Federal Aviation Administration

National Airspace System 

Capital Investment Plan 

Fiscal Years 2002 - 2006 

April 2001
 i

 Contents 

Contents......................................................................................................................................................................i 

NAS Modernization...................................................................................................................................................1 

Overview ...............................................................................................................................................................1 

Economic Vitality Linked to Aviation...................................................................................................................1 

NAS Architecture ..................................................................................................................................................2 

Capital Investment Plan Highlights .......................................................................................................................2 

Objectives of the FAA 5-Year Plan (FY 2002 - FY 2006)........................................................................................3 

Ensure Availability of Existing Services while Modernizing the NAS to Accommodate Aviation Growth.........3 

Linking CIP Performance to Agency Goals ..............................................................................................................4 

Modernization By 2005 .........................................................................................................................................5 

Challenges Facing the FAA.......................................................................................................................................9 

Safety.....................................................................................................................................................................9 

Security..................................................................................................................................................................9 

System Efficiency................................................................................................................................................10 

The Modernization Challenge .................................................................................................................................11 

Aviation Industry Growth Exceeding NAS Capacity ..........................................................................................11 

AIR-21 Increases .....................................................................................................................................................13 

Safety Initiatives and Safer Skies ............................................................................................................................14 

Communications......................................................................................................................................................15 

Improving Quality and Reliability through Integrated Digital Communications ................................................15 

En Route and Terminal Communication Improvements .....................................................................................16 

Navigation/Landing.................................................................................................................................................16 

Navigation Limited by Fixed Ground Locations .................................................................................................16 

Increase the Accuracy and Availability of Position Information to the Pilots.....................................................17 

Safe Flight 21 and Capstone Deliver New Cockpit Technology .........................................................................19 

Continue to Improve Airborne and Ground Safety and Efficiency - Provide Common Situational Awareness .20 

Continue to Improve Safety on the Ground - Reduce Runway Incursions..........................................................20

Domain Capacity and Demand................................................................................................................................22 

En Route/Oceanic....................................................................................................................................................22 

Old Technology Will Not Support Future Traffic Demands ...............................................................................22 

En route Automation - Sustaining Infrastructure While Developing Future Software Architecture ...................23 

Service Issues Exist in Oceanic Airspace ............................................................................................................24 

Need to Move More Aircraft through Selected Airspace ....................................................................................24 

Increase the Accuracy and Availability of Position Information.........................................................................26 

Airlines and FAA Working Jointly to Resolve Congestion throughout the NAS................................................26 

FAA Shares Arrival information with Airlines to Expedite Gate Turn-around Time .........................................27 

Arrival/Departure.....................................................................................................................................................28 

Service Approach for Terminal Improvements ...................................................................................................28 

Gaining Efficiencies from Existing Runways......................................................................................................28 

Old Technology Will Not Support Future Traffic Demand.................................................................................29 

Accommodating Increased Demand for Flights with Better Ways to Use Existing Runways ............................29 

Increase the Accuracy and Availability of Position Information.........................................................................29 

Security....................................................................................................................................................................30 

NAS Sustainment and Enhancements......................................................................................................................31 

Ensuring Existing Services Remain Available while Accommodating Aviation Growth ...................................31 

Provide Flight Planning Support to the General Aviation Community ...............................................................32 
 ii

Unmanned Facilities Also Need Sustainment......................................................................................................33 

Maintain Airborne Mission Capabilities..............................................................................................................33 

NAS Management & Aeronautical Information......................................................................................................33 

Efficient Planning by the FAA and Airlines Requires Improved Data and a Greater Quantity of Shared 

Information ..........................................................................................................................................................33 

Conclusion...............................................................................................................................................................34 

Appendix A – 2002 to 2006 Budget Spreadsheet ...........................................................................A-1 

Appendix B – Goals Matrix...................................................................................................B-1 

Appendix C – List of Acronyms and Definitions...........................................................................C-1 
NAS Modernization 

Overview 

The Federal Aviation Administration’s (FAA) Strategic Plan sets the following 

long-term mission goals for aerospace: 

SAFETY: By 2007, reduce U.S. aviation fatal accident rates by 80 percent from 

1996 levels. 

SECURITY: Prevent security incidents in the aviation system 

SYSTEM EFFICIENCY: Provide an aerospace transportation system that meets 

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

resources.

This Capital Investment Plan (CIP) flows from these goals while also sustaining 

current National Airspace System (NAS) services. The FAA Strategic Plan 

specifies strategies to achieve the Safety goal through progressively lowering 

accidents and incidents. Security is attained through a focus on protecting the 

traveling public, protecting our own employees at FAA facilities, and protecting 

the NAS from information security threats. The System Efficiency goal 

emphasizes NAS modernization, free flight, and systems integration. This CIP 

brings together the capital programs contributing to all three goals. 

 

Economic Vitality Linked to Aviation 

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

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

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

today.1

 Traffic growth in operations and the introduction of the regional jets to 

serve smaller communities and airline hubs are expanding. The total number of 

domestic passengers on U.S. air carriers is expected to increase from 

604.1 million in 2000, and grow 3.6 percent per year to 927.4 million passengers 

in 2012. In addition, U.S. air carrier international enplanements are projected to 

increase from 54.6 million in 2000 to 108.4 million in 2012, a growth of 

5.9 percent each year. This brings total passenger enplanements over the one 

billion mark. 

The fleet of large air carrier aircraft is expected to grow from 4,417 aircraft in 

2000 to 6,313 by 2012. The most stunning growth rate is projected to occur in 

the regional jet fleet, with an expected rise from 569 aircraft in 2000 to 

2,190 aircraft in 2012, a 11.9 percent increase. The cargo fleet is also expected 

to grow by 4.2 percent a year from 1,073 aircraft in 2000 to 1,760 in 20122

. 

In order to manage the increasing operational load on the NAS, the air traffic 

control system and supporting services must be state-of-the-art, supported by a 

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

airlines, and the military — will also need to make a significant investment in 

avionics to take advantage of new capabilities. 

 

1 Air Transport Association speech at the 2000 FAA Forecast Conference 

Economic Impact of Civil Aviation on the U.S. Economy – 2000, March 2000, presents impact based on 1998 data 2 FAA Aerospace Forecast Fiscal Years 2001-2012, March 2000 
 2

NAS Architecture 

Gaining system efficiency and safety improvements requires a sound plan for 

modernization based on an evolving concept of how users will operate in that 

system. In January 1999 the FAA Administrator approved the NAS 

Architecture, representing the aviation community consensus on modernization. 

The Architecture provides a consistent view of changes in the NAS and is an 

overview of the larger architecture database used to maintain configuration 

control on modernization and infrastructure sustainment that traces technical and 

programmatic interdependencies. In Fiscal Year (FY) 2001, the NAS 

Architecture is being expanded through Operational Evolution Planning, a joint

FAA/industry effort to define the necessary safety analyses, staffing, 

certification, training, procedures development and airspace actions necessary to

address capacity and demand problems in the NAS. This additional planning

effort will be incorporated in the NAS Architecture to provide a more complete 

picture of requirements and resources necessary to deliver services and 

capabilities in the NAS. 

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

for research, procurements, installation, upgrades, maintenance, 

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

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

The NAS Architecture is a long-term plan for the evolution of the NAS, both 

sustainment and enhancements, to 2015. This CIP aligns the architecture to the

Office of Management and Budget (OMB) 5-year budget planning guidance and

funding proposed under the Wendell H. Ford Aviation Investment and Reform

Act (AIR-21), PL 106-181. 

The CIP balances investments among safety, security, and efficiency. Safety

will continue to have the highest priority for capital investment spending. 

Operating improvements are focused on sustaining existing core services, which 

provide traffic separation, navigation, communications, and traffic flow

management. Investment in new methods and technologies for managing

capacity and demand are included and have evolved from modernization

initiatives and Spring/Summer 2000 partnering with the air carriers on delay 

reduction. As funding increases under AIR-21, there is a balanced portfolio of

sustained and improved NAS services tied to delivery of capabilities and

benefits. 

Capital Investment Plan Highlights 

This CIP aligns NAS modernization to the FY 2001 capital appropriation and 

OMB funding projections for FY 2002 through 2006. Appendix A summarizes 

the projected funding profile by budget line item.

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

assurance, traffic synchronization, navigation, and strategic traffic flow

management — and capabilities necessary to improve services. Capabilities are 

made up of specific programs tied to specific budget line items. The funding

profiles are provided in Appendix A. Appendix B tracks goals, 

accomplishments and planned actions by budget line item.
 3

The NAS service providers 

include: 

4 FAA 

4 Department of Defense 

4 Private services providing 

4 Weather 

4 Communications 

4 Flight planning 

support 

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

procedures, equipment, and airports that combined provide 

the NAS air traffic services

Spring/Summer 2000 identifies 

major delay drivers and focuses 

priorities for FY 2001 and 

beyond: 

4 En route Congestion 

4 En route Weather

4 Terminal/Airport 

Congestion 

4 Terminal Weather 

The NAS Architecture’s capital 

resource priorities are: 

4 Sustain current NAS 

services and the facilities 

necessary to deliver these 

services while ensuring 

safety

4 Support safety initiatives that 

improve current safety

services and reduce 

accident and incident rates 

as traffic grows 

4 Deploy security measures to 

reduce risk to the travelling 

public and our workforce 

4 Add new capabilities to 

improve efficiency, capacity,

access, predictability, and 

flexibility in delivery of 

services

Objectives of the FAA 5-Year Plan 

(FY 2002 - FY 2006) 

Ensure Availability of Existing Services while 

Modernizing the NAS to Accommodate Aviation Growth 

With the FY 2002 budget, the FAA will use capital resources to protect our 

investment in the infrastructure, provide the levels of safety, security, and

efficiency needed to operate the National Airspace System, and continue

technological change. 

 

Aviation users and service providers agree that the need to modernize is urgent. 

The number of passengers and flights to carry them continues to keep pace with

the growth in the economy; therefore, air carrier operations are forecast to

increase 15 percent between now and 2005. A collaborative partnership 

between the FAA and the airlines was established in March 2000 to execute 

strategies dealing with expected convective weather delays. Nevertheless, the 

Spring/Summer of 2000 was one of the worst seasons for delay ever, caused by

a combination of convective weather and airline labor actions. In November 

2000, both the FAA and the airlines evaluated the outcomes of the 

Spring/Summer 2000 efforts. The recommendations are being incorporated in

operational plans for 2001and adjustments have been made in this CIP to

support the capital investments needed for the operational evolution of the NAS. 

The capital investment profile for FY 2002-2006 will enable the FAA to achieve 

incremental gains in airspace capacity and efficiency. Capital investments will 

be combined with procedural and airspace changes to deliver the capabilities 

necessary for the Nation’s air transportation system. The CIP represents an

unprecedented partnership with the aviation users. 
 4

Although some users would prefer greater capitalization to produce benefits

earlier, this CIP balances the investments across three key categories: 

• Modernizing the existing critical infrastructure to sustain services, 

• Providing new safety and security capabilities, and

• Introducing new capabilities to improve efficiency. 

A choke Point is

airspace that generates 

unusually high levels of 

delays in the system.

These delays may take 

the form of increased 

miles-in-trail 

restrictions, holding 

aircraft both on the 

ground and in the air,

increased restrictions, 

and reduced flexibility 

in moving aircraft from

point to point.

While the CIP supports the funding of the NAS Architecture, there are costs 

beyond facilities and equipment necessary to deliver new capabilities addressing

capacity and demand. Development of procedures, airspace changes, training, 

user investment in certified avionics, and new runways must be put in place to

expand capacity. Costs and schedules for such actions are being developed as a 

direct result of a NAS Operational Evolution Plan. The FY 2002 request 

includes measures like increased use of area navigation, airspace changes to 

eliminate choke points, and the necessary safety analyses to increase system

capacity. 

Investments follow three guidelines: 

• Safety will not be compromised and must be improved to keep pace 

with growing operations, 

• Current operations must be sustained and capacity expanded to support

demand, and 

• The FAA must keep annual costs to itself and the users at a reasonable 

level through improved business practices. 

Linking CIP Performance to Agency Goals

The FAA Strategic goals support the Department of Transportation’s (DOT) 

Strategic Plan. Both plans have Safety and National Security goals. Both have 

Environmental goals (FAA’s is an “enabling” goal that helps FAA achieve, 

among other things, an efficient aerospace system). The DOT Mobility and 

Economic Growth goals are addressed by the FAA’s System Efficiency goal 

that is necessary to achieve economic growth. The full set of DOT and FAA 

goals are provided in Appendix B.

The Architecture is FAA’s evolving blueprint to achieve FAA’s System

Efficiency strategic goal and support a safe and secure aerospace system. The 

CIP, in turn, is a funding source for FAA Corporate Projects, the near-term 

change efforts that support a wide range of FAA performance goals, such as 

reducing runway incursions, operational errors, and delays. These FAA 

performance goals are executed to achieve DOT and FAA strategic goals. 

The CIP provides the link between FAA’s strategic and performance goals, its

capital programs, and the budget. 

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

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

Safety, security, and efficiency goals are defined separately. Programs are 

grouped by their major emphasis. Many programs address multiple goals. For 

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

presented within one or the other matrix based on their primary contributions. 
 5

Program goals are expressed in terms of program accomplishments in 2000, 

2001 and 2002 expected results, and key events occurring between 2003 and 

2006. This allows for comparison with goals set in the FY 2001 CIP. 

 

Modernization By 2005 

A benchmark for modernization is 2005. This date was identified by the White 

House Commission on Aviation and Security and was reported in last year’s 

CIP. Substantial improvements need to be in place by 2005 to support safety, 

security and aviation’s growth. The CIP allows the FAA to sustain core 

infrastructure needs to ensure reliable service is continued while concurrently 

achieving user benefits. Where practical, implementations have been phased to 

provide partial benefits prior to 2005. An example is Free Flight Phase 1 (FFP1) 

and Free Flight Phase 2 (FFP2). FFP1 provides early benefits to selected 

locations agreed to in partnership with the users, while FFP2 deploys the same 

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

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

italics are operational though some are continuing delivery; non-italicized items 

are under development but not yet operational. 

Significant Modernization Programs 

Completed and Services Being Delivered 

Before the End of 2005 

Purpose of Investment 

Weather Systems 

Integrated Terminal Weather Service (ITWS) Safety and efficiency gains by integrating 

terminal weather information 

Next Generation Weather Radar (NEXRAD) Weather surveillance for air traffic control 

Weather and Radar Processor (WARP) Delivers weather to en route controllers 

Terminal Doppler Weather Radar (TDWR) Surveillance for terminal safety and capacity 

Weather Systems Processor (WSP) Safety system processing weather from ASR-9 

Automated Surface Observing System (ASOS) Real time weather to pilots for safety 

Low-level Windshear Alerting System (LLWAS) Safety system 

Communications 

Tower Data Link System Upgrades (TDLS) 57 airports – pre-departure clearances are 

delivered by data link reducing errors and 

improving safety 

Graphical Weather Service/Flight Information 

Service (GWS/FIS) 

Safety system – uplink of weather and flight 

information for general aviation operations 

Controller/Pilot Data Link Communications 

(CPDLC) Build I/IA 

Safety and efficiency system – reduces errors 

and reduces pilot and controller workload 

Multi-sector Oceanic Data Link(ODL) Services Safety and efficiency system – enables diversity 

in oceanic communications and reduces errors 

Future Telecommunications Infrastructure (FTI) Critical infrastructure – communications circuits 

Enhanced Terminal Voice Switches (ETVS) Critical infrastructure – selects controller 

communications links 

Flight Service Station (FSS) Voice Switches Critical infrastructure – selects communications 

links 
 6

Significant Modernization Programs 

Completed and Services Being Delivered 

Before the End of 2005 

Purpose of Investment 

Navigation and Landing 

TACAN Antenna Upgrades Efficiency – reduces power and supportability 

requirements 

Distance Measuring Equipment (DME) Safer Skies initiative – provides distance from 

Navigational Aids (navaids) and airports 

Non Directional Beacons (NDB) Critical infrastructure – sustains capability 

GPS Local Area Augmentation (LAAS) CAT I Safety and Efficiency system provides 

additional precision approaches to runways 

GPS Wide Area Augmentation (WAAS) en route 

and VNAV/LNAV landing 

Safety system – provides GPS corrections and 

vertical guidance on landing to reduce controlled 

flight into terrain 

Runway Visual Range (RVR) Critical infrastructure – provides visibility for 

precision approaches 

Instrument Landing System (ILS) 

Critical infrastructure and safety – sustains and 

expands locations with precision approach and 

landing 

Approach Lighting System Improvement Program 

(ALSIP) 

Critical infrastructure and safety – provides 

visual lighting for precision approaches 

Long-range navigation – C (LORAN-C) Infrastructure – sustains existing en route 

navigation system operated by the Coast Guard 

Surveillance 

Airport Surface Detection Equipment (ASDE-3) Safety system – surface movement surveillance 

Airport Movement Area Safety System (AMASS) Safety system – runway incursion alerts 

Airport Surface Detection Equipment (ASDE-x) Safety system surface movement surveillance at 

additional airports 

Precision Runway Monitor (PRM) Efficiency system – rapid update surveillance to 

separate traffic approaching parallel runways 

Air Traffic Control Beacon Interrogator (ATCBI6) Critical infrastructure – replaces aging 

interrogators 

Air-to-air Automatic Dependent Surveillance – 

Broadcast (ADS-B) 

New technology with safety and efficiency 

benefits – pilots can see each other 

electronically 

Air-to-ground ADS-B at Selected locations Safety and efficiency system – new high 

precision surveillance needed to add operational 

benefits 

Mode-Select (Mode-S) Surveillance Upgrades Critical infrastructure upgrades 

Automation 

Host and Oceanic Computer System Replacement 

(HOCSR) 

Critical infrastructure – all centers operational 

En Route Display System Replacement (DSR) Critical infrastructure – all centers operational 

En Route Communications Gateway (ECG) Critical infrastructure – center communications 

Terminal Early Display Configurations (EDC) Critical infrastructure – replaces aging terminal 

displays with color displays 

Free Flight Phase 1(FFP1) Efficiency systems – multiple automation tools 

Free Flight Phase 2 (FFP2) Efficiency systems – will deploy automation and 

communications tools to additional locations 
 7

Significant Modernization Programs 

Completed and Services Being Delivered 

Before the End of 2005 

Purpose of Investment 

Enhanced Traffic Management System (ETMS) Efficiency and infrastructure – essential 

automation backbone for collaborative decision 

making and traffic flow management 

Advanced Technologies and Oceanic Procedures 

(ATOP) 

Safety and efficiency system – replacing 

outdated oceanic infrastructure and adds 

improvements to safety reduce separation 

Critical Systems Information Security Measures Security – measures to protect NAS operations 

Facilities 

Power Systems Upgrades Critical infrastructure – replaces aging backup 

power, grounding, bonding and shielding 

Large terminal radar approach control 

(TRACON) Consolidations 

Critical infrastructure and efficiency – 

consolidates airspace and procedures 

Physical Security Measures Security – protects FAA employees from 

physical attack and protects continued services 

Some key modernization programs continue beyond 2006, but have deliveries and become operational 

at certain sites before 2005. 

Significant Modernization Programs and 

Services Continuing Delivery Beyond 2005 

Purpose of Investment 

Communications 

Next Generation Air-Ground Communications – 

Digital Voice Communications (NEXCOM) 

Critical Infrastructure, safety and efficiency – 

replaces analog air-ground communications, 

recovers needed spectrum, adds data link, and 

reduces communications errors and workload 

 CPDLC Build II Efficiency and safety system – expands use of 

data link in the en route environment 

Navigation 

GPS WAAS – Full Capabilities Safety system – provides integrity, accuracy and 

availability of GPS for all flight phases 

GPS LAAS Category I/II/III (CAT I/II/III) Efficiency system – adds precision approach 

procedures at airports 

Surveillance 

Airport Surveillance Radar (ASR-11) Critical infrastructure – replaces terminal radars 

Air-to-ground Automatic Dependent 

Surveillance-Broadcast (ADS-B) 

Safety and efficiency system – improves 

surveillance in all flight phases and on the airport 

Automation 

Standard Terminal Automation Replacement 

System (STARS) 

Critical infrastructure – replaces existing 

terminal automation and provides the platform 

for efficiency gains 

En Route Automation Modernization (eRAM) Critical infrastructure, safety and efficiency – 

replaces aging computer software that supports 

all ATC functions 
 8

For FY 2002 through 2006, the FAA is proposing to spend a total of 

$15.242 billion on NAS sustainment and modernization. The allocation of this 

expenditure by category is depicted in the charts below and summarized as 

follows: 

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

category represents the capital resources necessary to sustain services. 

• Personnel: This includes FAA personnel and support contractors directly

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

services. 

• New ATC Services: Free Flight Phase 1 and 2, Data Link, and Safe Flight

21 are examples of the programs included in this category. 

• Federal Programs: This category includes such programs as hazardous 

material cleanup, facility security risk management (FSRM), airport 

explosive detection systems, and programs to enhance physical and

information security. 

• FAA Business Processes: Automation support for safety inspectors, support 

of training and test facilities, NAS performance monitoring, and process 

improvements are included. 

F&E BUDGET ALLOCATION FY 02 through 06

$15.242 Billion

ATC Services and

Facilities

Sustainment

48%

Federal Programs

8%

FAA Business

Processes

5%

Personnel

19%

New ATC Services

20%
 9

Challenges Facing the FAA 

Safety 

FAA has set an ambitious strategic goal for aerospace safety: By 2007, reduce 

U.S. aviation fatal accident rates by 80 percent from 1996 levels. One of the 

FAA’s most important safety challenges is how to evolve the NAS to meet the 

projected growth in demand for services while achieving this safety goal. 

Continued growth in the aviation system will inevitably lead to greater pressure 

on current safety programs associated with air traffic control and airport 

operations. Another challenge associated with projected increase in demand is 

to safely increase capacity under all instrument meteorological conditions. For 

ultimate success, both en route and terminal capacity must be increased during 

instrument flight conditions. The FAA’s first obligation is sustaining safety as 

the capacity diminishes in weather. 

New technology is being introduced into the NAS offering the opportunity to 

take aviation systems to new levels of efficiency and safety. The transition to 

full use of these technologies presents major challenges in the timely safety 

analyses, certification, and development of procedures for the capabilities that 

these new technologies enable. There are increased training challenges and 

significant work to define changes in operating specifications and procedures. 

For these reasons, the FY 2002 budget contains a request to add 75 new safety, 

flight procedures and certification positions, funded by the facilities and 

equipment appropriation, to work directly on implementing improvements to the 

NAS. 

Further globalization in the aviation industry requires FAA leadership to support 

the development of cooperative relationships throughout the world. This will 

require additional safety personnel to participate in international standards 

organizations, work on joint research and development efforts, and flight trials. 

Joint certification of some new technologies will be necessary to realize global 

benefit. 

Without additional safety positions to work on the operational changes in the 

NAS, the FAA will be slow to certify new avionics, modify airspace, and 

introduce procedures necessary to deal with the conditions that affect capacity 

and delay. These additional positions will conduct the safety and certification 

work necessary to implement modernization changes that support user demands 

for improved services with higher safety and improved efficiency. 

Security 

In carrying out its strategic goal to prevent security incidents in the aviation 

system, the FAA develops and implements regulatory policies, programs, and 

procedures to prevent criminal, terrorist and other disruptive acts against civil 

aviation. The FAA protects its employees, facilities, and equipment; assist in 

interdicting unlawful drugs and narcotics coming into the U.S.; and supports the 

national security strategy and counter-terrorism policy. 
 10

To accomplish its security objectives, the agency has adopted three performance 

outcomes: 

• Improve detection of improvised explosives devices and other

weapons, 

• Improve airport access control, and 

• Improve FAA infrastructure security and information security. 

As early as 2010, the airlines are expected to be carrying one billion passengers 

annually, 60 percent more than was carried in 1999. This projected increase will 

significantly impact passenger and baggage screening and will demand better 

design of airport security checkpoints.

The NAS is critical to the System Efficiency

Nation's economy

4 4.7 percent of Gross 

Domestic Product 

4 $976 billion in economic 

activity

4 10.9 million jobs

4 Market for new aircraft in

next 20 years - $1 trillion

FAA’s System Efficiency strategic goal is to: Provide an aerospace

transportation system that meets the needs of users and is efficient in the 

application of FAA and aerospace resources. An efficient aerospace system

that meets users needs has enough capacity to meet demand, is predictable, is 

flexible enough that users can meet their needs, and provides access for all 

users.

The FAA and the aviation industry are facing increasing delays, primarily 

caused by convective thunderstorms that occur in the spring and summer 

months. While there are technology improvements that can improve capacity, 

there is no “silver bullet” to eliminate delays. Delay is the consequence of the 

lack of capacity in an operating environment of growing demand that becomes 

further compounded by en route and terminal weather events. The FAA must

modernize, the airlines must equip with improved technologies, and airports

must build runways. 

During this last decade, 18 runways were commissioned at U.S. airports; 5 at 

large hubs, 9 at medium hubs, and 4 at small hubs. Additionally, new airports 

were opened at Denver, Colorado and Fayetteville, Arkansas, and former 

military airfields converted to civilian use in Alexandria, Louisiana, Austin, 

Texas, Belleville, Illinois, Pease International Tradeport, New Hampshire, and 

Marquette, Michigan. 

During the next five years, commercial air transportation is expected to grow by

15 to 20 percent to serve an additional 100 million passengers at U.S. airports by

2004. Over 1,000 large jets will enter the fleet and the regional jets will 

continue their aggressive growth. Air cargo is expected to grow more rapidly 

than passenger growth. About half of all cargo is carried on passenger flights. 

The majority of all-cargo flights generally occur during off-peak hours with

little impact on delay and congestion, except at major cargo hubs. 

Currently, traffic at the 25 busiest airports exceeds their practical capacity by 

about 1 million operations a year. These additional operations are handled by

spreading the flights out away from the desired times of operation. Either 

demand is reduced, or capacity expanded to bring the NAS into balance. It is 

normal to experience some delay in the NAS, the challenge is to manage

excessive delay. 

The 25 Busiest Airports

account for 63 percent of 

passengers and 86 percent of 

delay. By 2006, these airports 

will increase to 2 million 

operations per year. 
 11

Airports are taking action to relieve a portion of the delay by constructing as 

many as 15 new runways that will be opened to traffic between now and 2006. 

If all of these runways are built as scheduled, they will add about 1.4 million 

operations a year in capacity. New runways not only require navigational aids, 

but new procedures, airspace changes, and possible increases in air traffic 

control staffing. Unfortunately, not all of the 25 busiest airports are able to add

new runways. 

