immediate response to assure fielded units meet current 

standards. This program is included in the ATC Facilities Sustainment Strategic Plan. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The FST Replacement and Monitoring program reduces the potential for delays by ensuring uninterrupted service of 

navigation aids, automation systems and other air traffic control systems due to a loss of power. Fuel system 

component replacements are prioritized based on a successful ranking application, which evaluates the system’s 

critical operation requirements to assure operational availability is sustained. Fuel systems are electronically 

monitored to assure system integrity and to minimize adverse impacts to personal and environmental safety.

Program Plans FY 2017-2021 – Performance Output Goals

• Replace, modernize or upgrade 114 fuel systems per year at facilities selected under the FST Program 

Prioritization Scheme and validated through the Air Traffic Control Facilities / Engineering Services 

(ATCF/ES) directorate Portfolio Model.

 

2E02, UNSTAFFED INFRASTRUCTURE SUSTAINMENT

FY 2017 Request $40.5M

Unstaffed Infrastructure Sustainment (UIS), F12.00-00

 

Program Description 

There are approximately 12,500 unstaffed facilities within the NAS. The Unstaffed Infrastructure Sustainment 

(UIS) program provides for the modernization of NAS buildings, structures, supporting electrical and heating/air 

conditioning equipment, and other real property assets that make up each facility. This helps to ensure the reliable 

delivery of Air Traffic Control services and is an important component of the ATC Facilities Sustainment Strategic 

Plan.

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A portfolio analysis of unstaffed facilities revealed that many:

• Are not compliant with applicable FAA regulations and standards;

• Cannot protect vital air traffic control systems or equipment against premature failure due to Environmental 

impacts (e.g., roof leaks, air conditioner failures, etc.);

• While operable, have a fair to poor overall facility condition index (FCI) (Good Condition is 1.0 – 0.95, 

Fair Condition is 0.95 – 0.90, Poor Condition is below 0.90);

• Have impaired or poor facility accessibility, and;

• Have very old radio towers / tower components that need major modernization or replacement.

The UIS program includes the replacement and/or upgrade of real property and unstaffed structures. These projects 

include upgrades, modernizations, refurbishments, and replacements of:

• NAS antenna and equipment towers;

• Heating, ventilating, and air conditioning (HVAC) equipment;

• Buildings and shelters;

• Roofs;

• Electrical panels and distribution wiring;

• Locks and alarm sensors and lighting;

• Access roads, grounds, fencing, and; 

• Safety components including ladders and railings.

Infrastructure improvements help protect electronic equipment to ensure the reliable delivery of air traffic services.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The FAA Unstaffed Infrastructure Sustainment Program supports the FAA’s Strategic Priority to Deliver Benefits 

through Technology and Infrastructure by renovating or replacing existing FAA-owned unstaffed facilities and 

structures serving the NAS. The NAS requires reliable and continuous operation of surveillance, navigation, 

communication, and weather equipment. In addition, the infrastructure protects the electronic equipment from 

weather hazards, radio interference, and unauthorized entry. Failure of the infrastructure can result in NAS 

equipment failures, which may result in a reduction of available capacity to the NAS. 

 

Program Plans FY 2017 – Performance Output Goals

• Complete 150 unstaffed infrastructure projects located in all three service areas for Communication, 

Navigation, Surveillance, and Support Services.

• Replace 120 antenna towers to improve maintenance and safety conditions for FAA employees.

Program Plans FY 2018 – Performance Output Goals

• Complete 150 unstaffed infrastructure projects located in all three service areas for Communication, 

Navigation, Surveillance, and Support Services.

• Replace 120 antenna towers to improve maintenance and safety conditions for FAA employees.

Program Plans FY 2019 – Performance Output Goals

• Complete 150 unstaffed infrastructure projects located in all three service areas for Communication, 

Navigation, Surveillance, and Support Services.

• Replace 120 antenna towers to improve maintenance and safety conditions for FAA employees.

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Program Plans FY 2020 – Performance Output Goals

• Complete 150 unstaffed infrastructure projects located in all three service areas for Communication, 

Navigation, Surveillance, and Support Services.

• Replace 120 antenna towers to improve maintenance and safety conditions for FAA employees.

Program Plans FY 2021 – Performance Output Goals

• Complete 160 unstaffed infrastructure projects located in all three service areas for Communication, 

Navigation, Surveillance, and Support Services.

• Replace 120 antenna towers to improve maintenance and safety conditions for FAA employees.

 

2E03, AIRCRAFT RELATED EQUIPMENT PROGRAM

FY 2017 Request $13.0M

• A, Aircraft Related Equipment (ARE) Program, M12.00-00

• B, NextGen Flight Simulation Testing and Research Technologies (Flight START) – Technology Refresh 

Program - Additional Projects, M12.01-04

A, Aircraft Related Equipment (ARE) Program, M12.00-00

 

Program Description 

The Aircraft Related Equipment (ARE) program supports the FAA’s worldwide Flight Inspection (FI) mission to 

evaluate and certify Instrument Flight Procedures (IFPs) and ground-based and space-based navigational equipment. 

This mission includes some facilities for the Department of Defense, other Federal, State, private, and international 

customers. The FAA is currently operating a fleet of 29 FAA-owned and two leased aircraft to support the Flight 

Inspection Services (FIS) mission. The aircraft consist of: 17 Beechcraft 300; 5 Learjet 60; 6 Challenger 600 series; 

1 Gulfstream IV; and 2 Citation XL (leased). The Gulfstream IV and the leased aircraft are operated by the 

Washington Flight Program (Hangar 6) at Ronald Reagan Washington National Airport. The ARE program outfits 

and updates the FIS aircraft fleet with the systems required for inspecting, certifying, modernizing and sustaining the 

NAS and to meet NextGen requirements. The FIS aircraft must also be equipped with modern avionics to operate in 

the evolving global environment.

The ARE program provides FI aircraft with specialized test equipment to meet current and future performance 

requirements such as the Automated Flight Inspection System (AFIS) and the Next Generation Automated Flight 

Inspection System (NAFIS). ARE also provides a communication system for data gathered while airborne. The 

Flight Operations Management System (FOMS) is used to schedule and manage the inspection process and to 

handle the dissemination of post flight inspection results. 

The new test equipment and avionics provides the capability for the flight validation & inspection of:

• Wide Area Augmentation System (WAAS)/Localizer Performance with Vertical Guidance (LPV/LP)

approaches;

• Required Navigation Performance (RNP) IFPs;

• Area Navigation (RNAV) Standard Instrument Departures (SIDs);

• RNAV Standard Terminal Approach Routes (STARs);

• Distance Measuring Equipment (DME/DME) and Global Positioning System (GPS) routes;

• Automatic Dependent Surveillance – Broadcast (ADS-B);

• Wide Area Multilateration (WAM); and

• GPS Landing System (GLS).

The ARE program is grouped into three activities:

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Aircraft Modernization:

Projects support avionics technology refresh and new/changing regulatory requirements for operating aircraft in 

domestic and international airspace. 

Flight Inspection System (Sustainment):

Projects support mission equipment technology refresh and new/changing regulatory requirements necessary to 

continue flight inspection of legacy NAS systems.

Flight Inspection System Modernization:

Projects support new mission equipment requirements and new/changing regulatory requirements necessary to 

provide flight inspection of Performance Based Navigation and implementation of evolving NextGen systems.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The FAA sustains system availability by ensuring the accuracy of navigational aid electronic signals, as well as 

validating and certifying the approach/departure flight procedures and terminal routes at all airports within the NAS 

and at military facilities world-wide. To perform this mission the fleet of FI aircraft must be modernized and 

updated to be compatible with the latest equipment and procedures. In FY 2015, a total of 12,926 flight inspections 

were conducted of existing ground-based navigational aids and existing IFPs and 1,107 had reportable 

discrepancies. This equates to 8.6% of published IFPs and associated ground-based navigational aids requiring 

further attention. A total of 2,496 IFPs required flight inspection in order to publish a new or amended flight 

procedure. The results of those flight inspections required 431 IFPs to be adjusted or were found to be 

unsatisfactory. Of the new or amended IFPs, 17.3% required correction and thereby avoided potentially unsafe IFPs 

from being published.

Program Plans FY 2017 – Performance Output Goals

Aircraft Modernization: 

• Acquire, install, or complete:

o Equipment to establish connected aircraft based on the multi-fleet, multi-year schedule updated in FY

2016.

o ADS-B Transponders for the Beech 300 fleet.

o Transponder Attenuator replacements for all Beech 300 aircraft.

o Inertial Reference Unit (IRU) update for the one Challenger 604 and three Challenger 601 aircraft.

o Advanced Avionics package on one of two Challenger 605 aircraft.

o Very High Frequency (VHF) and GNSS Radio Frequency Interference (RFI) sensors for the Beech 300 and 

Challenger 600-series aircraft.

o Interior modification and FANS 1A+ avionics package for the one Challenger 604 aircraft.

Flight Inspection System Sustainment: 

• Execute NAFIS interim updates for deployed aircraft.

Flight Inspection System Modernization: 

• Deploy NAFIS Phase II on seven Beech 300 aircraft.

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Program Plans FY 2018 – Performance Output Goals

Aircraft Modernization: 

• Acquire, install, or complete:

o Equipment to establish connected aircraft based on the multi-fleet, multi-year schedule updated in FY

2017.

o ADS-B Transponders for the Beech 300 fleet.

o Global Navigation Support System (GNSS) Landing System (GLS) CAT II/III equipment for Challenger 

600-series.

o Heads Up Display (HUD) / Enhanced Vision System (EVS) for the two Challenger 605 aircraft.

o Advanced Avionics package on one of two Challenger 605 aircraft.

o Fusion avionics upgrade on the one Challenger 604 aircraft.

o Very High Frequency (VHF) and GNSS Radio Frequency Interference (RFI) sensors for the Beech 300 and 

Challenger 600-series aircraft.

o Flight Inspection Transponder & Lo-Power Selection for the two Challenger 605 aircraft.

Flight Inspection System Sustainment: 

• Complete NAFIS updates for deployed aircraft.

Flight Inspection System Modernization: 

• Deploy NAFIS Phase II on two Beech 300 aircraft.

Program Plans FY 2019 – Performance Output Goals

Aircraft Modernization: 

• Acquire, install, or complete:

o Equipment to establish connected aircraft based on the multi-fleet, multi-year schedule updated in FY

2018.

o ADS-B Transponders and Controller Pilot Data Link Capability (CPDLC) for the three Challenger 601 

aircraft.

o GPS antennas to include the L5 band on all aircraft types. 

Flight Inspection System Sustainment:

• Install NAFIS Phase II updates for the fleet.

• Install NAFIS Phase II Block Upgrades.

Program Plans FY 2020 – Performance Output Goals

Aircraft Modernization: 

• Acquire, install, or complete:

o Equipment to establish connected aircraft based on the multi-fleet, multi-year schedule updated in FY 

2019.

o Flight Management System (FMS) upgrade for the Beech 300 fleet.

o Avionics system upgrades for the Challenger 601 fleet and the Lear 60 fleet.

Flight Inspection System Sustainment: 

• Install NAFIS Phase II updates for the fleet.

Program Plans FY 2021 – Performance Output Goals

Aircraft Modernization: 

• Acquire, install, or complete:

o FMS upgrade for the Beech 300 fleet based on the multi-year schedule established in FY 2020.

o Avionics system upgrades for the Challenger 601 fleet and the Lear 60 fleet based on the multi-year 

schedule established in FY2020.

Flight Inspection System Sustainment: 

• Install NAFIS Phase II updates for the fleet.

 

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B, NextGen Flight Simulation Testing and Research Technologies (Flight START) –

Technology Refresh Program - Additional Projects, M12.01-04

 

Program Description

The NextGen Flight Simulation Testing and Research Technologies Technology Refresh Program will upgrade 

specific components of the Boeing and Airbus aircraft simulators used by the Flight Operations Simulation Branch. 

The FAA is responsible for approving special instrument approach procedures and the introduction of new concepts 

and technologies for aircraft navigation. The upgrade of these aircraft simulators will enable FAA to analyze and 

test the viability of new concepts and technologies and develop appropriate regulations for their use in the NAS.

The FAA acquired a Boeing narrow-body simulator (M12.01-01) and an Airbus wide-body Fly-By-Wire (FBW) 

simulator (M12.01-02) to support the implementation of new technology and changes to procedures. Both are 6-

axis, full flight aircraft simulators that are configurable to the performance and handling characteristics of a narrowbody aircraft with two jet engines (Boeing 737), or a wide-body aircraft with two/four jet engines (A330/A340), 

utilizing electronic FBW flight control technologies. In Q4 FY 2015 the FAA installed an A320 flight package 

capability into the existing Airbus 330/340 simulator as part of the M12.01-03 CIP program. 

The Airbus A320/330/340 simulator with side-stick control complements the narrow-body Boeing 737-800 next 

generation 6-axis full flight aircraft simulator in performing realistic, high fidelity operational evaluation activities to 

support vital research and development projects such as Closely Spaced Parallel Operations, Required Navigation 

Performance, and Human-in-the-Loop (HITL) pilot/controller/aircraft terminal operations performance. 

A final investment decision (FID) is planned in FY 2017 for approval of the specific software or components to be 

replaced or upgraded in each simulator scheduled for technology refresh. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9-year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

The flight simulators improve air safety by providing the FAA with the capability to conduct NextGen operational 

evaluations on the impact of introducing new technologies and integrating advanced systems within the NAS. The 

simulators can also be connected with an air traffic control lab to support on-going and future research and 

development projects to provide Flight Standards Service regulators with analysis data to ensure the safe 

implementation of new technologies. The aircraft simulators will improve safety by providing accident 

investigators, other inspectors, and analysts with the capability to replicate and analyze both incident and trend data 

for potential input and evaluation of procedure and/or equipment modifications.

Program Plans FY 2017 – Performance Output Goals

• Purchase and install the Boeing 737 MAX features; Roll Control Alerting System (RCAS), updated Cockpit 

Display System software.

• Purchase and install latest Flight Management System version for the Boeing simulator.

• Complete update of the High Level Architecture for both simulators; integrate the NextGen Prototyping 

Network (NPN).

• Complete update of the Boeing Motion system. 

Program Plans FY 2018 – Performance Output Goals

• Purchase and install updated Visual System for both simulators. 

• Complete update of the High Level Architecture for both simulators.

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Fiscal Years 2017-2021 Activity 2

Program Plans FY 2019 – Performance Output Goals

• Purchase and install the upgraded input/output Interface (currently R3, transition to XR) including a new host 

computer for the Airbus simulator.

• Purchase and install the latest industry standard aircraft flight data update for the A320 Flight Package.

• Purchase and install the latest industry standard aircraft flight data update for the A330 Level D simulator.

• Complete FAA training for the updated I/O (XR) interface.

Program Plans FY 2020 – Performance Output Goals

• Purchase and install the upgraded input/output interface (XR) including a new host computer for the Boeing 

simulator.

• Complete update of the High Level Architecture (XR) for both simulators.

Program Plans FY 2021 – Performance Output Goals

• Purchase and install A320 New Engine Operations Flight Package.

• Purchase and install A330 New Engine Operations Level D simulator update.

• Purchase and install the Boeing 737 Max 8 update.

 

2E04, AIRPORT CABLE LOOP SYSTEMS – SUSTAINED SUPPORT

FY 2017 Request $8.0M

Airport Cable Loop Systems Sustained Support, F10.00-00

 

Program Description 

This program replaces existing on-airport, copper-based, FAA-owned signal/control cable lines that have 

deteriorated. These lines feed airport surveillance radar, air/ground communications, and landing systems data and 

information to the tower, and operational and maintenance information to FAA-staffed facilities. The primary 

emphasis will be on projects at airports with high traffic counts and enplanements. The obsolete underground 

telecommunications cable infrastructure systems are vulnerable to failure and could cause flight delays related to 

outages. Where cost-effective, the program will install fiber-optic cable in a ring formation to provide redundancy 

and communications diversity. The ring configuration allows information to flow from either side if there is a break 

in the cable. The airport cable loop program takes advantage of opportunities to save cost by coordinating projects 

with major construction projects (e.g. tower relocations and runway projects).

Aeronautical Mobile Airport Communications System (AeroMACS) is an all Internet Protocol (IP) based wireless 

broadband network. AeroMACS typically consists of Commercial-Off-The-Shelf (COTS) base stations and mobile 

subscriber units equipped with small-sized antennas and standardized air interfaces. AeroMACS can be installed at 

FAA locations for airport surface communications as it provides extremely reliable high-density data rates at a low 

cost to the FAA.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

Airport Cable Loop Systems Sustained Support will reduce the number of unplanned outages attributed to 

deteriorating on-airport copper cables by replacing existing unsupportable communications equipment and 

deteriorated FAA-owned underground cable. The program improves signaling and communications, which allows 

for increased operational availability of infrastructure systems. There have been 981 delays associated with cable 

loop outages from 1998 to 2012 for the 35 largest airports in the NAS. The number of associated delays has 

decreased an average of 2% annually since that time. 

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Fiscal Years 2017-2021 Activity 2

Program Plans FY 2017 – Performance Output Goals

• Complete electronics installation at Ontario, CA (ONT).

• Complete construction at Ft Lauderdale, FL (FLL) and Oakland, CA (OAK).

• Develop detailed plan for engineering and construction for Houston, TX (IAH). 

• Complete four smaller scale projects (regionals), sites to be determined at the A/G Communications Integrated 

Requirements Team (AGIRT) in FY 2017. 

Program Plans FY 2018 – Performance Output Goals

• Start electronics installation at Houston, TX (IAH), Ft Lauderdale, FL (FLL) and Oakland, CA (OAK).

• Complete electronics installation at Denver, CO (DEN). 

• Develop detailed plan for engineering and construction for Salt Lake City, UT (SLC).

• Complete four smaller scale projects (regionals), sites to be determined at the AGIRT in FY 2018. 

Program Plans FY 2019 – Performance Output Goals

• Start electronics installation at Salt Lake City, UT (SLC).

• Complete electronics installation at Ft Lauderdale, FL (FLL) and Oakland, CA (OAK).

• Complete engineering and start construction at two airports whose plan was developed in FY 2018.

• Develop plan for two airports determined in FY 2017.

• Develop detail plan for engineering and construction for Omaha, NE (OMA).

• Complete four smaller scale projects (regionals), sites to be determined at the AGIRT in FY 2019. 

Program Plans FY 2020 – Performance Output Goals

• Start electronics installation at Omaha Airport, NE (OMA).

• Complete engineering and start construction at two airports whose plan was developed in FY 2019.

• Develop plan for two airports determined in FY 2018.

• Develop detail plan for engineering and construction for San Diego, CA (SAN).

• Complete four smaller scale projects (regionals), sites to be determined at the AGIRT in FY 2020. 

Program Plans FY 2021 – Performance Output Goals

• Complete construction at Houston, TX (IAH).

• Complete construction and electronics installation at Salt Lake City, UT (SLC).

• Start engineering for two airports whose plan was developed in FY 2020.

• Develop plan for two airports determined in FY 2019.

• Complete four smaller scale projects (regionals), sites to be determined at the AGIRT in FY 2021.

 

2E05, ALASKAN SATELLITE TELECOMMUNICATION INFRASTRUCTURE (ASTI)

FY 2017 Request $6.0M

Alaskan Satellite Telecommunication Infrastructure (ASTI), C17.02-01

 

Program Description 

The ASTI program will upgrade the FAA owned and operated communications network, using satellite 

transmissions of data, to provide Alaska with critical, essential and routine air traffic control telecommunications 

services including:

• Remote Control Air Ground and Remote Communications Outlets for voice communication with pilots;

• En Route and Flight Service Station Radio Voice Communications;

• En Route and Terminal Radar Surveillance Data, Digitized Radar Data and Digitized Beacon Data;

• Flight Service Station Flight Service Data processing System and the Digital Aviation Weather Network;

• Weather Advisories, Briefings, and Products supporting Automatic Surface Observation System (ASOS), 

Automated Weather Observation System (AWOS), and AWOS Data Acquisition System (ADAS);

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Fiscal Years 2017-2021 Activity 2

• WAAS Reference Station; and

• Automatic Dependent Surveillance-Broadcast (ADS-B).

The ASTI network consists of hub earth stations, remote earth stations, leased transponder space segment, and a 

Network Operations Control Center (NOCC). ASTI uses primary and alternate satellites to provide service 

diversity. The remote earth stations are linked to their respective hubs and the NOCC through leased transponders.

The ASTI program will acquire and provide Commercial off-the-Shelf equipment and associated support services. 

The modernization efforts will yield several important benefits:

• Improvements in network availability to required levels (.9999 for Phase I sites and .999 for Phase II sites)

• Improve information system security to meet Federal standards;

• Reduce number and duration of outages;

• More efficient use of satellite transponder bandwidth;

• Contain Operations and Maintenance (O&M) costs; and

• Improve life cycle support (i.e., training, second level engineering support, radome maintenance and depot 

level supply support).

The ASTI Modernization program achieved its final investment decision on June 2011. Subsequently the ASTI 

Modernization program achieved its first two APB milestones by November 2011. The following year the program 

began experiencing delays primarily attributed to the prime contractor and technical challenges with solution 

development. Some of the major delays included the following:

• The prime contractor made a business decision to acquire GDC multiplexer subcontractor due to financial 

challenges experienced by subcontractor;

• ASTI is required to support the legacy system communications interfaces which was developed in the 

1970’s and must be in compliance with the latest information security standards as well as support higher 

data rates required by newer systems;

• Component swaps proved more complex requiring integration between the Multiplexer, the Network 

Management Control System (NMCS), and security monitoring functions;

• Additional time required for development due to the complexity of the legacy Time-division multiplexing 

(TDM) technology and hardware;

• GDC Multiplexer component upgrades required longer time to develop; and

• Integration between legacy hardware and modem software is more complex than anticipated. 

In November 2015, the ASTI program requested, and was given approval by the Joint Resources Council (JRC) to 

prepare a Baseline Change Decision (BCD) by the 1st quarter of FY 2017. During the JRC discussions, the program 

presented the results of an Analysis of Alternatives that accessed the direction of the program and how to best 

mitigate the technical challenges. The ASTI program was determined to be the only viable solution for the timely 

replacement of the nearly unsustainable legacy Alaskan NAS Interfacility Communications System (ANICS) 

system. Efforts are currently underway by the prime contractor and FAA management to address these challenges 

by providing additional resources; applying more stringent oversight of the GDC Multiplexer card production; and 

implementing more robust test procedures.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

ASTI supports maintaining operational availability of the NAS. ASTI system availability has fallen below 0.9999 

and is declining. Aviation access in the NAS is improved by minimizing outages for critical and essential 

communications links between pilots and air traffic controllers. These links between FAA facilities and pilots are 

essential to ensure the flow of accurate and reliable information on air traffic movement, weather, and radar data. 

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Fiscal Years 2017-2021 Activity 2

Program Plans FY 2017 – Performance Output Goals

• Complete the site familiarization required for Key Site pending approval of the ASTI re-plan.