While it may appear that airports are adding sufficient capacity, this is not the 

case. The current 1 million operations gap will rise to 1.6 million, even after 

adding these new runways. Many airports without current plans for additional

runways are unable to do so due to increasing environmental sensitivity or 

physical limits on possible future expansion. As such, delay problems at some

airports will continue. NAS Air Traffic Services

include:

4 Separation Assurance – 

ensures aircraft maintain a 

safe distance from other 

aircraft, terrain, obstacles, and 

certain airspace not 

designated for civil air travel

4 Navigation – provides 

navigational guidance to 

enable NAS users with 

suitable avionics to operate 

their aircraft safely and 

efficiently under various 

weather conditions

4 Traffic Synchronization – 

provides expeditious flight 

sequencing for the large 

number of aircraft using the 

NAS during any given period

4 Traffic Management – 

Strategic Flow –provides for 

orderly flow of air traffic from a 

system perspective

4 Flight Planning – provides 

both flight plan support and 

data processing

4 Advisory – provides 

weather, traffic, and NAS 

status information to pilots

4 Emergency and Alerting – 

monitors for distress or urgent 

situations (in-flight and on the 

ground) and provides 

appropriate response

4 Airspace Management – 

provides design, allocation, 

and stewardship of the 

national airspace resource 

4 Infrastructure/Information 

Management – management 

and operation of the 

infrastructure and optimal use 

of NAS resources. Includes 

systems such as surveillance, 

communication, navigation 

aids, automation, and the radio 

spectrum, which supports 

these aeronautical services. 

The Modernization Challenge 

Aviation Industry Growth Exceeding NAS Capacity

More people want to fly, so the number of flight operations is increasing 

accordingly. With this growth, the flying public and the flight provider expect 

that a flight can meet arrival and departure times, and is always safe and secure. 

This is true for all classes of users including general aviation pilots, who expect 

access to airspace and predictable, available, and affordable services. The

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

aircraft. It is this service predictability and reliability that sustains hub and

spoke operations and allows passengers to meet their connections. The 

Department of Defense expects to have access to the national airspace for 

training, national defense, and to deploy in support of national foreign policy. 

The FAA’s role in meeting these expectations is to: 

• Safely and efficiently separate individual aircraft, 

• Provide for sustained flow of flights between airports, and 

• Assure that the flow does not become too complex or the instantaneous

volume too large for the system to be managed safely. 

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

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

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

Over-saturation of the system is prevented through traffic restrictions and sector

limits to assure safe operation. Air traffic controllers utilizing surveillance 

equipment, procedures, and separation standards, all assisted by automation 

implement the separation assurance so essential for safety. 

Improvements to date have focused on exploiting the marginal capacity left in

the current system to provide increased throughput and flight efficiency. These 

efforts have been effective, at current traffic levels, in managing flow and 

complexity and adding some flight-by-flight gains. But the forecasted growth in

demand for aviation services cannot be met by solely localized improvements to 

the air traffic control and management system. 
 12

When weather reduces the available runway capacity or when schedules exceed 

capacity, delay increases rapidly. Airlines want to work slightly above the 

airport capacity so there is a loading on the NAS. As the number of aircraft 

increase, delay begins to rise sharply, as illustrated below in curve A. Before 

reaching this knee in the curve, there is excess capacity in the system and 

aircraft operations can be added with little or no effect on delay. Improvements 

that increase capacity, such as adding a new runway, shift the capacity curve to 

the right, as indicated by the green-hashed area. When the demand/delay curve 

shifts to the right, delay is reduced until the number of operations increase to the 

point where delay begins to grow again along curve B. 

Aviation Delay and Dem and

Relationship

Num ber of Operations

Dem and

Delay

Capacity

A B

Capital investments by the airports and the FAA are necessary to move capacity 

to the right in the above graph. When airlines over-schedule and exceed 

capacity at an airport, or if weather disrupts airport operations, demand exceeds 

capacity and aircraft must be delayed to sustain safety. Delays at hub airports 

can rise quickly and significantly impact airline schedules and performance of

the entire NAS. 

Capacity Benchmarks 

The FAA, in cooperation 

with the airport and its users 

is developing airport 

capacity benchmarks for the 

top 34 delay-constrained 

airports. These benchmarks 

will show the throughput 

capacity of the airports 

under different weather 

conditions and help maintain 

a capacity/demand balance. 

Severe Weather 

Disrupts Airspace 

Adverse weather in en route airspace blocks access to flights. Most of the delay 

is caused by convective thunderstorms that cross west to east in large fronts 

throughout the summer. Overall NAS throughput is significantly impacted. 

Capital investments in weather surveillance have improved NAS performance. 

However, as illustrated in the chart on the following page, the 2000 convective 

weather impacts at air traffic control center (ARTCCs) and airports were greater 

in June and July of 2000 than in 1999 and delays grew. 
 13

Month Number of Convective 

Weather Days – 13 

Centers 

Number of Convective 

Weather Days – 22 

Airports 

June 99 72 76 

June 00 125 141 

July 99 99 99 

July 00 144 153 

Cumulative Number of Days When Convective Weather 

Seriously Impacted NAS Capacity for 13 Centers and 22 Delay 

Constrained Airports 

AIR-21 Increases 

The FAA has leveraged the increased capital appropriations in FY 2001 and the 

requested funding based on AIR-21 in FY 2002 to initiate or expands certain 

programs. The following table summarizes key areas of capital investment 

directly supported by the AIR-21 increases. Details are discussed regarding 

these efforts in appropriate sections of the CIP and in the appendices. 

Safety 

Runway Incursions Adds surface surveillance at 25 airports using ASDE-x 

Visual Approach Aids Safer Skies initiative to reduce controlled flight into terrain 

Electronic Navigation 

Aids 

Safer Skies initiative with instrument landing systems, distance measuring 

equipment, and related equipment to reduce controlled flight into terrain 

Safe Flight 21 Alaska’s Capstone project expanded to address controlled flight into terrain 

and weather improvements 

Security 

Explosive Detection Increased funding in FY 03 for detection equipment 

Information Security Supports modification of existing and new systems to meet Information 

Systems Security (ISS) requirements and improve the agency's Computer 

Security Incident Response Capability 

Efficiency 

En Route Automation 

Modernization 

Begins the replacement of the aging en route software and adds functionality 

supporting demand in traffic growth 

Free Flight Phase 2 Deploys free flight tools and eliminates a 3-year gap between completion of 

Free Flight Phase 1 and deployment to additional locations 

Airspace and Procedural 

Improvements 

Adds area navigation approaches and departures, implements reduced 

vertical separation standards in domestic airspace above FL 290, implements 

new en route and terminal sectors to relieve choke points, and supports 

airspace analyses 

Spring/Summer 2000 

Lessons Learned 

Funding within several projects supports changes in traffic management 

distribution of information, use of forecasting products, and modeling 

Support to New 

Runways 

Provides facilities and equipment for new runways at delay-constrained 

airports so that runways will open with airspace changes, procedures, 

systems and personnel in place to use the added capacity 

Safe Flight 21 Ohio Valley capacity and efficiency demonstrations and evaluations 

expanded with more emphasis on certification 

Dedicated Staffing Identifies 75 additional positions in Flight Standards and Aircraft 

Certification dedicated to NAS modernization 
 14

Safety Initiatives and Safer Skies 

The FAA’s Strategic Plan is focused around three mission goals: safety, 

security, and system efficiency. The Agency’s strategic safety goal is further 

broken down to the following objectives: 

By 2007, reduce U.S. aviation fatal accident rates by 80 percent. 

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

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

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

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

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

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

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

crewmember on a typical flight. 

The FAA’s strategies are accident prevention, information sharing, and 

improving FAA certification and surveillance. The accident prevention 

strategies have two parts. The first is Safer Skies - working with the aerospace 

community, analyze the recurrence causes of accidents and develop and 

implement interventions to reduce or prevent them. A second part, risk 

mitigation, is a major focus for FAA capital programs. Risk mitigation seeks to 

develop and field systems, technologies, and procedures that target the high risk 

hazards in the NAS, and develop an integrated safety risk management process 

that ensures that hazards are identified, assessed, and managed to reduce risk. 

The risk mitigation strategy focuses on deploying systems that will reduce 

specific hazards in the NAS. An example of this is the development of the 

airport surveillance detection equipment (ASDE)-x technology. This system is 

intended to reduce the number and severity of the risk associated with runway 

incursions. The FAA is acquiring these technologies and other systems 

designed to reduce the risk associated with the highest safety hazards in the 

NAS, such as runway incursions, mid-air collisions, flight in hazardous weather 

conditions, and controlled flight into terrain. The initial strategy includes 

increased deployment of distance measuring equipment and visual approach aids 

to reduce controlled flight into terrain. 

The second mitigation strategy is to develop and deploy safety risk management 

processes throughout the FAA. Safety risk management is a method proven to 

reduce accidents and mishaps. This method is based on the principle that most 

if not all hazards to an operation or system can be found and controlled before 

the operation starts. The Office of Research and Acquisitions (ARA) is 

developing and deploying these tools in the acquisition of new systems. This is 

intended to ensure that the new system is: 

• Designed according to requirements derived from data driven safety 

risk assessments, 

• Integrated with the NAS and that the subsystems composing the system 

are integrated with each other, 

• Designed by making data driven choices using safety risk as a metric in 

the decision, and 
 15

• Fielded knowing what the hazards are and having mitigation's designed

into the system from the beginning and safety risk management of the 

system continuing throughout the lifecycle. 

These safety risk methods are being applied to newly started programs to define 

requirements and risk management strategies. 

In addition, the FAA Flight Standards Service is developing processes and tools 

that use safety risk management principles to identify and assess hazards in

flight operations. This process will enable Flight Standards to focus their 

aviation inspector resources on the highest risk hazards. 

Communications 

Improving Quality and Reliability through Integrated 

Digital Communications 

Air traffic management depends on timely and accurate transmission of 

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

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

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

transmission. Controller-pilot communication is currently limited by channel 

availability. The FAA is encountering non-availability of Very-High Frequency 

(VHF) spectrum needed to provide new services such as the automated weather 

observation system (AWOS) broadcasts to pilots at several airports. The 

number of locations needing additional VHF spectrum is increasing. This puts a 

premium on converting to digital communications to recover needed 

VHF spectrum. 

How old are the NAS

communication systems? 

4 50,000 very high frequency 

(VHF)/ ultra high frequency 

(UHF) radios, 20 years 

4 701 remote communications 

air/ground (RCAG) facilities, 

23 years 

4 1,285 remote transmitter/ 

receiver (RTR) facilities, 

18 years

The transition to digital air/ground communications requires significant capital 

investment for both the FAA and the users. The Administrator has requested an

advisory committee to evaluate the business case for transition. 

Radio Spectrum a Limiting

Resource 

Available spectrum is the 

limiting resource for growth in 

air transportation. Lack of VHF 

spectrum will begin restricting 

services in 2002. Increasing 

pressure on available spectrum 

requires the FAA to invest in 

digital technology to recover 

spectrum for further use. 

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

1998. The FAA has submitted international standards for digital 

VHF communications to the International Civil Aviation Organization (ICAO) 

Air Navigation Commission for approval in November 2001. A draft system

specification has been developed. A test bed is being used to evaluate

prototypes, define system interfaces, and conduct operational capability testing. 

This CIP supports production following the award of a NEXCOM multi-mode

digital radio production contract in 2001. The radio will be capable of operating 

in either the digital mode or the analog mode. Initially, the radio will be

deployed and used in the analog mode. A NEXCOM system prototype and 

demonstration validation effort will be conducted beginning in 2002, leading up

to a NEXCOM system development contract award in 2005. The NEXCOM 

radios will operate in analog mode until 2008 when high altitude airspace will 

be converted to digital communications, provided all the aircraft using the 

airspace are equipped with a compatible digital radio. This conversion to digital 

radios will free up VHF spectrum to meet other analog air-ground service 

requirements. The existing analog air-ground communications system will be

maintained and augmented as necessary while NEXCOM radio implementation

proceeds. 
 16

The Backup Emergency Communication (BUEC) network provides 

backup for the primary radio communications between the en route controllers 

and aircraft. Four of the 20 required centers have been equipped with BUEC 

thus far. This CIP enables the remaining centers to be completed by 2005. 

The FAA has begun transitioning voice communications to data link 

communications as a means to reduce congestion on voice channels. Data link 

communications between ground facilities and aircraft will include air traffic 

control, weather, and aeronautical information. The first data link system, 

known as the Tower Data Link System, provides flight plan route clearances to 

suitably equipped aircraft at 57 airports. The FAA plans to implement an 

operational Controller/Pilot Data Link Communications (CPDLC) Build 1 

capability at the Miami Center in FY 2002. CPDLC Build 1 will implement the 

message services required to perform transfer of communications, initial contact 

with the controller, altimeter settings, and pre-defined text messages. These 

messages will be sent via a service provider’s VHF digital radio. This CIP 

funds the single site deployment of CPDLC Build 1 at Miami, including an 

expansion to 9 messages in Build 1A with deployment to all centers. 

CPDLC Build 2 increases message content to enhance benefits by reducing 

communications workload. 

En Route and Terminal Communication Improvements 

The Voice Switching and Control System (VSCS) has been congressionally 

directed, in FY2001, to address problems found in FAA voice switches. The 

FAA intends to address the audio clipping, automatic gain control, and tone 

notching problems found in the FAA voice switches. In addition, a study will be 

conducted to evaluate wider applications of potential commercial-off-the-shelf 

(COTS) solutions to respond to the problems faced by all the voice switch 

systems as mentioned within the FY2001 Conference Report. 

Navigation/Landing 

Navigation Limited by Fixed Ground Locations

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

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

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

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

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

most meteorological conditions. When weather reduces visibility, runways 

without instrument approaches cannot be used for arrivals, resulting in a 

reduction in airport capacity. 

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

transition from instrument reference to visual reference for landing. 

The instrument approach procedure published for a particular runway dictates 

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

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

visibility requires a more complex approach lighting system than a procedure 

with a 400-foot minimum descent altitude and 1 mile visibility. 
 17

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

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

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

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

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

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

GPS-based avionics. Some new instrument landing systems (ILS) that have

already been purchased will be installed and additional units will be procured for 

new runway applications. 

Increase the Accuracy and Availability of Position 

Information to the Pilots 

Wide Area Augmentation 

System 

Ground stations and 

communications satellites that 

provide wide area coverage and 

deliver information on accuracy, 

integrity, and improvements on 

availability for the global 

positioning system. 

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

the demand for additional navigation and landing capabilities and improve 

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

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

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

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

navigation avionics required aboard aircraft. Operational efficiency and safety

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

approaches at many airports lacking such capabilities today. This increased

availability of instrument approaches will alleviate one of the major safety

concerns - controlled flight into terrain. 

The first phase of WAAS will provide the Lateral Navigation/Vertical 

Navigation (LNAV/VNAV) approach and landing as an initial operational 

capability (IOC). This capability will be sustained and enhanced to achieve a 

final operational capability (FOC). Additional WAAS Master Stations, WAAS 

Reference Stations, Geo-stationary Satellite (GEO) Uplink System, and GEO 

Satellite Transponders will become operational, increasing the service volume 

provided by Phase 1. The hardware installed earlier in the program will be

upgraded to the current standard. The final system is designed to satisfy en

route through Category I precision approach Required Navigational

Performance (RNP) requirements for using GPS/WAAS as the only radionavigation aid. WAAS FOC includes the addition of information security 

(INFOSEC), improved ionospheric monitoring algorithms, hardware, operations

and maintenance upgrades. 

In FY 2000, several significant milestones were accomplished, including three

Signal-in-Space demonstrations, the WAAS Satellite Lease versus Buy study, a 

new Satellite Navigation Investment Analysis and WAAS Acquisition Program

Baseline, operator and maintenance training material, and the system

maintainability demonstration. The FAA exercised an option for a five-year 

follow-on effort for geostationary satellite communications services. 

In FY 2001, system software development and integration will continue by 

focusing on the LNAV/VNAV integrity efforts. Funds are also used to operate

and maintain the WAAS nationwide network infrastructure required for 

development; non-integrity related user services; and for programmatic, 

technical, and engineering support. NAS implementation efforts include dual 

frequency avionics standards development, certification, associated flight
 18

testing, and data collection activities; flight standards support; execution of

World Geodetic System aeronautical surveys to support GPS and WAAS

procedure development. NAS implementation funds also support the 

development of an aeronautical GPS navigation database for private pilots and

deployment of mobile ground and airborne interference detection and

localization equipment. Additionally, satellite and terrestrial communications

requirements associated with WAAS development and implementation will be

funded. Non-recurring engineering and technical activities will begin in support 

of the acquisition strategy for additional GEO satellites. 

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

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

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

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

implementation of WAAS and LAAS and will make recommendations to the 

FAA on the transition strategy. 

The Institute for Defense Analysis reviewed the WAAS technology issues and

results of the independent review and recommendations were delivered in

February. These recommendations are under review and coordination. The 

Institute stated that WAAS will achieve its design objectives for navigation and 

landing and that the benefits of WAAS are currently understated. Further, the 

review emphasized that WAAS should be put into service as quickly as possible 

and will require a third geostationary communications satellite as soon as 

possible to achieve benefits. A reassessment of funding needs for WAAS may

follow. 

Local area augmentation 

system (LAAS) provides precise 

correction data to airborne and 

surface receivers that will result 

in navigation accuracy of less 

than 40 inches to distances of 20 

miles or more from the airport. 

Such accuracy is beneficial for 

instrument landings in all 

weather conditions. 

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

precision instrument approach capability to all suitably equipped runways and 

aircraft. The LAAS is intended to complement the WAAS and function together 

to supply users of the NAS with seamless satellite-based navigation for all

phases of flight. In practical terms, this means at locations where the WAAS is 

unable to meet existing navigation and landing requirements (such as 

availability), the LAAS will be used to fulfill those requirements. In addition,

the LAAS will meet the more stringent Category II/III requirements that exist at 

selected locations throughout the U.S. The LAAS will also provide the user 

with a navigation signal that can be used for an all weather surface navigation 

system and as input for surface surveillance system(s). 

FY 2001 funding allows the FAA to continue support of LAAS Category I

precision approach system development, initiate development of the Category 

II/III specification, and develop the acquisition for Category I system

procurement. FY 2002 funding will enable a contract award for 60 LAAS 

Category I systems and partial systems development support beginning in 2002, 

with delivery starting in 2003. The Category II/III systems will begin

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

acquired Category I systems will be upgraded to Category III. 
 19

Safe Flight 21 and Capstone Deliver New Cockpit 

Technology

Safe Flight 21 (SF-21) is a government/industry initiative to evaluate and

validate the capabilities of advanced communication, navigation, and

surveillance technologies by means of operational demonstrations. Associated

air traffic control and pilot procedures will be developed at the same time. 

SF-21 demonstrations and evaluations will involve validation of the following

free flight operational enhancements: 

SF- 21 – Ohio Valley

4 ADS-B testing in Ohio 

Valley

4 Operational Evaluation of 

free flight capabilities 

4 Air carrier avionics 

4 Efficiency focused 

SF- 21 – Capstone 

4 GPS approaches 

4 Weather in the cockpit 

4 ADS-B testing 

4 GPS routes 

4 Automated weather 

reporting 

4 Data link 

4 WAAS 

4 Safety focused 

• Delivery of weather and other information to the cockpit,

• Cost effective methods for reducing controlled flight into terrain, 

• Improved terminal operations in low visibility, 

• Enhanced see-and-avoid between pilots, 

• Enhanced en route air-to-air operations, 

• Improved surface surveillance and navigation for the pilot,

• Enhanced airport surface surveillance for the controller, 

• ADS-B for surveillance in non-radar controlled airspace, and 

• ADS-B improvements in surveillance in radar controlled airspace 

The SF-21 program is also focusing on avionics technology like the Cockpit 

Display of Traffic Information (CDTI) that enables the pilot to electronically 

"see and avoid" other aircraft. Using ADS-B, the aircraft emits signals that tell 

its position to other ADS-B equipped aircraft in the area. This information is 

visually depicted on a CDTI display in the cockpit. 

The first operational demonstration and evaluation of SF-21 applications was 

successfully conducted in the Ohio River Valley in July 1999. Link evaluation 

testing and data collection also began in 1999. FY 2001 funding is being used to

continue these demonstrations, complete safety studies, and select a preferred 

ADS-B link technology in 2001. The second operational evaluation was 

successfully completed in Louisville in October 2000, while a third is scheduled

for Memphis in May 2001. Work on Traffic Information Service-Broadcast 

(TIS-B) development will begin, and safety studies related to conflict, detection

and resolution will be performed. 

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

aviation safety and efficiency through a series of operational demonstrations and

evaluations by installing government-furnished GPS-based avionics and data

link communications in commercial aircraft. In addition to the avionics, 

Capstone will deploy a ground infrastructure to improve safety, enable eventual 

implementation of new procedures, and validate Free Flight operational

enhancements. These operational demonstrations began in the YukonKuskokwim Delta area in 2000, and will expand to southeast Alaska starting in

2001. Use of ADS-B in a non-radar environment for separation became 

operational in January for air traffic control of Capstone-equipped aircraft.
 20

Continue to Improve Airborne and Ground Safety and 

Efficiency - Provide Common Situational Awareness 

Integrated terminal weather 

system (ITWS) integrates all 

relevant weather data available 

in the terminal area, including 

data down-linked from the 

aircraft, to automatically provide 

the current weather situation 

and accurate forecasts 

approximately 30 minutes into 

the future. Products generated 

by ITWS include windshear and 

microburst prediction, storm cell 

and lightning information, 

terminal area winds aloft, 

runway winds, ceiling and 

visibility predictions. 

By sharing more detailed en route and terminal weather between controllers, 

airlines, and pilots, better utilization of existing runways is possible. 

Terminal Doppler radar systems at the larger airports and weather sensor

capability at other airports provides weather information to air traffic 

controllers. Terminal Doppler radar information is available on a separate 

weather display, not directly on the controller’s display. The forecast from

ITWS will improve safety by providing advance notice on severe weather, as 

well as improving efficiency in terminal operations. 

 

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

test and evaluation for ITWS national deployment will be conducted during

FY 2001. Infrastructure costs are provided to prolong the support of the ITWS

prototypes until full implementation in FY 2002. Product improvements begin

in FY 2003. 

This CIP provides for en route weather improvements by continuing the 

development of WARP Stages 1 and 2. WARP is currently undergoing testing 

at its first operational site. Stage 3 FY 2000 activities were delayed to allow 

Stage 3 funds to offset Stage 1 and 2 telecommunication costs. Stage 3 will be

completed in FY 2003. Stage 3 is necessary to provide national deployment of 

icing and turbulence forecasts, more cost-effective distribution of weather

products from the National Weather Service (NWS), improved weather products

to the FFP1 tools, and to implement interface upgrades to remain compatible 

with NEXRAD weather radar upgrades. 

Continue to Improve Safety on the Ground - Reduce 

Runway Incursions 

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

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

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

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

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

educational programs and technological advances through which incursions can 

be reduced. 

In FY2001, as part of the ASDE-3 CIP, the FAA plans to conduct testing to

evaluate a prototype improvement based on roll ring technology; at the 

conclusion of the evaluation a report will be submitted to the Congress. The 

agency is also initiating efforts to relocate the Washington Reagan National 

Airport ASDE-3 in order to resolve coverage anomalies and will submit a 

congressionally directed report addressing the proposed solution and schedule. 

Airport Surface Detection

Equipment (ASDE-3) provides 

air traffic controllers with a video 

display of all vehicles and 

aircraft on runways and 

taxiways. 
 21

Airport movement area safety

system (AMASS) receives

airborne aircraft target 

information from the airport 

surveillance radar, flight plan 

information from the ASDE-3 

surface radar. AMASS 

determines if there are existing 

or potential conflicts between

aircraft taking off and landing 

and other aircraft on the surface 

and provides a conflict alert to 

the controllers. 

AMASS combines information from airport terminal and surface surveillance 

systems to predict conflicts between arriving and departing aircraft and

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

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

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

With production delays due to modifications stemming from development and

operational testing, human factors concerns, and requirements for life cycle 

support, the commissioning of the first system is now scheduled for June 2001;

the last system commissioning is scheduled for November 2002. In FY 2001 

through 2003 a third phase of human factors work begins that adds system

improvements. 

As airports become increasingly congested, the FAA and the entire aviation

community must pay closer attention to the safety of ground operations. The 

complexity of today’s operations increases the potential for creating unsafe 

conditions, especially where aircraft and vehicles may find themselves on active 

runways in direct conflict with arriving and departing aircraft. Some of these 

past runway incursion incidents resulted in tragic fatalities, heightening both

public and congressional awareness of the criticality of runway safety. 

The runway environment has become more complex and challenging to both

pilot and controller. Higher traffic volumes and pressure for increased capacity 

and less delay will require low visibility operations and full utilization of

runways and taxiways. To meet this challenge, new technologies must enhance 

controller and pilot situational awareness while assuring a safe, efficient runway 

environment.

The ASDE-x consists of a primarily commercial-off-the-shelf acquisition, with

some development for the surveillance fusion device for 29 ASDE-x systems. 

Following a full technology demonstration at the Dallas Fort Worth 

International Airport in November 1999, it was determined that an ASDE-x 

system would be defined as a surface movement radar, an ADS-B and 

multilateration sensor, a processor, and displays. Conflict alert capability will 

be incorporated at a later date to parallel the performance of AMASS after some

operational experience with AMASS is obtained. 

Multilateration 

By measuring the time of 

arrival of radio signals emitted 

by aircraft and received by

multiple receivers around the 

airport, aircraft position can be 

determined. 

The production contract for ASDE-x was awarded in October 2000. 

Development and testing of the first system will occur from 2001 to 2003 and be

operationally ready at that time. System enhancement, testing, and deployment

will take place from 2003 to 2005. 
 22

Domain Capacity and Demand 

En Route/Oceanic 

En Route and Oceanic services control aircraft after they have left the 

terminal airspace and begun the cruise phase of flight. The 20 en route centers 

provide air traffic control services for aircraft flying in airspace over domestic 

airspace. The United States provides oceanic control at three oceanic centers 

(New York, Oakland, and Anchorage). 

The U.S. currently manages and 

controls 80 percent of the world’s 

controlled oceanic airspace. 

U.S. Oceanic Airspace

En Route and Oceanic 

Automation programs provide the 

hardware, software, and 

interconnecting networks required to 

process and display the data used

by en route and oceanic controllers 

to ensure safe separation of aircraft 

during the cruise phase of flight. 

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

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

The fixed route may prevent pilots from flying the most advantageous windaided route. Within the fixed route structure, there are merge points where 

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

references to maintain separation and manage the arrival flows to major airports. 

The merge points are also the airspace areas where traffic volume may cause 

traffic congestion.

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

over land. There are few surveillance systems available with which to 

determine the position of aircraft in oceanic airspace. Pilots are not in direct 

radio contact with oceanic controllers. Pilot radio position reports (derived from

on-board aircraft navigational systems) are periodically relayed to oceanic 

controllers through a private service provider. Due to the relative uncertainty in

position, overseas flights are assigned to “tracks,” and large procedural 

separation margins are used to ensure safety. These large separations cause 

some flights to be assigned less than optimum altitude. Furthermore, the lack of 

real-time surveillance data and the large separation criteria does not allow 

controllers much leeway to adjust altitudes to conserve fuel. 