Program Plans FY 2018 – Performance Output Goals

• Complete training required for 21st Site pending approval of the ASTI re-plan.

Program Plans FY 2019 – Performance Output Goals

• Complete training required for 64th Site pending approval of the ASTI re-plan.

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

2E06, FACILITIES DECOMMISSIONING

FY 2017 Request $6.2M

Decommissioning – Real Property Disposition, F26.01-01

 

Program Description

The Decommissioning – Real Property Disposition program works with other FAA program offices to identify and 

plan for the timely disposition of real property assets that are no longer required by the agency. When the FAA 

decommissions a site or system, this program is responsible for conducting an assessment of the property and 

determining the best course of action for its disposal. When a program office identifies excess property at a 

decommissioned site, this program provides the technical expertise to plan and initiate disposal of the unneeded real 

property assets. Planning for the orderly disposition of property at multiple locations is prioritized nationally 

considering cost, available technical resources for site restoration and disposal, and potential environmental or safety 

impacts to surrounding communities, if disposition is delayed. With the implementation of NextGen, demand for 

disposal of real property is expected to increase as sites no longer needed for NAS operations are decommissioned. 

The NAS Enterprise Architecture identifies the transition of many systems that will require disposal. For example: 

• Many ground to ground communication systems such as Radio Communication Links (RCL) are 

transitioning to the FAA Telecommunications Infrastructure service;

• Some locations of ground based navigation systems will no longer be required as the transition to satellite 

navigation continues;

• Surveillance and weather radar systems will be transitioning to the NextGen Surveillance and Weather 

Radar Capability requiring disposal of existing radars; and

• Consolidation of air traffic control facilities may require disposal of existing buildings.

The four services provided by the program are:

• Identifying, verifying, and scheduling the disposition and needed site restoration;

• Investigating and documenting the structures to be removed at each site, determining the required 

restoration associated with the site, and developing scopes of work and schedules with milestones;

• Final disposition of decommissioned infrastructure and property restoration including infrastructure 

removal or demolition, removal and disposal of debris and hazardous materials, and evaluation of impact 

upon cultural and historic preservation, wetlands, and natural resource protection; and

• Conducting Phase I Environmental Due Diligence Audits (EDDA) reports for government-owned 

properties, as required by the General Services Administration (GSA) and applicable laws.

The program serves a critical role in the removal of these facilities from the FAA’s asset inventory and the 

subsequent reduction of Operations and Maintenance (O&M) costs, lease costs (where applicable), and associated 

liabilities. This program is included in the ATC Facilities Sustainment Strategic Plan.

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Fiscal Years 2017-2021 Activity 2

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

This program improves management of FAA’s real property assets by reducing maintenance costs and disposing of 

excess assets. Cost savings averaging $5M per year have been achieved through the termination of leases and 

avoided maintenance costs resulting from the disposal of real property that is no longer needed by the FAA. 

Program Plans FY 2017 – Performance Output Goals

• Complete approximately 50 Real Property Disposal Projects. These projects typically include, Visual Aids 

Navigational Aids, Radio Communications sites including Towers. This will include disposal of Radio 

Communications Link Repeater (RCLR) /Radio Communications Link Terminal (RCLT) Tower sites.

• Dispose of 3 Very High Frequency Omnidirectional Range (VOR) sites

Program Plans FY 2018 – Performance Output Goals

• Complete approximately 75 Real Property Disposal Projects, approximately 25 per Service Area. These 

projects typically include, Visual Aids Navigational Aids, Radio Communications sites including Towers. This 

will include disposal of RCLR / RCLT Tower sites.

• Dispose of 8 VOR sites.

Program Plans FY 2019 – Performance Output Goals

• Complete approximately 75 Real Property Disposal Projects, approximately 25 per Service Area. These 

projects typically include, Visual Aids Navigational Aids, Radio Communications sites including Towers. This 

will include disposal of RCLR /RCLT Tower sites.

• Dispose of 12 VOR sites.

Program Plans FY 2020 – Performance Output Goals

• Complete approximately 75 Real Property Disposal Projects, approximately 25 per Service Area. These 

projects typically include, Visual Aids Navigational Aids, Radio Communications sites including Towers. This 

will include disposal of RCLR /RCLT Tower sites.

• Dispose of 12 VOR sites.

Program Plans FY 2021 – Performance Output Goals

• Complete approximately 75 Real Property Disposal Projects, approximately 25 per Service Area. These 

projects typically include, Visual Aids Navigational Aids, Radio Communications sites including Towers. This 

will include disposal of RCLR /RCLT Tower sites.

• Dispose of 12 VOR sites.

 

2E07, ELECTRICAL POWER SYSTEMS – SUSTAIN/SUPPORT

FY 2017 Request $105.0M

Power Systems Sustained Support (PS3), F11.01-01 / X, Power Systems Sustained Support 

(P3S) – Future Segments, F11.01-02

 

Program Description 

The Electrical Power Systems Sustained Support (PS3) program funds the purchase and installation of components 

for backup electric power systems and power regulation and protection equipment. Backup electrical power systems 

are necessary to allow continued operation of air traffic control facilities when there is an interruption in commercial 

power sources. These disruptions can result in grounded flights, are placed in airborne holding patterns, or are re221
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routed to other airports. Reliable backup power systems are installed so air traffic control electronics can maintain 

required availability and capability and prevent disruptions. These power systems also prevent damage to sensitive 

electronic equipment due to commercial power surges and fluctuations. The Power program replaces and 

refurbishes components of existing power systems and cable infrastructure when necessary to maintain and improve 

the overall electrical power quality, reliability, and availability. The type of power system deployed at a site varies 

by load sensitivity and the criticality of the equipment that it supports. This program is included in the ATC 

Facilities Sustainment Strategic Plan. 

Power Systems Sustained Support (PS3) (F11.01-01):

PS3 sustains the following components and services:

• NAS Batteries: Large scale battery complexes serve as backup power sources for key NAS electronic 

installations at en route, terminal, and General National Airspace System (GNAS) facilities. These 

batteries provide power for a limited time during major power system disruptions and maintain the function 

of key systems. The PS3 program replaces Air Route Traffic Control Centers (ARTCC) Critical and 

Essential Power System (ACEPS) and GNAS battery installations every 5- to 7-years to assure reliability. 

• Power Conditioning System (PCS) / Uninterruptible Power Supply (UPS): The PCS/UPS is a power 

quality and backup system that conditions commercial power and provides a short duration power source 

that prevents power disruptions and surges from adversely affecting electronic system performance and 

critical NAS infrastructure. The PS3 program sustains PCS/UPS systems that reach their expected useful 

life of 20 years. 

• Direct Current Backup System (DC BUS): A DC BUS stores power in batteries, providing a low cost, 

short term power source at facilities with limited electrical loads. The PS3 sustains DC BUSes that have a 

useful life of up to 20 years.

• ARTCC Critical and Essential Power System (ACEPS): Because of the critical role of the En Route and 

large Terminal Control Centers, they require high quality and reliable power provided by ACEPS. The 

FAA operates ACEPS at 21 ARTCCs, two Combined Center Radar Approach Control (CERAPs) and three 

large Terminal Radar Approach Control (TRACONs). ACEPS is comprised of engine generators, 

switchgear, and UPS. PS3 sustains ACEPS where the engine generators have a useful life of 24 years and 

other components have useful lives that range from 7 to 20 years.

• Lightning Protection, Grounding, Bonding and Shielding (LPGBS): LPGBS minimizes electrical hazards 

to personnel, facilities and electronic equipment caused by lightning, voltage surges, electrostatic discharge 

(ESD), and power faults. Sites are hardened sufficiently to prevent NAS delay or loss of service, to 

minimize or preclude outages, and to enhance personnel safety. Useful life of LPGBS elements is 25 years.

• Electrical Line Distribution (ELD): ELD is the infrastructure at airports and ancillary facilities that 

distributes commercial and backup power to key NAS equipment. The ELD is comprised primarily of 

distribution cable, transformers, and switchgear. The PS3 program replaces components that have 

exceeded their useful life of 25 years. 

• Engine Generators: Engine generators at GNAS facilities provide backup power (and are the primary 

source of power at some remote locations) for essential NAS electronic systems when commercial power is 

unavailable or becomes unreliable. Engine generators have a 24-year useful life. 

• Critical Power Distribution System (CPDS): The CPDS is comprised of components such as electrical 

distribution equipment, transfer switches, engine-generators, UPS, and batteries. The FAA has a family of 

standardized CPDS types, and each type is optimally matched to the criticality and activity level of the 

NAS facility it serves. The PS3 program replaces all CPDS components except for the engine-generators, 

UPS and batteries.

• Alternative Energy Systems (AES): This activity integrates a broad range of clean energy technologies to 

meet NAS operational demands. Using AES technologies reduces the Agency’s carbon footprint and helps 

to achieve Executive Order 13514 goals for reduction of fossil fuel dependencies. Alternative energy 

generation systems used within the FAA include: solar energy, wind energy, and fuel cells. PS3 sustains 

AES installations that provide power to NAS equipment. 

• Environmental Remote Monitoring System (ERMS): ERMS provides the interface between power systems 

(EG’s, DC BUS, PCS/UPS) and remote monitoring systems to provide system status to the Operations 

Control Centers. The status information allows a timely response to system related issues. 

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• PS3 Program Management and System Engineering: Systems engineering within the Power Services 

Group defines and documents customer requirements for power systems and administers those 

requirements through the design phase, system validation, quality control, quality assurance, safety 

improvement, and the useful life. Systems engineering also addresses sustaining established alternative 

energy generation systems, establishing and administering test facilities, and developing procedures for 

enhanced system designs.

Power Systems Sustained Support (P3S) – Future Segments (F11.01-02):

The Future Segments program will continue the same activities as the base program starting in FY 2019. The Final 

Investment Decision (FID) is planned for the 3rd quarter in FY 2016.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

All NAS facilities depend on the availability, reliability, and quality of electrical power. Power systems sustain 

operational availability by reducing the incidence of NAS delays caused by equipment outages. The PS3 program 

replaces and improves electrical power equipment at airports, terminal facilities, and en route facilities, minimizing

disruption of air traffic and maximizing availability and reliability of NAS systems. 

Program Plans FY 2017 – Performance Output Goals

Power Systems Sustained Support (PS3) (F11.01-01):

Sustain existing NAS power systems by completing these projects (Actual may vary based upon validation and 

priority for year):

• NAS Battery set replacement (76 Sets).

• PCS / UPS (21 Sets). 

• DC BUS (27 Sets).

• ACEPS (2 Sets).

• LPGBS elements (9 Sets).

• ELD Replacements (7 Sets).

• Engine Generators Replacement (69 Sets).

• CPDS (6 Sets).

• AES (6 Sets).

• ERMS (70 Sets).

• PS3 Program Management and System Engineering (10 Sets).

Power Systems Sustained Support (PS3) – Future Segments (F11.01-02): 

• None.

Program Plans FY 2018 – Performance Output Goals

Power Systems Sustained Support (PS3) (F11.01-01):

Sustain existing NAS power systems by completing these projects (Actual may vary based upon validation and 

priority for year):

• NAS Battery set replacement (96 Sets).

• DC BUS (1 Set).

• ACEPS (4 Sets).

• LPGBS elements (1 Set).

• ELD Replacements (12 Sets).

• Engine Generators Replacement (47 Sets).

• CPDS (1 Set).

• ERMS (81 Sets).

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Power Systems Sustained Support (PS3) – Future Segments (F11.01-02):

• None.

Program Plans FY 2019 – Performance Output Goals

Power Systems Sustained Support (PS3) (F11.01-01):

• None.

Power Systems Sustained Support (PS3) – Future Segments (F11.01-02):

Sustain existing NAS power systems by completing these projects (Actual may vary based upon validation and 

priority for year):

• NAS Battery set replacement (70 Sets).

• PCS / UPS (16 Sets). 

• DC BUS (23 Sets).

• ACEPS (2 Sets).

• LPGBS elements (5 Sets).

• ELD Replacements (8 Sets).

• Engine Generators Replacement (69 Sets).

• CPDS (6 Sets).

• AES (7 Sets).

• ERMS (70 Sets).

Program Plans FY 2020 – Performance Output Goals

Power Systems Sustained Support (PS3) (F11.01-01):

• None.

Power Systems Sustained Support (PS3) – Future Segments (F11.01-02):

Sustain existing NAS power systems by completing these projects (Actual may vary based upon validation and 

priority for year):

• NAS Battery set replacement (76 Sets).

• PCS / UPS (35 Sets). 

• DC BUS (57 Sets).

• ACEPS (3 Sets).

• LPGBS elements (23 Sets).

• ELD Replacements (11 Sets).

• Engine Generators Replacement (104 Sets).

• CPDS (9 Sets).

• AES (7 Sets).

• ERMS (90 Sets).

•

Program Plans FY 2021 – Performance Output Goals

Power Systems Sustained Support (PS3) (F11.01-01):

• None.

Power Systems Sustained Support (PS3) – Future Segments (F11.01-02):

Sustain existing NAS power systems by completing these projects (Actual may vary based upon validation and 

priority for year):

• NAS Battery set replacement (76 Sets).

• PCS / UPS (35 Sets). 

• DC BUS (57 Sets).

• ACEPS (3 Sets).

• LPGBS elements (23 Sets).

• ELD Replacements (11 Sets).

• Engine Generators Replacement (104 Sets).

• CPDS (9 Sets).

• AES (7 Sets).

• ERMS (90 Sets).

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2E08, ENERGY MANAGEMENT AND COMPLIANCE (EMC)

FY 2017 Request $2.0M

Energy Management and Compliance (EMC), F13.04-02

 

Program Description

The Energy Management and Compliance (EMC) program centrally orchestrates cost-effective reductions of energy 

and water use at Air Traffic Organization (ATO) facilities. This is accomplished by coordinating policies, technical 

support, targeted infrastructure investments, and data analysis and reporting. By upgrading older facility 

infrastructure, such as mechanical and electrical systems, the EMC program not only reduces operational costs to the 

ATO but also increases reliability of the NAS by reducing the likelihood of facility outages and disruptions. The 

EMC program promotes energy and water-use efficiency and the use of off-grid power and non-polluting energy 

sources for all activities and acquisitions. This program is included in the ATC Facilities Sustainment Strategic 

Plan.

The EMC program also contributes to FAA’s progress toward meeting federal greening mandates, including:

• National Energy Conservation Policy Act,

• Energy Policy Act of 2005 (EPACT),

• Energy Independence and Security Act of 2007 (EISA),

• Executive Order 13693, and

• DOT/FAA Strategic Sustainability Performance Plan (SSPP).

The EMC program provides a coordinated approach for identifying and implementing cost effective investments in 

FAA infrastructure to reduce ongoing utility expenses. The EMC program achieves this by focusing on five specific 

capability areas:

1. Improving monitoring of ATO energy performance including engineering, designing, planning and 

testing a cost-effective approach for installing advanced electric meters to comply with the provisions of 42 

U.S. Code Section 8253. 

2. Implementing energy and water efficiency projects at targeted sites to improve ATO performance 

including infrastructure improvements with the greatest cost to benefit ratios and shortest payback periods.

3. Increasing the number of high performance sustainable buildings in ATO’s portfolio by implementing 

targeted infrastructure improvements at selected large staffed facilities in compliance with Executive Order 

13693.

4. Improving building operating performance by designating trained ATO Energy Managers for the 

highest energy-using ATO facilities to monitor energy and water consumption and develop cost-effective 

recommendations to reduce energy and water use.

5. Benchmarking ATO performance and documenting progress by completing 10 annual data call reports 

mandated by Executive Orders and Legislative statutes.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The EMC program supports the FAA Performance Metric to implement cost efficiency initiatives by reducing the 

utility expenditures (energy and water) of ATO facilities. The EMC program achieves this by providing technical 

expertise on energy and water management, implementing targeted infrastructure investments, training ATO 

personnel on optimizing facility performance, and tracking and reporting on energy and water usage. The EMC 

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program has the potential to reduce electrical costs annually by approximately 2.5% at facilities where advanced 

meters are installed, 12-13% at facilities where energy improvements are performed, and 14% at facilities where 

High Performance Sustainable Building (HPSB) upgrades are performed. 

Program Plans FY 2017 – Performance Output Goals

• Install advanced electric meters at one facility.

• Perform energy and water improvements at three facilities.

• Perform HPSB upgrades at two facilities.

• Provide required quarterly and annual reports on progress against legislative and executive order mandates to

the Department of Energy (DOE) and the Office of Management and Budget (OMB).

Program Plans FY 2018 – Performance Output Goals

• Install advanced electric meters at two facilities.

• Perform energy and water improvements at three facilities.

• Provide required quarterly and annual reports on progress against legislative and executive order mandates to 

the Department of Energy (DOE) and the Office of Management and Budget (OMB).

Program Plans FY 2019 – Performance Output Goals

• Perform energy and water improvements at three facilities.

• Perform HPSB upgrades at one facility.

• Provide required quarterly and annual reports on progress against legislative and executive order mandates to 

the Department of Energy (DOE) and the Office of Management and Budget (OMB).

Program Plans FY 2020 – Performance Output Goals

• Perform energy and water improvements at seven facilities.

• Perform HPSB upgrades at four facilities.

• Provide required quarterly and annual reports on progress against legislative and executive order mandates to

the Department of Energy (DOE) and the Office of Management and Budget (OMB).

Program Plans FY 2021 – Performance Output Goals

• Perform energy and water improvements at seven facilities.

• Perform HPSB upgrades at four facilities.

• Provide required quarterly and annual reports on progress against legislative and executive order mandates to 

the Department of Energy (DOE) and the Office of Management and Budget (OMB).

 

2E09, CHILD CARE CENTER SUSTAINMENT

FY 2017 Request $1.0M

Child Care Centers – Infrastructure Improvements, F22.01-01

 

Program Description

The child care centers were constructed and furnished in the early 1990's and now need to be upgraded and 

modernized to provide for the ongoing, growing needs of employees and to ensure that safety systems are up to date. 

Many require refurbishment including: roof replacements, HVAC system upgrades, fire suppression system 

replacement and other facility infrastructure system upgrades. The program will also modernize the child care 

centers to meet safety and building code requirements. This is a multi-year modernization program that will address 

facility requirements for 13 FAA operated Child Care Centers located at Air Route Traffic Control Centers 

(ARTCCs) and Terminal Radar Approach Control (TRACON). Available onsite child care greatly enhances the 

FAA's ability to recruit and retain a highly qualified, diverse work force.

Federal agencies are authorized to support provisioning of child care centers under the Trible Amendment (Public 

Law 99-591). These sites were established and approved based on formal needs assessments of employees, surveys 

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of surrounding private child care availability, and employee and management support. The child care centers are 

managed as non-profit corporations by boards of directors consisting of Agency employees/parents. Tuition and 

fund raising efforts by the nonprofit corporation pay for the child care center's staff and operations costs (exclusive 

of maintenance and utilities).

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 4 – Empower and Innovate with the FAA’s People.

• FAA Performance Metric 1 – The FAA is rated in the top 25 percent of places to work in the federal 

government by employees.

Relationship to Performance Target

Support of work-site child care centers has a direct positive correlation with the OPM Employee Viewpoint survey. 

The top ten GSA child care center customers all score within the top 20 on the Employee Viewpoint survey. The 

Child Care Center program supports the current metric of improving the FAA's ranking in the OPM Federal 

Viewpoint survey.

Access to high quality, accessible child care programs and resources provides a sense of stability for parents and 

results in increased employee productivity. Survey research indicates onsite child care also results in less absence 

and stress related to child care issues. Availability of on-site child care allows FAA employees to focus on the 

agency's mission and the critical job responsibilities involved, rather than having to worry about child care concerns.

Program Plans FY 2017 – Performance Output Goals

• Complete upgrade/modernization projects at 13 centers including but is not limited to access systems, 

playground turf, remaining building/structural renovations, fire alarm panels, finger/access gates, and 

mechanical controls. The number of projects will be based on a facility condition survey.

Program Plans FY 2018 – Performance Output Goals

• Complete upgrade/modernization projects at 13 centers including but is not limited to sprinkler systems, storage 

cabinets, and remaining appliances. The number of projects will be based on a facility condition survey.

Program Plans FY 2019-2021 – Performance Output Goals

• None.

 

2E10, FAA TELECOMMUNICATIONS INFRASTRUCTURE 2

FY 2017 Request $10.4M

FAA Telecommunications Infrastructure – 2, C26.01-02

 

Program Description

Telecommunications is essential to the operations of the NAS and the FAA. The FTI-2 program will be the 

successor to the existing FTI program through which the FAA currently obtains approximately 25,000 telecomm 

services to more than 4,000 locations. FTI telecommunications services are designed, engineered, and provisioned 

to meet FAA-specific availability, latency, and security requirements. In addition to “traditional” 

telecommunications services, FTI also provides enterprise messaging services based upon Service-Oriented 

Architecture technologies and specialized infrastructure services such a domain name service, network time protocol 

service and security gateway services. The FTI-2 program will provide all of the capabilities currently available 

from the current FTI contract plus the next generation of telecommunications, messaging, and infrastructure services 

required by FAA programs during the FTI-2 program life cycle. The FTI-2 program will also address challenges 

associated with the phase-out of telecommunication services offered by commercial carriers that are based upon 

time division multiplexing (TDM). Today, nearly 90% of the FAA’s telecommunications services are dependent 

upon TDM-based technology. It is unlikely that all FAA systems that rely upon these services will be able to 

modernize their telecommunications interfaces by the target phase-out date of 2020. The FTI-2 program will need 

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to address the challenge of continuing to support the legacy interfaces when TDM-based services are no longer 

available as a commercial offering.

In planning for FTI-2, the FAA is currently assessing opportunities to use new technology and service delivery 

models to improve the quality and efficiency of telecommunications services. It has not yet been determined 

whether the scope of services to be addressed by the FTI-2 program will be obtained through one or more 

competitive procurements. While there are economies of scale provided by a single consolidated procurement, there 

may be other benefits to partitioning the services into groupings with similar performance characteristics. The 

program has begun market research and analysis activities to assess telecommunications industry and technology 

trends and the ability to satisfy critical FAA requirements. 

A strategy decision point is planned for Q4 of FY 2016 to brief the JRC on the findings from the market research 

and recommendations will be made for tailoring the program for future investment decisions.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Target

This program enables FAA to begin initial planning for the FTI-2 program to acquire telecommunications services 

as a commercial commodity rather than as the specialized services obtained under the legacy FTI program tailored 

to support unique NAS interfaces. Analysis is under way to determine the potential cost benefits of the program. 

Program Plans FY 2017 – Performance Output Goals

• Develop artifacts required by the Joint Resource Council to achieve Initial Analysis Readiness Decision 

(IARD):

o Preliminary Program Requirements

o Initial Investment Analysis Plan

• Other output goals determined at the strategy decision point.

Program Plans FY 2018 – Performance Output Goals

• Develop artifacts required by the Joint Resource Council to achieve IID:

o Enterprise Architecture Products/Views

o Safety Assessment Plan

• Other output goals determined at the strategy decision point.