The implementation of improved aircraft navigational performance, automatic

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

automation tools are designed to overcome the current limitations in the Oceanic 

domain.

Old Technology Will Not Support Future Traffic 

Demands 

The evolution towards increased efficiency and flexibility under instrument 

flight rules requires significant improvements in en route and oceanic 

automation systems and controller decision support tools. Major steps have 

been completed towards the replacement of aging automation hardware 

infrastructure. En Route centers have a new Host/Oceanic Computer System

Replacement and have had all displays replaced. But before new applications

and improved services can be provided, the remaining hardware must be 

replaced and significant software changes are required. En route automation

will accomplish this with a phased approach leading to modern software before 

the next hardware replacement cycle in 2008. Oceanic automation will use an 

integrated approach relying on existing commercial products. The size and 

scope of the specific automation systems dictate the different approaches. 
 23

En route Automation - Sustaining Infrastructure While 

Developing Future Software Architecture 

The en route centers’ NAS operational software provides the flight data 

processing (FDP) for filing, updating and processing flight plans. FSSs, 

terminal, and tower automation systems all obtain flight plan data from the en 

route centers’ HOCSR automation system. The HOCSR also provides the radar 

data processing (RDP) that feeds the controller displays in the 20 en route 

centers. The Direct Access Radar Channel (DARC) system provides RDP back 

up for the en route controllers, but there is no back up for FDP. 

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

modernizing the primary en route automation hardware system. The HOCSR 

program re-hosted the existing en route NAS operational software onto new 

processors. This hardware replacement was recently completed in just 18 

months due to the Year 2000 (Y2K) problems by hosting existing software 

applications on newer platforms with Y2K compliant code. New controller 

displays are fully operational at all 20 en route centers in the continental U.S. 

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

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

the resulting congestion. Although the primary en route automation hardware 

was replaced, other key components of the primary and back-up systems still 

require immediate replacement. These requirements are supported in this CIP. 

While the FAA has completed replacing en route displays, computers, and other 

hardware, the NAS en route operational software is 1970’s vintage. The 

replacement of the en route software with maintainable, highly reliable 

computer code requires significant requirement definition and funding. Recent 

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

strategy. 

A strategy for en route automation software modernization (eRAM) is currently 

under development and engineering work is funded in FY 2001 to define 

requirements for the software replacement. Replacement of all the en route 

software will require significant planning and time. The program has a targeted 

completion date of 2008 with software upgrades designed to deliver early 

improvements as incremental deliverables. That is the time frame where critical 

supportability concerns for the current software and hardware merge. 

New software can be installed on new hardware in conjunction with the 

hardware replacement cycle. Because of the complexity of this task, the funding 

profile listed in this plan (en route automation budget line item 2A01) has been 

adjusted based on best current estimates. Some engineering work during 

FY 2001 will define requirements for dynamic sector changes to help balance 

workload. 

This is a new concept that will require human-in-the-loop simulations to better 

manage density and airspace structure. The challenge is in removing current 

functions from the HOCSR to increase its software supportability, and defining 

performance of new functionality necessary to meet growing demand. 
 24

Service Issues Exist in Oceanic Airspace 

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

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

both domains. 

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

in non-U.S. airspace. As previously mentioned, the absence of a real time 

surveillance and controller-pilot communication restricts capacity and 

flexibility. 

Because of more modern fleet avionics equipage and the length of flights 

(14 to 20 hours) in the Pacific, user benefits on the order of 500 gallons of fuel

savings per flight and reduction of over 11 minutes in ground delay before

departure are possible. These benefits occur through equipping the oceanic air 

traffic control system with automatic dependent surveillance and data link

communications capabilities. These capabilities will enable the FAA oceanic 

control system to take full advantage of modern avionics, reduce aircraft 

separation, and frequently provide optimum cruise altitudes and routes. 

Without modernization, as oceanic traffic grows, oceanic air carrier and other 

operations will become more and more constrained. 

The FAA is in the process of acquiring a replacement automation system to be

implemented at the Oakland, New York, and Anchorage ARTCCs. This system

is currently identified as the Advanced Technologies and Oceanic Procedures 

product. Based on the degree of customization/integration the successful system

requires, the first ATOP system implementation could occur in 2002. 

It is anticipated that all three sites will be completed early in 2005. 

Need to Move More Aircraft through Selected Airspace 

Free Flight is defined as a 

safe and efficient operating 

capability under instrument 

flight rules in which the 

operators have the freedom 

to select their path and speed 

in real time. Air traffic 

restrictions are only imposed 

to ensure separation, to 

preclude exceeding airport 

capacity, to prevent 

unauthorized flight through 

special use airspace, and to 

ensure safety of flight. 

Restrictions are limited in 

extent and duration to correct 

the identified problem. Any

activity which removes 

restrictions represents a 

move towards free flight." 

From the RTCA 

Government/Industry Free 

Flight Action Plan, August 

1996

Increasing efficiency during cruise is accomplished by: 

• Reducing bottlenecks at merge points, i.e., improving transition

between en route and terminal airspace, 

• Creating new sector airspace structures at airspace choke points, 

• Improving ability to safely accommodate aircraft-requested flight plan

changes,

• Working changes in flight routes to avoid significant weather events, 

• Improving prediction of growth and decay for convective weather 

events, and 

• Improving availability of weather information.

The en route design consists of numerous routes published on aeronautical

charts that cover all the principal travel destinations. Pilots planning to use FAA 

air traffic services file flight plans that follow the published routes. The future 

NAS concept of operation known as “Free Flight” proposes that pilots also be

allowed to choose and fly any course between departure and destination. To 

safely implement Free Flight in high-density airspace, new automation tools will 

be needed to help controllers deal with the additional complexity associated with

the more variable mix of routes and crossing points. These tools are included in

Free Flight Phase 1. 
 25

Free Flight Phase 1 provides 

for the limited deployment of 

five initial core capabilities 

(User Request Evaluation 

Tool (URET), Traffic 

Management Advisor (TMA), 

passive Final Approach 

Spacing Tool (pFAST), 

Collaborative Decision Making 

(CDM), Surface Movement 

Advisor (SMA)) to manage 

risk while incrementally

providing early benefits to 

users. For more information, 

visit the website at 

http://ffp1.faa.gov

URET provides an automated 

conflict probe tool that will

enable en route controllers to 

manage user requests for 

route and altitude changes by

alerting controllers of potential 

traffic conflicts up to 20 

minutes ahead. It also checks 

for conflicts between routes 

and special use airspace 

boundaries.

En route controller productivity, in terms of the amount of traffic that individual

controllers can safely handle, must increase. Improved decision support tools, 

such as conflict probe and Traffic Management Advisor (TMA), are being added

to improve productivity. The tools are being added by means of distributed

hardware architecture, external to the existing FDP. 

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

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

the underlying en route software architecture to provide the necessary 

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

more aircraft in the airspace. URET’s core capabilities at the initial seven en 

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

TMA's basic functions at the initial seven en route center/airport pairs to

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

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

to be managed to sustain the tools deployed to the FFP1 sites while expanding to

additional sites agreed to by the FAA and the user community under Free Flight 

Phase 2. The Congress provided $15 million in FY 2001 for FFP2 to continue

high-value work in traffic management and collaborative decision-making, and 

to start work needed to increase the number of locations where the tools would

be used. FY 2002-2006 funding continues tool deployment. The FAA is

requesting a significant increase over FY 2001 funding because the results of

FFP1 will be available and deployment can begin at other locations. The URET, 

TMA, Surface Movement Advisor, and the collaborative decision making tools 

are producing benefits and are expected to expand to additional locations. 

TMA provides controllers with 

the capability to develop 

arrival sequence plans for 

selected airports, including 

assignments to the runway

that best utilizes available 

airport capacity. TMA 

computes the aircraft’s 

estimated arrival time at key

arrival points to ensure aircraft 

meet flow constraints 

established by terminal 

management coordinators. 

Under FFP2, deployment of URET to 9 of the remaining 13 en route centers will 

begin in FY 2003 and be completed during FY 2004. Deployment of TMA 

single-center to 4 of the remaining 13 en route centers is planned to begin in 

FY 2003 and completed during FY 2005. The FAA has reached an agreement 

with National Aeronautics and Space Administration (NASA) to field a fifth 

TMA system, this one a TMA – Multi Center (TMA–MC) at Boston Center 

(adapted to develop arrival programs for Philadelphia Airport) as part of the 

NASA TMA – MC research demonstration. At an appropriate time, Boston will 

also be adapted to include arrival programs for Logan Airport.

Additionally, FFP2 will support nine research activities beneficial to free flight. 

Implementation of these research projects will be within the FY 2003 – 2005

time frame:

FFP2 will provide for

geographical expansion of 

selected capabilities and 

benefits provided by FFP1. 

Enhancements of some of the 

FFP1 capabilities and the 

implementation of CPDLC 

and Collaborative Routing and 

Coordination Tool (CRCT) will 

add benefits. FFP2 will also 

facilitate selected prioritized 

Free Flight related research 

activities. 

• Direct-To is a capability that will notify the en route controllers when 

an aircraft’s time en route can be reduced by flying “direct to” a 

downstream point closer to the destination point. 

• TMA Multi-Center is a capability that will provide for the metering of 

aircraft operating in one center to an airport in another center. 

• Surface Management System (SMS) is a capability that enables better 

surface movement decision making by providing accurate departure 

demand predictions up to 30 minutes in advance of scheduled 

departure. 
 26

• Equitable Allocation of Limited Resources is a procedure to ensure that 

no single user bears a disproportionate share of delays as a result of

CDM. 

• Problem Analysis Resolution and Ranking (PARR) is a set of tools that 

will assist the en route D-position controller in the management of 

flight data derived URET. It will also assist the controller in the 

development of strategic resolution for aircraft-to-aircraft and aircraftto-airspace conflicts, in responding to hazardous weather conditions, 

and for complying with Traffic Flow Management (TFM) metering 

times and flow instructions. 

FFP2 will monitor the following initiatives that are less mature in their research 

for possible future use: 

• Expedite Departure Path is a capability to assist controllers 

accommodate unrestricted climbs and merge aircraft by providing 

active advisories for speed, heading and altitude. 

• Advanced Vortex Spacing System is a capability to predict the 

existence of aircraft wake vortices and to reduce separation 

requirements. 

• En route/Descent Advisor (DA) is a capability that provides for fuelefficient descents from en route to terminal airspace. 

• Active FAST is a capability that assists terminal controllers in

accurately sequencing aircraft by providing vector and speed 

advisories. 

Increase the Accuracy and Availability of Position 

How old are the NAS Information

beacon systems? 

243 ATCBIs with an average 

age of 23 years 

Air Traffic Control Beacon 

Interrogator (ATCBI-6) is 

the new secondary

surveillance radar that can 

selectively interrogate 

individual aircraft, and 

provide more precise 

tracking information to the en 

route automation system. 

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

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

obsolescence determined that approximately 70 percent of the circuit boards in

those systems already contained obsolete parts. The funding profile completes 

commissioning of ATCBI-6 radars by 2006.

Airlines and FAA Working Jointly to Resolve Congestion 

throughout the NAS 

Air traffic management (ATM) encompasses traffic flow management (TFM) 

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

and congestion while maximizing overall NAS throughput, flexibility, 

predictability, and safety. 

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

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

airspace. To support this mission, traffic management personnel use a
 27

combination of automation systems and procedures. Modernizing traffic flow

Collabo decision support includes new capabilities that will provide: rative decisionmaking is the set of tools 

providing decision support 

services to the FAA and the 

aviation industry as they

work together to resolve 

NAS congestion conditions. 

CDM enables the FAA and 

the industry to assess and 

consider congestion 

resolution impacts prior to 

implementation. This will 

allow industry to improve 

service to their customers. 

The airlines are investing 

their own development funds 

to support and participate in 

CDM. 

• More timely and precise data exchange between traffic managers and 

airline operation centers, 

• Enhanced analytical and display capabilities to facilitate FAA and 

industry collaboration in response to temporarily reduced NAS 

capabilities, 

• More precise tools to analyze flow control data, performance, and 

decision making, 

• Improved awareness of the status of NAS resources, and 

• Maximized common situational awareness by improving information 

exchange, implementing common display mechanisms, and upgrading 

the communication infrastructure.

While core Enhanced Traffic Management System (ETMS) operations are 

sustained, development and deployment of additional CDM tools will continue. 

Areas of improvement will include: 

• Increasing data items and airports from which NAS status information 

is collected and shared with the aviation community, and 

• Enhancing the ground delay and en route congestion management 

program to increase focus on ensuring equitable allocation of limited

resources to balance demand density across the NAS.

The general focus on CDM tools is expansion of common situational awareness 

between the FAA and aviation community. Implementation of these additional

functions begins in FY 2001 and continues beyond FY 2006 as new tools are 

developed and integrated into ETMS. 

 

FAA Shares Arrival information with Airlines to Expedite 

Gate Turn-around Time 

In general, the use of information sharing improves the efficiency of surface 

operations. FFP1 completed the implementation of the SMA at 7 airports. 

SMA provides information about an aircraft’s location while in terminal 

airspace. This information is used to plan for airline gate assignment and 

aircraft servicing requirements. The resulting increased situational awareness is 

helping airlines avoid 3-5 costly diversions per week during inclement weather 

at Philadelphia and Detroit airports. FFP2 will continue research and

development leading to implementation of a SMS that will provide shared 

information in a decision support environment enabling greater flexibility, 

predictability and efficiency in airport surface operations. An initial SMS 

capability that may be sufficiently matured for implementation during FFP2 will 

provide accurate departure demand predictions up to 30 minutes in advance. 

This information will enable better decision-making for gate and taxiway 

SMA collects and shares 

ground movement 

information on the airport 

surface with the FAA, 

airline ramp control 

operations, and airport 

management. This will 

allow users to better 

coordinate ground

support operations, 

allocating resources such 

as ramp and airport 

services in a more

efficient manner.
 28

management, runway assignment and sequence, airport acceptance rate and 

airport operating configurations. 

Arrival/Departure 

The greatest single cause of delay is lack of capacity at selected airports. There

are measures the FAA is taking to reduce arrival variability and improve

handling of departures, but it is the terminal airspace, procedures and the airport 

runway throughput that are the controlling factors that contribute to delay.

Service Approach for Terminal Improvements 

The FAA has examined the difficult problem of integrating complex schedules 

for deployment of a wide variety of terminal and airport related equipment. 

When viewed from delivery of the services in the domain, the complex

interdependencies must be managed through a different managerial approach. 

Clearer lines of accountability are needed and emphasis needs to be around 

service delivery, not delivery of technology. In examining the challenges with

STARS and the necessary ASR-11 surveillance, and adding communications

and facility needs, the terminal improvements are the most complex integration

challenge the FAA faces. 

The FAA has established a terminal services team responsible for provision of

services to improve terminal throughput. This shift in accountability and

efficiency is directed at delivery of automation and relating support activities in

a timely manner. This service team combines leadership for integrated product 

teams as well as field and headquarters units responsible for delivery of terminal 

air traffic control and management services. 

Automated Radar Terminal 

System (ARTS) currently

provides automation support for 

the terminal controller 

4 131 ARTS IIA/E initially

deployed in the early

1980s 

4 59 ARTS IIIA/E initially

deployed beginning in 

1970 

4 5 micro EARTS initially

deployed in the late 1970s 

Standard Terminal 

Automation Replacement

System (STARS) provides 

new color displays, new

computer workstations, and 

new commercially-based 

software, customized to 

incorporate human factors 

requirements, allowing the FAA 

to move to a uniform system at 

all terminal facilities. STARS, in 

its early display configuration, 

became operational at El Paso, 

Texas and Syracuse, New York

for initial key site testing. Initial 

operational capability was 

achieved in FY2000. 

Gaining Efficiencies from Existing Runways

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

traffic controllers at the terminal radar approach control facility. Maintaining a 

steady arrival/departure flow of aircraft, particularly during peak periods, can be 

improved by providing controllers with tools for sequencing and spacing aircraft

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

optimize use of airspace to squeeze out any remaining capacity from available 

runways. 

Tower controllers manage and control the airspace within approximately 5 miles 

of an airport. They control ground operations on airport taxiways and runways 

and take-off and landing traffic. Tower controllers receive flight planning 

information from the en route computer and weather information from the 

weather processing and distribution communication network. Many towers also

have surveillance displays connected to the TRACON automation system. 

These enable controllers to be aware of traffic under TRACON control. 

TRACON facilities provide air traffic control services for airspace around an

airport, usually up to 10,000 feet above the ground. Terminal controllers

establish and maintain the sequence and separation of aircraft approaching and 

departing the airport, and/or flying through the terminal airspace. TRACON 

automation show controllers the position of aircraft in terminal airspace. 

TRACON automation and communication systems are connected with local 
 29

towers and overlaying air route traffic control centers. Selected terminal 

facilities are connected to traffic flow management systems at the Air Traffic 

System Command Center (ATCSCC). Weather information is available from

the weather processing and distribution communication network.

Old Technology Will Not Support Future Traffic Demand 

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

systems in the NAS with STARS. This is an all-digital system based on opensystem architecture, with modern color displays and distributed processing

networks. STARS will replace systems at 173 FAA and 102 Department of 

Defense radar approach control facilities and associated towers. The STARS 

installation schedule drives the schedules for installation of the ASR-11digital 

radar and TRACON facility upgrades. These must be completed for STARS to

become operational. The current FAA and military automation equipment will 

be decommissioned. FAA is conducting detailed site implementation surveys 

and anticipates a need for additional funding to support the deployment of 

STARS and will incorporate it in the FAA FY2003 submission. 

STARS pre-planned product improvements will incrementally provide new 

functionality and enhancements, including the addition of pFAST from FFP1. 

Accommodating Increased Demand for Flights with 

Better Ways to Use Existing Runways 

pFAST is an automated tool 

that assists terminal controllers 

in sequencing aircraft that are

approaching the airport from 

different directions and 

balancing aircraft flows to 

multiple runways. pFAST

presents a recommended 

order for aircraft on arrival. In 

later developments, FAST 

becomes more "active" by 

using real-time aircraft 

performance data to generate 

speed and handling advisories 

to refine the recommended 

spacing and sequence. 

Deployment and integration of the pFAST tool provides controllers with runway

assignments and sequence numbers. This information allows controllers to

assign runways according to user preference and local airport constraints. 

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

delays caused by congestion at busy airports. pFAST and TMA tools, used in

conjunction with airspace redesign and new procedures, increase the effective 

capacity of airports that have multiple runways. 

This CIP provides for the deployment of pFAST to the initial five airports as 

planned in FFP1, with the final pFAST FFP1 system installed in FY 2002. 

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

maintenance support at these five initial sites. Funding for additional 

deployments and development of additional functionality will begin in FY 2005, 

after STARS is installed at subsequent additional locations for pFAST. 

The high cost and extensive site adaptation work in pFAST precludes an interim

deployment and then conversion when STARS is in place. 

Increase the Accuracy and Availability of Position 

Information

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

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

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

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

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

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

beginning in 2002. The ASR-11 production decision was made in July 2000. 

The ASR-11 and STARS deployment schedules have been coordinated by

How old are the terminal radar 

systems?

4 31 ASR-7s are beyond 

useful life 

4 64 ASR-8s are over 20 

years old 

4 134 ASR-9 are less than 15 

years old 
 30

location so that the ASR-11s can arrive and be commissioned before STARS is

commissioned. The schedule, and required funding, is necessary to minimize 

technical and further cost risks to both the ASR-11 and STARS programs. Early 

ASR-11 deliveries are targeted toward replacement of the older ASR-7 radar

systems. 

ASR-11 which consists of a 

primary radar paired with a 

ATCBI radar, will provide 

improved aircraft and weather 

detection and aircraft tracking 

compared with the ASR-7/-8

and ATCBI-4/-5 radars it 

replaces, in a digital format 

needed for STARS. 

The previous CIP called for the first ASR-11 to be commissioned in October

2002. This date has been revised to April 2003. Two pre-production systems 

have been installed. Two production systems were procured with prior year 

funding. Ten systems were to be procured in FY 2000. Eight ASR-11s are to be

procured in FY 2001. 

Security 

To maintain a consistently high level of security throughout the aviation system, 

the FAA has identified short-term and long-term goals, and has established 

explicit program objectives to meet these goals. The capital investments are tied

to rulemaking, issuing a final Computer Assisted Passenger Pre-screening 

(CAPPS) rule requiring screening of checked baggage or conduct passenger-tobag matching for scheduled passenger operations within the U.S. on aircraft

with more than 60 seats. This means that by 2004, explosive detection systems 

(EDS) will be installed and threat image projection (TIP) x-ray systems will 

begin deployment. In 2002, acquisition begins on small, lower cost EDS 

(called ARGUS) for deployment at security Category II, III, and IV airports. 

By 2004, airports will support screening of all CAPPS selected checked bags

using EDS, or equivalent technology or procedures.

Security Goals:

4 Improve Detection of 

explosives and weapons 

4 Improve airport access 

control 

4 Improve FAA infrastructure 

security and information 

security

Baggage growth has increased pressure on screening. Domestic checked

baggage is growing from 972 million bags in 1999 to an estimated 1.5 billion

bags in 2011. Domestic carry-on was 1.3 billion and will grow to over 2 billion

by 2011. 

Security Oversight of: 

4 454 U.S. Airports 

4 242 international airports 

4 650 million passengers 

4 78 million regional carrier 

passengers 

4 97 U.S. air carriers 

4 2,880 U.S. air carrier 

stations 

4 151 foreign air carriers 

4 774 foreign air carrier 

stations 

4 75,000 cargo shippers 

4 10,000 freight forwarders 

4 3,600 air carrier freight 

shipping stations 

4 75 screening companies 

4 20,000 screeners

4 1,200 screening locations

Physical security of FAA facilities is necessary to protect FAA employees and 

reduce damage from possible security events to sustain safety services. Funding

for facility risk management increases over the FY 2001 level to $20.4M in 

FY 2002 and continues to grow through 2005 until security measures are in

place consistent with Department of Justice standards for protection of federal 

facilities. Presidential Decision Directive 63 also considers aviation facilities as 

critical national infrastructure. 

Information system security, prevention of unauthorized access to FAA systems, 

increases in difficulty as the FAA continues NAS modernization. This is 

because the complex, proprietary system protocols used in the development of 

legacy systems are being replaced with systems based on commercial off the 

shelf technology (COTS) and use of Internet Protocols. Without appropriate 

protective measures in place, vulnerabilities will increase because intruders 

know commercial systems well. In FY 2000 the FAA issued the information

security policy and version 1.1 of the Information Security Architecture. The 

policy provides direction for new capital programs to meet information security

requirements and include these costs in their baselines. Legacy systems and 

those systems already under development need funding to add protective 
 31

measures. FY 2002 funding of $28.6M is recommended. As the NAS 

modernizes and threats change, there will be a continuing need to support 

protection countermeasures. 

NAS Sustainment and Enhancements 

Ensuring Existing Services Remain Available while 

Accommodating Aviation Growth 

How are NAS enhancements

determined? 

The FAA and the aviation 

community have jointly

developed a concept of how the 

NAS should operate in the 

future. Actions required to 

satisfy the operational concept 

have been defined. These 

actions include technology,

facilities, procedures, rule 

changes, and people. The NAS 

Architecture documents these 

actions and ensures they are 

considered in the FAA budget. 

There are two aspects of NAS modernization. The first is the core infrastructure 

that provides reliable and safe ATC services. The core infrastructure includes 

existing and replacement: 

• Communications, navigation/landing, and surveillance systems, 

• Weather detection and reporting systems, 

• ATC computers and displays for oceanic, en route, terminal, and tower 

controllers, 

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

• Flight inspection aircraft. 

The second aspect includes providing new systems with enhanced capabilities to

benefit the aviation community including: 

NAS Infrastructure Defined:

The capital assets and 

resources necessary to deliver 

current services and 

capabilities. New assets 

associated with the provision of 

new capabilities become part of 

the infrastructure upon 

deployment. 

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

• Improved resolution of congestion throughout the NAS, 

• Automation tools to help controllers manage traffic growth, 

• Improved collaboration between the FAA and the users based on a 

common and shared situational awareness, and improved weather 

information for general aviation pilots, the airlines, and controllers. 

Based on OMB budget guidance and aviation community input, a considerable

portion of FAA’s capital is being invested in new capabilities, services, and 

technologies. A proper balance must be established to sustain the existing 

capital investment in infrastructure. The NAS Architecture identified the need

to increase investment in “brick and mortar.” This work includes power, 

grounding, bonding and shielding, heating, air conditioning, and ventilation, 

replacement of roofs, and facility upgrades. The FY 2002 budget increases the 

investment in infrastructure; however, as facilities and equipment continue to

age, additional increases are needed. Generally, the timeline for upgrades to

facilities and equipment is much longer than industry practices. The age of the 

NAS equipment presents a significant maintainability problem due to expiring

warranties, lack of available spares and parts, and no manufacturer support for 

some of the products. 
 32

Service failure risk increases as systems age. Thus far, high redundancy in the 

NAS and the elimination of most single points of failure through backup

systems has kept system reliability high, but the risk of a major outage is always 

present. The aviation system is highly interdependent and any major outage will 

have a ripple effect across the country. Recent system failures have 

significantly affected entire regions of the U.S., causing delays, increased 

separation between aircraft, or diversion to neighboring airports. These stopgap 

measures ensure that safety is always maintained. 

Without the physical structures, the FAA would be unable to provide the 

services necessary to support air traffic operations. Currently, the agency 

operates more than 14,000 physical plants, both leased and owned by the FAA,

throughout the NAS. Capital investment represents a very significant

commitment to ensure that these facilities are maintained and operate 

appropriately, not only the buildings themselves, but also the supporting 

infrastructure and the roads and grounds they reside on. For power systems 

alone, the FAA will reinvest $53.8M in FY 2002 and the commitment to power 

systems will grow throughout the 5 years of this plan to replace the most 

vulnerable aspect of our system, backup power to increasingly less dependent

commercial power. 

FAA’s engine generators are used when commercial power is interrupted. 

Ninety three percent of them have exceeded their 15-year economic service 

lives. The trend of the last 10 years shows a correlation between the number of 

standby backup power outages and the age of the generators. The average age 

of an uninterruptable power supply is 15 years. 

The ARTCCs, TRACONs and towers represent major capital investments to the 

Government. The physical plant value of FAA control towers and TRACONs is

estimated at over $7Billion. Sustainment backlogs are expected to grow, and as 

such, funding increases substantially in FY 2005 and 2006. The FAA has begun

examining the value of these capital assets in terms of services provided in order 

to shape the proper level of infrastructure capitalization beyond FY 2002. 

Provide Flight Planning Support to the General Aviation 

Community

How old are the towers and 

TRACONs?