Program Plans FY 2019-2021 – Performance Output Goals

• None.

 

2E11, SYSTEM CAPACITY, PLANNING AND IMPROVEMENTS

FY 2017 Request $6.5M

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

 

Program Description 

The System Capacity, Planning, and Improvements program provides data and analyses on the NAS operations to 

FAA executives and managers to help them identify deficiencies and develop proposals to improve NAS 

performance.

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This work includes: 

• Airport modeling and analysis using actual data collected from ATC systems in the field to determine the 

value of potential improvements in airspace or airfield modifications;

• Enhancements of the Performance Data Analysis and Reporting System (PDARS) through the 

implementation of the Data Visualization and Reporting System (DVARS), a fully integrated performance 

measurement tool designed to help the FAA improve the NAS by tracking the daily operations of the ATC 

system and their environmental impacts;

• Using PDARS/DVARS operational data to baseline the measurement and analysis of Next Generation Air 

Transportation System (NextGen) capability improvements such as the efforts to support Optimization of 

Airspace and Procedures in the Metroplex (OAPM);

• Leveraging new technologies to enhance capabilities of PDARS/DVARS;

• Development of new agency level metrics to enhance management awareness of, and response to, system 

performance. Maintain and enhance the FAA Operational Metrics Web Page;

• Benchmarking ATO performance with other Air Navigation Service Providers to support joint projects 

with EUROCONTROL and as part of International Civil Aviation Organization (ICAO), Civil Air 

Navigation Services Organization and Aerospace Transportation Advisory Group work plans. These 

efforts are performed to respond to inquiries on global flight efficiency performance targets for Air Traffic 

Management (ATM) or more general inquiries on the overall flight inefficiency that may be attributed to 

ATM;

• Provide analytical and modeling support for Commercial Space initiatives;

• Airport capacity studies that provide assessment of procedural, technology, or infrastructure improvements; 

and,

• Provide performance modeling and economic analysis to develop a business case with ICAO member 

states for reduced oceanic separation using ADS-B.

The program provides a collaborative means for experts from the FAA, academia, and industry to develop 

recommendations for improving capacity and system efficiency, and to reduce delays at specific airports. Using 

performance-based measurement systems and operations research capability, this group is able to quantify the 

efficiency of the NAS to form the basis of recommendations for system improvements.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 2 – Maintain an average daily capacity for Core Airports of 57,975, or higher,

arrivals and departures.

Relationship to Performance Metric 

This program will facilitate the modeling, measurement, and analysis of airfield improvements, air traffic 

procedures, and other technological implementations to improve airport capacity and system efficiency. In advance 

of large-scale airport construction projects, capacity and delay impacts are also assessed in order to improve 

coordination between airports, aircraft operators, and ATC.

Program Plans FY 2017 – Performance Output Goals

• Implement PDARS/DVARS web-based access capabilities.

• Integrate available SWIM data products into the PDARS/DVARS system.

• Implement upgraded PDARS/DVARS processing system.

• Produce Annual Joint Performance Benchmark Report with EUROCONTROL/European Commission.

• Deliver performance modeling and economic analysis information to support the development of a business 

case with ICAO member states in the North Atlantic region for reduced oceanic separation using ADS-B (Out).

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Program Plans FY 2018 – Performance Output Goals

• Complete implementation of PDARS/DVARS into a net centric system.

• Implement new SWIM data products into the PDARS/DVARS system.

• Implement upgraded PDARS/DVARS visualization products.

• Conduct a workshop to examine development and coordination of international standardized measurement of 

system capacity, through-put, predictability and efficiency.

• Produce Joint Performance Benchmark Report with EUROCONTROL/the European Commission.

• Complete PDARS/DVARS implementation.

• Deliver performance modeling and economic analysis information to support the development of a business 

case with ICAO member states in the North Atlantic region for reduced oceanic separation using ADS-B (Out).

Program Plans FY 2019 – Performance Output Goals

• Produce Joint Performance Benchmark Report with EUROCONTROL/the European Commission.

• Deliver performance modeling and economic analysis information to support the development of a business 

case with ICAO member states in the North Atlantic region for reduced oceanic separation using ADS-B (Out).

• Identify DVARS system enhancements to meet user needs.

• Implement Tier 1 objective requirements of the DVARS system.

Program Plans FY 2020 – Performance Output Goals

• Produce Joint Performance Benchmark Report with EUROCONTROL/the European Commission.

• Implement identified DVARS system enhancements.

• Implement Tier 2 objective requirements of the DVARS system.

• DVARS system review for identification of system modernization and enhancement.

• Deliver performance modeling and economic analysis information to support the development of a business 

case with ICAO member states in the North Atlantic region for reduced oceanic separation using ADS-B (Out).

Program Plans FY 2021 – Performance Output Goals

• Produce Joint Performance Benchmark Report with EUROCONTROL/the European Commission.

• Initiate DVARS system modernization and enhancement.

 

2E12X, INDEPENDENT OPERATIONAL TEST AND EVALUATION

FY 2017 Request $0.0M

X, Independent Operational Assessment (IOA), M25.00-00

 

Program Description

The Independent Safety Assessments Team conducts Independent Operational Assessments (IOA) of designated 

systems and system modifications in an operational environment in support of productions and in-service decisions

to ensure operational readiness and compliance with Safety Risk Management. These in-service decisions allow 

nationwide deployment and operational use of the system and ensures that the associated operational and safety risk 

is minimized, therefore, reducing system lifecycle operations cost and improving the safety of the NAS. The IOA 

Team may monitor portions of Development Test (DT), Operational Test (OT), Site Acceptance Test (SAT), and 

Field Familiarization, system assessments conducted prior to contract award, and R&D demonstrations of 

designated programs. To maintain its independence, the IOA Team does not directly participate in these activities, 

but instead monitors them to identify potential safety risks and operational concerns, as well as possible areas of 

improvement in the assessment process.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

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Relationship to Performance Metric

This program supports the safety performance metric of reducing commercial air carrier fatalities by conducting and 

ensuring operational assessments of designated NAS systems, processes and procedures are within acceptable levels 

of safety risk prior to deployment and implementation in the NAS. This independent oversight contributes to the 

proactive identification of safety risk and the follow up actions to increase safety.

Program Plans FY 2017-2021 – Performance Output Goals

A specific list of designated systems or modifications to be assessed will be determined at the beginning of each 

fiscal year. 

• Develop final IOA report(s).

 

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ACTIVITY 3: NON-AIR TRAFFIC CONTROL FACILITIES AND 

EQUIPMENT

A: Support Programs

3A01, HAZARDOUS MATERIALS MANAGEMENT

FY 2017 Request $31.0M

Environmental Cleanup / Hazardous Materials (HAZMAT), F13.02-00 

Program Description 

The Hazardous Materials Management (HAZMAT) program remediates FAA owned or leased sites that were 

contaminated by FAA or previous owner activities. As of the beginning of FY 2016, the FAA has identified 

approximately 697 contaminated sites nationwide that require investigation, remediation, and closure activities. 

Environmental Cleanup site investigations have indicated that toxic contamination resulted from a variety of 

hazardous substances including: cleaning solvents, fuels, pesticides, asbestos, polychlorinated biphenyls (PCBs), 

and heavy metals. FAA organizations, including the Mike Monroney Aeronautical Center and the William J. 

Hughes Technical Center, have mandatory remediation and monitoring schedules in place as part of negotiated 

agreements with regulatory agencies. These agreements require the FAA to remediate contaminated soil and 

groundwater. Extensive contamination at the FAA Technical Center prompted the Environmental Protection 

Agency (EPA) to place the site on the EPA National Priorities List, indicating its status as one of the Nation’s most 

environmentally dangerous sites (i.e., a Superfund site). In addition, contaminated sites and past noncompliance 

with requirements of the HAZMAT program account for a large portion of the unfunded environmental liabilities 

documented in the FAA’s Financial Statement. This program is included in the ATC Facilities Sustainment 

Strategic Plan.

The FAA publishes annually the Environmental Site Cleanup Report (ESCR). This document contains current and 

expected future cleanup activities for the 697 contaminated sites mentioned above. An estimate of out-year 

Environmental Remediation (ER) Liabilities is also included in this report. At the beginning of FY 2016 the ER 

Liability was estimated at approximately $650 million; with contingency and inflation added the ER Liability was 

estimated at approximately $1 billion. We continue to make good progress toward remediating these sites; however,

additional sites are also added each year and some higher cost remediation sites are expected to remain open for 

many years or decades. During FY 2015, 129 sites were closed from the program and 118 additional sites were 

added to the program.

The HAZMAT program cleans these contaminated sites to comply with applicable environmental regulations. The 

FAA must continue mandated program activities to achieve compliance with all Federal, State and local 

environmental cleanup regulations, including the Resource Conservation and Recovery Act of 1976, the 

Comprehensive Environmental Response, Compensation and Liability Act of 1980 (CERCLA), and the Superfund 

Amendment and Reauthorization Act (SARA) of 1986. FAA program activities include conducting site 

investigations; managing hazardous materials (including hazardous waste accumulation, handling and disposal); 

installing groundwater monitoring wells; remediating site contamination; and operating air pollution controls. The 

FAA performs assessment, remediation and closure activities as aggressively and proactively as funding will allow. 

Future planned efforts include conducting contaminant investigations, implementing site remediation projects and 

completing required regulatory closures. 

The following activities are covered under the Environmental Cleanup program:

• Site cleanups required under CERCLA;

• Site cleanups required by State or local cleanup or spill regulations;

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• Fuel Storage Tank (FST) site remediation for cleanup efforts beyond incidental contamination associated 

with normal FST operations (e.g., greater than 25 gallons or a foot into native soil beyond the limits of the 

tank pit);

• Asbestos, lead, and polychlorinated biphenyl (PCB) cleanups for spills or other releases into the 

environment (not including the abatement of these materials on either the interior or exterior surfaces of a 

structure unless the abatement is required as part of an environmental cleanup action);

• Corrective actions and hazardous waste spill responses pursuant to the Resource Conservation and 

Recovery Act (RCRA);

• Hazardous waste site identification activities and characterization of environmental past practices; and

• Environmental Cleanup program management, policy, and oversight support.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The HAZMAT program supports the FAA’s Performance Metric to implement cost efficiency initiatives by 

continuing to improve financial management of cleanup activities for contaminated sites within existing NAS land 

and structures. The program achieves this objective through continued refinement of project cost estimating as well 

as progress tracking of assessment, remediation, and closure activities for contaminated sites. These activities result 

in a safe and environmentally sound workplace, and protection of the natural resources of surrounding communities. 

Program Plans FY 2017-2021 – Performance Output Goals

• Complete remediation activities at five percent (5%) of the total locations listed in the Environmental Site 

Cleanup Report, resulting in a finding that no further resources need to be applied to these sites.

 

3A02, AVIATION SAFETY ANALYSIS SYSTEM (ASAS)

FY 2017 Request $11.3M

Regulation and Certification Infrastructure for System Safety (RCISS) – Segment 3, 

A17.01-03

 

Program Description 

RCISS is an existing technology refresh program to upgrade and maintain the Information Technology (IT) 

enterprise infrastructure that supports the Aviation Safety (AVS) safety workforce. This IT infrastructure includes 

automation hardware, software, and communication components which support AVS safety data and applications. 

Most current and planned capital investment initiatives for AVS rely on the IT infrastructure being deployed by 

RCISS, including the Aviation Safety Knowledge Management Environment (ASKME-A26.01-01), System 

Approach for Safety Oversight (SASO-A25.02-02), and Aerospace Medicine Safety Information System (AMSISA35.01-01) programs.

RCISS Segment 3 will perform technology refresh on the AVS IT infrastructure established by Segments 1 and 2 

and enhance delivery of IT infrastructure services in accordance with government and industry best practices. For 

example, where applicable, RCISS will invest in Cloud-based solutions to provide the safety workforce with access 

to data and applications that is secure, reliable, and cost-effective.

Segment 3 program activities include technology refresh of the following IT infrastructure components and 

continues support to AVS’s Safety Workforce of over 6,000 people: 

• Mobile toolkits (consisting of mobile tablet computers and peripherals); 

• Telecommunications solutions; 

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• Application servers and data storage devices hosting national AVS safety applications;

• COTS Software licenses; and

• Cloud-based solutions.

RCISS technology refresh is based on the service life of individual components and incrementally performed each 

year. For example, mobile toolkits deployed to the safety workforce have a service life of four years and 

approximately 25% of mobile toolkits are replaced each year.

The program will also procure contractor support services to provide specialized technical expertise in modernizing 

and maintaining the RCISS enterprise infrastructure. 

Scope and activities for this segment will be defined in Q1 FY 2017 at Final Investment Decision (FID).

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

Inspection and review of airline safety programs and practices are integral to the FAA safety program. The IT 

infrastructure provided by the RCISS program will enable real-time access by the safety workforce while working in 

the field (e.g. inspectors, engineers, investigators, and medical examiners) to airline safety records and the required 

actions to meet regulations and directives. In Segment 2, RCISS enabled the realization of the quantifiable safety 

benefits claimed by the SASO and ASKME investments by providing the IT infrastructure on which these AVS 

business applications reside. Approximately 20% of the combined SASO and ASKME benefits are attributed to 

RCISS. Segment 3 analysis of the RCISS contribution to ASKME, SASO, and AMSIS quantifiable safety benefits 

is expected to yield similar results.

Program Plans FY 2017 – Performance Output Goals

• Achieve RCISS Segment 3 FID.

• Complete technology refresh of 25% of the safety workforce mobile toolkits with enhanced telecommunications 

services.

• Complete Mobility Deployment 10 contract award for annual technology refresh of safety workforce mobile 

toolkits.

• Complete Enterprise Data Center Deployment 10 contract award for annual technology refresh of Enterprise 

Data Center centralized data storage and processing equipment.

• Begin migration of select AVS safety data and applications to the cloud.

Program Plans FY 2018 – Performance Output Goals

• Complete technology refresh of 25% of the safety workforce mobile toolkits with enhanced telecommunications 

services.

• Complete Mobility Deployment 11 contract award for annual technology refresh of safety workforce mobile 

toolkits.

• Complete Enterprise Data Center Deployment 11 contract award for annual technology refresh of Enterprise 

Data Center centralized data storage and processing equipment.

• Complete 50% migration of select AVS safety data and applications to the cloud.

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Program Plans FY 2019 – Performance Output Goals

• Complete technology refresh of 25% of the safety workforce mobile toolkits with enhanced telecommunications 

services.

• Complete Mobility Deployment 12 contract award for annual technology refresh of safety workforce mobile 

toolkits.

• Complete Enterprise Data Center Deployment 12 contract award for annual technology refresh of Enterprise 

Data Center centralized data storage and processing equipment.

• Complete migration of select AVS safety data and applications to the cloud.

Program Plans FY 2020 – Performance Output Goals

• Complete technology refresh of 25% of the safety workforce mobile toolkits with enhanced telecommunications 

services.

• Complete Mobility Deployment 13 contract award for annual technology refresh of safety workforce mobile 

toolkits.

• Complete Enterprise Data Center Deployment 13 contract award for annual technology refresh of Enterprise 

Data Center centralized data storage and processing equipment.

Program Plans FY 2021 – Performance Output Goals

• Complete technology refresh of 25% of the safety workforce mobile toolkits with enhanced telecommunications 

services.

• Complete Mobility Deployment 14 contract award for annual technology refresh of safety workforce mobile 

toolkits.

• Complete Enterprise Data Center Deployment 14 contract award for annual technology refresh of Enterprise 

Data Center centralized data storage and processing equipment.

System Implementation Schedule

 

3A03, NATIONAL AIRSPACE SYSTEM (NAS) RECOVERY COMMUNICATIONS (RCOM)

FY 2017 Request $12.0M

NAS Recovery Communications (RCOM), C18.00-00

 

Program Description

The RCOM program provides the technical expertise to manage the technology and equipment acquisition for 

FAA’s emergency Command and Control Communications (C3) system. This system enables the FAA 

Administrator and staff to directly manage the NAS during local, regional, and national emergencies should normal 

communications with facilities be interrupted for any reason. The C3 system provides and enhances communication 

capabilities through a variety of fixed-position, portable, and transportable emergency communications systems to 

support crisis management and enables the FAA and other Federal agencies to exchange both classified and 

unclassified information to protect national security during an emergency. The C3 system also supports and 

modernizes the Washington Operations Center Complex and several FAA “continuity of operations” sites to ensure 

that FAA executives have command, control, and communications available at all times. The C3 system includes 

the following: 

• VHF/FM and HF Radio Equipment

• Emergency Operations Network (EON)

Aviation Safety Analysis System (ASAS) - Regulation and 

Certification Infrastructure for System Safety (RCISS)

RCISS

Segment 3: First site Delivery: 2017 -- Last site Delivery: 2021 Seg 3

2015 2020 2025

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• Emergency Operations Facility

• Communications Support Team (CST)

• Secure Communications (COMSEC)

• Information Technology Support

• Satellite Telephone Emergency Network (STEN)

In addition to the above, there are classified systems, facilities and projects that the RCOM program either manages 

or supports that are not named or described in this document. These support both intra and interagency agreements 

and initiatives.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 7 – Exceed Continuity Communications activation levels, as identified in the 

Federal Continuity Directive (FCD) Annex H, by 5 percent. (FAA Business Planning Metric)

Relationship to Performance Metric

The RCOM program contributes to the FAA Strategic Priority “Make Aviation Safer and Smarter” by ensuring that 

the FAA’s C3 capability can provide classified and unclassified, time-critical, public and NAS information for the 

FAA Administrator during emergencies. The C3 system provides collaborative communications and adaptive 

situational awareness for enhanced decision making. The FAA Administrator shares this information with staff 

members, key regional managers, the Secretary of Transportation, and other national-level executive personnel.

Program Plans FY 2017 – Performance Output Goals

• Complete the site preparation and installation of VHF/FM equipment for the Cleveland District, OH.

• Complete VHF/FM network engineering, design, and equipment procurement for the Philadelphia District, PA.

• Develop a major EON application to incorporate the latest changes in requirements and technology innovation.

• Complete refresh of Audio/Visual and IT Network at Primary Alternate Facility (PAF).

• Perform vehicle upgrades and quarterly testing for CST.

• Procure secure cellular phones.

• Complete technology refresh of Project 1 Network at seven sites.

• Complete technology refresh of STEN equipment for Alaskan, Southern, and Western-Pacific Regions.

• Procure fixed satellite test system.

Program Plans FY 2018 – Performance Output Goals

• Complete the site preparation and installation of VHF/FM equipment for the Philadelphia District, PA.

• Complete the VHF/FM network engineering, design, and equipment procurement for the Columbia District, SC.

• Complete technology refresh of the Disaster Recovery site.

• Perform vehicle upgrades and quarterly testing for CST.

• Complete technology refresh of Project 1 Network at 3 sites.

• Complete technology refresh of STEN equipment for HQ, New England, and Southwest Regions and the Mike 

Monroney Aeronautical Center.

• Complete technology refresh of EON Geographic Information System (GIS) hardware and software.

• Complete technology refresh of STEN Iridiums.

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Program Plans FY 2019 – Performance Output Goals

• Complete the site preparation and installation of VHF/FM equipment for the Columbia District, SC.

• Complete the VHF/FM network engineering, design, and equipment procurement for the Washington District, 

WA.

• Develop EON GIS application for use on mobile phones and tablets.

• Perform vehicle upgrades and quarterly testing for CST.

• Complete technology refresh of Project 1 Network at 3 sites.

• Complete technology refresh of STEN equipment for Eastern, Central, Great Lakes, and Northwest Mountain 

Regions. 

• Complete technology refresh of M10i (Juniper) network routers.

Program Plans FY 2020 – Performance Output Goals

• Complete the site preparation and installation of VHF-FM equipment for the Washington District, WA.

• Complete the VHF/FM network engineering, design, and equipment procurement for the Fort Worth District, 

TX.

• Procure data feeds and develop software to enhance EON’s internal and external data sharing capabilities.

• Complete technology refresh of CST Emergency Response Vehicle communications equipment.

• Complete technology refresh of secure facsimile equipment.

• Complete technology refresh of Storage Area Network (SAN) and network switches.

Program Plans FY 2021 – Performance Output Goals

• Complete site preparation and installation of VHF-FM equipment for the Fort Worth District, TX.

• Complete the VHF/FM network engineering, design, and equipment procurement for the Chicago District, IL.

• Complete technology refresh of network servers, firewalls, routers, and video monitors.

• Perform technology refresh on facility equipment at the PAF.

• Perform EON infrastructure refresh (servers and software) to provide an enhanced resilient platform for 

collaborative communications, continuity of operations, and decision support

• Complete technology refresh on Homeland Security Data Network (HSDN) system.

• Complete technology refresh of COMSEC equipment.

 

3A04, FACILITY SECURITY RISK MANAGEMENT

FY 2017 Request $21.0M

Facility Security Risk Management (FSRM) – Two, F24.01-02

 

Program Description 

The FSRM program was established in response to Presidential Decision Directive 63, Critical Infrastructure 

Protection which has been superseded by Homeland Security Presidential Directive (HSPD) 7, Critical 

Infrastructure Identification, Prioritization and Protection which requires all Federal agencies to assess the risks to 

their critical infrastructure and take steps to mitigate that risk. The program provides risk mitigation at all FAA 

staffed facilities. The program provides an integrated security system that includes access control, surveillance, xray machines, metal detection, and intrusion detection. Other upgrades include adding guardhouses, visitor parking, 

fencing, perimeter hardening, window blast protection, and lighting. This program is included in the ATC Facilities 

Sustainment Strategic Plan.

The objective of the program is to comply with Public Law 106-528, Airport Security Improvement Act of 2000 and 

complete security upgrades at approximately 1075 staffed facilities. Approximately 423 of the 1075 facilities still 

require upgrades to install equipment to read Personal Identity Verification (PIV) access cards. Improved security is 

accomplished through the installation and maintenance of physical security systems and guard services at designated 

FAA facilities using the System Security Design and Integration (SSDI), Corrective Maintenance Contract (CMC) 

II, and National Security Officer Services (NSOS) contracts. 

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Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The FSRM program provides the infrastructure enhancements needed to reduce the risk of disruption of operations 

at facilities critical to the NAS. These enhancements reduce the risk of unauthorized access and provide early 

identification of potential security problems. This program supports the operational availability metric because 

enhanced security prevents or reduces the probability of a loss of NAS service.

Program Plans FY 2017 – Performance Output Goals

• Complete PIV retrofit (405 sites). (APB milestone)

• Complete installation of X-ray machines (15 sites) by September 30, 2017.

• Complete technical refresh (30 sites).

Program Plans FY 2018 – Performance Output Goals

• Complete perimeter hardening at 12 Security Level 3 and Security Level 4 facilities.

• Complete implementation of standardized facility protective measures at remaining sites (148 sites). (APB 

milestone)

• Complete technical refresh (40 sites).

• Complete installation of X-ray machines (5 sites) by September 30, 2018.

Program Plans FY 2019 – Performance Output Goals

• Complete perimeter hardening at 12 Security Level 3 and Security Level 4 facilities.

• Complete technical refresh (40 sites).

Program Plans FY 2020 – Performance Output Goals

• Complete perimeter hardening at 12 Security Level 3 and Security Level 4 facilities.

• Complete technical refresh (40 sites).

Program Plans FY 2021 – Performance Output Goals

• Complete perimeter hardening at 12 Security Level 3 and Security Level 4 facilities.

• Complete technical refresh (125 sites).

 

3A05, INFORMATION SECURITY

FY 2017 Request $25.0M

Information Systems Security, M31.00-00

 

Program Description 

The FAA must ensure the integrity and availability of all critical systems, networks, and infrastructure under 

conditions of increased cyber terrorism and malicious activities by hackers and other unauthorized personnel. The 

Homeland Security Presidential Policy Directive 21 identifies the NAS as one of 16 critical infrastructure sectors 

and directs FAA to protect and ensure the integrity, confidentiality, and availability of all NAS Information Systems. 

Under the Federal Information Security Management Act of 2002, FAA must identify and provide information 

security protection commensurate with the risk and magnitude of potential harm that could result from unauthorized 

access, use, disclosure, disruption, modification, or destruction of information that supports the agency, aviation 

safety and security, and the NAS. 

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The FAA Information Security & Privacy (IS&P) Directorate is a partnership between the FAA Chief Information 

Officer’s organization and other FAA lines of business and staff offices (LOBs/SOs) with a focus on protecting 

FAA information and infrastructure. The Security Operations Center (SOC) provides the following services: 

• Support continued cybersecurity research and development; 

• Security architecture and engineering; 

• Manage and support-year round 24 hours a day security operations;

• Support policy, compliance, standards, and cybersecurity requirements; 

• Support for system certification and compliance through utilization of security vulnerability scanning, code 

review, and penetration testing;

• Continuous monitoring support by providing technical solutions; 

• Leverage technologies, which provides input for risk profile management;

• Perform cyber forensics analysis;

• Provide advanced threat analysis;

• Detect, report, and track cyber security events; and

• Monitor cyber security events and initiate appropriate activities.

This comprehensive cybersecurity effort provides products and services for FAA’s three operating domains; NAS, 

Research and Development (R&D), and Mission Support, to protect FAA's information and infrastructure, and 

respond to computer security incidents. The SOC is comprised of facilities and security technologies, and uses FAA 

and contract personnel working as a unified entity to provide extremely effective, enterprise-focused cyber security 

services to its clients. The SOC is a 24x7x365 day operation supporting the FAA as well as all other modes within 

the Department of Transportation (DOT). It is the central reporting point for all cyber events occurring within the 

FAA and DOT. The SOC also represents the DOT as the single source provider of the cyber “big picture” when 

reporting to the Department of Homeland Security. 

The office of the Chief Information Officer takes a comprehensive, proactive approach to preventing and isolating 

intrusions in the FAA’s infrastructure. This cyber defense strategy involves hardening of the individual system and 

network elements, and isolating and backing-up those elements to avoid services disruptions. 

Advanced Persistent Threat (APT) events are targeted attacks on federal government systems, which pose a serious 

and imminent threat to those systems. These are events specific in nature, objective and patterned. The 

development of the term “Advanced Persistent Threat” allows the recording of these events and the identification of 

systems that have been compromised or affected by both opportunistic and targeted cyber-attacks. The APT events 

are one type of event the SOC detects, analyzes and responds to daily in defense of the FAA infrastructure. In 

addition to the APT events the FAA must respond to a myriad of attacks on its systems. The FAA is evolving 

towards a risk-based approach to computer network defense integrating new technologies into the cyber security 

program to protect the FAA and enhance the capability to respond to emerging cyber threats.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 6 – Address 80% of high value risks within 30 days. Continue to provide 

information to the Cybersecurity Steering Committee to assure consistent risk acceptance decisions. 

Visualize vulnerabilities on all IP based systems.

Relationship to Performance Metric

The FAA supports and implements security strategies and plans through: (1) effective preparation, detection, 

response, and recovery regarding cyber-attacks; (2) integration of information security efforts into all acquisition 

and operation phases to protect FAA people, buildings, and information; and (3) support for efforts to safeguard 

homeland security, in particular the FAA’s component of the nation’s critical infrastructure and industry.

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Fiscal Years 2017-2021 Activity 3

Program Plans FY 2017 – Performance Output Goals

• Evaluate solutions and services to achieve Continuous Diagnostics and Mitigation (CDM) Phase 2 goals such as 

network access control management, credentials and authentication management, account access management, 

and security-related behavior management.

• Evaluate and deploy new technologies to combat APT.

• Validate full packet capture capability at two new strategic network points.

• Integrate advanced and evolved vulnerability and United States Government Configuration Baseline (USGCB) 

scanning within the FAA’s IP based networks.

• Evaluate new technologies to address complex and rapidly changing cyber threats and vulnerabilities.

• Deploy Wireless Intrusion Detection/Wireless Application Protocol (WID/WAP) to 91 FAA facilities. 

• Conduct software code vulnerability security analysis on 120 legacy and developmental agency systems. 

• Develop architecture and engineering efforts for alternative solutions to secure new FAA systems.

• Implement PIV Card requirement for non-NAS networks to access internal FAA network (i.e. Virtual Private 

Network (VPN)).

Program Plans FY 2018 – Performance Output Goals

• Implement solutions and services to achieve CDM Phase 2 goals including management of access control, 

credentials and authentication, account access, and security-related behavior.

• Evaluate and deploy new technologies to combat APT.

• Deploy full packet capture capability at two new strategic network points.

• Deploy Wireless Intrusion Detection/Wireless Application Protocol (WID/WAP) to 91 FAA facilities.

• Evaluate new technologies to address complex and rapidly changing cyber threats and vulnerabilities to include 

wireless technologies. 

• Complete software code vulnerability security analysis on 150 legacy and developmental agency systems.

Program Plans FY 2019 – Performance Output Goals

• Evaluate solutions and services to achieve CDM Phase 3 to manage events to prepare for and respond to 

incidents and contingencies.

• Evaluate and deploy new technologies to combat APT.

• Deploy full packet capture capability at two new strategic network points.

• Deploy Wireless Intrusion Detection/Wireless Application Protocol (WID/WAP) to 91 FAA facilities.

• Evaluate new technologies to address complex and rapidly changing cyber threats and vulnerabilities to include 

wireless technologies. 

• Complete software code vulnerability security analysis on the remaining legacy and developmental agency 

systems.

Program Plans FY 2020 – Performance Output Goals

• Implement solutions and services to achieve CDM Phase 3 to manage events to prepare for and respond to 

incidents and contingencies.

• Evaluate and deploy new technologies to combat APT.

• Deploy full packet capture capability at two new strategic network points.

• Evaluate new technologies to address complex and rapidly changing cyber threats and vulnerabilities to include 

wireless technologies. 

Program Plans FY 2021 – Performance Output Goals

• Implement solutions and services to achieve CDM Phase 3 capabilities to manage events in preparing for and 

responding to incidents and contingencies.

• Evaluate and deploy new technologies to combat APT.

• Deploy full packet capture capability at two new strategic network points.

• Evaluate new technologies to address evolving cyber threats and vulnerabilities, to include wireless 

technologies.

 

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3A06, SYSTEM APPROACH FOR SAFETY OVERSIGHT (SASO)

FY 2017 Request $17.2M

System Approach for Safety Oversight (SASO) – Phase 2b, A25.02-02

 

Program Description 

The SASO Program improves, automates, and standardizes the FAA’s Flight Standards Service (AFS) safety 

oversight and inspection processes by implementing the International Civil Aviation Organization (ICAO) Safety 

Management System (SMS). Within AFS, SMS consists of four primary components: Safety Assurance (SA), 

Safety Risk Management (SRM), Safety Policy (SPO) and Safety Promotion (SPR).

Safety Assurance (SA): The Flight Standards Safety Assurance System (SAS), supports the SA component of SMS 

by introducing a new proactive systems safety approach that will significantly improve FAA’s ability to identify and 

address hazards and safety risks before they result in accidents. Obsolete or redundant systems and data will be 

consolidated or removed and replaced with an integrated suite of databases and analysis tools that provide both more 

accurate and critical information needed to make timely safety decisions. The program will exchange information 

from these systems with national and international government and industry organizations throughout the aviation 

community to increase awareness of systemic safety risks and maximize levels of safety. The SAS will provide 

easier and quicker access to safety information for FAA employees that certify and monitor the aviation industry.

Safety Risk Management (SRM): SASO SRM activities include specific enhancements to the SAS toolset to support 

SRM, particularly with respect to the development and assessment of risk controls and the implementation of 

functional and data interfaces. These interfaces will interconnect the AFS SRM functions with SRM functions of 

other FAA Office of Aviation Safety (AVS) services and offices, most notably the Aircraft Certification Service 

(AIR). This will be done in conjunction with updating internal AFS policy and procedures in accordance with SMS 

constructs and requirements. 

Safety Policy (SPO): SASO Safety Policy improvements will focus on integrating safety planning, organizational 

structure and responsibilities, and operational procedures and controls. SASO will put in place processes for the 

establishment of acceptable levels of safety for both individual certificate holders and applicable aviation industry 

segments viewed as a whole. SASO will develop a methodology for establishing an acceptable level of risk for 

particular industry segments and types of operations, and procedures to continuously monitor and aggregate industry 

level risk. Finally, references and process controls will be updated to support integration into the overall AVS SMS.

Safety Promotion (SPR): SASO Safety Promotion initiatives include five primary activities: 

• Developing a positive safety culture between AVS, AFS and certificated and non-certificated entities; 

• Communicating ongoing SMS efforts and outputs to all employees; 

• Establishing personnel competency requirements and training for SMS activities; 

• Building knowledge of safety issues and incorporating it into the aerospace system; and 

• Updating product/service provider SMS requirements.

SASO is divided into three phases. SASO Phase I (FY 2006 – FY 2009) consisted of a planning and engineering 

effort designed to develop and test the SAS concept, i.e. using automation to guide and support the FAA’s safety 

oversight and inspection process. It also demonstrated the benefits of system safety to AFS and the aviation 

community. SASO Phase II is further developing and implementing the SAS concept for other CFR Parts pertaining 

to aviation. SASO Phase II is divided into two phases: Alpha and Beta. Phase II Alpha will be completed in FY 

2016.

SASO Phase II Beta covers the period from FY 2015 through FY 2024. SASO Phase II Beta will address additional 

requirements of FAA Order VS 8000.367A. SASO Phase II Beta is divided into two segments:

• Segment 1 (FY 2015 - FY 2024). This segment includes the effort to enhance the basic SAS framework 

developed and deployed in Phase II Alpha to accommodate additional Title 14 CFR Parts. These include, 

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Fiscal Years 2017-2021 Activity 3

but are not limited to, other air operators, Pilot Schools and Training Centers, Aviation Maintenance 

Technical Schools and other operations such as helicopter external load, and agriculture/crop dusting. This 

represents an additional 7,500+ certificate holders for a combined total of over 13,000 certificates. 

Segment 1 also includes the development and implementation of the three remaining components of the 

SMS: Safety Risk Management, Safety Policy, and Safety Promotion. SASO Phase II Beta Segment 1 has 

been further subdivided into Segment 1a and Segment 1b. Segment 1a will focus on the highest AFS 

priorities, which will include SAS development for Title 14 CFR Parts 141, 142, 147 and 183. SAS 

functionality is also enhanced in the areas of activity recording, office workload list, risk profile, and the 

Certificate Services Oversight Process. Segment 1a develops and implements efficiencies in the repair 

station assessment process and develops SMS safety promotion through a variety of means and 

communication mechanisms to enhance industry collaboration. Segment 1a includes a planning effort to 

prepare for Segment 2, which includes an analysis of AFS business processes, systems, data management, 

and developing a business case. The Phase II Beta, Segment 1a Final Investment Decision (FID) is 

scheduled for Q2, FY 2016. Segment 1b will focus on AFS’s remaining requirements, as defined in the 

SASO final program requirements document to complete the AFS SMS.

• Segment 2 (FY 2018 - FY 2024). This segment includes the implementation of an approved AFS business 

consolidation plan which includes: 1) system/business process consolidation; 2) system procurement and 

system decommissioning; 3) policy, documentation and training development; and 4) instruction to support 

AFS business, system consolidation and efficient data management. Upon completion of this segment, 

AFS business processes, systems and data management will be standardized and consolidated, thus creating 

efficiencies that significantly enhance AFS oversight capability. The Phase II Beta, Segment 2 FID is 

planned for FY 2019.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

SASO supports the metric for reducing the air carrier fatal accident rate by implementing a SMS that will assist 

aviation safety inspectors with their statutory oversight of the aviation industry. SASO Phase II Alpha implemented 

an automation system that fulfills the first of four SMS components, Safety Assurance. SASO Phase II Beta 

implements the remaining three SMS components, Safety Promotion, Policy and Risk Management. After 

completion of both phases, the aviation safety inspector workforce will be better informed and prepared to improve 

enforcement of safety regulations and continue to protect the flying public.

Program Plans FY 2017 – Performance Output Goals

• Segment 1a: Complete Office Workload IPT Critical Design Review (CDR).

Program Plans FY 2018 – Performance Output Goals

• Segment 1a: Complete Critical Design Review (CDR) for SAS Functional Release 1. 

• Segment 1a: Complete Development Testing 1 for SAS Functional Release 1.

Program Plans FY 2019 – Performance Output Goals

• Segment 1a: Complete Development Testing 2 for Functional Release 1.

• Segment 1a: Complete Beta Testing for SAS Functional Release 1.

• Segment 1b: Achieve Phase II Beta, Segment 1b FID.

• Segment 2: Achieve Phase II Beta, Segment 2 FID.

Program Plans FY 2020 – Performance Output Goals

• Segment 1b: Output goals will be determined at FID.

• Segment 2: Output goals will be determined at FID.

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Program Plans FY 2021 – Performance Output Goals

• Segment 1b: Output goals will be determined at FID.

• Segment 2: Output goals will be determined at FID.

System Implementation Schedule

 

3A07, AVIATION SAFETY KNOWLEDGE MANAGEMENT ENVIRONMENT (ASKME)

FY 2017 Request $4.2M

Aviation Safety Knowledge Management Environment (ASKME) – Segment 2, A26.01-01

 

Program Description

The ASKME program is a suite of functional components designed to support and enable the FAA Aircraft 

Certification Service (AIR) to more efficiently certify new aircraft and modifications to existing aircraft. The 

program provides a comprehensive automation environment for critical safety business processes for Aviation 

Safety (AVS) through the deployment of integrated business solutions. ASKME – Segment 1, was approved by the 

Joint Resources Council (JRC) in 2007 for project work from FY 2008 – 2012. ASKME – Segment 2 was approved 

by the JRC in September 2011 to continue development and deployment of these business solutions through FY 

2017.

ASKME 2 projects will provide digital storage and retrieval of FAA safety data and information from FAA 

technical documentation, including lessons learned from previous certifications that involved aircraft design and 

manufacturing safety issues, so that they can be accessed quickly and shared more efficiently. ASKME will 

provides a comprehensive automated system and a suite of electronic tools for capturing key safety related data 

resulting from rulemaking and policy development, airworthiness directives, engineering design certification, 

production/ manufacturing certification, airworthiness certification, and compliance and enforcement.

Additional ASKME capabilities will help inspectors in approving new operating certificates, and ensuring that 

design or modification of aircraft meets aircraft safety regulations. These capabilities will also aid in designee 

management, compliance and evaluation (audit) of certification activities, responses to external inquiries, support 

for necessary compliance and enforcement actions, continued operational safety management, and international 

coordination. 

ASKME Segment 2 will complete the iterative design, development, testing, and release of the ASKME Segment 2 

Integrated System, deliverables include:

• Electronic File System (EFS) – Production Support and Historical Scanning;

• Work Tracking Software – Budget Management (WTS-BMgmt);

• Airworthiness Directives Development (ADD);

• Airworthiness Certifications; and

• Compliance and Enforcement Actions (CEA).

System Approach for Safety Oversight (SASO)

Safety Assurance System (SAS) Ph II Alpha Development - 2010-2016 Alpha Dev

SAS Ph II Alpha - IOC 2014 -- FOC 2016 Alpha

SAS Ph II Beta Segment 1a Development - 2015-2023 SAS P2S1

SAS Ph II Beta Segment 1a - IOC 2020 -- FOC 2024 Beta Seg 1a

2015 2020 2025

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Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

The AIR is responsible for ensuring that civil aircraft are designed and manufactured to operate safely within the 

NAS. ASKME will provide the automated systems to conduct safety data analysis and data gathering, as well as the 

collection of lessons learned as it applies to AIR’s safety-related responsibilities (e.g. aircraft certification and 

certificate management, regulatory development, designee supervision and oversight, and operational safety). 

ASKME will provide AIR with a comprehensive mechanism aimed at: 1) the early identification and resolution of 

accident precursors; 2) the promotion of systematic and structured risk assessment/risk management practices; and 

3) the proactive management of safety issues throughout the lifecycle of an aircraft and its components. The 

projected benefit from FY 2013 to FY 2023 is estimated at 77.26 avoided fatalities.

Program Plans FY 2017 – Performance Output Goals

• Complete the portion of the ASKME Segment 2 integrated system required to provide the CEA (Compliance & 

Enforcement Actions) functionality. (APB milestone) 

• Complete the portion of the ASKME Segment 2 integrated system required to provide the AC (Airworthiness 

Certification) functionality. 

• Complete the portion of the ASKME Segment 2 integrated system required to provide the BMGMT (Budget 

Management) functionality. 

• Conduct user in service training.

• Complete development, implementation and release of ASKME Segment 2. (APB milestone)

Program Plans FY 2018-2021 – Performance Output Goals

• None.

 

3A08, AEROSPACE MEDICAL EQUIPMENT NEEDS (AMEN)

FY 2017 Request $3.0M

• Aerospace Medical Equipment Needs (AMEN) – Phase 2, M53.01-02

• X, Aerospace Medical Equipment & Infrastructure Needs (AMEIN) – Phase 3, M53.01-03

Aerospace Medical Equipment Needs (AMEN) – Phase 2, M53.01-02

 

Program Description 

The Civil Aerospace Medical Institute (CAMI), located at the FAA Mike Monroney Aeronautical Center (MMAC) 

in Oklahoma City, OK, is the medical certification, education, research, and occupational medicine wing of the 

Office of Aerospace Medicine (AAM) within the FAA’s Aviation Safety Organization (AVS). CAMI’s personnel 

work in sophisticated research laboratories and testing facilities and require modern scientific, engineering, 

simulation, and medical systems. Much of the laboratory equipment used by CAMI’s scientists, physicians, and 

engineers is becoming obsolete. This aging equipment places several accreditations at risk (i.e., American Board of 

Forensic Toxicologists and Quality Management Systems – ISO 9001:2008) and does not allow the FAA to keep up 

with science and technological advances currently available in the market.

Phase 2 includes the replacement of CAMI Human Factors Research Division’s old and obsolete research laboratory 

assets. AMEN Phase 2 will replace 12 equipment items, all of which are Commercial-Off-The-Shelf (COTS) or 

modified COTS products. The equipment to be replaced includes five computer-based flight operations and Air 

Traffic Control (ATC) simulators, two biochemistry/forensic toxicology testing systems, two specialized cameras, 

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Fiscal Years 2017-2021 Activity 3

one anthropometric test dummy, one engineering calibration device, and a data acquisition and processing system. 

The AMEN Phase 2 program achieved a Final Investment Decision (FID) in October 2015 for the replacement of 

this equipment.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

Modern equipment supports human safety and performance research areas that are associated with reducing aviation 

accidents and fatalities. Examples of how the equipment will be utilized to perform research are: 

• Development of procedures to detect aeromedically unsafe conditions and trends (biochemistry 

equipment);

• Assessment of crash environments to determine restraint performance and safety device effectiveness

(crash survival equipment);

• Evaluations of human factors concerns associated with advanced multifunction displays and controls used 

in general aviation and air traffic control: General Air Traffic and Technical Operations Research 

Laboratory (GATTOR), Air Traffic Control Advanced Research Simulator (ATCARS), Technically 

Advanced General Aviation Research Simulator (TAGARS), Advanced Unmanned Aircraft System 

(AURS) Research Simulator, and Advanced Rotorcraft Simulator (ARS);

• Evaluation of NextGen technologies and procedures including human-in-the-loop (HITL) simulation 

studies concerning the usability of proposed automation concepts and the effects of those concepts on ATC 

workload, situational awareness, and performance (GATTOR, ATCARS, and TAGARS); and

• Development and assessment of performance measures for ATC and technical operations specialists

(GATTOR, ATCARS, and TAGARS).

Program Plans FY 2017 – Performance Output Goals

• Complete documentation for acquisition of the following items:

o TAGARS 

• In Service (available for use): Engineering Calibration Device (CAL)

Program Plans FY 2018 – Performance Output Goals

• Complete documentation for acquisition of the following items:

o GATTOR

o ARS

• In Service (available for use): 

o Anthropometric Test Device (ATD)

o Miniature Data Acquisition System (mDAS)

o Ultraviolet and Visible Absorption Spectroscopy (UV/VIS)

o micro gas chromatograph (mGC)

Program Plans FY 2019 – Performance Output Goals

• In Service (available for use): ATCARS (Prior year funds)

Program Plans FY 2020 – Performance Output Goals

• In Service (available for use): TAGARS (Prior year funds)

Program Plans FY 2021 – Performance Output Goals

• In Service (available for use): (Prior year obligations)

o GATTOR

o ARS

o AURS

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X, Aerospace Medical Equipment & Infrastructure Needs (AMEIN) – Phase 3, M53.01-03 

Program Description

The Civil Aerospace Medical Institute (CAMI), located at the FAA Mike Monroney Aeronautical Center (MMAC) 

in Oklahoma City, OK, is the medical certification, education, research, and occupational medicine wing of the 

Office of Aerospace Medicine (AAM) within the FAA’s Aviation Safety Organization (AVS). CAMI’s personnel 

work in sophisticated research laboratories and testing facilities and require modern scientific, engineering, 

simulation, and medical systems. Much of the laboratory equipment used by CAMI’s scientists and engineers is 

becoming obsolete. This aging equipment places several accreditations at risk and does not allow the FAA to keep 

up with science and technological advances currently available in the market.

AMEIN Phase 3 – Aerospace Medical Equipment & Infrastructure Needs (AMEIN) (Wind & Wave Evacuation and 

Survival (WiWAVES) Program) will provide for the continued technology refresh of CAMI aerospace medical 

divisions’ laboratory assets.

Phase 3 of this program will replace the aging Water Survival Research Facility (WSRF) at CAMI, which was 

installed in 1967 and last renovated in 1983. The WSRF failed structurally in 2012 and was out of service for 

several months causing the suspension of all research and safety analysis activities during that time. While the 

WSRF was being repaired some education activities were temporarily performed at a local college swimming pool 

which has since been closed. Continuing deterioration of the WSRF presents a high risk of catastrophic structural 

failure which will result in the WSRF tank becoming completely unusable in the near future.