4 464 Towers (269 FAA 

operated /195 contract 

towers) with an average 

age of 26.4 years 

4 172 TRACONs with an 

average age of 22.2 years 

FAA Flight Service Specialists at 61 automated locations provide flight planning

and weather briefing services to the general aviation community. The current

Flight Services Automation System (FSAS) system must be replaced to resolve

an increasingly difficult logistic supportability problem and to provide improved

weather information to the general aviation community. 

Operational and

supportability

implementation system

(OASIS) is the improved 

automated flight service station 

system that integrates flight 

data processing with new 

weather graphics and 

interactive briefings. The 

modular design of OASIS will 

allow growth to support future 

requirements.

Studies on hardware supportability and spare parts availability have shown that 

several key FSAS components are becoming unavailable and unsupportable. 

Suppliers who designed and built many of these components have left the 

business and there are limited replacement supply sources. 

The OASIS program has been restructured, delaying completion of software 

development, extending the deployment schedule, reducing the level of

technical support, and the funding profile has been adjusted accordingly. 

In FY 2000 the first OASIS system was deployed and is available for initial use 

by the specialists. In FY 2001 three systems will be procured, installed, and 
 33

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

FY 2005. 

NAS has a total of 13,485 Unmanned Facilities Also Need Sustainment unmanned facilities 

4 Navigation Facilities -

9,126 

4 Communication Facilities 

- 3,877 

4 Weather Facilities - 115 

4 Surveillance Facilities -

367 

Unmanned buildings and structures house critical communication, surveillance, 

and navigation equipment. These facilities and buildings are deteriorating, 

resulting in equipment reliability problems due to out-of-tolerance building

temperatures. In FY 2000 $4M was identified for unmanned facility 

sustainment. In FY 2001 this increased to $10M, with modest growth through

FY 2006. 

Maintain Airborne Mission Capabilities 

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

perform approximately 9,800 annual inspections of navaids, instrument

approach procedure, and communications to ensure the integrity of the NAS. 

These sorties consist of approximately 800 commissionings, 

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

The aircraft must also perform flight inspection missions worldwide to fulfill 

commitments to 45 foreign governments on all continents under State 

Department agreements. Six of the nine international flight inspection aircraft 

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

military deployments and operations. 

The FAA maintains research aircraft to conduct airborne testing and evaluation 

to support advanced aviation technologies, NAS modernization, procedural

development, and human performance. General aviation aircraft are also 

maintained to provide Aviation Safety Inspection pilots with

currency/proficiency training required for regulation and certification of the 

general aviation community and associated aircraft operations. These aircraft 

are also used to enable members of National Transportation Safety Board and 

the Federal Emergency Management Agency to respond quickly to

transportation safety events and national disasters. 

NAS Management & Aeronautical Information 

Efficient Planning by the FAA and Airlines Requires 

Improved Data and a Greater Quantity of Shared 

Information 

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

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

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

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

The NAS must continue to evolve towards a more integrated information 

sharing system to support the collaborative decision process required for both

tactical and strategic operations. 
 34

NAS infrastructure management has two key objectives: 

• Improving airway facilities system maintenance services for NAS 

customers while reducing cost; and 

• Increasing the productivity of operations and systems for the users. 

These goals will be achieved by enhancing Airway Facilities capabilities to 

manage services, as well as the systems and resources that comprise the NAS 

infrastructure. New technological tools will enable more effective utilization of 

people and resources that will contribute to increasing productivity. 

The NAS Infrastructure Management Systems (NIMS) program is a phased 

approach that provides the means to migrate the FAA’s equipment maintenance 

approach to a service management. NIMS will be an integrated information 

system that consists of distributed computers, integrated software and database 

applications, remote monitoring and control capabilities, automated tools for 

Airway Facilities specialists, and the telecommunications needed to collect and 

deliver NAS information. NIMS will initially incorporate both new and legacy 

technologies, until it achieves full transition to an integrated system. Airway 

Facilities specialists will manage the NAS infrastructure by utilizing NIMS to 

monitor and improve services, optimize the productivity of people and 

resources, provide timely response to customer needs, ensure continuing 

improvement in services and work processes, reduce risk through predictive 

practices and promote satisfaction. 

Conclusion 

The FAA and the aviation industry are collaborating on plans to modernize the 

NAS within fiscal guidelines. This CIP and the NAS Architecture are the 

documents that project the 5-year funding profile, with the NAS Architecture 

providing a long-term projection through 2015. 

The NAS Architecture is on-line at http://www.nas-architecture.faa.gov/cats/. 

The value of the architecture as a planning tool will be significantly improved in 

FY 2001 with the addition of costs and timing for the operational evolution of 

NAS capabilities. 

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

core infrastructure utilized to deliver existing services must be sustained. The 

operations cost of the NAS is growing, driven by increased telecommunications, 

more hardware and software to maintain, and the expansion of service delivery. 

As congestion increases, airspace sectors are being added to maintain safety 

while handling an overall increase in demand. Systems are being retained 

longer in the NAS, with many exceeding their service life. The consequence of 

continued operation of some of these systems is higher operations costs until the 

system can be replaced. Some investments, like FFP1 and FFP2 add operating 

costs due to the complexity of the software and the need for continuing site 

adaptation as airspace or procedures change. 

Since the NAS Architecture represents the longer overall view of NAS 

modernization, the architecture will continue to be the primary means of 

maintaining consensus on NAS modernization, preparing capital budgets, 
 35

tracking requirements, and measuring progress in modernization. It will be 

updated and used to drive decisions affecting delivery of services and 

capabilities in accordance with the Administration’s priorities. With the 

addition of information from the operational evolution planning, and better 

estimating tools for operating costs, the NAS Architecture will be able to project 

forward these operating costs to provide a better representation of future costs of 

services and delivery of capabilities. 

The balance of the document includes the following appendices: 

4 Appendix A contains the 5-year funding plan for capital investment by 

budget line item. 

4 Appendix B links capital programs to agency goals based on the funding 

reflected in Appendix A. 

4 Appendix C is an acronym and abbreviation list for this CIP. 
Appendix A 5-Year Budget Spreadsheet 

FAA future budget projections are not released to the public due to the requirebudget to be approved by OST and OMB, and submitted as part of the PresideCongress. 
B-1 

Appendix B 

Goal Matrix 

This appendix contains program goals for capital programs. The FAA strategic goals of safety, security and 

system efficiency are defined separately, along with the supporting goals of environment and 

organizational excellence. These FAA goals are laid out to show their relationship to the DOT goals. 

Programs are listed by budget line item(s) with associated goals identified. Many programs address 

multiple goals. For example, weather programs contribute both to safety and system efficiency, and are 

identified within the matrix. Program goals are expressed in terms of program accomplishments and status 

in fiscal year (FY) 2000, program plan in FY 2001 and FY 2002, and key events occurring between 

FY2003 and 2006. The program descriptions and budget line items are provided as a cross-reference to 

Appendix A. 

In the Matrix, Program Accomplishments FY 2000 represents the activities completed and status of 

outstanding goals. Program Plan FY 2001 represents the activities to be completed for the funding 

provided by the Congress in this fiscal year. Program Plan FY 2002 is dependent upon funding at least to 

the level of the Administration’s capital budget request. Key events between FY2003 and FY2006

assume the FY2002 funding level and the out-year profiles in Appendix A. 

Program Plan FY2001 Program Plan FY2002 Key Events FY2003-2006

• CPDLC Build 1A Host CDR

• Complete CPDLC Build I DLAP system

development

• Implement CPDLC Build I service at Miami

Center

• Complete CPDLC Build I IOT&E Assessment

• Complete Build 1 OT&E of integrated HOST

and DLAP components

• CPDLC Build 1A Host Formal Test complete

• CPDLC Build 1A DLAP CDR

• Build 1A DLAP Formal Test complete 2003

• Deployment of DLAP between 2003 and 2005

• Key site implementation for CPDLC Build II

in 2006

• Complete Build 1A OT&E of integrated

HOST and DLAP components in 2003

1A04/2A05 Goal(s): 1.1/1.14; 2.1/2.1.1

Program Description FY2000 Program Accomplishments/Status

Aeronautical Data Link Applications

En Route Controller Pilot Data Link Communications (CPDLC)

provides a two-way digital exchange of Aeronautical Telecommunication

Network compliant air traffic control messages between ground and air

• Contract award for CPDLC Build 1 Data Link Applications Processor

(DLAP) System Development

• CPDLC Build- 1A contract award

• CPDLC Build 1 DLAP CDR

Budget Line Item(s) FAA Goals the 

Program Supports

Ongoing Activities Planned 2002 Activities

Program Title and Description FY 2000 Accomplishments

Key Events Based on Expected

FY 2002 Funding

Appendix B Format Legend
1. DOT Goal: Safety - Promote the public health and safety by working toward the elimination of transportation-related deaths and i

1.1. FAA Goal: Safety – Reduce fatal aviation accident rates by 80 percent in ten years. 

 Strategies to achieve FAA Goals:

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

Safety Information Sharing and Analysis: Develop partnerships with the aviation community to share data and infosecure aviation. Certification and Surveillance: Develop new approaches to working with others on certification, inspection, and suresources. 

FAA Annual Performance Goals: 1.1.1. Air Carrier Fatal Aircraft Rate – Reduce the fatal aviation accident rate for commercial air carriers from a 1994-1996 

accidents per 100,000 departures. The FY 2001 target is 0.043 per 100,000 departures– with the reduction to be achievein the Safer Skies Agenda. 

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

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

1.1.3. General Aviation Fatal Aircraft Rate – By 2007, reduce the general aviation fatal accidents by an amount that results 

improvement from the projected total for that year. Assuming a 1.6-percent annual growth in activity, the annual numbe

accidents is projected to grow from the 3-year baseline of 379 for 1996 to 1998 to be 437 in 2007. The 2001 target is 37

1.1.4. Operational Errors – Maintain an operational rate of 0.5 or fewer operational errors per 100,000 activities for FY 20011.1.5. Runway Incursions – Number of runway incursions. FY 2001 goal is no more than 243 runway incursions. 

2. DOT Goal: Mobility – Shape an accessible, affordable, reliable transportation system for all people, goods, and regions 

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

aerospace resources. Strategies to achieve FAA Goals: 

Free Flight: Within safety and environmental considerations, work toward giving aircraft the opportunity to fly in a wmost benefit as they define it NAS Modernization: Using the NAS Architecture as the guideline, continually refine and update the NAS to achievsystems and operations Systems Integration: Integrate airport and commercial space requirements into NAS planning and architecture 

FAA Annual Performance Goals: 2.1.1. Flight Route Flexibility – Increase airport capacity and en route direct routings due to effects of the Free Flight program 

• Increasing capacity 3% during peak periods at the Minneapolis-St. Paul and Los Angeles airports in FY 2001. 
• Increasing direct routings 15% above pre-URET 2-way Host installation levels at the Memphis and Indianapolis En-r

2.1.2. Aviation Delays – Reduce aviation delays in FY2001 to no more than 171 per 100,000 activities. 2.1.3. Runway Pavement Condition – Keep at least 93 percent of runways in good or fair condition (commercial service, rel

aviation airports). 

2.1.4. All Weather Access to Airports – Increase the number of runways that are accessible in low visibility conditions to at 

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

3.1. FAA Goal: Economic Growth – FAA also supports this DOT goal through its System Efficiency goal that ensures a safe, sec

is efficient for users. FAA Annual Performance Goals: 3.1.1. See FAA System Efficiency Goals 

4. DOT Goal: Human and Natural Environment – Protect and enhance communities and the natural environment affected by trans

4.1. FAA Goal: Human and Natural Environment – Maintain the number of people exposed to aircraft noise at current levels d

operations. Strategies to achieve FAA Goals: 

Understanding Aerospace Environmental Impacts: FAA will participate in research to understand more fully the 

atmosphere and the degree of regulation necessary to minimize those impacts. Reducing Aerospace Environmental Impacts: FAA uses combinations of regulations, research, technology, and prmitigate adverse impacts from aerospace.Quantify and Mitigate Environmental Impacts of FAA activities: FAA will assess compliance with environmentamandates to clean up contamination in accordance with existing agreements; reduce the use of hazardous materials at recycling. 

FAA Annual Performance Goals: 4.1.1. Aircraft Noise Exposure – Reduce the number of people in the U.S. exposed to significant aircraft noise by at least 64 

baseline of 1.7 million. The FY 2001 target is at or below 600,000.

5. DOT Goal: National Security – Ensuring the security of the transportation system for the movement of people and goods, and sup

Security Strategy. 

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

Strategies to achieve FAA Goals: 

Security Baseline: Continue to improve the baseline security system for civil aviation and address vulnerabilities tha
Information Security: Develop and implement a comprehensive information system security program and security a

national airspace and mission support systems.

FAA Annual Performance Goals: 

5.1.1. Explosive Device and Weapons Detection – Increase the detection rate for explosive devices and weapons that may be 

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

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

Reform - Become more businesslike while increasing customer responsiveness. 

Strategies to achieve FAA Goals: 

People: Implement a Model Work Environment, a productive and hospitable work environment where all employeepotential and contribute fully to the organization; contributions of all employees are supported and encouraged; discrihave been eliminated; and the nation’s diversity is reflected. Acquisition Reform: Reform acquisition processes to make them faster, simpler and more mission-based. Personnel Reform: Reform our personnel systems to provide increased flexibility in hiring, pay and placement; protincrease productivity; promote high standards of accountability; enhance the agency’s intellectual capital; and create 

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

FAA Annual Performance Goals: 6.1.1. Customer satisfaction: Gain positive feedback from stakeholders6.1.2. People: Continue to build a Model Work Environment 

6.1.3. Financial Responsibility: Achieve a clean audit and further improve agency accountability by implementing core finan

Contributions of CIP Programs to Goals The CIP is made up of three sets of programs that contribute to the NAS. One set includes those projects that contribute to Department Federal Aviation Administration goals. The second set is made up of line items in the budget focused on sustaining the existing infrastcontinuing NAS services. Some of these initiatives contribute to safety goals, but are primarily focused on replacing existing capabiliti

support activities like leases, support contractors, and services the FAA supports to sustain and improve the NAS. For programs that su

contributions can be described in terms of products, capabilities or services provided. Many of the CIP budget lines contribute to multi

the FAA Performance Goal is listed and then the CIP program is listed. Where this program contributes to multiple goals, it is repeated There is not a one-for-one mapping of programs to the goals. This section of Appendix B provides the relationship between direct proggoals. The rest of Appendix B focuses on all three sets of line items and linking performance goals. 
FAA Goal: Safety – Reduce fatal aviation accident rates by 80 percent in ten years. 

Air Carrier Fatal Aircraft Rate – Reduce the fatal aviation accident rate for commercial air carriers from a 1994-1996 baseline o

100,000 departures. • Next Generation VHF Air/Ground Communications System (NEXCOM) - Spectrum recovery to expand available channels, a

deal with stuck microphones, provides digital voice and data supporting safety and capacity operations 

• Local Area Augmentation System (LAAS) for GPS - Provides differential corrections and integrity for GPS signal for use in p

Provides vertical guidance on approach in replacement for ILS’s, adds landing runways with vertical guidance to reduce contr

Provides necessary precision to support cockpit moving maps and low-visibility procedures to reduce runway incursions. Sup

precision approaches 

• Wide Area Augmentation System (WAAS) for GPS - Provides differential corrections and integrity for GPS signals for use in 

approach and departure procedures, adds 4,000 instrument approaches that have vertical guidance for reduction of controlled fProvides precision missed approached to reduce approach minima. Provides necessary precision to support cockpit moving maincursions. 

• Weather and Radar Processor (WARP) - Delivers weather products to the air traffic controller and automation systems for use 

NAS. 

• Aviation Weather Services Improvements – Integrated Terminal Weather System (ITWS) - Delivers improved terminal weath

airports with significant convective weather. This system integrates weather information and provides information to the contairlines and includes windshear, short-term forecasting of storm front movement, and supports tactical planning for runway chAids controllers in managing recovery of operations after a severe weather event. 

• Weather Systems Processor (WSP) - Completes deployment and commissioning of 37 systems to provide severe weather infor

airspace to improve safety. 

• Instrument Landing System (ILS) – Establish/Upgrade - Installs precision approach systems to runways increasing all-weather 

dependence on non-precision approaches. 

• Low-level Windshear Alert System (LLWAS) - Completes deployment of LLWAS systems that detect hazardous wind shears • Approach Lighting System Improvement Program (ALSIP) - Installs approach lighting systems to improve landing safety. 
Fatal Aircraft Accident Rate – By 2007, reduce the U.S. commercial aviation fatal accident rate per aircraft departure, as measur

moving average, by 80 percent from the three-year average for 1994-1996. • ATDP – Automatic Dependent Surveillance Broadcast (ADS-B) - Develops standards for avionics and application of the techn

situational awareness and air/ground surveillance to both improve safety and capacity. 

• Safe Flight 21 - Continues demonstrations and evaluation of safety and free flight initiatives focused on controlled flight into t

navigation, improved weather products in the cockpit, surface movement safety, and techniques for improving operational safe

implementation of capacity improvements leverage the ADS-B technologies to implement new capabilities to increase airport 

improved command and control. 

General Aviation Fatal Aircraft Rate – By 2007, reduce the general aviation fatal accidents by an amount that results in a 20-per

the projected total for that year. • WAAS, LAAS, Safe Flight 21, ILS, WARP, LLWAS, ADS-B • Automated Surface Observing System (ASOS) - Automates surface weather observations and distributes information to contro

of sensors, automation, and communications supports safety by providing ceiling and visibility information, wind and pressure 

• Aeronautical Data Link Applications – Flight Information Services – Provides uplink of graphical and text weather and NAS s

to reduce weather related incidents and improve access to information about Notices to Airmen. 

• ATDP - General Aviation/Vertical Flight Technology - The program conducts research to support the advanced of vertical flig

following areas: terminal airspace rotorcraft air routes, avionics and cockpit technology and low altitude communications, navinfrastructure. 

• FSAS Operational and Supportability Implementation System (OASIS) – Flight service station automation provides improved 

provision of weather, airspace status, NOTAMs, flight planning and flight following services. 

Operational Errors – Maintain an operational rate of 0.5 or fewer operational errors per 100,000 activities for FY 2001. 

• NEXCOM • Aeronautical Data Link Applications – En Route Controller Pilot Data Link Communications (CPDLC) - Reduces communica

communication errors, provides reduction in voice channel congestion. 

• Airport Movement Safety Area Safety System (AMASS) - Provides tracking of aircraft and vehicles on the airport and on the 

at 34 high-activity airports and alerting controllers to prevent runway accidents from runway incursions and other hazards. 
• Airport Surface Detection Equipment – Model X (ASDE-X) - Introduces surface surveillance to the next tier of airports to inc

awareness and reduce runway incursions. Provides equivalent services as ASDE-3/AMASS safety functions and advances sur

through use of multilateration with the capability to expand surveillance to include ADS-B. 

• Gulf of Mexico Offshore Program - Provides VHF communications in the Gulf of Mexico for air carrier operations through sa

communications from buoys and extended range radios in Mexico. 

Runway Incursions – Reduce the number of runway incursions. 

• WAAS, LAAS, ADS-B, Safe Flight 21, ASDE-3/AMASS, ASDE-x • Advanced Technology Development and Prototyping (ATDP) – Runway Safety Program - Initiates promotes and manages ini

demonstrations of technologies to prevent runway incursions and continuing research in surface movement safety. 

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

aerospace resources. 

Flight Route Flexibility – Increase airport capacity and en route direct routings due to effects of the Free Flight program. 

• LAAS, WAAS, ADS-B, Safe Flight 21, CPDLC, WARP, ITWS, NEXCOM • Free Flight Phase 1 (FFP1) - The program incrementally deploys controller decision support tools to improve flexibility and pr

management. Increases airport and en route throughput to increase capacity and reduce delay. FFP1 is a limited deployment c

throughput is increased at FFP1 sites and en route performance is improved through deployment of conflict probe capabilities. airlines is increased in managing demand. 

• Free Flight Phase 2 (FFP2) - FFP2 provides the necessary engineering to begin deployment of FFP1 capabilities to more locat

through FY 2005. In addition, maturing research activities are deployed. Airport throughput is increased at FFP1 sites and en improved through deployment of conflict probe capabilities. Collaboration with the airlines is increased in managing demand

• Terminal Automation Program – Standard Terminal Automation Replacement System (STARS) - Replaces current terminal au

system, new workstations with color displays and commercially based software to provide a common automation platform witThis will allow subsequent decision support tools and improved surveillance (ADS-B) to be added that will improve terminal t

• Advanced Technology Development and Prototyping (ATDP) – Separation Standards – (RVSM) - Introduces reduced vertical 

the WATRS airspace supporting off-shore East Coast flights in 2002 and supports reduction in domestic vertical separation at 

2004 to increase airspace utilization and reduce delays. 
• Oceanic Automation System – Advanced Technologies & Oceanic Procedures (ATOP) - Deploys first system to modernize th

control operations 

• En Route Automation Program - Continues to support en route automation to sustain services and begins reengineering of the 

realize free flight benefits and gain efficiencies through improved controller tools. 

• Aeronautical Data Link Applications – Tower Data Link Services (TDLS) - This is a technical refresh program that replaces e

to deliver clearances to pilots. 

• Advanced Technology Development and Prototyping (ATDP) – System Capacity, Planning, and Improvements - Supports dem

targeted at specific procedures and airspace changes improving airport throughput, measure performance improvements, and s

• Advanced Technology Development and Prototyping (ATDP) – Operations Concept Validation - Validates FAA and user con

requirements. Emphasis is on the tasks necessary to implement the joint FAA/industry concept of operations and modeling of 

expansion and delay reduction. 

• Advanced Technology Development and Prototyping (ATDP) – Airspace Management Lab - Modeling and simulation of airs

delay choke points, streamline use of airspace to gain arrival and departure throughput, and modifications to balance workload

• Air Traffic Management (ATM) - Supports strategic management of demand to increase efficiency and maintain safety. Traff

activities at 80 air traffic control facilities are supported with decision support tools and communications for collaboration.

• Precision Runway Monitors (PRM) - Provides increased throughput at J.F. Kennedy International Airport and Atlanta Internat

high update rate radar to monitor the approaches and sustain an independent arrival stream to multiple runways as weather det

• Instrument Approach Procedures Automation (IAPA) - Supports automation sustainment to design and approve instrument ap

procedures. A significant new workload is development of RNAV approaches to accommodate GPS and flight management s

Aviation Delays – Reduce aviation delays. 

• LAAS, WAAS, ADS-B, Safe Flight 21, CPDLC, WARP, ITWS, • Advanced Technology Development and Prototyping (ATDP) – ATC/ATM Decision Support Tools - Provides tools to expand 

collaboration to reduce delay. 

• Potomac TRACON - Commissioned in FY 2002 to provide consolidated terminal services for Dulles, Reagan National, Baltim

and Andrews AFB. 
• Air Traffic Management (ATM) Initiatives – Management tools to improve collaboration and manage demand. • Infrastructure Sustainment Programs – Replaces or sustains buildings, power, heating and cooling, and associated infrastructur

extensions to reduce the likelihood of delays caused by system or facility outages. 

• NAS Information Management System (NIMS) - Increase FAA maintenance and operations efficiency and provides users wit

performance for strategic management of flights and collaborative decision-making. Supports remote maintenance and contro

• Frequency and Spectrum Engineering - A significant capacity constraint is the availability of air/ground communications spec

supports analyses for reallocation of radio spectrum, changing frequencies, and modifying coverage. This frees up a channel(sin congested airspace. 

All Weather Access to Airports – Increase the number of runways that are accessible in low visibility conditions. 

• LAAS, WAAS, ILS, ITWS • Advanced Technology Development and Prototyping (ATDP) – System Capacity, Planning, and Improvements - Supports dem

targeted at specific procedures and airspace changes to improve airport throughput, measure performance improvements and s

capacity. 

• Advanced Technology Development and Prototyping (ATDP) – Operations Concept Validation - Validates FAA and user con

requirements. Emphasis is on the tasks necessary to implement the joint FAA/industry concept of operations and modeling of 

expansion and delay reduction. 

• Very High Frequency Omni-directional Radio Range (VOR) with Distance Measuring Equipment (DME) - Sustains ground-b

including TACAN for the military and provides navigation services for en route and terminal operations. 

• Instrument Approach Procedures Automation (IAPA) - Supports automation sustainment to design and approve instrument ap

procedures. A significant new workload is development of RNAV approaches to accommodate GPS and flight management s

• Distance Measuring Equipment (DME) Sustain – Installs DME equipment at selected locations to improve situational awarene• Non Directional Beacon (NDB) Facilities – Sustain – Supports NDB locations for use as marker beacons for ILS approaches a

approaches.

• Visual Navaids - Establish/Expand – Provides visual navaids for landing runways. • Visual Approach Slope Indicator (VASI) – Replace with Precision Approach Path Indicator (PAPI) – Upgrades aging VA

PAPI lighting systems. These lights help pilots maintain an appropriate approach angle during the final visual portion of 
FAA Goal: National Security – Prevent security incidents in the aviation system 

Explosive Device and Weapons Detection – Increase the detection rate for explosive devices and weapons that may be brought ab

• Facility Security Risk Management - Continues upgrading and accrediting NAS facilities and procures additional security syst

of FAA employees, facilities, and assets. 

• Explosive Detection Technology - Acquires and installs FAA-certified explosive detection systems and other screening device

baggage, carry-on baggage, passengers, and electronic systems at security checkpoints in the nation’s major airports. Increaseafforded the traveling public in support of United States national security interests. 

• Information Security - Mitigates security risks in existing systems, designs and builds security into future systems, and develo

to meet new cyber attack threats, resulting in a secure, modernized NAS.

The FAA goal on Human and Natural Environment is focused on noise; however, many CIP programs support environmental cleanup 

hazardous materials. The FAA goal on People prepares the workforce for the demands of the 21st century. Many programs have traini

improved business processes, and develop system requirements around our workforce. In the FAA goal on Reform focuses on improvepractices to become more businesslike while increasing customer responsiveness. A subset of the overall CIP includes initiatives imbe

address these goals. 
1A01/2A16 Goal(s): 2.1/2.1.1; 3.1/3.1.1 

Program Description FY2000 Program Accomplishmen

Oceanic Automation System - Advanced Technologies & Oceanic Procedures (ATOP) – new acquisition to address long term Oceanic automation requirements. This acquisition will provided new hardware and software with related National Airspace System (NAS) benefits, and provide the best value for the government. Oceanic modernization program will also provide improved controller pilot data link communications (CPDLC), Air Traffic Services Interfacility Communications (AIDC), automatic dependent surveillance addressable (ADS-A) and enhanced controller tools. 