CAMI plans to construct a new WiWAVES facility housed in an approximately 50,000 sq. ft. building. The 

WiWAVES facility will consist of a water survival tank surrounded by the structural and mechanical apparatus 

required to support fuselage placements, aircraft attachments for multiple escape slides, deployment of water 

survival inflatables, wind machines to emulate high-fidelity windstorm operating environments, and the wave 

generating capability necessary to challenge the design and function of water safety and survival equipment, and 

procedures.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

Modern equipment supports human safety and performance research areas that are associated with reducing aviation 

accidents and fatalities. WiWAVES facility will replace the old and obsolete WSRF to fully restore capabilities 

necessary for evaluation and development of equipment, systems, and procedures used for the protection and 

survival of aircrews, cabin crews, and the flying public. Architectural and functional enhancements beyond the 

design elements of the legacy WSRF will bring state-of-the-art functionality to address existing and advanced cabin 

safety requirements in a relevant virtual environment.

Program Plans FY 2017 – Performance Output Goals

• None.

Program Plans FY 2018 – Performance Output Goals

• Award architecture and engineering design contract for WiWAVES facility.

• Complete Engineering and Ground Studies.

• Complete Environmental Studies.

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Program Plans FY 2019 – Performance Output Goals

• Complete architecture and engineering design for WiWAVES facility.

• Complete acceptance of Type B Architectural Drawings.

• Award construction contract for Phase 1a of WiWAVES facility to include site preparation and relocation of 

utilities.

Program Plans FY 2020 – Performance Output Goals

• Award construction contract for Phase 1b of WiWAVES facility to include construction of survival tank and 

wind testing area.

• Acquire and complete installation of Wave Generation equipment.

Program Plans FY 2021 – Performance Output Goals

• Award construction contract for Phase 2 (of 2) of WiWAVES facility to include construction of briefing room 

and support spaces (i.e., locker rooms, support equipment, control room, etc.).

 

3A09, NEXTGEN – SYSTEM SAFETY MANAGEMENT PORTFOLIO

FY 2017 Request $17.0M

• A, Aviation Safety Information Analysis and Sharing (ASIAS), G07A.02-01

• B, Systems Safety Management Transformation (SSMT), G07M.02-01

A, Aviation Safety Information Analysis and Sharing (ASIAS), G07A.02-01

 

Program Description

The ASIAS program is an information safety analysis and data sharing collaboration involving industry and 

government to proactively analyze broad and extensive data to advance aviation safety. The primary objective of 

ASIAS is to provide a national resource for use in discovering common, systemic safety problems that span multiple 

airlines, fleets and regions of the global air transportation system. ASIAS uses internal FAA datasets, airline 

proprietary safety data, publicly available data, manufacturers’ data and other data. ASIAS links together these data 

sources to identify safety trends in the NAS, leading to a comprehensive and proactive approach to aviation safety in 

conjunction with implementation of NextGen capacity and efficiency capabilities. 

The ASIAS information analysis and sharing mission directly supports safety promotion and safety assurance 

initiatives providing analytical results such as baseline information and trends; and indirectly supports safety risk 

management through issue identification, information, and tools for analysis of hazards. System wide analysis and 

modeling support risk assessment and management by identifying potential systemic risks associated with both new 

systems in NextGen and existing systems. To fully realize the benefits of the Safety Management System (SMS) 

approach to safety and reach the level of safety demanded by the public, it will be necessary to: 

• Replace inadequate, informal communication with comprehensive and timely exchange of aviation safety 

information;

• Coordinate and share the resources required to promote effective tool development and issue analysis; and

• Establish a collaborative approach to identifying and mitigating system safety issues posing the highest 

risk.

ASIAS supports these objectives by aggregating and sharing data among ASIAS participants to more clearly 

understand the precursors that may lead to accidents. ASIAS aggregates multiple sources of aviation safety data in a 

central repository, increasing its potential value for analysis-based insight and providing some insights that are only 

discoverable through shared data. ASIAS also has advanced safety analytical capabilities and performs analyses 

that would not otherwise be available to participants performing similar analyses on their own data.

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ASIAS has initiated the process of proactively analyzing, identifying and monitoring the data for potential high risk 

safety issues sooner than some that may remain hidden until being uncovered later in post-incident investigations. 

New automated processes will facilitate advanced analysis of comprehensive data which will provide new insights 

about potential safety risks in both the current NAS and as the NAS implements NextGen capabilities.

The activities in the program include:

• Research to develop ASIAS capabilities that build upon and extend existing capabilities for managing and 

processing aviation safety and performance data;

• The development of tools that convert both unstructured textual and digital data into information; and

• The creation of visualization capabilities that aid causal/contributing factor analyses and risk assessment.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter.

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

ASIAS is a vital component needed to support FAA’s Strategic Priority to Make Aviation Safer and Smarter. Safety 

insights from ASIAS analyses are communicated to the ASIAS participants and, as authorized by the ASIAS 

Executive Board (AEB), to others in the aviation community. Participants will leverage insights from ASIAS to 

identify risk-reducing alternatives or changes to operations or processes to improve NAS safety. Safety insights 

from ASIAS will be applicable to a broad range of aviation communities including commercial, general aviation 

(GA), helicopters, and civilian agencies involved with aviation operations such as airport operators, airport 

authorities, and specifically to the FAA as it develops and implements NextGen. As a FAA-industry partnership and 

data-driven safety program, ASIAS supports promotion and expansion of safety information efforts to identify, 

prioritize and address risks and/or vulnerabilities before they lead to accidents.

Program Plans FY 2017 – Performance Output Goals

• Establish an initial data sharing agreement with at least one Rotorcraft operator.

• Establish a data collection and sharing capability for the GA community using GA Flight Data Monitoring (GAFDM) acquisition systems.

• Complete transition to AIRINC 717-based Flight Operational Quality Assurance (FOQA) analysis capability to 

improve big data processing efficiency.

• Develop Models and Metrics to access human factors issues related to NAS accident and incident risks.

• Develop machine learning frameworks that actively recalibrate safety metrics as behaviors change in the NAS.

• Deploy automated capabilities to alert ASIAS participants on atypical flight and system behavior using fused 

digital and textual data.

Program Plans FY 2018 – Performance Output Goals

• Incorporate avionics manufacturers’ data into the ASIAS data set.

• Incorporate available Unmanned Aircraft Systems (UAS)/Remotely Piloted Aircraft (RPA) data into the ASIAS 

data set to characterize UAS operations in the NAS.

• Transition non-protected ASIAS data to a FAA cloud-based architecture for improved data storage and 

analytical capabilities, and for enhancing data sharing and access to other ASIAS stakeholders.

• Develop models to simulate Terrain Awareness Warning System (TAWS) alerts for both simulated and radar 

flight tracks; integrate capability into the FAA Terminal Area Route Generation and Traffic Simulation 

(TARGETS) tools for testing of new procedures.

• Develop a capability to support the distribution, collection, and management of ASIAS information through the 

ASIAS Tagging, Tracking, and Integration of Knowledge (ATTIK) system for improved safety analysis.

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Program Plans FY 2019 – Performance Output Goals

• Incorporate engine manufacturers’ data into the ASIAS data set.

• Establish a Low-Cost Helicopter Flight Data Monitoring (LC-HFDM) capability for rotorcraft participants. 

• Develop capability to monitor and assess data quality for ASIAS participants’ Safety Management System 

(SMS) and other Safety Reporting Programs. 

• Develop improved risk models for trend/anomaly detection capabilities to find high-risk and anomalous flights, 

leveraging new data sources such as GA and Rotorcraft operational information.

Program Plans FY 2020 – Performance Output Goals

• Develop adaptive analytics (updatable models) to support near real-time and historical analysis of safety risks, 

leveraging other relevant FAA safety capabilities such as System Safety Management Transformation (SSMT).

• Deploy advanced visualization (e.g. 3-D) tools on the ASIAS portal that include user customized parameters 

and displays for improved safety analysis.

• Deploy text-mining capability enhancements to enable automatic alerting and supplement analytical models 

using fused ASIAS data sources to improve the efficiency and effectiveness of ASIAS safety analyses.

• Conduct Directed Studies using tailored analytical techniques using available ASIAS data in support of 

NextGen system changes (e.g., Air Traffic Management procedures, airspace redesign) and community changes 

(e.g., fleet changes, avionics upgrades) in support of the FAA’s Risk-Based Decision Making initiatives.

Program Plans FY 2021 – Performance Output Goals

• Establish participation of local government aviation and airport authorities in the sharing of safety information 

with ASIAS and the receiving of applicable metrics and studies.

• Conduct ASIAS studies and analyses, and develop metrics in support of the Commercial Aviation Safety Team 

(CAST), the GA-Joint Steering Committee (GA-JSC), and rotorcraft community safety risk mitigation 

activities.

• Develop analytical capabilities that leverage new information in NextGen, such as data from commercial space 

operations. 

• Enhance UAS hotspot monitoring capability to enable automated altering for ASIAS community members.

 

B, Systems Safety Management Transformation (SSMT), G07M.02-01

 

Program Description

This program develops a comprehensive and proactive approach to aviation safety; especially as it relates to the 

implementation of NextGen. This work enables safety assessments of proposed NextGen concepts, algorithms, and 

technologies that address economic, implementation, operational and performance impacts, of NextGen system 

alternatives. This program supports the development and implementation of integrated safety management systems 

across the air transportation system to ensure that the safety risk throughout the NAS is managed to meet FAA’s 

safety goals. A demonstration of a National Level System Safety Assessment working prototype will be conducted 

that will proactively identify emerging risks as NextGen capabilities are defined and implemented. Hazard 

identification and tracking systems developed within the FAA will be linked to the Integrated Safety Assessment 

Model (ISAM) to support operational safety analyses. Mechanisms to define and support integrated risk-based 

approaches to safety and safety oversight will be prototyped to monitor operational safety and to determine the 

safety implications to the air transportation system of operational changes primarily driven by NextGen. 

The activities included in the Systems Safety Management Transformation program include: 

Terminal, EnRoute and Oceanic Risk Baseline and Forecast:

Terminal Area, EnRoute and Oceanic risk baseline and risk forecasts will be periodically calculated and reported 

through the development, validation and implementation of software for surface operations and terminal areas at all 

35 major airports.

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Integrated Safety Assessment Model (ISAM) Baseline and Forecast:

Software programs to establish an integrated system risk analysis baseline with standardized baseline safety metrics 

for all aspects of the NAS will be developed, validated and implemented. Integrated Safety Assessment Forecast 

will develop, validate and implement system risk analysis forecasting software and periodic metrics reporting of the 

potential impact of both planned and implemented NextGen initiatives on current and future safety baselines for all 

aspects of the NAS. The ISAM model will also be extended to cover worldwide accident rates and incident data 

through coordination with EUROCONTROL to support research conducted by the Single European Sky Air Traffic 

Management Research (SESAR) program.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

The planned growth and complexity in the air transportation system requires a fundamental change in the way the 

air transportation community manages safety. System safety management research provides a shared, proactive 

approach to identifying, assessing, and mitigating risk to make all stakeholders more effective in their approach to 

managing safety. Processes will be reengineered, safety cultures will change, and new technologies that prevent and 

mitigate incidents and accidents will be deployed within the air transportation system. 

The Systems Safety Management Transformation program delivers prototype systems, functioning models, safety 

tools, information sharing environments and safety management analyses. Capabilities will be integrated using 

multiple data sources and shared across the aviation community through the deployment of local system safety risk 

baseline tools, risk prediction tools, and integrated forecasts. Ultimately, NAS stakeholders will use the tools to 

identify precursors and contributing factors to accidents, allowing interventions to be developed and implemented 

before system safety issues manifest as accidents.

Program Plans FY 2017 – Performance Output Goals

Terminal, EnRoute and Oceanic Risk Baseline and Forecast:

• Produce validated end-to-end estimate of complete flight track risk baselines, airport, terminal, and enroute by 

incorporating threaded track data.

• Produce safety risk baseline for typical Oceanic Operations – North Atlantic incorporating EUROCONTROL 

Integrated Risk Model inputs.

• Produce applied forecast case analysis for one complete flight track demonstration.

• Produce integration report with ISAM model.

Program Plans FY 2018 – Performance Output Goals

Integrated Safety Assessment Model Risk Baseline and Forecast:

• Produce integrated world-wide risk analysis through integration with the EUROCONTROL Risk model.

• Produce monthly NAS-wide risk metrics and report including system baselines and operational impacts of 

NextGen changes. 

• Quantify risk analysis for a manufacturing process using an Event Sequence Diagrams and Fault Trees related 

to a new concept such as additive manufacturing.

Program Plans FY 2019 – Performance Output Goals

Integrated Safety Assessment Model Risk Baseline and Forecast:

• Produce daily risk analysis report for NAS-wide risk metrics including airport surface, terminal and enroute 

risks with wake encounter and weather related risks.

• Produce revised monthly NAS-wide risk metrics and report including system baselines and trends, reflecting 

commercial, general aviation and Unmanned Aircraft Systems (UAS) operations.

• Produce revised monthly commercial operations report for ATO and contract tower operations.

• Produce revised monthly NAS-wide risk forecasts, trend modeling and reporting.

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Program Plans FY 2020 – Performance Output Goals

Integrated Safety Assessment Model Risk Baseline and Forecast:

• Produce daily risk analysis report for NAS-wide risk metrics including airport surface, terminal and enroute 

risks with wake encounter and weather related risks.

• Produce revised monthly NAS-wide risk metrics and report including system baselines and trends, reflecting 

commercial, general aviation and UAS operations.

• Produce revised monthly commercial operations report for ATO and contract tower operations.

• Produce revised monthly NAS-wide risk forecasts, trend modeling and reporting.

Program Plans FY 2021 – Performance Output Goals

Terminal, EnRoute and Oceanic Risk Baseline and Forecast:

• Produce validated weekly end-to-end estimate of complete flight track risk baselines, airport, terminal, and 

enroute, linked to threaded track data using SWIM data feed.

• Produce applied forecast case analysis for one complete flight track demonstration based upon SWIM data feed.

 

3A10, NATIONAL TEST EQUIPMENT PROGRAM

FY 2017 Request $5.0M

National Test Equipment Program, M17.01-01

 

Program Description 

The National Test Equipment Program (NTEP) manages the modernization, distribution, and maintenance of test, 

measurement, and diagnostic equipment required to perform preventive and corrective maintenance in support of 

NAS systems. Test equipment allows technicians to safely evaluate the condition of NAS systems, identify and 

isolate defects, and correct and return systems to full operational capacity. Having modern and reliable test 

equipment is crucial to communication, automation, surveillance, power, navigation, and weather platforms that 

must be maintained within specific tolerances. Failure to achieve and maintain certification of critical NAS systems 

could result in flight delays.

A Final Investment Decision for NTEP was approved in June 2013. The program will update and replace aging and 

obsolete test equipment used at approximately 27,000 facilities throughout the NAS. Results of the analysis 

conducted as part of that FID decision, indicates that between 19% and 25% of the 77,000 pieces of test equipment 

require replacement, with an estimated cost of approximately $320 million. Some existing test equipment requiring 

replacement is more than 30 years old and spare parts are no longer available. There is a critical need for 

communication test sets, telephone test sets, radio test sets, signal generators, and oscilloscopes. In addition, some 

analog test equipment must be replaced with digital test equipment to be compatible with new digital technology 

now being deployed to support NextGen initiatives and other FAA programs. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

Inadequate access to modern test equipment may increase the mean-time-to-repair and restore a system back to 

operation following an outage. NTEP identifies, acquires, and deploys the test equipment required to maintain the 

systems critical to the operational availability of the NAS. 

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Fiscal Years 2017-2021 Activity 3

Program Plans FY 2017 – Performance Output Goals

• Procure and deliver 100 communication test sets.

• Procure and deliver 80 telephone test sets.

• Procure and deliver 204 cable and antenna analyzers.

Program Plans FY 2018 – Performance Output Goals

• Procure and deliver 40 communication test sets.

• Procure and deliver 80 telephone test sets.

• Procure and deliver 60 cable and antenna analyzers.

Program Plans FY 2019 – Performance Output Goals

• Procure and deliver 60 communication test sets.

• Procure and deliver 80 handheld vector network analyzers.

Program Plans FY 2020 – Performance Output Goals

• Procure and deliver 50 communication test sets.

• Procure and deliver 150 universal data test sets.

• Procure and deliver 158 oscilloscopes.

Program Plans FY 2021 – Performance Output Goals

• Procure and deliver 100 telephone test sets.

• Procure and deliver 400 communication test set.

 

3A11, MOBILE ASSETS MANAGEMENT PROGRAM

FY 2017 Request $5.8M

Mobile Asset Management Program, F31.01-01

 

Program Description 

The Mobile Asset Management Program (MAMP) provides transportable NAS equipment to restore certain 

operations during periods of extended equipment outages, to ensure continuity of NAS operations. Mobile NAS 

equipment provides for the continuity or restoral of air traffic control when an air traffic control tower (ATCT) or 

other NAS system is out of service due to a disaster or an extensive repair/modernization/upgrade. Mobile NAS 

equipment may also be required to augment air traffic control functions at some locations during major public events 

to ensure safe operations. The MAMP provides mobile assets that function as ATCTs, TRACON facilities, remote 

transmitter/receiver (RTR) sites, remote communications air/ground (RCAG) sites, and other systems that 

experience unexpected outages or planned system downtime for non-routine maintenance, modernization, or 

upgrade. 

The FAA’s inventory of mobile assets are in a serious state of disrepair and are often incapable of providing their 

intended service without first undergoing significant maintenance or repair before they can be deployed. The 

inventory consists of 104 assets, of which 45 are directly involved with controlling aircraft. The assets range from 

30 kilowatt Mobile Engine Generators (MX) to four-position, mobile ATCTs (MATCTs). The near term priorities 

are to replace eight obsolete large four-position MATCTs and prioritize and restore the remaining assets in the 

inventory to a full operational capability. The MATCTs, which were acquired in the 1990s are experiencing 

material failures and must be replaced. With an increase in the frequency of ATCT modernization projects, the 

requirements for the use of MATCT’s, and MATCT’s with TRACON capability have also increased. MAMP is 

currently developing an additional modular air traffic control tower type with ability to incorporate TRACON 

positions and equipment. This new version, referred to as a Deployable Air Traffic Control Facility (DATCF), will 

be an OSHA/EOSH code compliant temporary facility designed specifically for longer term deployments of 12 

months or more. Long range planning is to have and maintain an inventory of nine large MATCTs and a minimum 

of three DATCFs. This quantity and mix may change as the FAA’s Terminal modernization projects increase. 

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Presently, development of a lifecycle management program for mobile assets is ongoing, but not fully operational. 

As a result of this deficiency, the FAA is experiencing difficulty in providing functional mobile assets when 

emergency conditions require their use. MAMP will provide the mobile assets and the means to manage those 

assets. This program is included in the ATC Facilities Sustainment Strategic Plan.

A National Mobile Asset Deployment Center (MADC) has been established in the Central Service Area. The 

MAMP will assist the Eastern Service Area and Western Service Area in the development of designs for their 

Mobile Asset Deployment Centers in FY 2015. These designs are under development and efforts are ongoing to 

develop a business case for their construction. The Systems Support Centers (SSCs) affiliated with respective 

Deployment Centers will serve as property custodians of the mobile assets. Sheltered storage is mandatory. The 

Deployment Centers will arrange for transportation of the mobile assets to and from the event location, and verify 

inventory/assess condition with the receiving custodian. The Deployment Center will maintain a website schedule 

of the mobile assets deployments within their area of responsibility using the Mobile Asset eXchange (MAX) tool. 

The mobile assets will be maintained by SSC personnel supporting the MAMP Deployment Center in advance of a 

deployment.

Efforts are underway to develop a set of requirements for all mobile assets. These requirements will be the basis for 

building an inventory of mobile assets that will enable the FAA to respond to planned and unplanned outages in the 

NAS. 

The MAMP is not dependent upon other CIP programs. The mobile assets that are acquired are provisioned with 

NAS systems that are provided by other program offices. The MAMP office coordinates its system requirements 

with the appropriate program offices to ensure that the program is on the acquisition waterfall of the NAS system 

program offices.

The JRC approved the Final Investment Decision for MAMP on June 5, 2013.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric 

The MAMP program supports NAS operational availability by providing augmentation, continuity or restoral 

service for air traffic control towers, radars, and communications systems. Hurricane Katrina and the Haiti 

earthquake revealed that the FAA had limited capability to provide rapid, onsite restoral of NAS service for disaster 

response. Each year there are 10-15 ATCT modernization efforts in progress, many of which require mobile assets 

to maintain operations. Assets are not always available, requiring the development and use of “work around” 

procedures that extend the duration of the projects. Additionally, the majority of the 264 FAA owned permanent 

ATCTs are over 50 years old resulting in an increasing number of both modernization projects and unforeseen 

outages requiring mobile assets to maintain uninterrupted NAS operations. 

Program Plans FY 2017 – Performance Output Goals

• Acquire one DATCF.

• Acquire one medium MATCT.

• Upgrade / modernize two MATCTs.

Program Plans FY 2018 – Performance Output Goals

• Acquire one DATCF.

• Upgrade / modernize two MATCTs.

Program Plans FY 2019 – Performance Output Goals

• Acquire one medium self-contained MATCT.

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Fiscal Years 2017-2021 Activity 3

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

3A12, AEROSPACE MEDICINE SAFETY INFORMATION SYSTEM (AMSIS)

FY 2017 Request $12.0M

Aerospace Medicine Safety Information System (AMSIS) – Segment 1, A35.01-01

 

Program Description

The AMSIS program will develop a new information system for tracking and analyzing medical information 

associated with pilots, air traffic controllers and other aviation related personnel.

The Office of Aerospace Medicine (AAM) is responsible for maintaining information relating to the following 

responsibilities: 

• Medical Certification of Airmen;

• Medical Clearance of Air Traffic Control Specialists (ATCSs);

• Oversight of the Aviation Industry’s Drug and Alcohol Testing Programs;

• Designation, Training, Oversight and Surveillance of Aviation Medical Examiners;

• FAA Employee Substance Abuse Testing;

• Airmen Aviation Physiology and Survival Training and Education;

• FAA Employee Health Awareness; and

• Aerospace Medicine and Human Factors Research. 

AAM processes the medical certification applications of approximately 450,000 pilots and ATCSs each year and 

maintains millions of medical records as part of AAM’s role in the oversight of approximately 600,000 airmen and 

nearly 17,000 ATCSs. AAM has designed, developed and implemented information systems to efficiently process 

and manage safety, health and research information collected by FAA’s regulatory programs.

The information systems currently in use today were developed in the 1990’s. The technology and architecture of 

these systems are becoming unsupportable and will soon be obsolete. The AMSIS program will design, develop, 

procure and deploy the next generation information system. The information technology must be aligned with 

OMB/DOT/FAA information systems architecture and security standards. AAM must also align these systems with 

the national health information technology standards and security requirements for medical information systems 

developed by the Federal government, private sector and voluntary standards organizations, including the 

International Organization for Standardization (ISO). The systems must successfully and securely interface with 

approximately 4,250 health care providers designated by the FAA, known as Aviation Medical Examiners, who 

perform pilot and ATCS medical examinations.

Based upon review of the AAM Business Process Reengineering effort and coordination with key stakeholders, the 

AMSIS program determined additional analysis is required to fully mature all program requirements. As a result, 

AMSIS will use a segmented implementation approach. Mature requirements will be included in Segment 1, and 

requirements that require additional analysis will be included in Segment 2. 

The scope of each Segment is:

Segment 1 (Mature Requirements)

• Common Module

• Medical Certification (Airman) & Medical Clearance (ATCS) Module

• Industry Substance Abuse Module

• Workflow Management Module

• Reporting & Data Services Module

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Segment 2 (Additional Analysis Required)

• Internal Substance Abuse Module

• Aerospace Medical Analysis Module

• Budget Module

AMSIS received an affirmative Initial Investment Decision (IID) on December 17, 2014, and the segmentation 

strategy was approved by the JRC at that time. The AMSIS Preferred Alternative for final investment analysis was 

approved by the JRC on September 16, 2015. The Segment 1 Final Investment Decision (FID) is planned for Q4 

FY2016; the Segment 2 FID is planned for FY2018.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

AMSIS will provide better data accessibility and a greater ability to analyze medical information and denial data to 

identify safety trends that could impact system safety. 

Specifically, AMSIS will reduce accidents and improve safety by: 

• Reducing falsification of health records and preventing pilots or ATCSs from operating in the NAS when 

they have medical conditions that do not meet aviation safety requirements;

• Improving the ability to analyze medical data and identify and mitigate hazards related to specific and/or 

systemic airmen and ATCS health issues;

• Providing the ability to match airmen and ATCS medical records with the electronic health records of other 

government agencies and departments;

• Ensuring the accuracy and integrity of airmen and ATCS medical data; 

• Improving the surveillance and oversight of designees and aviation industry substance abuse programs;

• Improving the ability to conduct more inspections of industry substance abuse programs per year, and 

prioritize inspections of high-risk entities; and

• Improving the traceability of discovered substance abuse infractions and investigation of offenders.

Program Plans FY 2017 – Performance Output Goals

• Prime solution contract award.

• Complete System Design (Segment 1).

Program Plans FY 2018 – Performance Output Goals

• Initiate System Development (Segment 1).

• Initiate Integration and Testing (Segment 1).

• Achieve Final Investment Decision (FID) (Segment 2).

Program Plans FY 2019 – Performance Output Goals

• Complete System Design (Segment 2).

• Initiate System Development (Segment 2).

• Initiate Integration and Testing (Segment 2).

Program Plans FY 2020 – Performance Output Goals

• Complete System Development (Segment 1).

• Complete Integration and Testing (Segment 1).

• Achieve Final Operational Capability (FOC) (Segment 1).

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Program Plans FY 2021 – Performance Output Goals

• Achieve Final Operational Capability (FOC) (Segment 2).

• Complete program close-out.

 

3A13, TOWER SIMULATION SYSTEM (TSS) TECHNOLOGY REFRESH

FY 2017 Request $3.0M

National Airspace System (NAS) Training - Equipment Modernization – Training 

Simulators – Tower Simulation System, M20.01-04

 

Program Description

The Tower Simulation System (TSS) equipment modernization program will update obsolete tower simulation 

equipment and analyze the potential for adding new airport locations and satellite facilities. The TSS is currently 

deployed at 32 sites and supports 117 tower facilities. The TSS supports controller qualification and skill 

enhancement training at each site.

The TSS is a full-scale tower simulator providing an interactive, highly realistic environment for controller training. 

The TSS supports up to four simultaneous trainee positions including local, ground, flight data/clearance delivery, 

and coordinator. Trainees achieve initial proficiency in the simulator; when training is complete they begin work in 

an operational facility as a “developmental” in preparation for certification. The simulator provides synthetic voice 

response and voice recognition to allow the student to interact with the simulator. The voice recognition system 

interprets the student's commands and translates them into actual aircraft movement depicted visually on the screen. 

A recorded playback feature allows instructors to review and evaluate performance and provide feedback to the 

student after the training session.

The TSS is also used in non-training applications. It aids in site surveys for proposed new construction on or near 

the airfield as well as assisting in the planning of new runways or changes in local arrival or departure procedures in 

an accurate and safe simulated environment.

The current system is over nine years old and is becoming more expensive to operate and maintain. The projection 

system needs to be replaced with updated visual technology and video processors to increase fidelity, processing 

power, and reduce maintenance costs. The program will replace equipment at the 32 sites and procure mobile 

platforms to provide training capability at locations that do not require a permanent system. The mobile platforms 

will provide training at a greatly reduced cost. 

The Investment Analysis Readiness Decision was completed and approved 1Q FY 2016. Final Investment Decision 

is planned for 1Q FY 2017.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The current TSS may become inoperable due to equipment failures which would increase the cost of operation, 

maintenance, and training. A TSS technology update will reduce operational, maintenance, and training costs by 

providing newer and more reliable equipment. A 12% average reduction in training times has been experienced to 

date at airport locations using TSS. 

Program Plans FY 2017 – Performance Output Goals

• Procure and install updated TSS equipment at 11 locations.

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Program Plans FY 2018 – Performance Output Goals

• Procure and install updated TSS equipment at 18 locations.

• Procure 6 Small Mobile Systems and 6 Suitcase Systems.

Program Plans FY 2019-2021 – Performance Output Goals

• None.

 

3A14X, LOGISTICS SUPPORT SYSTEM AND FACILITIES (LSSF)

FY 2017 Request $0.0M

X, Logistics Center Support System (LCSS) – Technology Refresh, M21.04-02

 

Program Description

The Logistics Center Support System (LCSS) is a mission support IT procurement that re-engineers and automates

the FAA’s logistics management processes. LCSS is a modern Commercial Off-the-Shelf (COTS) Enterprise 

Resource Planning (ERP) system, utilizing object-oriented software design, service-oriented architecture, relational 

databases, and a web-based user interface. The program modernizes the FAA’s supply chain management by 

refreshing the COTS system starting in 2021.

The FAA Logistics Center (FAALC) at the FAA Mike Monroney Aeronautical Center (MMAC) in Oklahoma City 

manages the central NAS inventory warehouses and distribution facilities for the FAA. It provides logistics support 

for more than 48,000 systems nationwide, by providing parts, services, supplies and emergency restoration services. 

The FAALC tracks and accounts for over 62,000 national stock numbers with a total value of $900 million. It 

provides routine and emergency logistics products and services to over 8,091 FAA customers at facilities 

nationwide, as well as, to the Department of Defense (Air Force, Navy, and Army), state agencies, and foreign 

countries. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 1 – Sustain adjusted operational availability at 99.7 percent for the reportable 

facilities that support the Core airports.

Relationship to Performance Metric

The LCSS program supports the Strategic Priority to Deliver Benefits through Technology and Infrastructure with 

enhanced capability to accurately manage NAS spares and repair requirements using a centralized and automated 

process. This enables the agency to meet customer expectations by providing rapid delivery of the correct NAS 

components and parts with low error and/or defect rates.

Program Plans FY 2017-2020 – Performance Output Goals

• None.

Program Plans FY 2021 – Performance Output Goals

• Develop program plans and requirements document for the Technology Refresh phase of the program.

 

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B: Training, Equipment, and Facilities

3B01, AERONAUTICAL CENTER INFRASTRUCTURE MODERNIZATION

FY 2017 Request $14.0M

Aeronautical Center Infrastructure Modernization, F18.00-00

 

Program Description 

The Aeronautical Center Infrastructure Modernization program funds renovation and restoration of critical leased 

and owned facilities at the Aeronautical Center in Oklahoma City to ensure they remain viable for the mission of 

present and future FAA employees, students, and contractors. Funding from this program allows renovation of 

facility space used by Air Operations, Engineering, Training (Radar /Navigational Aids), NAS Logistics, 

airmen/aircraft registration, safety, and Business Services. Program funding will be used for facility renovation, 

building system replacement, and telecommunications infrastructure upgrade.

The Aeronautical Center is the FAA’s centralized location that supports the FAA NAS and comprises 1,100 acres of 

leased land with approximately 3.4 million square feet of space under roof and is home to the largest concentration 

of FAA personnel outside of Washington D.C. Each day the Aeronautical Center provides the space and 

infrastructure needed to support the work of 7,100 FAA employees, students, and contractors; approximately 11,000 

visitors annually, and is the largest concentration of FAA personnel outside of Washington D.C. Many of the 

buildings at the Aeronautical Center are nearing 50 years of age and require structural renovation and replacement of 

aging building systems (e.g. Heating, Ventilation Air Conditioning (HVAC), plumbing, electrical, roofs, etc.).

Some NAS support functions are conducted in outdated structures and in buildings that do not meet current building 

codes. Delays to renovation and replacement of building systems have consequences that include leaking roofs, 

deteriorating plumbing, malfunctioning heating, ventilation, air conditioning, and non-compliance with life safety 

codes that can disrupt work, cause NAS automation and technology failures, risk occupant health and safety, require 

emergency repairs, and result in a loss of productivity.

Aging infrastructure, in combination with ongoing growth and improvements to the NAS and business services, 

affects the work environment of Aeronautical Center personnel and the requirements for the facilities in which they 

work. This program will extend the useful life of facilities at the Aeronautical Center for the next 25 to 30 years 

providing a safe and modern infrastructure for current and future generations of the FAA work force.

 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric 

The Aeronautical Center Infrastructure Modernization program sustains a cost effective workplace for Air 

Operations, Engineering, and Training that contribute to the FAA's Performance Metric to implement cost efficiency 

initiatives. This program reduces the cost of Air Traffic Organization (ATO) operations by providing facilities that 

are lower in cost when compared with Oklahoma City General Services Administration (GSA) metropolitan leased 

facilities and GSA national averages for leased facilities. 

This program enhances financial discipline by providing Technical Operations and Air Traffic training through 

updated training facilities for both on-site resident and computer-based distance learning and development. In 

addition, Aeronautical Center space provides business service facilities for the DOT/DELPHI/Prism/Castle Data

Center Operations, consolidated Accounting Operations services, Acquisition, ATO Data Center Operations, and 

Aviation Safety (AVS/ Civil Aerospace Medical Institute (CAMI)). 

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Program Plans FY 2017 – Performance Output Goals

• Complete renovation construction of Bldg 152, the Environmental Systems Support facility. 

• Award Phase 1 (of 2) renovation construction contract for Multi-Purpose Building #24 to add seismic and wind 

bracing to mitigate earthquake and high wind damage. 

• Complete relocation and construction of Common Air Route Surveillance Radar (CARSR) classrooms and 

laboratories to the west side of the campus. 

• Award contracts for Phase (6 of 6) telecom network design, test, reconfigure network for redundancy, 

reliability, and security in 9 of 74 buildings. Includes security upgrades, disaster recovery testing, installation of 

communication duct banks, fiber/copper cable for southeast campus network diversity and availability. 

• Complete network design, test, reconfiguration, security upgrades, disaster recovery testing and installation of 

communication duct banks/fiber cable. 

Program Plans FY 2018 – Performance Output Goals

• Award construction design contracts to relocate classrooms and laboratories for the Air Surveillance Radar 

(ASR) to the west side of the campus. 

• Award Phase 2 (of 2) renovation construction contract for Multi-Purpose Building #24 to add fire 

detection/suppression systems, replace electrical distribution, windows, elevators, add insulation that complies 

with industry standards, provide energy efficient lighting, replace plumbing, and HVAC. The building is the 

workplace for approximately 500 FAA employees and contractors. 

• Complete Phase 1 (of 2) Multi-Purpose Building #24 renovation to add seismic and wind bracing to the 

building to mitigate earthquake and high wind damage. 

• Award contracts for Phase 1 (of 6) telecom network design, test, reconfigure network for redundancy, 

reliability, security in 14 of 74 buildings. Includes security upgrades, disaster recovery testing and installation 

of fiber/copper cable for central campus network diversity and availability.

• Complete network design, test, reconfiguration, security upgrades, disaster recovery testing, and installation of 

communication duct banks/fiber cable. 

Program Plans FY 2019 – Performance Output Goals

• Award contracts for Phase 2 (of 6) telecom network design, test, reconfigure network for redundancy, 

reliability, and security in 13 of 74 buildings. Includes security, upgrades, and disaster recovery testing and 

fiber/copper cable for northwest campus network diversity and availability.

• Complete network design, test, reconfiguration, security upgrades, disaster recovery testing, and installation of 

communication duct banks/fiber cable.

Program Plans FY 2020 – Performance Output Goals

• Award construction contract to relocate classrooms and laboratories for the Air Surveillance Radar (ASR9/Secondary surveillance and communication system (Mode S)), to the west side of the campus. 

• Award contracts for Phase 3 (of 6) telecom network design, test, reconfigure network for redundancy, 

reliability, and security in 10 of 74 buildings. Includes security upgrades, and disaster recovery testing and 

fiber/copper cable for east campus network redundancy and availability.

• Complete network design, test, reconfiguration, security upgrades, disaster recovery testing, and east campus 

communication duct banks/fiber installation.

Program Plans FY 2021 – Performance Output Goals

• Complete construction to relocate classrooms and laboratories for the Air Surveillance Radar (ASR/Mode S) to 

the west side of the campus. 

• Complete Phase 2 (of 2) of Multi-Purpose Building #24 renovation construction to add fire 

detection/suppression systems, replace electrical distribution, windows, elevators, add insulation that complies 

with industry standards, provide energy efficient lighting, replace plumbing, and HVAC.

• Award contracts for Phase 4 (of 6) telecom network design, test, reconfigure network for redundancy, 

reliability, and security in 11 of 74 buildings. Includes security upgrades, and disaster recovery testing and 

fiber/copper cable for west campus network redundancy and availability.

• Complete network design, test, reconfiguration, security upgrades, disaster recovery testing, and north campus 

communication duct banks/fiber installation.

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3B02, DISTANCE LEARNING

FY 2017 Request $1.5M

Distance Learning, M10.00-00

 

Program Description 

The Distance Learning program will provide for technology refresh of Distance Learning Platforms (DLP) 

(previously Computer-Based Instruction Platforms) at all DLP learning centers, to increase connectivity, and 

upgrade network multimedia support and services. The system consists of about 1,100 learning centers located at 

virtually every FAA facility around the world: 2,275 DLPs at 610 Air Traffic Sites (includes 235 Federal Contract 

Towers (FCTs)) and 490 technical operations sites). The FAA is providing the technology refresh of the DLPs for 

two reasons: (1) to support high-performance media and simulations required in many lessons; and (2) because 

replacement parts for current platforms are becoming obsolete and hard to obtain. 

The technology refresh is accomplished in a phased, multi-year approach. The FY 2014 technology refresh began a 

new technology refresh cycle which covers the years FY2014 – FY2017. A new five year technology refresh cycle 

will begin in FY 2018 and will run through FY 2022. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The major benefit of distance learning is the substantial reduction in student time away from work, student travel,

and per diem costs associated with resident-based training. In addition, distance learning delivery methods increase 

training effectiveness and opportunities for all FAA employees, as well as provide flexibility in training schedules 

through local management control. The FAA DLP system and the Aviation Training Network (ATN) must deliver 

initial operator, transition, and maintenance training for many NAS programs. By providing a standard training 

delivery and equipment simulation platform across all NAS programs, the need for such equipment and the space it 

would occupy is reduced. All of these factors contribute to a reduction in the unit cost of service for en route, 

terminal, and flight service. The program contributes well over $18M savings in travel and per diem each year. 

Program Plans FY 2017 – Performance Output Goals

• Award contract for technology refresh of remaining 400 DLPs (2275 of 2275, 100%) at Air Traffic ControlTechnical Operations (ATO-TO) FCT learning centers by Sept-2017.

• Provide updates to courseware and applications via network and/or DVD’s to 2275 DLPs by Sept-2017.

Program Plans FY 2018 – Performance Output Goals

• Award contract for technology refresh of initial 475 DLPs (475 of 2275, 21%) at En Route Air Traffic Facilities 

(ARTCC, TRACONs) and FCT DLP Learning Centers by Sept-2018.

• Provide updates to courseware and application via network and/or DVD’s to 2275 DLPs by Sept-2018.

Program Plans FY 2019 – Performance Output Goals

• Award contract for technology refresh of additional 450 DLPs (925 of 2275, 41%) at Air Traffic Facilities 

(ARTCC, Terminal) and FCT DLP Learning Centers by Sept-2019.

• Provide updates to courseware and application via network and/or DVD’s to 2275 DLPs by Sept-2019.

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Program Plans FY 2020 – Performance Output Goals

• Award contract for technology refresh of additional 450 DLPs (1375 of 2275, 60%) DLPs at Air Traffic 

Facilities (ARTCC, Terminal) and FCT DLP Learning Centers by Sept-2020.

• Provide updates to courseware and application via network and/or DVD’s to 2275 DLPs by Sept-2020.

Program Plans FY 2021 – Performance Output Goals

• Award contract for technology refresh of additional 450 DLPs (1,875 of 2275, 80%) at Air Traffic Facilities 

(ARTCC, Terminal), technical operations facilities, and FCT DLP Learning Centers by Sept-2021.

• Provide updates to courseware and application via network and/or DVD’s to 2275 DLPs by Sept-2021.

System Implementation Schedule

 

Distance Learning Platforms (DLP) DLP

Technology Refresh Implementation: 2014--2017 TR

Technology Refresh Implementation: 2018--2022 TR

2015 2020 2025

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ACTIVITY 4: FACILITIES AND EQUIPMENT MISSION SUPPORT

4A01, SYSTEM ENGINEERING (SE2020) AND DEVELOPMENT SUPPORT

FY 2017 Request $35.0M

• A, CIP Systems Engineering & Development Support – SE2020, M03.03-01

• B, Provide Air Navigation Facilities (ANF)/Air Traffic Control (ATC) Support (Quick Response), M08.01-

00

A, CIP Systems Engineering & Development Support – SE2020, M03.03-01

 

Program Description

The System Engineering 2020/2025 (SE2020/SE2025) program manages a portfolio of contracts providing technical 

support services for research, analysis, systems engineering and integration for both NextGen and non-NextGen 

initiatives. It provides access to research, technical, engineering and programmatic resources that support the FAA’s 

NextGen transformational programs and further improves the legacy systems in the NAS. The portfolio of contracts 

was awarded in two major categories: Research and Mission Analysis; and Systems Engineering.

Research and Mission Analysis: Supports the full range of NextGen Research & Mission Analysis services in one or 

more functional task areas related to NextGen and activities necessary to reach the Concept and Requirements 

Definition Readiness Decision (CRDRD) phase in the Acquisition Management System (AMS) Lifecycle. Research 

and Mission Analysis includes the following service support activities:

• Concept and Requirements Definition Planning

• Early Life Cycle Concepts and Prototyping

• Early Life Cycle Human Factors Research

• Early Life Cycle Concepts of Operations Research

• Early Life Cycle Human Performance Analysis

• Proof of Concept Research

• Pre-Operational Concept Demonstration Trials

• Cost Benefit Analysis

• Operational Demonstration Trials

• Concept Integration

• Rapid Prototyping/Fast-Time Modeling

• Real-Time Simulations

• Real-Time Human In-the-Loop Simulations

• Full-Scale Concept Demonstrations

• Cognitive Task Analysis Methods

• Conceptual Operations Verification and Validation

Systems Engineering: Supports systems engineering activities that occur throughout the AMS Lifecycle for both 

NextGen and non-NextGen programs in support of AMS decisions. Systems Engineering supports the following 

activities:

• Final Requirements Documents 

• Enterprise Architectural Products

• Safety and Regulatory Evaluations

• Business Continuity Planning 

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• Portfolio Analyses

• Maintenance, Operation and Enhancements of Financial Systems

• Investment Planning & Analysis

• Acquisition Support

• Schedules

• Human Factors

• Concepts of Operations

• Human Performance Analysis

• Proof of Concept Validation

• Pre-Operational Trials and Operational Trials

• System Integration

• Rapid Prototyping/Fast-Time Modeling

• Pre-Development Real-Time Simulations

• Real-Time Human In-the-Loop Simulations

• Full-Scale Prototype Demonstrations

• Verification and Validation

• Engineering Analysis

• Cyber Security Research, Development, and Implementation

• NextGen Business Case Development

• NextGen Enterprise Risk Management

• NAS Software Assurance

• JRC Investment Decisions

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The SE2020/SE2025 program contributes to FAA’s Strategic Priority to Deliver Benefits through Technology and 

Infrastructure. The program supports the metric for cost efficiency by providing support for designing and 

managing NAS modernization and in particular the NextGen activities. With contractor assistance, the FAA is able 

to plan, analyze and manage NAS system improvements more efficiently and effectively.

Program Plans FY 2017-2021 – Performance Output Goals

SE2020/SE2025 Contract:

• Conduct Monthly meetings with 2020/2025 vendors.

• Conduct Quarterly Vendor Program Management Reviews.

• Conduct CFO Quarterly Reviews.

• Develop Contract and Financial Status Report (monthly basis).

• Develop 2020/2025 Update to FAA NextGen Executive Team (monthly basis).

• Conduct Monthly briefings for NextGen Directorates with SE2020/SE2025 task orders.

• Exercise Second Option Period for 2020 Full and Open prime vendors.

• Issue new full and open contract awards.

• Develop and provide multiple performance databases used in tracking the effects of NextGen projects that 

improve flight trajectories.

• Develop modeling tools used for setting capacity targets and the system effects of FAA initiatives such as 

Metroplex.

• Develop tools to support management dashboards and their relation to NextGen Advisory Council metrics.

• Conduct Post Implementation Reviews (PIR).

• Improve Quality Management including verification and validation of documents, standard operating 

procedures and other products.

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• Provide NAS Software Assurance upon delivery and implementation.

• Conduct and enhance Cyber Security Research, Development, and Implementation.

Program Evaluation:

• Conduct cost and benefits analysis on all FAA NAS and NextGen Investments. This includes benefits 

estimating, cost estimating, operations research, risk and schedule analysis, market surveys, and business case 

development.

• Conduct Engineering Analysis on NextGen systems.

Computer Services:

• Design, develop, maintain, train, and report on all aspects of Simplified Program Information Reporting and 

Evaluation (SPIRE), FAA Acquisition System Toolset (FAST), Financial Management System (FMS), and 

other management tools. 

Air Traffic Control (ATC) / Aviation Financial (AFN) Systems Support:

• Enhance financial management and oversight of F&E and R, E&D appropriations. This includes business 

management, technical management, budget formulation, systems engineering, cost accounting, labor 

distribution, budget execution, acquisition management.