• Completed Advanced Oceanic Automation Sys

of Multi-Sector Oceanic Data Link (MSODL) NOperating Capability (IOC) and system availab

• Screening Information Request (SIR) 1 & 2 rel• Completed SIR 1 “Show-Me” demonstration • Initiated SIR 2 ATOP vendor evaluations

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete SIR 2 vendor evaluations • Award ATOP contract• Perform Air Traffic Control (ATC) facility 

oceanic modifications to New York, Oakland, and Anchorage 

• Deploy the first system (dependent on degree 

of final customization requirements) 

• Continue FAA controller and 

quality/assurance training 

• Continue key site operational testing and 

customization - if required 

• Deploy ATOP to rem

Oakland and Anchor

• Complete remaining • Complete customizat• Provide ATOP and A• Enhance controller to

1A02/2A14 Goal(s): 1.1/1.1.4 

Program Description FY2000 Program Accomplishmen

Next Generation Very High Frequency (VHF) Air/Ground Communications System (NEXCOM) – provide a new Air/Ground (A/G) communications system to satisfy requirements that cannot be met using the current voice communications system

• Integrated program plan completed • Multi-mode digital radio (MDR) specification c• Final SIR released

Program Plan FY2001 Program Plan FY2002 Key Events 

• Award NEXCOM MDR contract • Complete NEXCOM MDR Operational Test 

and Evaluation (OT&E) 

• Complete MDR Independent Operational Test 

and Evaluation (IOT&E) 

• Commence deployment of NEXCOM MDR • Commence NEXCOM system prototype effort 

• Conduct NEXCOM s

validation 

• NEXCOM system co
1A03/2A01 Goal(s): 2.1/2.1.2 

Program Description FY2000 Program Accomplishmen

En Route Automation Program – replace en route automation infrastructure to 

increase system capacity, reduce equipment-related delays, and accommodate 

increased functionality in support of Free Flight, NAS Architecture 4.0, and Air Traffic Services (ATS) future operational concepts. 

• Display System Replacement (DSR) governme

on schedule and under budget 

• DSR Operational Readiness Demonstration (OR

sites 

• Implemented Host Oceanic Computer System R

Phase 2 at 16 en route sites 

• Development and testing of HOCSR Phase 2 fo

• Perform IOT&E assessment of HOCSR Phase 2 

• Continued DSR Computer Human Interface (C

Traffic (AT) and Airways Facilities (AF) 

• Installed Flight Data Input/Output (FDIO) hard

facilities 

• Development of Direct Access Radar Channel (

Processor (DP) emulators

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete transition of DSR In-Service 

Management activities to operations organization 

• Develop hardware/software for an En route 

Communications Gateway (ECG) to replace Peripheral Adapter Module Replacement Item (PAMRI) functionality 

• Begin replacement of HOCSR Direct Access 

Storage Devices (DASD) at Air Route Traffic Control Centers (ARTCCs) 

• Continue en route software development 

support and implement upgrades approved by the En Route Configuration Control Board (CCB) 

• Engineering studies and prototyping activities 

to support En Route Automation Modernization (eRAM) Requirements Document 

• Continue support and integration of CHI 

development and function upgrades from the Air Traffic DSR Evolution Team (ATDET) 

• Initiate and support Chokepoint expansion 

• Continue replacement of HOCSR DASDs to 

operational sites 

• Procure ECG hardware/ software and conduct 

system integration activities 

• Begin design development of En Route 

software re-engineering for eRAM 

• Continue efforts to sustain fielded En Route 

automation systems including support and technology refresh activities for DSR, development and deployment activities associated with DARC CP emulators, Host, and HID/NAS LAN 

• Continue CHI development and functional 

upgrades for DSR ATDET 

• Continue Chokepoint expansion efforts • Maintain En Route software development 

support and implement upgrades approved by the En Route CCB 

• Continue to procure and install FDIO 

replacement hardware 

• System deployment o

Centers 

• Deployment of HOC

Route sites, including replacement 

• Prototype developme

information and disptraining, Flight Data Surveillance Data PreRAM 

• Implementation of so

and national deploym

• Continue efforts to su

Route automation sy

• Continue CHI develo

upgrades for DSR AT

• Continue En Route s

support and upgrades Route CCB. 
Program Plan FY2001 Program Plan FY2002 Key Events 

efforts 

• Continue efforts to sustain fielded en route 

automation systems including support and technology refresh planning for DSR, deployment of DARC DP emulators and development of Control Processor (CP) Emulators, Host, and Host Interface Device /NAS Local Area Network (HID/NAS LAN) 

• Continue to procure and install FDIO 

replacement hardware 

1A04/2A05a Goal(s): 1.1/1.1.4; 2.1/2.1.1 

Program Description FY2000 Program Accomplishmen

Aeronautical Data Link Applications - En Route Controller Pilot Data Link Communications (CPDLC) – provides a two-way digital exchange of Aeronautical Telecommunication Network (ATN) compliant ATC messages between ground and air. 

• Contract award for CPDLC Build I Data Link A

(DLAP) system development 

• CPDLC Build IA contract award • CPDLC Build I DLAP Critical Design Review 

Program Plan FY2001 Program Plan FY2002 Key Events 

• CPDLC Build IA Host CDR • Complete CPDLC Build I DLAP system 

development 

• Implement CPDLC Build I service at Miami 

Center 

• Complete CPDLC Build I IOT&E assessment • Complete Build I OT&E of integrated Host 

and DLAP components 

• CPDLC Build IA Host formal test complete • CPDLC Build IA DLAP CDR 

• Build IA DLAP form• Deployment of DLA• Complete Build IA O

and DLAP componen
1A04/2A05c Goal(s): 1.1/1.1.3 

Program Description FY2000 Program Accomplishmen

Aeronautical Data Link Applications - Flight Informational Services Data Link (FISDL) formerly Graphical 

Weather Service (GWS) – provides graphics and text weather products and other flight information services (FIS) data throughout the NAS through FAA/Industry agreements with no FAA investment in infrastructure.

• Achieved FISDL IOC through private service p• Published cockpit workload study on pilot deci

products. 

• Published revision to Aeronautical Information 

FISDL services.

Program Plan FY2001 Program Plan FY2002 Key Events 

• Achieve FISDL IOC – Honeywell, Inc. • Publish RTCA FIS-Broadcast (FIS-B) MASPS • Complete initial review to determine 

government/industry roles in implementing General Aviation (GA) Automet Electronic Pilot Report (E-PIREP) capability 

• FISDL final site delivery in 2002 • Expand FISDL coverage throughout the NAS • FISDL Testbed Very High Frequency Data 

Link Mode 3 (VDL-3) delivery 

• Deployment planning for national GA 

Automet (E-PIREP)

• Deploy national GA 

system 

• Transition planning f

VDL-3 or other alterdata link communica

1A04/2A05b Goal(s): 2.1/2.1.1 

Program Description FY2000 Program Accomplishmen

Aeronautical Data Link Applications - Tower Data link Services (TDLS) – provides data link capabilities and associated benefits to 58 high density Airport Traffic Control Towers (ATCTs). 

• TDLS technology refreshment CDR 

• Memorandum of Agreement (MOA) executed w

New York and New Jersey for TDLS system at 

Unmet FY2000 Goals:• TDLS Technology Refresh Final Design Revie

Program Plan FY2001 Program Plan FY2002 Key Events 

• Tech Refresh FDR OT&E at one new site 

(Teterboro) and one existing site (Philadelphia) 

• National deployment of the TDLS tech refresh 

platform at 7 sites 

• National deployment of tech refresh platform 

to existing sites at a limited rate 

• Assume maintenance support for tech refresh 

platforms as deployed 

• Complete full FAA m

TDLS in 2003 

• Complete deploymen

platforms in 2003 

1A05 Goal(s): 2.1/2.1.1/2.1.2; 3.1 

Program Description FY2000 Program Accomplishmen

Free Flight Phase 1 (FFP1) – a program that will incrementally deploy computer-based decision support tools by December 2002. The 5 core capabilities in FFP1 are: Surface Movement Advisor (SMA), Collaborative 

• Delivered final 4 SMA systems • Procured and delivered 5 of 7 TMA systems • TMA first Planned Capability Available (PCA) 
Decision Making (CDM), User Request Evaluation Tool (URET) Core Capability Limited Deployment (CCLD), passive Final Approach Spacing Tool (pFAST), and Traffic Management Advisor (TMA) Single-Center. 

• Procured and delivered 5 pFAST systems 

• pFAST first PCA • Implemented TMA to Minneapolis and Denver 

Initial Daily Use (IDU) 

• Conducted IOT&E for TMA • Added military Special Use Airspace (SUA) in• Initial CDM functionality integrated into Enhan

System (ETMS) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete URET CCLD Build 1 software • Deliver 3 of 7 URET CCLD systems • TMA IDU at 4 locations • pFAST IDU at 3 locations • Procure and deliver CDM NAS status 

information bandwidth and communication enhancements 

• Deploy Runway Visual Range (RVR) 

information access to NAS Users 

• Operate and maintain 6 SMA sites and Atlanta 

prototype 

• Extend shared situational awareness portion of 

CDM 

• Implement airport departure information for 

enhanced throughput management 

• Enhance CDM performance analysis 

component 

• Deploy URET CCLD to last 4 of 7 sites • Deliver URET CCLD Build 2 software • URET CCLD PCA in August 2002 • pFAST - 2 PCA’s • TMA – 4 PCA’s • pFAST – 1 IDU 

• Maintenance of FFP

1A06 Goal(s): 2.1/2.1.1; 2.1.2; 3.1 

Program Description FY2000 Program Accomplishmen

Free Flight Phase 2 (FFP2) – provides for the geographical expansion and enhancements of the following FFP1 capabilities: CDM, URET, and TMA Single Center. FFP2 also includes implementation of CPDLC. FFP2 will also support selected research efforts. 

• FFP2 has no Funding in 2000 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete development of initial increment of 

Collaborative Routing and Coordination Tools (CRCT) functionality 

• Flow constrained area information available for 

use on ETMS and common constrained 

• Implement En Route congestion management 

and routing analysis tools 

• Complete development of second increment of 

CRCT functionality 

• Initiate software develo

pment and adaptation 

• Improve sharing of d

improved collaborati

• Initial Daily Use (ID

2004 

• IDU for TMA a 4 loc
Program Plan FY2001 Program Plan FY2002 Key Events 

Situation Display (SD) for strategic planning purposes 

• Requirements analysis of TMA for geographic 

expansion 

• Requirements analysis of URET expansion 

of TMA 

• Begin adaptation efforts for TMA 

implementations 

• Continue software development spiral for 

URET

• Planned Capability A

at 4 locations 

1B01/2B02 Goal(s): 2.1/2.1.1 

Program Description FY2000 Program Accomplishmen

Terminal Automation Program - Standard Terminal Automation Replacement System (STARS) – a new 

system to replace Automated Radar Terminal System (ARTS). It will provide a digital capable system to meet expanding ATC needs beyond the year 2000. The STARS system will provide new computer workstations with high-resolution color displays and commercially based software to allow the FAA to move toward uniform configuration at all terminal facilities. 

• Achieved IOC of Early Display Configuration • Procured 3 ARTS IIIEs • Delivered 254 of 294 ARTS color displays (AC• Achieved Department of Defense (DoD) Full S

System Capability 

Program Plan FY2001 Program Plan FY2002 Key Events 

• In service decision for EDC • Achieve ORD of EDC at 2 key sites • Perform IOT&E assessment for EDC • Procure 9 of 173 STARS systems • Deliver 5 STARS systems • Complete Full STARS 1 (FS-1) software 

development 

• Complete FS-1 System Acceptance Test (SAT) • Complete FS-2 software development & SAT • Deliver remaining 40 (294 total) ACDs • Achieve ARTS IIIE/ACD Operational 

Readiness at Atlanta Center Terminal Radar Approach Control (TRACON) 

• Procure 18 of 173 STARS systems • Deliver 11 STARS systems • Achieve IOC for FS-1 at 2 key sites • Achieve ARTS IIIE IOC at Potomac Center 

TRACON and Northern California TRACON 

• Initiate Interim Tower Display procurement 

• Achieve IOC for FS-• Perform IOT&E asse• Achieve IOC for FS-• Procure 141 of 173 S• Deliver 152 of 173 S• STARS deployment 

refinement 

• Deploy Interim Towe
1D01/2D12 Goal(s): 1.1/1.1.1/1.1.2/1.1.3/1.1.4; 2.1/2.1.4; 3.1 

Program Description FY2000 Program Accomplishmen

Local Area Augmentation System (LAAS) for Global Positioning System (GPS) – provide a navigation and landing capability to make GPS fully usable for all phases of flight for Category (CAT) I/II/III requirements. Procure 160 LAAS systems to include 46 CAT I LAAS and 114 CAT III LAAS. 

• Concept of Operations completed and approved 

Implementation Team (SOIT) Steering Commi

• Completed RTCA Minimum Operational Perfo

and Interface Control Document 

• International Civil Aviation Organization (ICA

Recommended Practices (SARPS) for LAAS eAugmentation System) was validated by GlobaSystem (GNSS) Panel 

• Prototype Ground Facility installed at the Univ

support CAT A and B terminal instrument proc

• First frequency approval for VHF Data Broadc

O’Hare International Airport 

• Established LAAS Siting Group • Flight Test performed by FAA to validate airpo

a Wide Body Aircraft 

• Initial Government Industry Partnership Part 17

Flight Rules (VFR) only) prototype installation 

• Draft Flight Inspection Criteria completed • Completed Draft CAT I TERPs Criteria • “Red Label” Multi-Mode Receiver acquired an

Technical Center aircraft

Program Plan FY2001 Program Plan FY2002 Key Events 

• Develop LAAS Acquisition Strategy to 

transition from Government Industry Partnership contract to FAA procurement 

• CAT II/III Specification development • CAT II/III MOPS development • Complete airport pseudolite integration and 

technical requirements for LAAS 

• TERPS data collection/ evaluation for LAAS 

CAT I 

• Complex procedure evaluation 

• CAT I LAAS acquisition and fielding • Continue the development of the CAT II/III 

Specification 

• Continue CAT II/III MOPS validation • Develop proposal for CAT II/III Full Scale 

Development (FSD) 

• Continue with NAS Implementation of CAT I 

systems 

• Operational approval of Part 171 LAAS CAT I 

systems 

• Contract award to procure 20 of 60 CAT I 

LAAS

• Complete and valida• Complete CAT II/III • Contract for CAT II/• TERPS data collectio

CAT II/III 

• NAS Implementation • CAT II/III LAAS pro• Finalize LAAS siting • Procure remaining C

FY2006 (quantities t
1D02/2D08 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.1/2.1.4; 3.1 

Program Description FY2000 Program Accomplishmen

Wide Area Augmentation System (WAAS) for GPS – provide navigation and landing capability to make GPS fully usable for all phases of flight. Adds instrument approaches including vertical guidance for safety at general aviation airports and vertical guidance for safety. 

• Completed 7 of 8 formal system tests 

• Completed WAAS Satellite Lease vs Buy Stud• WAAS achieved FAA integrated capability ma

maturity level 2 

• 21-Day Stability Test completed successfully o

• Phase I Human Factors Assessment completed • Announced the immediate availability of WAA

range of non-safety applications (aviation to no

• WAAS Minimum Operational Performance Sta

229A) validation testing complete 

• Implemented 57 Area Navigation (RNAV) GPS 

Atlantic Southeast Airlines 

• Implemented 33 RNAV GPS routes to support 

GA and 7 major Florida airports 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete WAAS Lateral Navigation/Vertical 

Navigation (LNAV/VNAV) technical solution, including Algorithm Description Documents 

• Definitize WAAS contract schedule 

modification for LNAV/VNAV 

• Develop roadmap to GNSS Landing System 

(GLS) capability Instrument Landing System – Equivalent (ILS-Equivalent) 

• Perform data collection and analyses using the 

National Satellite Test Bed (NSTB) to further develop WAAS performance-assessment capabilities 

• Complete a 60-day stability regression test • Complete contractor acceptance inspection • Complete test, evaluation, and acceptance 

milestones of the WAAS LNAV/VNAV capability 

• Commission WAAS 

• Develop and implem• Acquire additional re

satellite services 

• Continue to develop 

to serve all Instrumenrunway ends 

• Develop LNAV/VNA

for all runway ends 

• Develop Electromagn

detection and locatio

1E01 Goal(s): 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

NAS Improvement of System Support Laboratory - • Sustain and support FAA Technical Center labo

Program Plan FY2001 Program Plan FY2002 Key Events 

• Sustain and support FAA Technical Center 

laboratories and test facilities 

• Sustain and support FAA Technical Center 

laboratories and test facilities 

• Sustain and support F

laboratories and test 
1E02 Goal(s): 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

Technical Center Facilities • Sustain and support FAA Technical Center labo

Program Plan FY2001 Program Plan FY2002 Key Events 

• Sustain and support FAA Technical Center 

laboratories and test facilities 

• Sustain and support FAA Technical Center 

laboratories and test facilities 

• Sustain and support F

laboratories and test 

1E03 Goal(s): 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

William J. Hughes Technical Center Infrastructure Sustainment • Sustain and support FAA Technical Center labo

Program Plan FY2001 Program Plan FY2002 Key Events 

• Sustain and support FAA Technical Center 

laboratories and test facilities 

• Sustain and support FAA Technical Center 

laboratories and test facilities 

• Sustain and support F

laboratories and test 

1F01a Goal(s): 2.1/2.1.1/2.1.2 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Separation Standards - Reduced Vertical Separation Minimum (RVSM) - 

The Separation Standards Program analyzes changes in ATC system separation standards – or minimum required spacing in the horizontal and vertical planes between pairs of aircraft. These changes improve NAS capacity and efficiency 

but cannot be accomplished without adequate safety analysis, procedural changes and rulemaking.

• Introduction of RVSM into all Pacific internati

regions (Feb-00) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Safety oversight of Pacific RVSM • Preparation for RVSM implementation in West 

Atlantic Route System (WATRS) 

• Preparation for horizontal-plane separation 

minima reductions and RVSM introduction in Gulf of Mexico 

• Preparation for RVSM implementation in South 

China Sea 

• Support to NAS RVSM implementation team 

in domestic airspace analysis 

• Introduction of RVSM into WATRS • Introduction of reduced horizontal-plane 

separation minima into Gulf of Mexico 

• Introduction of RVSM into South China Sea • Support to NAS RVSM implementation team 

developing domestic RVSM 

• NAS RVSM 2004 

• Gulf of Mexico RVS• Caribbean/South Am

horizontal-plane sepa
1F01b Goal(s): 1.1/1.1.5 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Runway Safety Program (formerly Runway Incursion Reduction Program) - initiates, promotes, and manages initiatives that prevent incidents and accidents attributable to runway incursions

• Completed initial multilateration/ Automatic D

Broadcast (ADS-B), data fusion, loop technolo

• Completed Phase II of loop technology system • Developed procedures, education and training, 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue evaluation of data fusion technology • Conduct loop technology operational 

assessment (Phase III) at Long Beach, California 

• Develop final Requirements Document and 

select test site for runway status lights 

• Initiate Broad Agency Announcement (BAA), 

awarding 10 to 15 contracts to vendors to demonstrate new and existing surface technologies 

• Initiate demonstrations resulting from BAA and 

draft reports that relate applications to the surface technology roadmap 

• Develop procedures, education and training, 

and airport improvements 

• Continue BAA demonstration efforts in 

preparation for sponsor decision 

• Conduct runway status lights operational 

demonstration 

• Continue to develop procedures, education and 

training, and airport improvements 

• Continue research on 

solutions for low-levB and vehicle operatdecision in FY2003 

• Continue to develop 

training, and airport i

1F01c Goal(s): 2.1/2.1.2/2.1.4; 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - System Capacity, Planning, and Improvements - This program provides analysis necessary to develop a FAA strategy to enhance system capacity. This includes both terminal and en route airport and airspace assessment of procedures and capacity related technologies to develop capacity enhancement solutions. It also includes developing an ATS performance measurement system to measure progress toward customer expectations. 

• Completed airspace review for relocation of the 

Approach Control (CERAP) 

• Complete Albuquerque ARTCC Airspace Capa

• Completed Newark and Tampa Airport Design 

• Completed NAS integration studies at twelve m• Completed analyses of Los Angeles Internation

high-speed rail (One Department of Transporta

• Identified operational impact and developed ini

planned introduction of New Large Aircraft (N

• Participated in the development of Simultaneou

Approach (SOIA) procedures for operations at assessments at Newark Airport. 
• Initiate the installation of NAS performance me

equipment at ATC System Command Center (AWestern Pacific Region. 

• Completed the 1999 Aviation Capacity Enhanc

Program Plan FY2001 Program Plan FY2002 Key Events 

• Conduct demonstration of Aviation System 

Capacity Improvement (ASCI) program at Houston and Memphis Airports. 

• Complete Anchorage Airport Design study. • Complete Phoenix Airport Ground movement 

analysis. 

• Initiate Seattle Airport Ground movement 

analysis. 

• Complete NAS integration study of regional 

jets at LaGuardia and Dallas Ft. Worth. 

• Complete NAS integration studies at six major 

airports. 

• Complete capacity analysis for Runway 14/32 

at Boston International Airport. 

• Initiate Airport Design studies at Portland, 

Pittsburgh, and Boston. 

• Continue solution development for introduction 

of NLA into the NAS. 

• Complete analysis of the obstacle free zone – 

flight deck model for accommodation of NLA into the NAS. 

• Conduct wake turbulence separation standards 

reduction research at San Francisco and Boston. 

• Participate in the development of SOIA 

procedures at San Francisco, Newark and St. Louis Airports. 

• Facilitate the development of Along Track 

Separation procedures for operations at St. Louis and Minneapolis St. Paul Airports. 

• Support development of domestic and 

international Required Navigation Performance (RNP) operational standards and procedures. 

• Conduct demonstration of ASCI program at 

Atlanta, Philadelphia, Cleveland and Detroit Airports. 

• Support the development of parallel runway 

wake turbulence separation standards. 

• Support fast and real time simulation of SOIA 

for site specific airports. 

• Complete SOIA procedure development at San 

Francisco Airport. 

• Continue development of SOIA procedures at 

Newark, St. Louis, and initiate programs to support the development of procedures for operations at Cleveland and Boston Airports. 

• Finalize the Along Track Separation 

recommendations for implementation at St. Louis, Minneapolis St. Paul, and initiate development of procedures for operations at Newark, Atlanta and Los Angeles Airports. 

• Support the completion of converging 

approach standards and departure procedures at Dulles and Dallas Ft. Worth Airports. 

• Support efforts to analyze wake turbulence 

spacing at Seattle. 

• Complete the installation and development of 

NAS performance measurement analysis capability for Air Traffic’s Western Pacific and Southwest Regions. 

• Initiate NAS performance measurement 

analysis capability at Air Traffic Northwest Mountain and Central Region’s. 

• Initiate AF NAS Performance measurement 

analysis capability and metrics development. 

• Continue Alon

g Track Se

paration Cost and 

• Identify and develop 

standards and proced

• Initiate demonstratio

lateral separation critconfigurations. 

• Continue procedural 

and other technologie

• Conduct risk assessm

operations at Seattle, other sites as request

• Conduct analysis of r

taxi operational guidblast analysis and satnavigation for NLA. 

• Conduct SATS demo• Conduct capacity imp

Architecture capabili

• Conduct Along Track 

Performance benchmanalysis. 

• Expand facility level 

include all regions. 

• Continue NAS integr

and development stu

• Conduct Domestic R

and safety risk. 

• Continue ACE Plan d
Program Plan FY2001 Program Plan FY2002 Key Events 

• Support the development of enhanced departure 

and arrival procedures at Chicago O’Hare and Midway Airports. 

• Support the development of triple approach 

procedures to new runways at Atlanta and Detroit. 

• Complete the installation of NAS performance 

measurement analysis equipment at ATCSCC and Air Traffic Western Pacific Region and begin analysis. 

• Expand facility level metrics analysis capability 

to Air Traffic Southwest Region. 

• Identify facilities level metrics program 

requirements for Airway Facilities. 

• Develop En Route Balance Scorecard and 

conduct cost performance benchmarking and causal analysis. 

• Complete 2000 ACE plan. 

Performance benchmarking and causal analysis. 

• Continue analysis of new and/or additional 

performance measures for Along Track Separation. 

• Initiate and complete a NAS integration study 

of new NAS technology. 

• Complete Airport Design Studies at Portland, 

Pittsburgh and Boston Airports. 

• Initiate Airport Design Studies at Cincinnati, 

Memphis, and Los Angeles Airports. 

• Complete Aircraft Ground Movement 

Analysis at Seattle Airport. 

• Initiate Charlotte New Runway Ground 

Movement Analysis and multi-lateration experiments. 

• Complete 2001 ACE Plan. • Initiate capacity impact analysis of equipment 

location priorities in the NAS architecture. 

• Initiate capacity impact analysis of selected 

NAS architecture capabilities. 

• Initiate and complete study of airport design 

for accommodation of NLA into the NAS by FY2006. 

• Identify the impact and develop solutions to 

National Aeronautical and Space Administration’s (NASA) Small Aircraft Transportation System (SATS) Demonstration Program planned for FY2003 implementation. 
1F01d Goal(s): 2.1/2.1.2; 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Operations Concept Validation

• Service Framework for Architecture • NAS Performance Framework for future impro• Analysis of Separation Procedures in support o

Rationalization 

• Established ICAO Global Concept structure • Collaborated on FAA/NASA Air-Ground Integ• Test-bed for Modernization 

Program Plan FY2001 Program Plan FY2002 Key Events 

• System Wide Information Management 

(SWIM) Concept 

• Flight Intent Concept and Information Design • Validate Airspace Reference System • Investigate workload coordination issues with 

shared separation responsibility 

• Develop Dynamic Density measure to support 

airspace management and strategic flow for En Route congestion 

• SWIM proof of concept demonstrations • Closed-loop control model of airspace/airport/ 

customer demand dynamics to answer concrete versus airspace questions 

• Integrated surveillance/navigation concept • Validation Data Repository – global institution 

with Eurocontrol 

• Unlimited Dynamic R

and Experiment 

• Multi-sector planning • Information flow mo

integrated with Arch

1F01e Goal(s): 2.1;6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Software Engineering Research Center (SERC) - This budget line item supports the development, prototyping and validation of technology and systems that support advanced AT related adaptation data management services. This includes software certification research for safety critical airborne and ground based applications and the development/validation of a Software Life Cycle model for Commercial Off-the Shelf/Non-Development Item (COTS/NDI) products. The SERC will coordinate these projects. 