 

B, Provide Air Navigation Facilities (ANF)/Air Traffic Control (ATC) Support (Quick 

Response), M08.01-00

 

Program Description 

This program provides quick response support for ATO organizations to solve unforeseen issues that arise. These 

issues may be related to immediate needs such as: corrective action in information technology, e.g., installing a 

communications link for a new facility or service; or accommodating new requirements that require adjusting 

financial management systems to create new cost accounting reports. It also covers responding to emergency 

unforeseen regional problems such as relocating an antenna for a remote communication facility. These projects are 

unexpected and must be done to maintain efficient services and operations.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

This project supports cost efficiency initiatives by providing the ability to respond quickly to unforeseen needs, 

issues or situations that, if left unresolved, could result in higher operating or future replacement costs. 

Program Plans FY 2017-2021 – Performance Output Goals

• Implement projects as required and approved in the budget year.

 

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4A02, PROGRAM SUPPORT LEASES

FY 2017 Request $46.6M

Program Support Leases, M08.06-00

 

Program Description

The Program Support Leases office is responsible for managing over 2,800 leases needed in support of air traffic 

operations. The FAA leases land and commercial space necessary for the operation of communication, surveillance 

and navigation systems (this includes obtaining air rights restrictions around the facilities), for Air Traffic Control 

Towers (ATCT), for system support, and for other mission related activities. This program is responsible for 

funding program management and execution of existing and new leases, surveys, appraisals and the purchase of land 

when necessary for required sites. New leases are required when Air Traffic Control (ATC) facilities are relocated; 

when airspace redesign requires new sites for the installation of additional navigation and communications 

equipment within the NAS; and when ATCTs or service area technical facilities are built to meet new mission 

requirements. The program offices are responsible to fund leases for new facilities for the first two years after 

which Program Support Leases provides the lease funds.

Lease terms are typically negotiated for 5 to 20 years and should be renegotiated prior to expiration. However; on 

average, approximately 500 leases expire each year. It is not uncommon for leases to enter holdover status, a 

situation in which the FAA continues to occupy the space or land without the execution of a renewed lease; 

sometimes due to resistance by lessors to negotiate fair and reasonable terms. Existing leases are examined prior to 

expiration to validate a continuing FAA need and to ensure that the lease provisions are both cost effective and 

equitable to both the lessor and the FAA. Lease arrangements can sometimes be complex requiring negotiations 

with multiple owners regarding cost, arrangements for personnel and equipment relocation, and stringent site 

specific requirements related to operational needs. Lease costs normally escalate because the market value of land 

continues to increase. When land lease costs increase substantially the program determines if it is more cost 

effective to purchase a property or to continue the lease agreement. A business case assessment, supplemented by a 

market analysis of real estate values in the area, will determine whether it is more advantageous to lease or buy a 

property. If the decision is made to purchase, the program provides the funds to the service area to negotiate the 

purchase of the land. The number of purchases continues to increase and 10% of our budget is allocated to 

purchases. The agency currently has about 200 lease agreements in a holdover status due to an impasse with the 

lessor over the terms of the contract which may encompass a variety of reasons since the last agreement was signed 

including changes in ownership or market value.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

In support of the FAA Performance Metric for implementing cost efficiency initiatives, this program is improving 

management of the FAA’s real property assets and contributing to the cost effectiveness of air navigation 

infrastructure. Real property costs are being effectively controlled through:

• Implementing cost effective alternatives such as downsizing and colocation as leases expire,

• Converting leases to ownership where feasible, and

• Terminating leases that are not needed for future operations.

Program Plans FY 2017-2021 – Performance Output Goals

• Conduct six or more site surveys of available facilities within an area to identify cost effective alternatives to 

pursue regarding expiring leases.

• Conduct quarterly teleconference meetings with service areas on Facilities & Equipment portfolio issues.

• Complete reviews of funding requests to conduct property surveys and provide a decision within 48 hours. 

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4A03, LOGISTICS SUPPORT SERVICES (LSS)

FY 2017 Request $11.0M

NAS Regional/Center Logistics Support Services, M05.00-00

 

Program Description

The Logistics Support Services (LSS) program uses contractor support services at the Mike Monroney Aeronautical 

Center (MMAC), the William J. Hughes Technical Center, the three FAA Service Areas, and FAA Headquarters. 

This contractor support assists the FAA in contracting, real estate, and materiel management tasks. The contract is 

managed by the FAA’s Aviation Logistics Division in direct support of Capital Investment Plan (CIP) projects, 

accounting system capitalization, and property control-related activities.

The LSS program supplements the workforce for acquisition, real estate, and materiel management in the three 

Logistics Service Areas and at the Aeronautical and Technical Centers. The LSS program is responsible for 

providing logistics support in the planning, documentation and oversight required for establishing new or upgraded 

facilities, including Air Traffic Control Towers (ATCTs) and Terminal Radar Approach Control Facilities 

(TRACONs) throughout the NAS. LSS resources will also continue to be used for asset tracking and documentation 

efforts to obtain and maintain a clean audit opinion.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 4 – Empower and Innovate with the FAA’s People

• FAA Performance Metric 2 – Achieve a 90% success rate in the areas of financial management and human 

resources management: Receive annual Unqualified Audits with no material weaknesses. Maintain the 

competitive status of all FAA employees within the federal personnel system. Improve the “effective 

leadership” index score on OPM Employee Viewpoint survey by 8 percent. Improve the “talent 

management” index score on the OPM Employee viewpoint survey by 8 percent. (FAA Business Planning 

Metric)

Relationship to Performance Metric

The program will support FAA objectives by improving financial management while delivering quality customer 

service. Specifically, the LSS program provides required support functions that enable the FAA to manage real 

property assets, maintain a clean audit opinion, and plan the execution of critical acquisition activities supporting the 

NAS. These functions are performed throughout the three Logistics Service Areas, FAA Technical Center, and 

FAA Aeronautical Center. 

Related project management goals include:

• Complete 80% of the annual real property Office of Management and Budget (OMB) inventory validation 

effort.

• Designate 75% of the disposed real property assets as "retired" within 30 days of the date the disposal 

forms are received.

• Capitalize 92% of all personal and real property capital assets within 65 days of date placed in service. 

• Award at least 90% of all formal contracts within 180 calendar days; award 90 % purchase orders within 45 

calendar days and 80% of Task Orders/Delivery orders within 60 calendar days, from the time a purchase 

request is received from the requiring organization.

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Program Plans FY 2017 – Performance Output Goals

• Complete 92% of the work assignments in support of:

o The annual real property OMB inventory validation effort;

o The "retired" real property disposal effort; and

o Capitalization efforts for both real and personal property assets.

• Complete Option Year acquisition activities to fully fund the program-funded task orders on the LSS contract.

• Contract actions are awarded within time to award metric.

Program Plans FY 2018 – Performance Output Goals

• Complete 93% of the work assignments in support of:

o The annual real property OMB inventory validation effort;

o The "retired" real property disposal effort; and

o Capitalization efforts for both real and personal property assets.

• Complete Option Year acquisition activities to fully fund the program-funded task orders on the LSS contract.

• Begin acquisition actions for a follow-on LSS contract to be awarded in FY 2019.

• Contract actions are awarded within time to award metric.

Program Plans FY 2019 – Performance Output Goals

• Complete 94% of the work assignments in support of:

o The annual real property OMB inventory validation effort;

o The "retired" real property disposal effort; and

o Capitalization efforts for both real and personal property assets.

• Complete 100% of acquisition activities for a follow-on LSS contract to be awarded in FY 2019.

• Contract actions are awarded within time to award metric.

Program Plans FY 2020 – Performance Output Goals

• Complete 95% of the work assignments in support of:

o The annual real property OMB inventory validation effort;

o The "retired" real property disposal effort; and

o Capitalization efforts for both real and personal property assets.

• Complete Option Year acquisition activities to fully fund the program-funded task orders on the LSS contract.

• Contract actions are awarded within time to award metric.

Program Plans FY 2021 – Performance Output Goals

• Complete 95% of the work assignments in support of:

o The annual real property OMB inventory validation effort;

o The "retired" real property disposal effort; and

o Capitalization efforts for both real and personal property assets.

• Complete Option Year acquisition activities to fully fund the program-funded task orders on the LSS contract.

• Contract actions are awarded within time to award metric.

 

4A04, MIKE MONRONEY AERONAUTICAL CENTER LEASES

FY 2017 Request $19.3M

Aeronautical Center Lease, F19.00-00

 

Program Description

The Aeronautical Center lease program pays the annual rent for leased land and approximately 80 percent of 

Aeronautical Center space, which encompasses 2.8M square feet of leased space and 1,100 acres of land, having a 

replacement value of $696M. 

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The Aeronautical Center is the FAA’s centralized location that supports FAA Air Operations/flight checks fleet of 

aircraft, engineering, system testing, training (Radar/Navigational Aids (Navaids)), NAS logistics, aviation 

regulation, registration, certification, aviation and transportation safety research, and Business Services in Oklahoma 

City. 

The Center facilities support the work of 7,100 employees, students, and contractors on a daily basis, and 

accommodate approximately 11,000 visitors annually. It has the largest concentration of FAA personnel outside of 

Washington D.C.

The lease is comprised of: 

• Master Lease land/building rent, sustainment and insurance

• Thomas Road warehouse lease

• Tower space for Terminal Doppler Weather Radar (TDWR) target generators

The Aeronautical Center requires large parcels of land as NAS test sites for surveillance radar, communications, 

weather, and navigation/landing systems, as well as warehouse, administrative office space, and training facilities. 

It is a high level security site (Level IV) based on numbers of employees, facility square footage, sensitivity of 

records, volume of public contact, and mission-essential facilities whose loss, damage, or destruction may have 

serious or catastrophic impact on the NAS. 

The lease will expire in 2028.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The Mike Monroney Aeronautical Center Lease sustains a cost effective workplace for Air Operations, Engineering, 

and Training. Eighty percent (80%) of Aeronautical Center space is used for direct support of the Air Traffic 

Organization (ATO) by Engineering Organizations, Aviation System Standards (AVN) operations and flight check, 

the Logistics Center, Air Traffic Control training, ATO Technical Operations Training and Certification, and system 

testing of Radar and Navaids. An additional 13% of Aeronautical Center space provides business service facilities 

for DOT/DELPHI/Prism/Castle Data Center Operations, consolidated Accounting Operations services, Acquisition, 

ATO Data Center Operations, and Aviation Safety (AVS/Civil Aeromedical Institute (CAMI)). The current lease is 

cost efficient, $17.63 per net square foot compared to the $25.04 General Services Administration (GSA) rate for 

Oklahoma City; a $14.1M cost avoidance in FY 2015. Leasing is more cost effective than investing in the $696M 

replacement cost of the leased facilities. 

Program Plans FY 2017 – Performance Output Goals

• Complete monthly lease payments on time. 

• Award renovation construction contracts to replace lighting, insulation in Building 2; replace elevators in Bldgs 

22 and 25, replace Heating, Ventilation, Air Conditioning (HVAC) in Hangars 8 & 9; replace windows, HVAC 

and electrical systems (Boiler, Chillers), and install fire suppression in Building 15.

• Award construction contract for north loop roadway for student and employee access to east side of campus. 

• Award renovation design contract for the Radar Training Facility (RTF) to replace mechanical systems, 

(HVAC), electrical systems, plumbing, and provide energy efficiency in lighting and insulation.

Program Plans FY 2018 – Performance Output Goals

• Complete monthly lease payments on time. 

• Award contracts for energy management improvement that includes renovation design for solar panels to 

conform to Executive Order to improve efficiency in federal facilities. 

• Award renovation design of the Systems Training Building (STB) annex to replace interior finishes, electrical 

distribution, mechanical systems (HVAC); telecommunications, lighting and insulation.

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Program Plans FY 2019 – Performance Output Goals

• Complete monthly lease payments on time. 

• Award renovation construction contract for STB annex.

• Award renovation design contract to remove the Airmen Records Building (ARB) exterior façade, install 

insulation/vapor barrier, and replace panels for energy efficiency. 

• Award construction of solar panels (Phase 1 of 2).

• Complete renovation construction in Building 15. 

Program Plans FY 2020 – Performance Output Goals

• Complete monthly lease payments on time. 

• Award renovation construction contract for the RTF building.

• Award exterior façade construction contract for the ARB building.

• Award construction of solar panels (Phase 2 of 2). 

• Complete north loop roadway to access east campus. 

Program Plans FY 2021 – Performance Output Goals

• Complete monthly lease payments on time. 

• Award contracts for lease holder improvements that include replacement of windows, HVAC, electrical 

systems, and lighting. 

 

4A05, TRANSITION ENGINEERING SUPPORT

FY 2017 Request $24.1M

• A, NAS Integration Support Contract (NISC), M22.00-00

• B, Configuration Management Automation (CMA), M03.01-02

A, NAS Integration Support Contract (NISC), M22.00-00

 

Program Description 

NISC provides technical expertise to assist the FAA in deploying, implementing, and integrating many different 

components and equipment critical to the safety and efficiency of the NAS. NISC also provides expertise and 

technical support to maintain agency compliance with laws, regulations and Congressional directives during

transition, implementation, and integration activities. Examples of the work products include: equipment 

installation schedules for power systems, weather cameras, etc.; engineering site preparation packages and site 

implementation plans for installation of new towers, repair of unstaffed infrastructure (fences, remote site roads, 

power back-up systems, etc.); analysis and assessment of environmental impacts; test procedures for validating 

components and equipment placed into the NAS meet rigorous safety requirements; site test monitoring to ensure 

compliance with various rules and regulations; FAA employee occupational safety and health (OSHA) compliance; 

and corporate work planning to track and report on capital investment programs.

NISC also supports FAA’s Aviation Safety line-of-business (AVS) by installing Information Technology systems

such as automation of the safety rulemaking process and automation of the collection and storage of safety data used 

by inspectors to develop recommendations that may result in safer aircraft and better trained air personnel. NISC 

also provides technical support to automated systems that generate and track commercial and general aviation 

licenses for pilots; systems that enable engineers and inspectors to certify commercial aircraft to transport 

passengers and cargo; and systems that enable automation of records management. To provide these services the 

NISC program requires over 1,000 Full Time Equivalent (FTE) technical support personnel annually.

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Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The NISC program has provided numerous innovations that have provided cost savings to the FAA and to industry. 

For example, the NISC program is providing an Intelligent Records Management system to AVS. By integrating 

Commercial-off-the-Shelf (COTS) software with some custom software, the FAA will realize a cost savings of 

$340,000 during development. Additionally, on-going support costs will be lower since the solution incorporates 

COTS with only limited use of proprietary software. The FAA’s NISC contract provides experienced personnel at a 

current average cost of $71 per hour. This cost effective rate supports the ATO service centers, headquarters offices 

and AVS with the planning and coordination of various programs. The NISC program has also implemented an 

affordability methodology across all Task Orders which involves workforce alignment, infrastructure resizing, and 

process improvements which has resulted in both significant cost savings and cost avoidance.

Program Plans FY 2017-2021 – Performance Output Goals

• Achieve 100% of the quality requirements as defined in the NISC Task Orders. 

 

B, Configuration Management Automation (CMA), M03.01-02

 

Program Description 

The CMA program will procure a commercial-off-the-shelf (COTS) industry standard tool designed to support both 

NAS and Non-NAS FAA assets, as mandated by FAA order 1800.66, Configuration Management Policy. CMA 

establishes systems and processes that support the five tenets of Configuration Management (CM): 

• CM planning and management,

• Configuration identification,

• Configuration control,

• Configuration status accounting, and

• Configuration audits.

The goal of configuration management is to record technical information, including system specifications and 

installation data, on all systems installed in FAA facilities. CM also requires documentation for all proposed and 

actual changes to these systems so that maintenance workers and replacement programs have accurate and up to date 

information for maintaining or replacing existing systems.

CMA will provide:

• An automated and integrated enterprise solution to support CM of FAA assets and investments;

• Functionality and data previously provided by legacy CM tools;

o WebCM provides an automated system for reviewers to view proposed changes

o Replacement Documentation and Configuration Identification System (RepCON) collects NAS 

configuration data and associated status to maintain the as-is NAS configuration

• A single point of access with insight and traceability to configuration baselines reflected in the FAA NAS 

Enterprise Architecture (NAS EA); 

• Seamless interfacing with other related CM information; and

• Ability to effectively manage business rules, trace, predict and manage an asset’s status, opportunities, and 

risks, during any phase of the lifecycle and incorporate necessary current and future changes as the Agency 

continues to transition to NextGen.

In addition, the program will host the CMA servers and provide associated training for users, and supply 

maintenance to the system.

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CMA will be implemented in two Segments:

Segment I replaces the legacy systems (WebCM and RepCON) that support the NAS with a modern CM COTS tool 

that delivers current capabilities and offers all the advantages of today’s technology. In addition to implementing a 

new tool to replace current capabilities, Segment I will provide:

• A closed-loop NAS Change Proposal (NCP) process, where approved configuration changes and 

implementation actions are reflected in tools and stakeholders are notified 

• A CM environment with a single point of access for users to obtain accurate, traceable and up-to-date CM 

information from the following systems:

o Remote Monitoring and Logging System (RLMS), Facility Power Panel Schedule (FPPS), Safety 

Risk Management Tracking System (SRMTS), Technicians Network (TechNET), NAS 

Documentation (NASDOC), NAS Technical Library, ProjectWise Electronic Drawing 

Management System (EDMS), Federal Identity Credential and Access Management (FICAM), 

Active Directory, and NAS EA). 

Segment II includes requirements for the development of system interfaces and workflows necessary to support CM 

for Non-NAS systems. Segment II will leverage the Business Process Management (BPM) functionality and 

document management technology implemented in Segment I to deliver an integrated approach to configuration 

management across various FAA lines of business. Segment II will include interfaces with Supply Chain 

Optimization Portfolio to work toward a Reliability Centered Maintenance (RCM) philosophy. Each phase will be 

implemented in a separate fiscal year to accommodate limited funding resources.

A Final Investment Decision is planned for June 2016.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric 

The decommissioning of legacy NAS systems as NextGen equipment is installed requires accurate records of the 

configuration of present systems. Knowing the configuration of present systems and the changes needed to install 

new systems will result in FAA cost savings in both the short and long term. CMA is the tool that supports the 

planning required for both the removal of older equipment and fielding of new systems.

CMA will move FAA from a process that relies heavily on CM practitioners’ institutional knowledge to giving them 

a scalable, network-centric architecture. The existing lack of a closed-loop CM system requires multiple manual 

processes to retrieve information related to the proposed change, which can lead to time-consuming duplication of 

effort and inaccurate results. CMA will create the infrastructure necessary to leverage process-to-process 

integration, minimize redundancy, and cluster processes around a single integration point.

CMA maps to the Performance Metric of implementing cost efficiency initiatives by: 

• Reducing costs associated with delay risks during the implementation of new systems and technology by 

providing the ability to identify configuration problems early in the development process; 

• Reducing equipment maintenance costs through a coordinated systems approach that identifies 

maintenance issues early in the procurement process; 

• Providing a cost efficient seamless enterprise-wide access to a repository of validated, real-time CM data 

which will reduce reviewers time and effort; and 

• Standardizing CM processes which will result in a more efficient and effective management of the change 

process. 

Program Plans FY 2017 – Performance Output Goals

• Achieve Final Operational Capabilities and In-Service Decision for Segment I.

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Program Plans FY 2018 – Performance Output Goals

• Achieve implementation of Segment II capability to achieve enterprise visibility of Non-NAS IT assets.

Program Plans FY 2019 – Performance Output Goals

• Achieve implementation of Segment II to move to a deeper level of configuration management (from system to 

level to Lowest Replaceable Unit level).

Program Plans FY 2020-2021 – Performance Output Goals

• None.

 

4A06, TECHNICAL SUPPORT SERVICES CONTRACT (TSSC)

FY 2017 Request $23.0M

Technical Support Services Contract (TSSC), M02.00-00

 

Program Description

The TSSC program provides a contract vehicle to augment FAA’s workforce with professional engineering, 

technical, and construction services to assist FAA project implementation. TSSC performs site surveys and 

selection; engineering; environmental; fire/life safety; equipment installation; and removal of asbestos and obsolete 

equipment. Other services include testing; drafting; staging, warehousing and distribution; and contract surveillance 

and oversight. The TSSC program helps the FAA ensure timely completion of projects for NAS modernization. 

TSSC will provide approximately 500 Full Time Equivalent (FTE) of technical employee workforce capability and 

will monitor $35M in non-labor costs for projects such as fixed price subcontracts for site preparation construction. 

The number of FTEs provided by TSSC will vary depending upon the amount of industrial funding received from 

other CIP programs that utilize TSSC support. Program funds are applied to the TSSC contract to support specific 

projects and tasks for which programs funds were appropriated. In a typical year, more than 3,700 separate projects 

are completed by FAA using the TSSC Program.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

The TSSC program contributes to cost control by helping the FAA install new equipment on a timely basis. This 

avoids added costs for holding and storing equipment and allows the FAA and the aviation industry to receive 

equipment and system modernization benefits on schedule. The TSSC Program Office collaborates with the NAS 

Integration Support Contract (NISC) Program Office to share development of a contract tracking programs and 

program office support contracts to reduce management costs.

Additional cost savings by the TSSC program may also result by moving TSSC regional management counterparts 

into unused FAA space when available. This can save FAA tens of thousands of dollars in lease agreements that 

would have otherwise been paid through the contract vehicle. This cost effective strategy has been implemented at 

several offices within all three FAA Service Area organizations.

Program Plans FY 2017-2021 – Performance Output Goals

• Two award fee performance ratings per year, which measure FAA satisfaction with Contractor performance 

with regard to cost, schedule and quality. Periodically adjust performance metrics to promote excellent 

contractor performance based on customer feedback. 

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4A07, RESOURCE TRACKING PROGRAM (RTP)

FY 2017 Request $6.0M

Resource Tracking Program (RTP), M08.14-00

 

Program Description

The RTP/Corporate Work Plan (CWP) is a computer management system (including hardware, software, 

development, training, and support) used by the FAA Service Units, Service Centers, the Technical Center, and the 

Aeronautical Center for identifying requirements, internal budget preparation, implementation planning, resource 

estimating, project tracking, and measuring performance of projects. The CWP helps users to share and coordinate 

FAA’s project data during the various stages of implementation (i.e., planning, scheduling, budgeting, execution, 

and closeout). The CWP system and its supporting data are continuously used for reporting project metrics to 

project managers, responsible engineers, program offices, and various other customers.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 8 – 90% of major baselined acquisition programs must be maintained within 

10% of their current acquisition cost, schedule and technical performance baseline as of the end of fiscal 

year 2015. (FAA Business Planning Metric)

Relationship to Performance Metric

The RTP/CWP contributes to FAA performance metric to maintain 90% of major system investments within 10% 

variance by providing an enterprise level project management system that allows field and headquarters’ office to 

use consistent data for managing capital programs. 

Program Plans FY 2017-2021 – Performance Output Goals

• Deliver quarterly software upgrades to optimize project/program management.

• Provide monthly project management reports.