• Evaluated and validated improved software pro

engineering tools 

• Brought together recognized experts and FAA p

software problems 

• Increased the technical competency of the FAA • Researched techniques for streamlining the cert

affecting safety 

• Investigated, identified, and developed better w

predicting lifecycle costs of COTS-intensive sy

Program Plan FY2001 Program Plan FY2002 Key Events 

• Investigate methods by which a COTS software 

product can be certified

• Conduct analyses in software adaptation and 

implement to reduce costs and the time required 

• Streamline procedures for certifying avionics 

and ground-based safety-critical software 

• Evaluate/validate improve software processes, 

methods, and engineering tools 

• Evaluate/validate imp

methods, and engine

• Bring together recog

personnel to solve so
Program Plan FY2001 Program Plan FY2002 Key Events 

to deploy software-intensive systems

• Streamline procedures for certifying avionics 

and ground-based safety-critical software 

• Evaluate/validate improved software processes, 

methods, and engineering tools 

• Bring together recognized experts and FAA 

personnel to solve software problems as needed 

• Investigate better and cheaper ways of ensuring 

that NAS hardware and software is safe, secure and efficient through research and prototyping. 

• Provide better estimates for total cost of 

ownership of COTS-intensive systems 

• Bring together recognized experts and FAA 

personnel to solve software problems as needed 

• Investigate/validate various approaches for 

performing safety assessments and certification of integrated air-ground systems of the NAS. 

• Develop guidelines for secure software 

systems 

• Develop, test and evaluate analytical models • Develop, test and evaluate NAS simulations • Develop standards and guidelines for 

COTS/NDI software/system assurance 

• Develop standards, guidelines for COTS/NDI 

software system cost estimation 

• Develop standards and guidelines for 

certification of safety critical softwareintensive systems 

• Develop standards and guidelines for end-toend test of air/ground software-intensive 

systems 

needed 

• Develop guidelines f

systems 

• Develop, test and eva• Develop, test and eva• Develop standards an

COTS/NDI software

• Develop standards, g

software system cost 

• Develop standards an

certification of safety intensive systems • Develop standar

to-end test of airintensive system

1F01f Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.1/2.1.4; 3.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Wide Area Augmentation System (WAAS) – provide navigation and landing capability to make GPS fully usable for all phases of flight. Adds instrument approaches at general aviation airports and vertical guidance for safety. 

• Performed data collection/ analyses using the N

WAAS performance-assessment capabilities 

• Conducted ionospheric data collection/analysis 

operational capabilities 

• Supported implementation efforts of the Caribb

Bed (CSTB) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Perform data collection and statistical analyses 

of initial WAAS performance capabilities 

• Continue to conduct ionospheric data collection 

and analysis to define WAAS final operational capabilities 

• Continue WAAS performance monitoring and 

assessment 

• Develop real-time time distribution system • Continue SBAS interoperability efforts 

• Authoritative characterization of the 

• Develop prototype ti• Continue SBAS inter• Increase interference 

techniques 

• Continue characteriz
Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue to support the implementation efforts 

of the CSTB 

ionospheric during the Solar Peak 

• Establish research database and analysis 

capability 

• Establish a prototype 

analysis capability 

• Define Satellite Navi

architecture for Alask

1F01g Goal(s): 1.1/1.1.1/1.1.2/1.1.3/1.1.4; 2.1/2.1.4; 3.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Local Area Augmentation System (LAAS) – provide a navigation and landing capability to make GPS fully usable for all phases of flight for CAT I/II/III requirements. Procure 160 LAAS systems to include 46 CAT I LAAS and 114 CAT III LAAS. 

• Completed LAAS CAT I specification validatio

• First frequency approval for VHF Data Broadc

O’Hare International Airport 

• Flight Test performed by the FAA to validate a

on a wide body aircraft 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue investigational studies and analysis 

for surface movement, helicopter operations, and advanced use of pseudolites 

• Continued installing and testing LAAS 

prototype systems to ensure that the systems will validate the functional CAT III specification in particularly difficult sites 

• Initiate CAT II/III Specification/Validation • Initiate CAT II/III MOPS validation 

• Complete and validate CAT II/III 

Specification 

• Complete CAT II/III MOPS validation • Continue CAT II/III implementation and 

testing 

• Continue CAT II/III algorithm development • Complete airport pseudolite integration and 

technical requirements for LAAS 

• CAT II/III advanced 

• Develop improved si

CAT II/III 

• Develop integrity alg• Complete CAT II/III 

testing 

1F01h Goal(s): 1.1/1.1.2/1.1.3/1.1.5; 2.1/2.1.1/2.1.2/2.1.4; 3.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Automatic Dependent Surveillance Broadcast (ADS-B) - a surveillance system that will enable free flight capabilities, minimize runway incursions, increase runway safety and provide coverage in existing non-radar areas 

• Developed ADS-B procedures and technology 

approach to closely spaced parallel runways, anADS-B standards, for use in surveillance 

• Obtained supplemental-type certificate (STC) t

participating in Alaska Capstone Program 

• Completed development of Universal Access T

Minimum Aviation System Performance Stand

Program Plan FY2001 Program Plan FY2002 Key Events 

• Begin UAT MOPS • Develo

p application descri

ption for four ADS-

• Continue standards development for UAT 

MOPS, 1090 MOPS and Airborne 

• Complete UAT MOP
Program Plan FY2001 Program Plan FY2002 Key Events 

B procedures: approach spacing, departure spacing, airport surface situational awareness, and runway and final approach occupancy awareness 

• Complete 1090 MOPS, Version 1 • Complete Traffic Information Service 

Broadcast (TIS-B) MASPS 

Surveillance and Separation Assurance (ASSA) MOPS (processor) 

• Develop standards for applications involving 

TIS-B 

1F01i Goal(s): 2.1/2.1.1; 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - Airspace Management Lab - The mission of the Air Traffic Airspace Management Program Office (ATA) is to ensure that the sectorization and routes are designed for the safest and most efficient use by operators, while maintaining diligent consideration for local and national environmental policy, to meet the demand for air transportation. The Laboratory serves to support that mission by providing detailed, quality information through the creation of databases, simulation modeling for the anlaysis and reporting or presentation aids for ATA and Region management and specialists • The purpose of this CIP Program is to fund the development of applications 

for data management and additional COTS simulation model acquisitions, and 

• Develop applications in support of other FAA lines of business dependent 

on extensive operational data such as overflight “fee for service” assessments and obstacle awareness (OE/AAA) and evaluation.

• Tracker Replacement, Aeronautical Information 

Standard ICAO Conceptual Information ModelMulti-Center Total Airspace and Airport ModeAnalysis Tool Enhancements Fee-for-Service PForeign Over flights Notification System, SurfaNew York Enhancements, FFP1 Metric DeveloRouting System Application Development

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continued installation of capabilities for data 

management: • Additional COTS simulation model 

acquisition including additional software for summary analysis of the ETMS data structures, 

• Additional ARTS data for additional 

airports, Aeronautical Information Service data integration (ATA-100) into overall scheme and operation for redesign/air traffic activity, 

• Continued activities leading to the creation 

capabilities for data management; • Additional COTS simulation model 

acquisition and capability discovery including additional software for summary analysis of the ETMS data structures, 

• Maintain/refresh Information Technology 

(IT) for ARTS data for additional airports, 

• Aeronautical Information Service data 

inte

gration (ATA-100) into overall 

• Continued activities 

capabilities for data m• Additional COT

acquisition and cincluding additioanalysis of the E

• Maintain/refresh 

additional airpor

• Maintain/refresh 

interface, and mmetrics. 
Program Plan FY2001 Program Plan FY2002 Key Events 

• Additional deployments of the FDAT, • Post Operational Evaluation Tool (POET) 

interface, maturation of FFP1 metrics and simulation model metrics normalization, 

• Test and evaluate Dynamic Sector and 

Gridding concepts for integration into future year redesign analysis tools, 

• OEAAA and Fee For Service integration 

into redesign planning schemes to operate as components rather than stand alone (not good for Performance Based Organizations (PBO) Operations), and 

• Other Concept of Operations (CONOPS) 

in support of Integrated Product Team’s (IPT). 

scheme and operation for redesign/air traffic activity, 

• Maintain/refresh IT for FDAT, POET 

interface, and maturation of FFP1 metrics. 

• Continued test and evaluate Dynamic Sector 

and Gridding concepts for integration into future year redesign analysis tools, OEAAA and Fee For Service integration into redesign planning to operate as components rather than stand alone (not good for PBO operations), and other CONOPS in support of IPT’s 

• Continued test and ev

and Gridding concepfuture year redesign CONOPS in support 

1F01j Goal(s): 2.1/2.1.1; 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - ATC/ATM Decision Support Tools -

• New program for FY2001 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Build Test scenario for TMA Multi-Center • Data collection in Problem Analysis, 

Resolution, and Ranking (PARR) Concept Demonstration 

• Assessment of Surface Automation Concept 

alternatives 

• Simulations Support 

• Support of NASA TMA Multi-Center concept 

exploration prototypes 

• Built test scenario for PARR concept 

validation 

• Model impact of sensor technology on Surface 

Management System (SMS) performance 

• Simulations Support 

• Operational evaluatio

Mitre Center for AdvDevelopment (CAASdecision support conproducts to include EDynamic ResectorizaTrajectory Modeler 
1F01k Goal(s): 2.1; 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - NAS Requirements Development - support mission analysis and NAS requirements development efforts. Fund studies and other efforts to prepare and validate strategies and proposals designed to increase overall NAS efficiency.

• New program for FY2001 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Develop En Route requirements input for NAS 

Design Tool – prepare and validate an integrated set of future ATS en route domain requirements 

• Maximize value of En Route investment –

define investment packages and prepare an en route strategy paper 

• Evaluate use of Collaborative Convective 

Forecast Product (CCFP) within CDM – develop the CCFP into a 24-hour-per-day program; evaluate CCFP during previous poor weather sessions; develop real-time verification statistics for CCFP

• Support requirements definition and 

development of research demonstration program for Traffic Management Unit (TMU) – develop, coordinate, and provide oversight of research demonstration programs required by TMU’s 

• Provide additional support to requirements 

development 

• Provide additional su

development 

1F01l Goal(s): 1.1/1.1.3; 2.1/2.1.4 

Program Description FY2000 Program Accomplishmen

Advanced Technology Development and Prototyping (ATDP) - General Aviation/Vertical Flight Technology (GA/VF) – supports GA demand for Communication, Navigation, and Surveillance (CNS) technologies through applied R&D. These technologies support cost-effective ATS, improve safety and expand NAS capacity and efficiency. Additionally, the GA/VF program conducts research to support the advanced of vertical flight aircraft in the following areas: terminal airspace rotorcraft air routes, avionics and cockpit technology and low altitude CNS infrastructure. 

• Completed CONOPS document 

• Develop Strategic Plan for using advanced tech• Develop VF SATNAV Road Map 
Program Plan FY2001 Program Plan FY2002 Key Events 

• Vertical Flight Simultaneous Non-Interfering 

(SNI) Operations 

• Law Enforcement/Emergency Medical Service 

Demonstration(s) 

• VF Aircraft Capabilities/Approach Criteria 

Matrix 

• Rotorcraft advanced technology 

applications/standards 

• ADS-B locating and surveillance applications 

• Conduct SNI research • Support the development of TERPS criteria for 

rotorcraft approaches 

• Develop technical da

• Initiate research for l

angle instrument appHeliport/Vertiport 

• Gulf of Mexico Offsh

Improvements 

• VF NAS planning an• Conduct research to 

1F02 Goal(s): 1.1/1.1.2/1.1.3; 2.1/2.1.1/2.1.2/2.1.4 

Program Description FY2000 Program Accomplishmen

Safe Flight 21 (SF-21) - a government/industry cooperative effort to develop and demonstrate a set of enhancements that facilitate free flight capabilities, minimize runway incursions, and provide coverage in existing non-radar areas 

• Completed the Link Evaluation data analysis fi

• Installed Bethel, Alaska, ground stations • Modified Micro-EARTS to display ADS-B wit• Developed ATC procedures using ADS-B. • Installed avionics in over 70 aircraft to include: 

• GPS for enhanced visual navigation • ADS-B for enhanced visual acquisition of 

TIS-B, and weather information 

• Multifunction display of above information 

for use in avoiding controlled flight into te

• Installed Automated Weather Observation Syst

developed GPS approaches to provide non-precsouthwest Alaska 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Alaska Region certification of Micro-EARTS 

for use with ADS-B. 

• Certified Micro-EARTS to provide radar-like 

service using ADS-B in non-radar airspace. 

• Demonstrate, validate, and analyze in a real 

world environment the SF-21 capabilities in Ohio Valley 

• Continue air traffic procedure development for 

terminal and en route use. 

• Develop and demonstrate a set of operational 

enhancements that facilitate free flight capabilities and use of ADS-B data link 

• Begin Alaska statewide limited deployment of 

ADS-B ground broadcast transceivers and other ground infrastructure to enhance safety, e.g., AWOS, runway incursion prevention systems, WAAS. 

• Continue to validate 

• JRC decision for NA

ADS-B in FY 2003. 

• Harden ground infras

deployment in FY20

• Complete installation 

beyond FY2005 

• Site delivery for Ohi

in FY2005. 

• Continue Alaska stat
Program Plan FY2001 Program Plan FY2002 Key Events 

• Joint Resources Council (JRC) decision for 

limited deployment. 

• Begin TIS-B development. • Conduct Safety studies • Complete ADS-B installation in remaining 

Capstone participating aircraft. 

• Demonstrate incorporation of WAAS with 

Capstone avionics in southeast Alaska. 

• JRC decision for Alaska statewide limited 

deployment. 

of ADS-B ground brother ground infrastrue.g., AWOS, runway systems, WAAS 

2A02 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.1/2.1.2 

Program Description FY2000 Program Accomplishmen

Next Generation Weather Radar (NEXRAD) – Provide - national network of weather radars currently in use that detects, processes, distributes, and displays hazardous and routine weather information 

• Commenced development, test, production and 

software and radar hardware upgrades

Program Plan FY2001 Program Plan FY2002 Key Events 

• The new rotary uninterruptible power systems 

(UPS) will be installed at 5 NEXRAD sites 

• The first 2 FAA NEXRAD sites with the Open 

Radar Products Generator (ORPG) upgrade will be available for operational use 

• The rotary UPS will be installed at the 

remaining 5 FAA NEXRAD sites 

• The last FAA NEXR

upgrades will be avaby 2005 

2A03 Goal(s): 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

Air Traffic Operations Management System (ATOMS) - a personal based 

computer operational environment consisting of local area networks, data receivers, and/or personal computers at over 500 field sites for use in managing Air Traffic operations 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Develop tools to simplify the collection and 

analysis of operational data 

• Create an Operational Data Warehouse that can 

be accessed by both field and headquarters personnel for aeronautical information 
2A04 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.1/2.1.2 

Program Description FY2000 Program Accomplishmen

Weather and Radar Processor (WARP) - automated system that collects, processes, and disseminates NEXRAD data and other weather data to ARTCC controllers, traffic management specialists, and ARTCC weather service unit meteorologists. WARP provides the most timely and accurate weather forecast 

products to other NAS systems. 

• Complete WARP Stage 1 and 2 system testing 

• Complete system requirements and design revie

weather information network server (WINS) to 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Deployment of WARP Stage 1 and 2 systems • Implement WARP Stage 3 WINS to support 

FFP1 at 7 sites 

• Continue development of other WARP Stage 3 

critical operational changes, upgrades, and new interfaces 

• Complete development of Stage 1 and 2 

systems 

• Interface with National Weather Service 

Aviation Weather Information system for pilots by 2002 

• Continue Stage 3 activities to develop critical 

NAS interfaces 

• Complete Telecommunications infrastructure 

necessary to support Stage 1 and 2 and continue Stage 3 changes 

• Continue Stage 3 act

NAS interfaces (e.g., 

2A06 Goal(s): 2.1/2.1.1/2.1.2; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Air Route Traffic Control Center (ARTCC) Building Improvements/Plant Improvements – implement modernization projects at the facilities to accommodate the scheduled implementation of NAS equipment and meet building code requirements 

• Funded Chiller replacement project at 3 sites. 

• Funded Direct Digital Control Panel upgrades a• Funded Fire Alarms upgrades at 17 sites. • Completed Phase I construction of the HonolulUnmet FY2000 Goals: 

• One chiller site replacement deferred to FY

carryover FY98 and FY99 funds

Program Plan FY2001 Program Plan FY2002 Key Events 

• Rehabilitate and expand Administration Wing 

at Miami ARTCC. 

• Modernize Telecommunication Management & 

Operation (TM&O) area to facilitate the FAA Telecommunications Infrastructure (FTI) requirements. 

• Modernize Control Wing Basement at 3 sites. • Rehabilitate and expand one Administration 

Wing. 

• Replace chiller at 1 site. • Sustain projects at various locations. 

• Complete Phase II of Honolulu CERAP 

FY2003: • Modernize Control W• Rehabilitate and expa

Wing. 

• Sustain projects at v
Program Plan FY2001 Program Plan FY2002 Key Events 

• Replace chillers at 4 sites. • Seismic upgrades at 2 sites. • Initiate sustain projects at various locations. • Begin Phase II construction of the Honolulu 

CERAP & demolition of the Diamond Head Facility. 

construction and demolition of the Diamond Head Facility. 

FY2004: • Modernize Control W• Rehabilitate and expa

Wing. 

• Modernize Control W

1 site. 

• Sustain projects at vFY2005: • Rehabilitate and exp

Wing. 

• Modernize Control W

3 sites. 

• Sustain projects at vaFY2006: • Modernize Control W• Rehabilitate and exp

Wing.

• Modernize Control W

1 site.

• Sustain projects at va

2A07 Goal(s): 2.1/2.1.2; 3.1; 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

Air Traffic Management (ATM) – maintain and upgrade the existing Traffic Flow Management (TFM) infrastructure to continue mission critical TFM operations in 80 ATC facilities 

• Funded the 2nd year of a 3 year nation wide leas

hardware and communication equipment 

• Installed ETMS in new North Georgia TRACO• Integrated initial CDM functionality on TFM in• Achieved Year 2000 (Y2K) compliant system Unmet FY2000 Goals: 

• Did not achieve ORD of ETMS in new No

(installed only) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Fund the 3rd year of a 3 year nation wide lease 

and maintenance for hardware and communication equipment 

• Finalize communication upgrade to support 

• Continue operation of Departure Spacing 

Planner (DSP) prototypes 

• Implement additional international sites for 

access to TFM. 

• Begin infrastructure • Install ETMS in new 

TRACONs 
Program Plan FY2001 Program Plan FY2002 Key Events 

current requirement and new FFP1 functionality 

• Implement engineering changes to upgrade 

system for new applications 

• Install ETMS at new Northern California 

TRACON 

2A08 Goal(s): 2.1; 5.1; 6.1/6.1.3 

Program Description FY2000 Program Accomplishmen

Critical Communications Support - Critical Telecommunications Support (CTS) - enables the FAA to nationally manage programmed, unprogrammed, and emergency telecommunication network requirements 

• Accomplished critical “pop-up” adds, moves, a

telecommunications services. 

• Purchased telecommunications equipment, add

expanded circuit capacity in support of critical 

• Performed circuit cutovers, and rearranged term

Program Plan FY2001 Program Plan FY2002 Key Events 

• Replace 10 ATC tower operational switches. 

Number of additional sites dependent on Regional priorities and cost estimates. 

• Upgrade outdated telecommunications 

equipment interfaces 

• Upgrade outdated equipment interfaces in as 

many as 13 ARTCC’s. 

• Relocate and add operational services such as 

interphone, communication services. 

• Replace ATC tower operational switches. • Respond to “pop-up” needs from Air Traffic 

• Continue upgrading o

telecommunications ARTCC’s. 

• Continue responding 

from Air Traffic. 

2A09 Goal(s): 2.1; 3.1 

Program Description FY2000 Program Accomplishmen

Air Traffic Control Beacon Interrogator (ATCBI) - Replacement, Model 6 – replaces existing surveillance ATCBI - 4/5 equipment that have reached the end of their life cycles 

• Installed 2 pre-production systems and complet

• Conducted site surveys for 13 sites 

• Procured 50 ATCBI-6 production systems 

• Established Interim Contractor Depot Level Su• Commenced Remote Maintenance Monitoring 

development for NAS Infrastructure Managem

• Procured and install antenna, rotary joint, and m• Commenced grounding, bonding and lightning 

sites 

• Assisted the United Statues Air Force (USAF) 

alternatives and development of the production replacement of OX-60 Beacon Systems in Alas
Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure 50 additional ATBCI-6 production 

systems and site and depot spares 

• Commission first system at key site, Tinker Air 

Force Base (AFB) 

• Initiate interface development for General 

Purpose interface Bus (GPIB) and Air Route Surveillance Radar (ARSR) model-4/ Mode 4 

• Deliver 6 production systems • Initiate ARSR-3 interface development • Conduct additional site surveys for 38 sites • Procure Monopulse Beacon Test Sets • Complete GPIB interface develop and test • Complete grounding, bonding, and lightning 

upgrades at 50 beacon only sites 

• Complete NIMS interface, procure NIMS 

equipment, and begin installation at 32 sites 

• Provide engineering and program management 

support to USAF for the production of first article system replacing the OX-60 system 

• Execute Interagency Agreement for the 12 

USAF OX-60 Beacon systems in Alaska 

• Procure 25 additional ATCBI-6 production 

systems and site spares 

• Deliver 47 ATCBI-6 production systems • Commission first production system, Putnam, 

OK 

• Provide support to the USAF for the delivery, 

installation, and commissioning of 7 replacement beacon systems in Alaska 

• Conduct additional 36 site surveys per year • Continue flight inspections and disposal of 

ATCBI-4/5 

• Complete ARSR-3 interface development. • Initiate installation of GPIB interface • Continue ARSR-4/ Mode 4 interface 

development and test 

• Commence the relocation of 25 Mode S 

systems to Airport Surveillance Radar (ASR) -9 sites 

• Conduct remaining s• Continue flight inspe

ATCBI-4/5 in 2003-2

• Continue to relocate 

ASR-9 sites in 2003-

• Complete test and in

interface in 2003 

• Complete ARSR-4/M

development in 2003

• Provide support to th

installation, and comreplacement beacon s

• Complete ARSR-4/M

2004/2005 

• Continue system deli

ATCBI-6 sites from 

• Complete GICB inte• Last system commiss

2A10 Goal(s): 2.1; 3.1 

Program Description FY2000 Program Accomplishmen

FAA Telecommunications Infrastructure (FTI) – replace the existing telecommunications services that support critical air traffic operations 

• Request For Information (RFI) released • Final SIR released Unmet FY2000 Goals:

• Initiate Proposal Evaluation 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Proposal Evaluation • Capability Assessment Demonstration • Initiate ARTCC Modernization effort • Award FTI contract 

• Contractor establishes telecommunications 

infrastructure to begin the transition to FTI services for the inter ATC Center telecommunications backbone at 22 en route facilities 

• Initiate implementation and transition 

• Complete transition t

and FTS-2001 in 200

• Initiate transition to F

Telecommunication 2003 

• Initiate transition to F
Program Plan FY2001 Program Plan FY2002 Key Events 

activities for Leased Interfacility NAS Communications System (LINCS), Federal Telecommunications Service (FTS)-2001, Administrative Data Telecommunications Network (ADTN), Data Multiplexing Network (DMN), and national airspace data interchange network (NADIN) in 2002 

LINCS in 2004 

• Complete implement

activities for NADIN 

• Initiate transition to F

Manager in 2004 

• Complete transition t

FAATSAT and Haw

• Complete transition t

and LINCS in 2006

2A11 Goal(s): 2.1; 3.1 

Program Description FY2000 Program Accomplishmen

Air/Ground Communications Infrastructure – planned improvements to the 

air/ground (A/G) communications infrastructure that include replacement of aging and increasingly unreliable equipment, associates site and facility improvements, including the establishment of new facilities intended to broaden communications coverage

• Procured and installed Radio Frequency Interfe

equipment at remote communications facilities 

• Continued Back-Up Emergency Communicatio

integration, site preparation, and installation of (completed 2 of 21 ARTCCs) 

• Procured radio control equipment for new requ

software upgrades, and installed 300 channels

• Procured equipment racks, antennas, and tower• Conduct site preparation and installation at ove

Program Plan FY2001 Program Plan FY2002 Key Events 

• The Limited Radio Replacement program will 

procure 375 replacement radios, equipment racks, antennas, and towers 

• Complete regional A/G comm projects at 8 

sites 

• Procure and install RFI equipment to maintain 

existing communications infrastructure 

• Continue BUEC systems integration, site prep 

and installation of 100 channels at 3 ARTCCs (completing 4 of 21 ARTCCs). 

• Support new requirements, continue software 

upgrades, and install 200 channels 

• The Limited Radio Replacement will procure 

375 replacement radios, equipment racks, antennas, and towers 

• Complete regional A/G communications 

projects at 16-32 sites 

• Procure and install RFI equipment to maintain 

existing communications infrastructure 

• Procure Ultra High Frequency (UHF) 

replacement radios 

• Continue BUEC systems integration, site prep 

and installation at 5 ARTCCs (completing 7 of 21 ARTCCs) 

• Support new requirements, continue software 

upgrades, and install 200 channels 

• The Limited Radio R

250 replacement radiantennas, and towers 

• Continue regional A/

projects 

• Procure UHF replace• Procure and install R

existing communicat

• Complete BUEC sys

ARTCCs completed) 
2A12 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.2 

Program Description FY2000 Program Accomplishmen

Aviation Weather Services Improvements - Integrated Terminal Weather System (ITWS) - improves the detection, forecasting, processing, and delivery of aviation weather information to pilots, airline operations centers and controllers. The ITWS provides terminal aviation weather data and integrated products from other sensors including terminal Doppler weather radar (TDWR), NEXRAD, Low Level Windshear Alert System (LLWAS) and Automated Surface Observing System (ASOS). ITWS will cover 45 high-activity airports that have significant convective weather.

• Conducted ITWS Test Readiness Review 

• Completed FY00 goal by completing algorithm 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Deliver First Article (FA) systems • Complete FA Systems factory and site 

acceptance testing 

• Begin full scale production • Initiate procurement and delivery of 37 

production systems 

• First production system ORD 

• ITWS last production 

• Beginning in 2003, d

algorithms and/or upmicroburst predictionforecast products basweather research

2A13 Goal(s): 2.1; 3.1 

Program Description FY2000 Program Accomplishmen

Voice Switching and Control System (VSCS) – VSCS provides ARTCC A/G 

and Ground to Ground (G/G) voice communication with a software controlled switching system. Voice switching and control system training and backup switches (VTABS) was developed to meet AT requirements for a separate standalone VSCS Backup and Training System. It provides the ability to control air traffic in the event of VSCS failure, hardware and software maintenance or power loss. The Tandem computers are used for the VSCS control subsystem (VCSU). Due to increased cost of the licensing fees and parts obsolesce a replacement for the Tandem is needed. 

• Completed installation and ORD of VTABS • Completed removal activities of all residual VS

M-1 control rooms and returned to Harris as paEquipment (F&E) inventory 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete development and testing of VCSU 

and delivery to Seattle Center for key site testing 

• Support agency priority initiative “Choke 

Point” 

• Develop plan for supporting expansion of 

• Complete installation and Contractor 

Acceptance Inspection (CAI) of VCSU at the FAA Technical Center, Aeronautical Center, and 12 operational ARTCCs 

• Replace VTABS Control Sub-system Laser 

Printer and Cut-over Switch Personnel 

• Complete VCSU inst

remaining 9 ARTCC

• Continue technology 

upgrade activities to equipment power supworkstation upgrade, 
Program Plan FY2001 Program Plan FY2002 Key Events 

VTABS capability both at operational sites and Aeronautical Center 

• Implement fixes to address audio clipping, 

automatic gain control and tone notching problems found in FAA voice switches 

• Conduct study to evaluate wider applications of 

potential COTS solutions

Computers upgrade

2A15 Goal(s): 2.1/2.1.1/2.1.2; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

ARTCC Building Improvements/Plant Improvements - Guam Center Radar Approach Control (CERAP) Relocation - to Agana International Airport Base Operations Building 

• No funding in FY2000 

Program Plan FY2001 Program Plan FY2002 Key Events 

• No funding in FY2001 • Construction and refurbishment of the existing 

base building at Guam International Airport at Agana. 

• FY2003: Procure and 

• FY2004: Procuremen

MicroEARTS, Voice 

2A17 Goal(s): 2.1; 3.1 

Program Description FY2000 Program Accomplishmen

Air Traffic Control En Route Radar Facilities Improvements – a 

refurbishment program for aging, obsolete facilities and systems

• Removed surplus radar equipment and existing 

coverage of the newly installed ARSR-4 radar 

• Commenced facility infrastructure upgrades • Performed en route radar in-service engineering 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Perform facility infrastructure upgrades at 20 

en route long-range radar facilities. Upgrades include the refurbishment or replacement of Heating, Ventilation, and Air-Conditioning (HVAC) system and power panels, improvements to grounding systems, and replacement of equipment shelters, where necessary 

• Perform en route radar in-service engineering 

• Perform facility infrastructure upgrades at 20 

en route long-range radar facilities. Upgrades include the refurbishment or replacement of HVAC system and power panels, improvements to grounding systems, and replacement of equipment shelters, where necessary 

• Perform en route radar in-service engineering 

• Perform facility infra

en route long-range rinclude the refurbishHVAC system and pimprovements to groreplacement of equipnecessary in 2003-20

• Perform en route rad

in 2003-2006 
2A18 Goal(s): 2.1; 3.1 

Program Description FY2000 Program Accomplishmen

En route Communications and Control Facilities Improvements – collection of improvement projects required to keep the national airspace system facilities efficient and up-to-date

• Funded Phase II Equipment Room modernizati

Unmet FY2000 Goals: The following projects werfunding cut: 

• Security Improvements. • Equipment Room Phase IV modernization• Fire alarm system replacement 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete modernization of San Juan CERAP 

Operations Wing 1st Floor 

• Security improvements. • Modernize Equipment Room - Phase IV. • Fire alarm system replacement 

• Reconfigure the Operations room 

/Replacement of the M-1 Console. 

• Construction of the Mechanical Mezzanine 

• FY2003: Refurbish b

shop building. 

• Improve site drainag• FY2004: Modernize 

building. 

2B01 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.4 

Program Description FY2000 Program Accomplishmen

Terminal Doppler Weather Radar (TDWR) – Provide - detects windshear events such as microbursts, gust fronts, and related hazardous wind shear in the vicinity of airport approach and departure corridors for pilots and controllers.

• Completed 45th system, available for operationa

• Commenced Pre-Planned Product Improvemen

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete installation of last 2 of 47 systems 

(Midway and New York systems)

• Complete deployment of the Radar Products 

Generator Rehost upgrade at all sites 

• Implement remaining 

including the new ribrings by 2003
2B03 Goal(s): 1.1/1.1.5 

Program Description FY2000 Program Accomplishmen

Airport Surface Detection Equipment (ASDE) Model -3 - radar system installed at 34 high-activity airports that detects and displays aircraft and vehicle 

movement on the airport surface, allowing controllers to effectively manage airport surface operations during low-visibility conditions such as rain, fog, and 

night operations. 

• Completed installations for 39 of 40 systems 

• Completed delivery of 40th system 

• Completed the procurement of the transmitter m

Program Plan FY2001 Program Plan FY2002 Key Events 

• Begin service life extension program to 

upgrade microprocessors 

• Compete last system available for operational 

use 

• Initiate Congressionally directed roll ring/slip 

ring evaluation 

• Commence activities to resolve Ronald Regan 

Washington National Airport coverage anomalies and submit congressionally requested report. 

• Continue service life extension program • Submit Congressionally requested roll 

ring/slip ring report 

• Continue service life 

through 2004 

2B04 Goal(s): 1,.1/1.1.4/1.1.5 

Program Description FY2000 Program Accomplishmen

Airport Movement Area Safety System (AMASS) - enhances the function of the ASDE-3 radars installed at 34 high-activity airports by providing automated visual and aural alarm alerts and warnings to aid in the prevention of accidents from runway incursions and other hazards

• Completed development, and operational testin• Commenced IOT&E • Completed delivery of the 38th of 40 systems 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete delivery of the 39th system 

• First system available for operational use 

• Last system available for operational use • Commence Pre-Planned Product 

Improvements 

• Continue Human Factors Phase III 

• All systems fully ope• Continue Pre-Planne
2B05 Goal(s): 2.1/2.1.4; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Terminal Air Traffic Control Facilities - Replace – a program to replace candidate ATCT and TRACONs that cannot meet the needs of present day 

airport operational requirements.

• Commissioned 7 ATCT/TRACONs in FY 2000

Program Plan FY2001 Program Plan FY2002 Key Events 

• Begin activities to replace 5 ATCT/TRACONs • Procure equipment for 7 sites per year • Commission 4 sites • Start construction for 6 sites 

• Start activities to replace 5 ATCT/TRACONs 

in 2002 

• Procure equipment for 15 sites • Commission 2 sites • Start construction for 6 sites 

• Procure equipment fo

• Start activities to rep• Commission 30 sites • Start construction for 

2004 

2B06 Goal(s): 2.1/2.1.4; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Airport Traffic Control Tower (ATCT) /Terminal Radar Approach Control (TRACON) Facilities - Improve – upgrade and improve various terminal facilities and equipment to meet current and future operational requirements

• Initiated, continued or completed modernizatio

facilities

Program Plan FY2001 Program Plan FY2002 Key Events 

• Improve, repair and sustain 58 sites that are not 

candidates for relocation or consolidation 

• Add radar positions at 4 ATCT/TRACON 

facilities 

• Add Data Display Systems to 10 

ATCT/TRACON facilities 

• Replace, improve heating air conditioning 

systems at 3 ATCT/TRACON facilities 

• Provide regional improvements to 21 

ATCT/TRACON facilities 

• Improve upper and sustain 55 sites that are not 

candidates for relocation or consolidation 

• Add operating positions at 2 ATCT/TRACON 

facilities 

• Add Data Display Systems to 3 

ATCT/TRACON facilities 

• Replace improve heating, air conditioning 

systems at 4 ATCT/TRACON facilities 

• Provide regional improvements to 12 ATCT/ • TRACON facilities 

• Continue facility sus

activities. Number of Regional priorities an
2B07 Goal(s): 2.1; 3.1 

Program Description FY2000 Program Accomplishmen

Terminal Voice Switch Replacement (TVSR) – procures modern COTS/NDI airport traffic voice switches to replace Electro-mechanical and aging electronic switches at ATCTs and TRACON facilities, and provides voice switching equipment to support new terminal and TRACON establishments

• Procured and delivered 26 of 241 Enhanced Te

(ETVS) systems 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure and deliver 27 of 241 ETVS systems • Procure and deliver 10 of 241 ETVS systems • Procure 10 of 241 ET

• Procure 25 of 241 ET

2B08 Goal(s): 4.1; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

NAS Facilities Occupational Safety and Health Administration (OSHA) and Environmental Standards Compliance – implements programs for OSHA and Environmental Compliance, Fire Life Safety and Energy Conservation

• Implemented OSHA/environmental plans, actio

including fire life safety upgrades and training 

Unmet FY2000 Goals:

• Twelve ATCT fire life safety upgrades not 

decrease in funding levels 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Implement a Lockout/Tagout program to 

protect FAA employees from injury or death 

• Standardize required Occupational Safety and 

Health (OSH) and environmental training courses, and fire life safety upgrades at towers 

• Support the FAA equipment and facilities 

decommissioning program 

• Provide OSH and env

courses, and implemupgrades for towers 

• Implement energy ef

efforts 

2B09 Goal(s): 2.1/2.1.2/2.1.4; 3.1; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Potomac TRACON – consolidation of the Dulles, Reagan National, BaltimoreWashington and Andrews Air force Base TRACONs into a single control facility to modify the associated airspace

• Conduct equipment installations. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete equipment installations and 

telecomm circuit activation. 

• Equipment and system integration testing. • Continue to sustain Potomac TRACON. 

• Commission Potomac TRACON 
2B10 Goal(s): 2.1/2.1.2/2.1.4; 3.1; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Northern California TRACON – consolidation and integration of the approach control functions of Bay, Sacramento, Stockton, and Monterey TRACONs, as well as some Oakland ARTCC airspace 

• Extensive site prep and infrastructure work at N

TRACON and its remote sites. 

• Equipment installations: Digital Voice Recorde

telecomm, Emergency Communication Systemvoice switch (RDVS) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Northern California TRACON Facility 

Commissioned 

2B12 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Voice Recorder Replacement Program (VRRP) – provide reliable legal recording services, while reducing maintenance staffing requirements and logistics support

• Procured and delivered 36 of 513 DVRS system

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure and deliver 29 of 513 DVRS systems • Procure and deliver 52 of 513 DVRS systems • Procure and deliver r

systems 

2B13 Goal(s): 2.1/2.1.2; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

NAS Infrastructure Management System (NIMS) – establish a National Operations Control Center (NOCC) and 3 strategically located Operations Control Centers (OCCs) to centralize information and technical expertise. COTS based information system will be utilized that consist of distributed computers integrated software and database application, remote monitoring and control capabilities. NIMS will provide the necessary tools to FAA maintenance personnel to support an advanced Performance Based Management System

• Procure and deliver first half of NIMS Initial H

Unmet FY2000 Goals: • Did not open three OCCs with a standard set of 

procedures (Not completed due to an agreemenPASS Union) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Begin NIMS Phase 2 • Procure and deliver remaining NIMS Initial 

Hardware Suites for OCCs 

• Procure an Enterprise Mana

gement (EM) tool 

• Deploy a COTS/NDI based EM Tool • Complete deployment of at En Route SOC • Complete deployment of MOM at OCCs for 

Element Managers 

• Complete cutover to 

MMS/Inscribe DB/E

• Complete interface o

• Complete develo

pme
Program Plan FY2001 Program Plan FY2002 Key Events 

and Integration service and test an EM baseline environment to be deployed to OCCs 

• Initiate deployment of EM En Route Sector 

Operations Center (SOC) 

• Initial deployment of Manager of Managers 

(MOM) at OCCs for Element Manager 

• Initiate migration to new Resource Manager 

(RM) database-deployment of RM interface and Peer System interface 

• Upgrade portable maintenance terminals with 

NIMS functionality (Tech-Refresh) 

• Complete migration to new RM databasedeployment of RM interface and Peer Systems 

interface 

• Initiate cutover to new RM: retire legacy 

Maintenance Monitoring System (MMS)/ Inscribe Data Base (DB)/Expand Peer System 

• Initiate interface of RM to Logistics System • Initiate development of Maintenance 

Automation System Software (MASS)/Maintenance Control Facility (MCF) replacement and retire MCF and maintenance processor subsystem (MPS) 

• Upgrade portable maintenance terminals to 

ensure compatibility with NIMS functionality (Tech-Refresh) 

replacing aging syste

• Expand functionality 

metrics and performa

• Upgrade portable ma

ensure compatibility 

• Initiate planning for P

2B14 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Terminal Digital Radar - Airport Surveillance Radar (ASR-11) – a digital 

radar system with an integrated monopulse Secondary Surveillance Radar Selforganizing Time Division Multiple Access beacon system acquired to replace aging ASR-7 and 8 units

• Production Decision made in July 2000 

• Procure 10 of 112 production systems and test • Perform 8 site surveys and 12 site designs 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure 8 of 112 production systems, test 

equipment, and initial depot spares/repair parts with site preparation, facilities and construction 

• Perform 18 site surveys and 24 site designs 

• Procure 24 of 112 production systems, test 

equipment, and depot spares/repair parts with site preparation, facilities and construction 

• Perform 18 site surveys and 24 site designs 

• Procure 66 additiona

• ASR-11 first system 
2B15 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.2 

Program Description FY2000 Program Accomplishmen

Weather Systems Processor (WSP) – establishes terminal aviation weather capability at ASR equipped airports which do not receive the terminal Doppler weather radar, have high exposure to wind shear, and conduct medium to high amounts of air traffic operations

• Delivered 5 first article systems and commence

• Awarded the production option for 32 systems 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Commence deployment and commissioning of 

1st of 32 systems 

• Complete deployment and commissioning of 

all 37 systems by 2002 

2B16 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Department of Defense (DoD)/FAA Facilities Transfer – designates selected approach controls to be transferred from the DoD to the FAA 

• Operated the Fort Sill, OK Army Radar Approa• Modernized facilities at DoD transferred locatio

Patrick, FL; Camp Kohler; El Toro; and Glenvi

Program Plan FY2001 Program Plan FY2002 Key Events 

• FAA will modernize facilities at DoD 

transferred locations: McClellan/Camp Kohler; El Toro; Agana, Guam; K.I. Sawyer; and Vandenburg, CA. 

• FAA will acquire approach control services 

from the Naval Air Station at Point Mugu, CA. 

• FAA will install two ASR-11’s to meet new 

requirements set by DOD. 

• Continue to moderni

transferred to the FA

2B17 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Airport Surveillance Radar (ASR-9) – procure UPS and engine generators for specific ASR-9 facilities to reduce outages

• Completed 2 ASR-9 upgrades 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Implement power conditioning systems at 

ASR-9 locations 

• Complete 2 ASR-9 upgrades • Start replacement of receiver protectors that 

have exceeded their service life 

• Procure a transportable ASR-9 system for Palm 

Springs Regional Airport 

• Continue St. Louis ASR-9 relocate activities 

• Continue service life extension program • Complete service life 
2B18 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Mode Select (Mode-S) – Provide – installation of hardware circuit card assembly’s and software to deploy Traffic Information Systems, and Dynamic Reflectors

• Commissioned 5 Mode-S systems 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Deploy 68040 Boards • Deploy Beacon Video Reconstituer 

• Complete Mode-S National Upgrade • Last ORD for full Mode-S system 

• Last Mode-S system 

use in 2005 

2B19 Goal(s): 2.1; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Terminal Applied Engineering – provides up front planning and will determine how best to integrate the modernization of 40 ATC systems at over 400 terminal facilities into the NAS by the year 2007.

• Identified candidate locations for receiving Gov

Evaluations (GTEs). 

• Developed guidelines and processes for the Nat

Transition Plans (TATPs); updated Data Design 

• Formulated plans to provide guidance to on the 

formulation of TATPs. 

• Identified Configuration Management (CM) pro

TATP was completed.

Program Plan FY2001 Program Plan FY2002 Key Events 

• Evaluate approximately 38 TRACONs and 

their associated towers to identify specific requirements for new equipment transition and integration into the NAS. 

• Generate facility-specific transition plans 

TATPs for GTE locations. This includes baselining the facility, placing it under strict CM control, and establishing target-year design documentation. 

• Evaluate approximately 39 TRACONs and 

their associated towers to identify specific requirements for new equipment transition and integration into the NAS. 

• Generate facility-specific transition plans 

TATPs for GTE locations. This includes baselining the facility, placing it under strict CM control, and establishing target-year 

design documentation. 

• Sites evaluated in prior year(s) should be reevaluated for changes. 

• Evaluate approximat

their associated towerequirements for new integration into the N

• Generate facility-spe

TATPs for GTE locabaselining the facilityCM control, and estadesign documentatio

• Sites evaluated in pri

evaluated for change
2B20 Goal(s): 2.1/2.1.2/2.1.4 

Program Description FY2000 Program Accomplishmen

Precision Runway Monitors (PRM) – provide capability to conduct simultaneous independent IFR approaches to parallel runways spaced less than 4300 ft. apart, thus returning lost capacity, reducing delays, and improving fuel savings

• Initiated installation at John F. Kennedy Airpor• Delivered and installed system at Philadelphia A• Commenced reflection processing improvemen• Implemented lightning and grounding system im

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete Philadelphia system testing • Commission Philadelphia system • Procure additional system spares • Complete ARTS IIIE development • Commence STARS interface development • Complete reflection processing study 

• Complete John F. Kennedy Airport site 

construction 

• Commence site installation activities in Atlanta • Complete STARS interface development 

• Award contract to in

in 2003 

• Commence construct

2003 

• Complete Atlanta ins• Commission Atlanta 

2B21 Goal(s): 1.1/1.1.4/1.1.5 

Program Description FY2000 Program Accomplishmen

Airport Surface Detection Equipment – Model X (ASDE-x) – A modular surface surveillance system capable of processing radar, multilateration, and 

ADS-B sensor data which provides seamless airport surface surveillance of air traffic controllers. ASDE-x was designed for the 2nd tier airports that are not 

covered by the ASDE-3 AMASS program. The ASDE-x system will increase situational awareness for air traffic controllers during inclement weather conditions by depicting aircraft vehicle position and identification information overlaid on a color map showing the surface movement area and arrival corridors.

• Completed Requirements Analysis • Completed draft specifications • Completed draft Statement of Work • Released the Request for Offer SIR • Received Technical Response • Preliminary Hazard Analysis briefing to the Sy• Preliminary Hazard Analysis Report completed • Conducted Investment Analysis and JRC gave • Memorandum of understanding signed with NAUnmet FY2000 Goals:

• Contract award delayed from planned Sept

due to Contractor protest. [Contract award

Program Plan FY2001 Program Plan FY2002 Key Events 

• Contract awarded (Oct 2000) • Conduct Integrated Baseline Review 

• Hold Integrated Logistics Support Conference • Complete Pre-site surveys • Preliminary and Critical Design Review 

• Factory Acceptance Test • System install & checkout • Site Acceptance Test • Make production buy decision for up to 25 

systems 

• Perform OT&E 

• Conduct IOT&E • First Article ORD • Incorporate required • Exercise contract opt

systems 

• Develop system enha
2B22 Goal(s): 2.1/2.1.2/2.1.4; 3.1; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Houston Area Air Traffic System – Provides expansion of three city-owned airports to expand capacity. Includes deployment of navaids for new runways, lighting systems, reconstruction at Houston Hobby and a new TRACON servicing the airports. TRACON expansion to support new runway at George Bush Intercontinental Airport, followed by replacement of TRACON with 

fourth runway construction.

Program Plan FY2001 Program Plan FY2002 Key Events 

• New Start • Acquires navigation aids for 3 airports • Support design and engineering for terminal 

expansion 

• Communications for TRACON expansion • Construction and equipage of 3 new positions 

in TRACON and local control in the tower 

• Construct new TRAC

prior to 4th runway sc

2B23 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Terminal Radar (ASR) Improve – provides incremental improvements to terminal radars that are used to determine aircraft positions approaching, departing, and passing through terminal areas

Program Plan FY2001 Program Plan FY2002 Key Events 

• Provide digital charting • Replace obsolete solid state video mapper with 

modern equipment at Anchorage Tower and Fairbanks Tower Alaska 

• Provide video feed from Richmond ASR-9 

capable of switching between Richmond, Norfolk, and Elizabeth City ASRs 

• Install ATCBI-5 system at Nellis AFB • Procure Micro-EARTS display at Anchorage 

TRACON 

• Provide mobile ATCT for FY 02 Olympic 

games 

• Continue incremental improvements • Continue incrementa
2B24 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Terminal Communications Improve – regional improvement projects to modify and sustain systems

• Continuing level of effort work 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Provide 4 additional VTABS at Seattle, WA 

ARTCC 

• Provide a Systems Atlanta Information Display 

System (SAIDS) data display system at Fairbanks tower and Flight Service Station 

2C01 Goal(s): 2.1; 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Flight Service Station (FSS) Modernization – procurement of power conditioning systems for the Automated Flight Service Station (AFSS) to alleviate power problems and accommodate any new load requirements from future systems. Upgrade and sustain leased and owned FSSs.

• 

Program Plan FY2001 Program Plan FY2002 Key Events 

• UPS installation at 9 sites • HVAC upgrades at 3 sites • Minor infrastructure improvements at 10 sites. 

Includes roof, fire life safety, and upgrades to OSHA standards. 

• UPS installation at 9 sites • HVAC upgrades at 3 sites • Minor infrastructure improvements at 10 sites. 

Includes roof, fire life safety, and upgrades to OSHA standards. 

• UPS installation at 2• HVAC upgrades at 2

• Major rehabilitation 

fire life safety and upstandards 

2C02 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.4 

Program Description FY2000 Program Accomplishmen

Automated Surface Observing System - Automated Surface Observing System Network (ASWON) – The purpose of ASWON is to support FAA and National Weather Service (NWS) modernization by automating the surface weather observations for pilots, operators, and air traffic personnel. ASWON includes the AWOS, ASOS, Automated Weather Sensors Systems (AWSS), Stand Alone Weather Sensors (SAWS), and ASOS Controller Equipment Information Display System (ACEIDS). 

• Deployed 61 ASOS AWSS 

• Deployed 1 of 8 ACE-IDS • Deployed 1 developmental and test Automated 

Visibility, Cloud Height and Cloud Coverage (A

• Delivered 1st Stand Alone Weather Sensors (SAUnmet FY2000 Goals:

• Did not deploy 7 ACE-IDS 
Program Plan FY2001 Program Plan FY2002 Key Events 

• Deploy remaining 23 ASOS automated weather 

sensor systems 

• Deploy remaining 7 ACE-IDS

• Implement product improvements and upgrades 

to ASOS 

• Deliver 36 SAWS systems • Commission 47 ASOS 

• Implement product improvements and 

upgrades to the base ASOS system 

• Deliver 54 SAWS systems • Deploy remaining 8 AWSS • Commission 28 ASOS 

• Procure and impleme

sites 

• Implement product im

upgrades to the base 

• Deliver 180 SAWS s

2C03 Goal(s): 2.1; 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

Flight Service Automation System (FSAS) Operational and Supportability Implementation system (OASIS) – The initial acquisition strategy was for a COTS/NDI based leased service. The current acquisition is a modified COTS/NDI based solution. Additional software development was necessary to meet operational suitability requirements. The OASIS program replaces all FSAS hardware and Software, enhances the current FSAS operational capabilities, incorporates the Interim Graphic Weather Display System (IGWDS) and Direct User Access Terminal functionality, and provides new equipment consoles. 

• Conducted system test and evaluation at Seattle 

• Completed training at Seattle • Seattle AFSS went operational in September • Completed new console installation at Seattle a

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue software development and testing • Procure 15 and install 2 systems 

• Complete IOT&E • Receive In Service Decision at Seattle • OASIS lease service first system available for 

operational use 

• Procure and deliver r

systems 

• OASIS lease service 

operational use - 200

2C04 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Weather Message Switching Center Replacement (WMSCR) – collects, 

stores, and distributes weather data and notices to airmen (NOTAM) data.

• Sustained WMSCR hardware and software add

modifying structure to accommodate expanding 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Sustain WMSCR hardware and software 

through 2005 

• Sustain WMSCR hardware and software 

through 2005 

• Sustain WMSCR har

through 2005 
2C05 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Flight Service Station Switch Modernization – replaces electronic voice 

switching systems at selected stand alone flight service stations and automated FSSs

• Initiated system engineering and support activit

Program Plan FY2001 Program Plan FY2002 Key Events 

• Release SIR in February 2001 • Perform Operational Capability Testing • Procure and deliver between 4 – 8 Small Tower 

Voice Switch (STVS) systems to Alaskan region FSSs 

• Award contract in December 2001 • Procure and deliver 3

Switches between 20

2C06 Goal(s): 2.1; 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Flight Service Facilities Improvement – upgrade and improve flight service facilities

Program Plan FY2001 Program Plan FY2002 Key Events 

• Provide a new FSS building in Cold Bay, AK • Replace carpet throughout the AFSS at Ranch 

Murieta, CA 

• Replace raised floor carpet tiles at Great Falls 

AFSS 

• Continue facility upgrade at various locations • Continue facility upg

2D01 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Very High Frequency Omni-directional Radio Range (VOR) with Distance Measuring Equipment (DME) – establish VOR/DME facilities improvements for en route and terminal air navigation facilities to provide safe and efficient flights and landings

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure and deliver 203 of 203 Tactical Air 

Navigation System (TACAN) antenna retrofit kits 

• Perform field installation of TACAN antenna 

retrofit kits at 36 field locations 

• Perform field installation of TACAN antenna 

retrofit kits at 36 field locations 

• Install all remaining 

kits 

• Continue Doppler co

relocates as funding p
2D02 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.2/2.1.4 

Program Description FY2000 Program Accomplishmen

Instrument Landing System (ILS) – Establish/Upgrade – establish new, partial and full Category I/II/III ILS and associated equipment (DME, RVR, Approach Lighting System With Sequence Flasher 2 (ALSF-2), Medium Intensity Approach Light System with Runway Alignment Indicator Lights (MALSR)) 

• Delivered last 9 of 150 ILS CAT I systems 

• Delivered last 3 of 22 ILS CAT III systems • Delivered last 12 of 20 ALSF-2 systems • Delivered last 3 of 52 DME systems 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Deploy 5 ILS systems • Deploy 1 ALSF-2 system • Deploy 4 MALSR systems • Award CAT 2/3 ILS contract • Acquire additional MALSR, ALSF-2 & ILS 

systems per Congressional direction 

• Conduct site surveys on Congressionally 

directed locations 

• Determine best method for installation of 

equipment for Congressionally directed locations 

• Begin installation and construction activities at 

Congressionally directed locations 

• Perform regional installations at ILS, MALSR, 

and ALSF-2 locations 

• Begin procurement a

equipment to support Network (MON), repwill be retained 

2D03 Goal(s): 1.1/1.1.4; 2.1/2.1.1 

Program Description FY2000 Program Accomplishmen

Gulf of Mexico Off Shore Program – Provide enhanced communications to support air traffic operations and services in the Gulf of Mexico airspace. Currently, aircraft traversing the Gulf of Mexico airspace operate under ICAO rules. Providing the necessary improvements to the communication infrastructure, which will support improved navigation, surveillance, and weather services, will rectify system shortfalls.