 

4A08, CENTER FOR ADVANCED AVIATION SYSTEM DEVELOPMENT (CAASD)

FY 2017 Request $60.0M

CIP Systems Engineering & Technical Assistance – MITRE, M03.02-00

 

Program Description

The Center for Advanced Aviation System Development (CAASD) is an FAA-sponsored Federally Funded 

Research and Development Center (FFRDC) operated under a Sponsoring Agreement with the MITRE 

Corporation. The latest Sponsoring Agreement was executed in September 2015 and provides for continued 

FFRDC operations through FY 2020. The FAA has funded the CAASD FFRDC's support efforts under a series of 

support contracts since 1990. Currently FFRDC support is provided under the CAASD Contract's Option running 

from FY 2016 through FY 2020.

CAASD high quality research, systems engineering, and analytical capabilities help FAA meet the technically 

complex challenges in the NAS. CAASD provides independent advanced research and development required by the 

FAA to obtain technical analyses, prototypes and operational concepts needed to fulfill the agency’s Strategic 

Initiatives, develop the NAS Enterprise Architecture, and create the National Aviation Research Plan (NARP). 

The CAASD Product-Based Work Plan (PBWP) defines an outcome-based program of technically complex 

research, development, and system engineering activities. Benefits of CAASD work are detailed in the CAASD 

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Long Range Plan for each program outcome. Individual CAASD deliverables provide FAA stakeholders with 

important data and recommendations that support FAA decision making and contribute to objective 

accomplishment. 

The Work Plan is categorized in the following areas.

NAS Concept of Operations, Architecture and Integration: Develop the NAS Concept of Operations. Integrate

Next Generation Air Transport System (NextGen) enhancements into the NAS Architecture. Anticipate the impact 

of planned improvements on future capacity based on demand at airports and for use of airspace. Develop and 

integrate the NextGen Enterprise Architecture (EA), operational concepts, capability action plans, and roadmaps to 

ensure an integrated evolution that aligns with the agencies enterprise architectures.

Air Traffic Management (ATM) Operational Evolution: Provide analysis of the NAS mission needs, system 

requirements and proposed system design to identify critical enhancement needs and ensure that system 

enhancements will meet operational needs in a cost-effective manner. Provide an understanding of the benefits 

associated with capability enhancements. Provide assessments of concept maturity, operational feasibility and 

implementation risks, including identification of cross-domain dependencies. Advance the maturity of emerging 

ATM improvement concepts, and conduct Human-in-the-Loop (HITL) evaluations. Develop and validate cross 

domain operational evolution plans. 

Airspace and Performance-Based Navigation: Take advantage of the precision, reliability, predictably, and 

efficiencies of improved navigation and procedures through Area Navigation (RNAV). Conduct research on new 

concepts for achieving a performance-based NAS including the closely spaced Paired Approach concept. Model 

and simulate operational improvements and impacts to address mid-term and far-term Performance-Based 

Navigation (PBN) requirements. Perform system-wide optimization analyses of airspace and procedures for

NextGen. Design and execute technical analyses on airspace security incidents on the NAS. Perform airspace 

concept development for mitigating airspace security incidents.

Safety and Training: Develop safety assurance processes as an integral part of normal operations. Perform 

technical analyses of NAS-wide accident and runway incursion risks to identify airports or specific types of 

operations with the highest risk. Develop metrics and processes that allow FAA to proactively identify potential 

safety issues. Identify and assess the feasibility of new or advanced capabilities and standards that mitigate safety 

issues in the NAS. Enhance the quality and efficiency of Terminal Radar Approach Control (TRACON) and En 

Route controller training. 

Communications, Navigation, Surveillance (CNS), and Cyber-Security Infrastructure: Develop and evaluate 

advanced NAS CNS system concepts and requirements, and assess alternative technological approaches to meeting 

requirements. Perform research, modeling, simulation, and demonstration of prototypes of technical and operational 

enhancements to the NAS CNS and cyber security systems. Conduct spectrum analysis focusing on strategic issues 

related to the availability of adequate spectrum resources. Participate in the development of international standards 

and harmonization. Develop transition strategies for the FAA’s NextGen Voice Communications System (NVS).

Unmanned Aircraft Systems: Provide technical analyses supporting strategic solutions for managing UAS 

integration into the NAS and NextGen. Partner with other Government Agencies’ FFRDCs in actively researching 

improved access for public UASs and facilitating cross-agency joint solutions. Implement standards for safe 

operation of UASs without compromising the safety or efficiency of the NAS. 

Special Studies, Laboratory and Data Enhancements: Provide an integrated research environment that ensures 

individual research activities, prototypes, and capabilities can be brought together with the appropriate mixture of 

fidelity and flexibility to facilitate integrated investigations, compressed spiraling of operational concepts and 

procedure development. Develop and sustain the Aviation Integrated Demonstration & Experimentation for 

Aeronautics (IDEA) laboratory infrastructure. Provide a data repository system that allows efficient access to 

aviation data and associated tools. 

Mission-Oriented Investigation and Experimentation (MOIE): Develop tools and techniques for studying NAS 

capacity, throughput, performance, system dynamics and adaptation to technology and policy-driven change. 

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Identify opportunities for innovative solutions to NAS problems and enhancements to NAS capabilities and 

procedures. Explore new approaches including complexity theory, agent-based modeling, and productivity 

modeling.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Metric

The CAASD provides independent advanced research and development required by the FAA to develop operational 

concepts, technical analyses, prototypes, procedures, and systems requirements needed to fulfill the vision for the 

NAS Enterprise Architecture and ensure that the FAA’s mission of positioning the NAS for the future by building 

an Air Traffic Management System capable of efficiently meeting future demand while ensuring the NAS current 

safety record is sustained. FAA adoption of the new systems and procedures in the NAS improves on-time 

performance and provides a more efficient global air transportation system. 

Program Plans FY 2017-2021 – Performance Output Goals

• Complete on-time 90% of the activities identified in the Product-Based Work Plan for the year.

• Update the Long Range Plan budget exhibit each year.

• Conduct Quarterly Reviews of CAASD progress.

• Conduct two FFRDC Executive Board milestone meetings per year.

 

4A09, NEXTGEN – AERONAUTICAL INFORMATION MANAGEMENT PROGRAM

FY 2017 Request $10.4M

Aeronautical Information Management (AIM) Modernization Segment 2, G05A.02-05 / X, 

Aeronautical Information Management (AIM) Modernization Segment 3, G05A.02-06

 

Program Description

The AIM Modernization program will provide aviation users with digital aeronautical information that conforms to 

international standards and supports NextGen objectives. Digital aeronautical data enables near real-time processing 

of data to improve access to, and the quality of static and planned NAS constraint data including Notice to Airmen 

(NOTAM), airport, Special Activity Airspace (SAA), and other relevant Aeronautical Information such as Standard 

Operating Procedure Letter of Agreement constraints, procedures, and obstacles data. This constraint information 

will be provided through enterprise support services and will support better decision-making by NAS operators. 

AIM Modernization Segment 2 (G05A.02-05): 

AIM Modernization Segment 2 will build on pre-implementation efforts that were performed in the NextGen 

Common Status and Structure Data program (G05A.02-01), part of the Collaborative ATM portfolio, to baseline and 

implement suitably mature AIM technologies and tools for Aeronautical Information exchange. Aeronautical 

Common Services (ACS) will:

• Provide a foundational enterprise level infrastructure platform leveraging SWIM, internationally 

recognized exchange standards, and web services to deliver aeronautical information across the NAS with 

native functionality to process, transform, filter, and publish tailored aeronautical information as services to 

end use applications;

• Improve distribution of SAA relevant information among stakeholders. Digital management of SAAs will 

also facilitate calculation of airspace usage and availability metrics in support of efficiency of air traffic 

management, analysis of SAA usage, integration with industrial partners, and scheduling automation;

• Provide access to Airports Geographic Information System (GIS) data for critical information about 

airports including airport mapping and status; and

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• Fully leverage the SWIM Common Support Services infrastructure to deliver quality aeronautical 

information using common standards and services.

AIMM S2 will be done in three releases:

• Release 1 establishes the ACS infrastructure and provides portal and data orchestration for the NAVLean 

program (Navigation Procedures Project published September 2010);

• Release 2 provides the capabilities associated with SAA and other types of aeronautical information, 

including the Federal NOTAM System; and

• Release 3 subsumes the NAS Resource (NASR) system and finalizes remaining capabilities.

Schedule to meet Final Investment Decision (FID):

• Investment Analysis Readiness Decision – Completed in February 2013

• AIM Modernization Segment 2 Initial Investment Decision – Completed in November 2013

• Release of the Screening Information Request for software development contract supporting AIM 

Modernization Segment 2 – Completed in January 2014

• AIM Modernization Segment 2 FID – Approved August 20, 2014

AIM Modernization Segment 3 (G05A.02-06): 

AIM Modernization Segment 3 (S3) will modernize and expand on the ACS enterprise service and initial SAA and 

GIS capabilities developed by AIM Modernization Segment 2 by adding performance capability, increased level of 

integration with NAS automation to integrate or fuse the static aeronautical information with operational data feeds 

for updates on the activation status of SAA, and active runway/airport configuration data from the authoritative 

source. AIMM S3 will provide value added services using aeronautical status information such as fused airspace, 

NOTAMs, and airport reference data in a common data model for improved flight planning and briefing services. 

Examples of value added services include Aeronautical Information visualization/mapping and relational filtering 

such as airspace affected by a given NOTAM, Standard Operating Procedures or Letter of Agreement constraints 

affecting a given geographic location, and airspace affected by SAA schedule and status. Additional capabilities 

will include the processing of static airspace constraints and business intelligence services to provide fused and 

integrated data products on demand to end use applications. This will be done via SWIM through web services 

which, when fully implemented, will provide improved access and increased functionality embedded in the 

information services with respect to filtering and data fusion (visualization of airspace, relational delivery and 

display of features and maps, geospatially referenced NOTAM data, etc.) so that end user applications and decision 

support tools may take advantage of these services to provide a significantly enhanced user experience. 

The Common Status and Structure Data program (G05A.02-01) will prepare the acquisition management products to 

support the investment decisions for the AIMM S3 program. The schedule for AIMM S3 is: 

• Concept and Requirements Definition Readiness Decision is scheduled for Q2 FY 2016; 

• The Investment Analysis Readiness Decision is scheduled for FY 2017; 

• The Initial Investment Decision is scheduled for FY 2018; and

• The FID is scheduled for FY 2019. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter

• FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on 

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in 2018.

Relationship to Performance Metric

AIM Modernization Segments 2 and 3 will improve and expand AIM services. The program will improve the 

accuracy and timeliness of information regarding NOTAM, SAA and Airport data. Analyses are underway to 

quantify legacy systems current delivery performance to establish the baseline and metrics for measuring the benefit 

provided. NAS safety depends upon the timely and accurate exchange of information between internal and external 

users. 

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Program Plans FY 2017 – Performance Output Goals

AIM Modernization Segment 2 (G05A.02-05):

• Complete Release 2 Operational Test and Evaluation. (APB Milestone)

• Achieve Operational Capability for Release 2. (APB Milestone)

• Complete Release 3 code development and development of test procedures.

AIM Modernization Segment 3 (G05A.02-06):

• None.

Program Plans FY 2018 – Performance Output Goals

AIM Modernization Segment 2 (G05A.02-05):

• Complete Release 3 Operational Test and Evaluation. (APB Milestone)

• Achieve Operational Capability for Release 3. (APB Milestone)

• Complete delivery of FNS information into NAS Automation.

AIM Modernization Segment 3 (G05A.02-06):

• Develop documents related to pre-implementation for AIMM S3, including:

o Statement of Work

o Independent Government Cost Estimate

Program Plans FY 2019 – Performance Output Goals

AIM Modernization Segment 2 (G05A.02-05):

• Complete post implementation review for any identified trouble reports.

AIM Modernization Segment 3 (G05A.02-06):

• Complete acquisition activities including:

o Acquisition strategy

o Statement of Work

o Proposal Evaluations

o Contract Award

• Complete System Requirements Review that includes the draft System Segment Specification (SSS) and 

Verification Requirements Traceability Matrix (VRTM).

Program Plans FY 2020 – Performance Output Goals

AIM Modernization Segment 2 (G05A.02-05):

• None.

AIM Modernization Segment 3 (G05A.02-06):

• Exercise contract option for Segment 3.

• Complete PDR for Release 1 that includes the final SSS and VRTM, and draft Release 1 SRS, SDD and 

WSDD.

• Complete DDR for Release 1 that includes the final Release 1 SRS, SDD and WSDD.

Program Plans FY 2021 – Performance Output Goals

AIM Modernization Segment 2 (G05A.02-05):

• None.

AIM Modernization Segment 3 (G05A.02-06):

• Complete PDR for Release 2 that includes draft Release 2 SRS, SDD and WSDD.

• Complete DDR for Release 2 that includes the final Release 2 SRS, SDD, and WSDD.

• Complete Release 2 code development and development of test procedures.

• Achieve Operational Capability for Release 1.

 

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Fiscal Years 2017-2021 Activity 4

4A10, NEXTGEN – CROSS AGENCY NEXTGEN MANAGEMENT

FY 2017 Request $2.0M

Cross Agency NextGen Management, G08M.04-01

 

Program Description

The development of NextGen is a priority for the Administration. Modernizing the air transportation system and 

safely managing forecasted growth in the air traffic system requires the active participation of FAA’s NextGen 

partners; the Department of Commerce, Department Of Homeland Security, National Aeronautics and Space 

Administration, and Department of Defense. Activities conducted under Cross Agency NextGen Management 

program will continue to identify, facilitate, and integrate activities, commitments and contributions of Federal 

partner agencies and other key stakeholders to ensure the NextGen transformation is realized.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 7 – Achieve documented cost savings and cost avoidance of $50.27 million in FY 

2016. (FAA Business Planning Metric)

Relationship to Performance Metric

Upgrading current NAS technology and infrastructure to support NextGen requires collaboration with both industry 

and partner agencies. Without a dedicated interagency focus, increased costs and schedule delays are possible if 

data sharing and all Federal surveillance requirements for NextGen are not identified when required. The Cross 

Agency NextGen Management program will provide the timely coordination needed between all Federal NextGen 

partners. Without this program FAA’s ability to leverage potentially cost saving research and expertise from other 

agencies would also be reduced.

Program Plans FY 2017 – Performance Output Goals

• Complete Multiagency Aviation Cyber Exercise After Action Report 2017 edition including recommendations, 

cyber R&D, and shortfall analysis (e.g. Annual National-level CYBERGUARD).

• Complete and submit the NextGen Research-to-Operations (R2O) Projects 2017 progress report to NextGen 

Executive Weather Panel (NEWP).

• Complete Multiagency Integrated Surveillance Strategy and progress reports 2017 edition.

• Complete and submit the Research Transition Team status report for NextGen Executive Board report 2017 

edition.

• Develop Partner Agency Unmanned Aircraft System (UAS) RE&D Roadmap

• Cross Agency NextGen 2016 initiatives integrated in the NAS Enterprise Architecture. Includes development of 

an FAA Enterprise Information System Security Architecture; and NAS EA Service and Infrastructure 

Roadmap Annual Update.

• Conduct Cybersecurity studies to ensure safe data exchange of NAS with our Partner Agencies.

• Incorporate long-term NASA Air Traffic Management (ATM) concepts into the NextGen cost-benefit analysis.

Program Plans FY 2018-2021 – Performance Output Goals

• Coordinate across partner agencies on the future of the aviation transportation system through collaboration on 

architecture and work plans.

• Complete coordination of a multi-agency plan for NextGen research to include up-to-date schedules and 

dependencies for activities endorsed by the Senior Policy Committee and approved by the NextGen Executive 

Board. 

• Complete coordination of a multi-agency plan for research (including schedules and dependencies), and 

integrate the transition of high-priority multiagency NextGen R&D to support NextGen implementation. 

• Complete coordination of a multi-agency plan in the architecture framework for NextGen implementation to 

include schedules and dependencies.

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• Complete coordination of a multi-agency plan for the NAS Enterprise Architecture to support NextGen 

implementation to include schedules and dependencies.

• Manage inter-agency special studies and activities to mitigate risk and ensure that critical NextGen 

interoperability requirements are established for cross-agency harmonization.

• Develop and conduct Cybersecurity evaluations.

• Develop cost/benefit analyses in support of high-priority multi-agency planning and R&D initiatives.

 

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Fiscal Years 2017-2021 Activity 6

 

ACTIVITY 6: ADS-B SERVICES AND WAAS GEOS

6A01, ADS-B SERVICES AND WAAS GEOS

FY 2017 Request $150.3M

• A, Automatic Dependent Surveillance Broadcast (ADS-B) – Sustain Leased Services, G02S.03-05

• B, Wide Area Augmentation System (WAAS) – Phase IV Segment 1 Sustain Leased Services, N12.01-09 / 

X, Wide Area Augmentation System (WAAS) – Phase IV Segment 2 Sustain Leased Services, N12.01-10

A, Automatic Dependent Surveillance Broadcast (ADS-B) – Sustain Leased Services, 

G02S.03-05

 

Program Description 

This program continues the FAA subscription for ADS-B Baseline Services delivered by the prime contractor 

utilizing contractor owned and operated ADS-B infrastructure in place in the NAS. Performance-based service fees 

support the operation of the system, any necessary upgrades, and modernization. Subscription charges to the prime 

contractor consist of Service Establishment Charges for new service volumes and annual subscription charges to 

provide essential services to existing service volumes. 

The program also provides for the Colorado WAM project which is operating a Multilateration surveillance service 

capability providing aircraft location information to the automation system at Denver ARTCC, allowing controllers 

to provide separation services at four Colorado airports (Durango, Gunnison, Montrose and Telluride).

ADS-B consists of a network of more than 630 Ground-Based Transceivers broadcasting across more than 300 

service volumes. Service volumes are pre-determined volumes of airspace where ADS-B services are provided by 

using one or more ground-based transmitters. Each control area, Terminal or En Route Control, is made up of one 

or more service volumes.

ADS-B is an advanced surveillance technology that provides highly accurate and comprehensive surveillance 

information. Aircraft position, longitude, latitude, altitude, and time, is determined using the Global Navigation 

Satellite System, and/or an internal inertial navigational reference system, or other navigation aids. The aircraft's 

ADS-B equipment processes this position information along with other flight parameters for a periodic broadcast 

transmission, typically once a second, to airborne and ground-based ADS-B receivers. The information will be used 

to display aircraft position on en route and terminal automation systems such as Common Automated Radar 

Tracking System, Standard Terminal Automation Replacement System, Microprocessor En Route Automated Radar 

Tracking System, En Route Automation Modernization, and Advanced Technologies and Oceanic Procedures.

This system is an essential element of NextGen and supports implementation of the Operational Improvements that 

make air travel more efficient and safe. See also the main ADS-B program under G02S.03-01. 

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 2 – Deliver Benefits through Technology and Infrastructure.

• FAA Performance Metric 3 – Achieve a NAS on-time arrival rate of 88 percent at Core airports and 

maintain through FY 2018.

Relationship to Performance Metric

ADS-B is a technology that will allow implementation of new air traffic control procedures based on more accurate 

aircraft position information that will allow better use of existing airspace. This should result in more efficient use 

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Fiscal Years 2017-2021 Activity 6

of airspace capacity, result in fewer delays, and enable optimal routing for aircraft. Other efficiency benefits include 

reductions in weather deviations, and reduced cancellations resulting from increased access to some Alaskan regions 

during reduced weather conditions. The efficiency benefits translate to savings in aircraft direct operating costs and 

to passenger value of time. The Business Case Analysis Report dated May 15, 2012 shows $3.2B in capacity and 

efficiency benefits.

Program Plans FY 2017-2020 – Performance Output Goals

• Provide service at more than 630 radio stations and more than 300 service volumes within specified 

requirements. 

Program Plans FY 2021 – Performance Output Goals

• None.

 

B, Wide Area Augmentation System (WAAS) – Phase IV Segment 1 Sustain Leased 

Services, N12.01-09 / X, Wide Area Augmentation System (WAAS) – Phase IV Segment 2 

Sustain Leased Services, N12.01-10

 

Program Description 

The WAAS requires a minimum of three commercial geostationary satellites (GEOs) to meet its performance

requirements. This program funds the required leased services for the 3 WAAS GEOs.

WAAS consists of a network of 38 precisely located ground reference stations distributed across the continental 

United States, Mexico and Canada that monitor global positioning system (GPS) satellite signals. Three master 

stations collect the reference station data and calculate corrections and integrity messages for each GPS satellite. 

The WAAS messages are broadcast to user receivers via leased navigation transponders on three GEOs. The 

receiver on the aircraft applies the corrections and uses the integrity information from the WAAS message to ensure 

the validity and obtains a precise navigation position. See also the main WAAS program under N12.01-07 and 

N12.01-08. 

WAAS – Phase IV Segment 1 Sustain Leased Services (N12.01-09):

The Sustain Lease Services program funds the leases for the GEOs needed for WAAS.

WAAS – Phase IV Segment 2 Sustain Leased Services (N12.01-10):

The Sustain Lease Services program funds the leases for the GEOs needed for WAAS.

Alignment of Program to FAA Strategic Priority and Performance Metric

• FAA Strategic Priority 1 – Make Aviation Safer and Smarter.

• FAA Performance Metric 2 – Reduce the general aviation fatal accident rate to no more than one (1) fatal 

accident per 100,000 flight hours by 2018. 

Relationship to Performance Metric

WAAS provides vertical and horizontal guidance enabling pilots to make stable, vertically guided approaches to all 

qualified runway ends in the continental United States and most of Alaska, in most meteorological conditions. The 

WAAS navigation signal allows pilots to fly with reduced position uncertainty regardless of location within the 

NAS, enhancing safety. In the terminal area and while conducting approach operations, a Flight Safety Foundation 

Report found that there is nearly an 8 fold reduction in approach accident rates (53 per million for non-precision 

approaches vs. 7 per million for precision approaches) when precision vs. non-precision approaches were used. 

Specifically, 141 accidents could be prevented over a 20 year time period and saving over 250 lives when using 

WAAS for vertically guided approaches at airports where stable vertical guidance is not available or not used today. 

Currently, ILS provides precision vertically guided approaches at only 1,284 of the nation’s 19,000 runway ends. 

WAAS is able to provide the same level of precision with 3.567 LPVs, as of September 2015. 

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Fiscal Years 2017-2021 Activity 6

Program Plans FY 2017-2019 – Performance Output Goals

WAAS – Phase IV Segment 1 Sustain Leased Services (N12.01-09):

• Provide leases for three WAAS geostationary satellites. 

WAAS – Phase IV Segment 2 Sustain Leased Services (N12.01-10):

• None.

Program Plans FY 2020-2021 – Performance Output Goals

WAAS – Phase IV Segment 1 Sustain Leased Services (N12.01-09):

• None.

WAAS – Phase IV Segment 2 Sustain Leased Services (N12.01-10):

• Provide leases for three WAAS geostationary satellites.

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