• Received production approval • Completed construction of second prototype bu• Demonstrated 100% buoy reliability at propose

300nm in Gulf 

• Completed certification capability testing of 2 M

Range (VERN) 

• Completed Interim Notification of VERN Certi
Program Plan FY2001 Program Plan FY2002 Key Events 

• Award production contract • Begin buoy #3 construction • Continue to support VERN and satellite 

telecommunications 

• Complete prototype and reliability testing for 

second buoy 

• Begin operator and maintenance training • Complete VERN certification and initial 

operational capability 

• Complete Investment Analysis for Phase II • Refurbishment of buoy #1 

• Complete buoy #3 refurbishment • Deliver first operational buoy • Complete operational test and evaluation • Transfer VERN to Operational Control of 

Houston Center 

• Procure 1 fixed platform with power supply, 

retrofitted with navigation, surveillance, weather, and automation equipment 

• Begin development a

Communication Systenhancements 

• Expand surveillance 

infrastructure to redu

2D04 Goal(s): 1.1/1.1.1/1.1.2/1.1.3 

Program Description FY2000 Program Accomplishmen

Low Level Windshear Alert System (LLWAS) – Upgrade - Phase II – provide flight safety by measuring wind speed and direction at remote sensors located on and around airports, determining whether hazardous wind shear is present, and displaying this information to air traffic controllers who, forward warnings to pilots. LLWAS sustainment provides replacement systems for 39 stand-alone LLWAS-2 sites that will not have TDWRs or WSPs.

• Commissioned 9 LLWAS Network Expansion 

• Completed the radio buy supporting Developm

Program Plan FY2001 Program Plan FY2002 Key Events 

• Install 3 LLWAS support systems • Deliver, install and commission 39 LLWAS 

Sustainment systems 

• Upgrade 9 LLWAS Network Expansion sites • Commission Daytona Beach LLWAS 

• Continue network ex

2D05 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.4 

Program Description FY2000 Program Accomplishmen

Approach Lighting System Improvement Program (ALSIP) – procures and 

installs frangible approach lighting equipment, including approach lighting system with sequenced flashing lights (ALSF-2) and medium-intensity approach lighting system with runway alignment indicator lights (MALSR) lighting

• Procured 12 of 80 ALSF-2 systems 

• Delivered 11 of 80 ALSF-2 systems • Delivered 17 of 292 MALSR systems 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procured 12 of 80 ALSF-2 systems • Conduct site surve

ys on Con

gressionall

y

• Perform regional installations at 3 MALSR 

and 1 ALSF-2 locations 

• Perform regional inst

and 2 ALSF-2 locatio
Program Plan FY2001 Program Plan FY2002 Key Events 

directed locations 

• Determine best method for installation of 

equipment for congressionally directed locations 

• Begin installation and construction activities at 

Congressionally directed locations 

• Perform regional inst

and 2 ALSF-2 locatio

• Perform regional inst

and 2 ALSF-2 locatio

• Perform regional inst

and 3 ALSF-2 locatio

2D06 Goal(s): 1.1/1.1.1/1.1.2/1.1.3; 2.1/2.1.4 

Program Description FY2000 Program Accomplishmen

Runway Visual Range (RVR) Establish – provides a standardized, instantaneous, and accurate method of measuring actual meteorological visibility on precision approach equipped runways

• Procured 20 of 604 visibility sensors • Procured 40 of 581 sensor interface cards 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Deliver 5 RVR systems in the field • Acquire additional systems per Congressional 

direction 

• Conduct site surveys on Congressionally 

directed locations 

• Determine best method for installation of 

equipment for Congressionally directed locations 

• Begin installation and construction activities at 

Congressionally directed locations 

• Install 12 of 264 RVR systems • Install 13 of 264 RVR 

2D07 Goal(s): 1.1; 2.1 

Program Description FY2000 Program Accomplishmen

Distance Measuring Equipment (DME) Sustain – provides for procurement and installation of DME systems

• DME contract awarded 

• Procured 15 of 225 DME systems 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure approximately 14 of 225 DME systems • Deploy 10 DME systems in the field • Conduct site survey, procure and install 

equipment at Newark Airport. 

• Procure, deliver, and install approximately 18 

DME systems 

• Procure and deliver r

systems between 200
2D09 Goal(s): 1.1; 2.1 

Program Description FY2000 Program Accomplishmen

Non Directional Beacon (NDB) Facilities – Sustain - components of the ground based navigation system

• Procured and installed NDB equipment at Alas

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue to procure and install NDB equipment • Continue to procure and install NDB equipment • Continue to procure 

equipment between 2

2D10 Goal(s): 1.1/1.1.3; 2.1 

Program Description FY2000 Program Accomplishmen

Visual Navigation Aids (Navaids) - Establish/Expand – procures and installs 

visual navaids including Precision Approach Path Indicators (PAPIs) and Runway End Identification Lights (REILs) to enhance landing capabilities at designated airports.

Program Plan FY2001 Program Plan FY2002 Key Events 

• Award new PAPI contract • Deploy 5 PAPI systems in the field • Provide installation funding for 4 previously 

procured PAPI systems 

• Begin installations of 24 previously procured 

REIL 

• Install previously procured PAPI systems • Install previously pro

13 systems in 2003, 2and 36 in 2006 

2D11 Goal(s): 1.1/1.1.3; 2.1 

Program Description FY2000 Program Accomplishmen

Visual Approach Slope Indicator (VASI) – Replace with Precision Approach Path Indicator (PAPI) - procures and installs PAPIs replacing VASIs to enhance landing capabilities at designated airports. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure Safer Skies identified systems • Acquire additional systems per Congressional 

direction 

• Conduct site survey, procure and install 

equipment at Congressionally directed location (Cleveland Hopkins) 

• Procure Safer Skies identified systems • Continue procurement and installation of PAPI 

systems to replace VASI systems 

• Continue procuremen

systems to replace V
2D13 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Long-Range Navigation -C (LORAN-C) – Upgrades/Modernization - provides navigation and timing signals to a variety of users including maritime and aviation communities 

• Continue to upgrade and modernize LORAN-C 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue to upgrade and modernize LORAN-C 

navigation equipment 

• Continue to upgrade and modernize LORANC navigation equipment 

2D14 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Instrument Approach Procedures Automation (IAPA) - Pilots use instrument approach procedures to land at airfields during IFR conditions. The FAA’s National Flight Procedures Office develops and maintains all United States Civil Standard Instrument Approach Procedures (SIAP) as well as those operated by DOD. The FAA’s requirement for developing and maintaining new procedures increases as new navigation technologies are implemented in the NAS. This program provides automated tools that allow FAA specialists to develop more timely and accurate SIAP’s and standard instrument departures. 

• Tape Drives purchased for maps to regional off

• Servers purchased for maps and additional obst• Digital maps in 1:24,000 scale purchased • Feasibility study for porting IAPA to a Personn

being conducted 

• WAAS precision, LNAV/VNAV and LNAV de

excluding Missed Approach segments 

• New Precipitous Terrain criteria programmed a

started 

• Departure tool delivered to users Unmet FY2000 Goals: • Replacement of printers to support the IAPA sy

• Software to enable the users to draw the instrum

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete programming for RNP, missed 

approach segments, precipitous terrain, use of terrain data for all segments 

• Develop Fly-ability tool for delivery to users • Complete feasibility of porting IAPA to 

Personnel Computer platform and purchase prototype equipment and begin the porting process 

• Maintain the current production system 

including numerous new criteria changes 

• Configure new servers and complete delivery

• Complete porting software to a new platform • Begin testing and certification process • Purchase new IAPA workstations • Maintain the current production system 

including changes to criteria 

• Develop, certify and deliver fly-ability tool and 

other “suite of tools” required to support the Commercial Aviation Safety Team (CAST) plan 

• Certify and deploy n• Continue to develop 

segments 

• Continue to develop 

the regions in suppor

• Continue to maintain 

and keep pace with c
Program Plan FY2001 Program Plan FY2002 Key Events 

of 1:24,000 maps 

• Purchase replacement printers • Purchase necessary software to provide 

drawing capabilities 

2D15 Goal(s): 1.1/1.1.3; 2.1 

Program Description FY2000 Program Accomplishmen

Navigation and Landing Aids – Service Life Extension - procures and installs visual navaid approach lighting systems including ALSF-2 and MALSR as well as other ground-based navigation and landing aids like PAPIs and REILs that are needed to maintain landing capabilities. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• • New Start for installation of 1 ALSF 2 and 

planning for program expansion 

• Expands installation 

with approach lightinvisual aids 

2D16 Goal(s): 1.1; 2.1 

Program Description FY2000 Program Accomplishmen

Navigational and Landing Aids Improve – provide NAVAID, ILS, and glide slope improvements

Program Plan FY2001 Program Plan FY2002 Key Events 

• In Chantilly, VA, move monitoring and control 

of ILS and ancillary equipment from TRACON to the tower 

• In Clarksburg, WVA, remove obstructions in 

area surrounding the VOR 

• Replace outer markers with state of the art 

systems in 7 locations 

• Procure and install self-supporting galvanized 

steel tower in Hyannis, MA 

• Install remote maintenance monitoring (RMM) 

system at Parksburg, WVA, 

• Relocate glide slope at Spokane, WA 

• Continue to sustain and upgrade projects • 
2E01 Goal(s): 1.1/1.1.3; 2.1 

Program Description FY2000 Program Accomplishmen

Alaskan NAS Interfacility Communications System (ANICS) – establishes 

an FAA-owned communications system within the Alaskan region that uses two satellites and two earth station configurations based on circuit critically

• 52 Phase I systems already operational • Phase II design at 100%, first site built • Six Phase II sites on order • One Phase II site operational 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete JRC approval for remaining 12 of 18 

Phase II sites 

• Obtain and deliver 10 ANICS Phase II sites • 10 sites cut over • Order 6 sites

• Order remaining 2 sites • Procure and deliver 8 Phase II sites, 

completing a total of 70 ANICS systems 

• Cut over 6 sites 

• Complete cutover of • Correct any joint acc

discrepancies 

2E02 Goal(s): 4.1 

Program Description FY2000 Program Accomplishmen

Fuel Storage Tank Replacement and Monitoring – sustain Fuel Storage Tank 

(FST) systems in its operational inventory to support continued operation of mission-critical activities

• Developed compliance assessment process for 

Regional FST systems 

• Supported FST cleanup activities in Alaskan re• Participated in FST Product Team workshops a

Program Plan FY2001 Program Plan FY2002 Key Events 

• Provide life/cycle replacement/sustainment of 

approximately 3000 FST systems 

• Provide support efforts on estimated 850 

decommissioned Civil Aeronautic Authority beacon sites 

• Provide FST life/cycle replacement, 

compliance assessments for Regional systems, and support for beacon sites 

• Conduct compliance 

monitoring of Region

• Provide life/cycle rep

FST systems 

• Continue remediation 

replacements 

2E03 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

FAA Buildings and Equipment – provide facility replacements and upgrades 

to reduce maintenance requirements associated with an aging infrastructure 

• Repaired/replaced cable, access roads, grounds

critical VORs 

• Repaired/replace electrical systems, flooring, an

most critical ARSRs 

• Established/improved lightning, grounding, bon

limited remote transmitter/receiver locations
Program Plan FY2001 Program Plan FY2002 Key Events 

• Replace/upgrade outdated radio communication 

link equipment, HVAC systems 

• Repair or replace the most dilapidated shelters 

for VOR equipment, radar, radar microwave links, ILS, engine generators and communications outlets 

• Repair/improve facility access roads 

• Repair/replace aging shelters • Continue funding for 

facilities 

• Continue funding and 

buildings for compliadirectives with the obdecline in facility inf

2E04 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Electrical Power Systems – Sustain/Support - replace existing nonsupportable engine/generators, obsolete distribution systems, and upgrade inadequate lightning protection and grounding systems

• Maintained integrated cost/Schedule database(s

system programs in compliance with Acquisitio

• Developed multi-year schedules for facility sus

management in prioritizing requirement and ide

• Updated standard design for Environmental sys• Installed power systems at Three locations • Finalized and distributed the Critical Power Dis

national Standard designs 

• Developed a process that ensures interaction be

Infrastructure Power Product Team and other te

• Sustained or modernized 10 Power systems. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Improve power at 5 ATCT and TRACON 

facilities in advance of STARS, 5 ARTCC facilities, and 7 other facilities 

• Commission power systems at four (4) Large 

TRACONs 

• Install CPDS at St. Louis Gateway • Power Policy Document Review And update. 

• Improve power at 10 ATCT and TRACON 

facilities in advance of STARS, 10 ARTCC facilities, and 14 other facilities 

• Install Power System at Chicago ATCT. 

• Completion of Traini

City. 
2E05 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Air Navigation Aids and ATC Facilities (Local Projects) - A program to handle Expeditiously unforeseen circumstances of various local emergencies in the course of daily operations

• Respond to unplanned emergencies that deman

provide minor site specific adjustments. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Respond to unplanned emergencies that 

demand immediate action and provide minor site-specific adjustments.

• Respond to unplanned emergencies that 

demand immediate action and provide minor site specific adjustments.

• Respond to unplanne

demand immediate asite specific adjustme

2E06 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Computer Aided Engineering and Graphics (CAEG) Modernization – The 

Computer Aided Engineering Graphics (CAEG) program provides for Computer Aided Design and Drafting (CADD) technology, training and equipment for the creation or modification of airport designs and the management of the designs and specifications. The National CAEG Facility provides the functionality of a library as the repository to store all National Standard Facility Drawings. CAEG also provides guidance and procedures on how drawings are to be prepared, submitted, and retrieved through the facility. 

• Awarded the Engineering Document Managem

pilot effort underway at 2 sites 

• Completed development of the Part 77 Analysi• Alpha Tested Radio Coverage Analysis System • Developed web-based Aeronautical Informatio• Obtained FAA approval of FAA-STD-002e (En

Management Preparation and Technical Suppor

• Procured 178 CADD 

• Procured 86 Specialized COTS CADD applicat• Procured 4 replacement servers and upgraded t• Procured 3 high production plotters (replaceme

production plotters (new sites) 

• Procured 146 CADD fundamentals training sea

CADD training seats and 6 developmental train

• Procured 2 replacement Drawing Backup Syste• Provided MicroStation transition assistance sup• Completed various drawing conversions of Nat

Standard Facility Drawings for field offices 

• Completed draft Order “National Standard Faci

Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete eDMS implementation at 6 major 

implementation sites (13 sites total) 

• Complete Part 77 Analysis tool Alpha and Beta 

testing, deploy and provide national training 

• Complete eDMS implementation at remaining 

7 sites 

• Develop and prototype test RCAS v11 (port to 

Windows NT, On-the-Fly Graphics, Database 

• Integrate the Automa

Management tool wi

• Replace 15 high prod

medium production p
Program Plan FY2001 Program Plan FY2002 Key Events 

• Deploy v10.2.1 of RCAS Software • Obtain bargaining Unit Approval of FAA-STD002e • Customize Micro-Station CADD Engine to 

comply with FAA-STD-002e 

• Customize AutoCAD CADD Engine to comply 

with FAA-STD-002e 

• Procure and field 10 medium production 

plotters 

• Procure and field 12 workstations • Procure a minimum of 75 CADD licenses (42 

replacement and 33 expansion) 

• Complete SAT and in-house operational testing 

of the National CAEG facility eDMS 

Enhancements) 

• Procure and field 12 Medium Production 

Plotters 

• Procure and field 13 Servers to replace aging 

Unix Workstations 

• Procure 133 licenses (100 replacement and 33 

expansion) 

• Release Airports System v2 

• Replace 12 eDMS se• Release Airports Sys

2E07a Goal(s): 1.1, 2.1 

Program Description FY2000 Program Accomplishmen

Aircraft Related Equipment Program – Provides major upgrades to Agencyowned aircraft, aircraft systems and flight simulators to support four flight program missions: Flight Inspection (33 aircraft), R&D (6 aircraft); Training (six training aircraft and one flight simulator); and Support (8 aircraft). 

• Exercised contract options to acquire VOR/ILS 

inspection aircraft. 

• Incorporated WAAS inspection capability in th

Inspection System (AFIS). 

• Developed and began implementation of a fligh

upgrade to the 6 BAe 800 aircraft. 

• Developed and incorporated new AFIS data ba

AIRNAV system. 

• Developed new flight inspection system interfa• Incorporated Low Light Level Television Posit

(LLLTVPS) capability in 6 Lear 60 Flight Insp

• Developed and fielded autonomous GPS monit

aircraft 

• Implemented mission use of Computerized flig

Scheduling System (CFMSS) dispatch and Dai

• Integrated CFMSS with the AIRNAV system. • Developed and incorporated minimum safe alti

Associate Program Manager support into the sc

• Commenced installation of Frequency Modulat

8.33 Khz VHF channel spacing on flight inspec
• Contract awarded to acquire RVSM capability 

Unmet FY2000 Goals: • Incorporation of full data-link capability betwe

Central Operations and aircraft for Daily Flight Accomplishment Record transmission. 

• Develop and field automated flight inspection r• Develop and field an on board digital facility d• Capability for processing of External Daily Flig

Accomplishment Record data to the CFMSS 

• Develop AIRNAV/GPS subsystems: 

• GPS Point in Space • Transponder Landing System (TLS) • Precision Approach Radar • Precision Runway Monitor (PRM) • Precision GPS/WAAS • Automate survey download process 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Commence installation of VOR/ILS receivers 

on flight inspection aircraft 

• Develop LAAS flight inspection capability for 

LEAR 60 aircraft. 

• Complete BAe 800 modification for RVSM • Complete installation of LLLTVPS system in 

Canadair 601 aircraft. 

• Complete technology upgrade for flight 

inspection display unit in all fleet aircraft. 

• Develop and field RNAV flight inspection 

capability 

• Conversion of CFMSS to fully Web based 

system. 

• Integration of GPS and RNAV processes into 

CFMSS. 

• CFMSS software enhancements to improve 

system performance. 

• Complete installation of FM Immunity and 8.33 

KHz Channel Spacing on Flight Inspection aircraft. 

• Complete the installation of VOR/ILS 

receivers on all flight inspection aircraft. 

• Develop real time flight inspection data 

reporting capability in fleet aircraft. 

• Complete LAAS capability in remaining 

aircraft. 

• Upgrade CFMSS hardware to increase 

performance and incorporate new technology advances. 

• Develop increased remote data capability. • Incorporate support for scheduling and 

reporting. 

• Upgrade CFMSS COTS software to 

incorporate greater system flexibility and efficiency. 

• Exercise contract option for 15 additional 

Mark VII TAWS units and 14 Mark V units; complete installation on all FAA aircraft. 

• Award contract to purchase certified LAAS 

flight inspection receivers for 33 flight 

• Award contract for W

receivers for 33 flighWAAS navigation reSupport aircraft. 

• Install WAAS/LAAS 

aircraft. 

• Complete interim mo• Complete CFMSS in• Acquire and install L

Communications syscommunications for 1 international R&D 

• Enhance Automated 

System 

• Enhance Flight Progr• Obtain voice/data ha• Acquire and install A

Avoidance System II international R&D ai

• Acquire and install n
Program Plan FY2001 Program Plan FY2002 Key Events 

• Complete RVSM Service Bulletin to ensure all 

BAe-800’s are in compliance 

• Award Contract for a partial order (24 Mark 

VII Terrain Awareness Warning System (TAWS) units) for all Agency aircraft. 

• Develop WAAS/LAAS software integration 

with flight inspection aircraft flight management systems 

inspection aircraft and LAAS navigation receivers for 5 R&D and 8 Support aircraft. 

• Implement total AIRNAV/GPS subsystems. 

voice recorders in all 

• Acquire and install C

aircraft. 

• Acquire and install ra

interference direction flight inspection airc

• Acquire and install d

replace analog equipall flight inspection a

• Acquire and install A

Agency aircraft. 

• Acquire and install n

system for flight sim

• Acquire/implement m

service bulletins for tsupport aircraft. 

2E07b Goal(s): 1.1; 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

Aircraft Related Equipment Program-Replace flight simulator -

• Investment analysis conducted; awaiting final a

Program Plan FY2001 Program Plan FY2002 Key Events 

• Approval of Investment Analysis. • Investment decision by JRC. 

• Issue Screening information request • Award Contract • Deploy New Simulator 

Continue operation of sim

2E08 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Airport Cable Loop Systems - Sustained Support – provides a redundant communication path using a fiber optic transmission system

• Not funded in FY2000

Program Plan FY2001 Program Plan FY2002 Key Events 

• Purchase fiber optic installation equipment • Complete fiber optic installations at one or two 

• Continue to replace airport system 

communication cabling system where airport 

• Continue to replace a

communication cablin
Program Plan FY2001 Program Plan FY2002 Key Events 

large airports 

• Begin fiber optic installations at one or two 

large airports 

• Provide FAA Academy-based training 

construction or system installations occur construction or system 

2E09 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Information Technology Integration - This budget line item supports the FAA Chief Information Officer initiatives designed to improve the way the agency manages Information Technology (IT) investment. This effort supports the development and implementation of FAA’s IT Strategy to improve processes and optimize IT investments; and to architect, acquire, develop and maintain high quality, mission critical systems within established targets of cost, schedule and risk. It also entails the streamlining of certification processes for airborne and ground systems and continued work toward the implementation of an agency-wide data management program. 

• 11 programs achieved iCMM Maturity Level 2 

improve selected FAA programs to iCMM Mat

• Supported the RTCA Select Committee on Cer

near term improvements in certification process

• Implemented selected training and developmen

software engineers in an effort to improve agencompetency. 

• Expanded the executive level FAA Integrated P

Group to set policy and determine direction for 

Unmet FY2000 Goals: • Sustain metrics program • Extend FAA-iCCM to add information security

• Apply Evolutionary Spiral Process, Enterprise A

and Rapid Application Development 

• Establish a comprehensive training and develop

software engineers in an effort to improve agencompetency 

• Provide core infrastructure support for SERC • Support Chief Scientist Technical advisor role

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue work to improve selected FAA 

programs to iCMM Level 3 and expand process improvement effort to include additional programs to reach maturity level 2. 

• Continue to integrate improved processes for 

certifying software aspects of airborne and ground systems to ensure safety

• Develop and implement a FAA IT investment 

Analysis and Prioritization Plan to ensure the 

• Continue to integrate improved processes for 

certifying software aspects of airborne and ground systems to ensure safety

• Broaden process improvement to include more 

acquisition programs 

• Enhance of the FAA metadata repository from 

a limited initial operating capability to a COTS solution with expanded capability 

• Develo

p of the a

genc

y’s Business Plannin

g

• Continue to integrate 

certifying software aground systems to en

• Broaden the process 

include more acquisiaccelerate the benefitthat have already beeimprovement. 

• Implement the initiat
Program Plan FY2001 Program Plan FY2002 Key Events 

optimal investment of resources for IT

• Update the FAA IT Strategy to reflect changes 

in policy, priorities and technology 

• Implement key aspects of the FAA IT Strategy • Continue limited training and development 

programs for FAA software engineers in an effort to improve agency engineering competency 

• Implement an agency data management 

and Portfolio Management initiatives management 

• Implement the initiat

Business Planning aninitiatives 

2E10 Goal(s): 1.1, 2.1 

Program Description FY2000 Program Accomplishmen

Aircraft Fleet Modernization - B-727 Aircraft Replacement – Acquires aircraft to replace those which no longer can perform mission requirements because of aging, airworthiness and/or economic factors.

• Investment Analysis conducted; Awaiting final Unmet FY2000 Goals:

• Approval of investment analysis 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Approval of Investment Analysis • Investment decision by JRC 

• Issue screening information request • Evaluate SIR response 

• Award Contract • Deploy New Aircraft 

3A01 Goal(s): 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

NAS Management Automation Program (NASMAP) – integrates NAS data and information, thereby matching data from legacy and emerging systems to provide consistent information 

• Procured and delivered 100 hardware/software 

translation

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure and deliver an additional 100 of 2646 

hardware/software systems for data translation 

• Procure and deliver an additional 60 of 2646 

hardware/software systems for data translation 

• Procure and deliver a

hardware/software syin 2003 

• Procure and deliver a

hardware/software syin 2004 

• Procure and deliver l

hardware/software syin 2005 
3A02 Goal(s): 4.1 

Program Description FY2000 Program Accomplishmen

Hazardous Materials (HAZMAT) Management - ensures compliance with statutory mandates and identifies appropriate procedures for proactively managing hazardous materials to prevent future environmental contamination and notices of violations

• Performed site investigations, hazardous materi

of monitoring wells, remediation of groundwatephysical removal of contaminated soils 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Identify undiscovered environmentally 

contaminated waste sites resulting from FAA operations 

• Initiate remedial actions for environmentally 

contaminated waste sites 

• Perform remediation 

contaminated sites th

3A03 Goal(s): 2.1; 5.1 

Program Description FY2000 Program Accomplishmen

NAS Recovery Communications (RCOM) – Procures new emergency 

communications equipment to replace current regional networks

• Completed 12 RCOM I High Frequency (HF)/ 

upgrades 

Unmet FY2000 Goals: 

• RCOM I (HF Upgrade) last system availab

(Delayed 6 months due to technical issues, 11/00) 

• RCOM II VHF radio systems contract awa• Procure 28 RCOM II systems (Delayed du

Mission Need Revalidation) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure and deliver 148 Defense Messaging 

Systems (DMS) 

• Procure and deliver 100 secure telephone unitthird generation with secure telephone 

equipment (STU-III/STE), 14 secure facsimiles, 235 satellite telephones, and 15 automated notification systems 

• Revalidate Mission Need Statement for the 

VHF/FM network 

• Investment Analysis of VHF/FM Network • Award contract for VHF/FM network • Procure and deliver 1 secure conference system 

• Procure and deliver 8 DMS • Procure and deliver 160 STU-III/STE • Procure and deliver 26 secure facsimiles • Procure and deliver 1,518 VHF/FM hand-helds • Procure and deliver 78 satellite telephones 

• Procure and deliver 1• Procure and deliver 1• Next Generation HF 

ARTCCs and 15 Reg
3A04 Goal(s): 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Aviation Safety Analysis System (ASAS) – provides FAA safely and security workforce with automated tools that integrate safely related information in a common database linked to the FAA’s business process 

• Completed the Flight Standards Service (AFS) 

resource baseline, definition and transformation budget and resource configuration tracking and process 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Begin automation integration activities and 

create Decision Support Databases 

• Deliver AFS informa

3A05 Goal(s): 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Operational Data Management System (ODMS) - includes the National Airspace System Resources (NASR) portion of the database which is the official Aeronautical Information Service data, and the Notice to Airman System (NOTAMs) 

• Operational implementation of Obstruction Eva

Analysis 

• Improved web-based NOTAMS for the DoD by 

capability and Bird hazard notices 

• Successful Y2K system roll-over 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Provide Geographical Information System 

algorithms and referential checks 

• Provide Web-based access to the NOTAMSs 

system for FAA, Commercial, and GA 

• Establish NASR interfaces with the FAA’s 

Airport Airspace Analysis activities, instrument approach procedure automation program, and Obstruction Evaluation/National Airspace Redesign programs • Establish and improve the NASR interface 

with the FAA Host computer 

• Begin development of NASR interfaces 

with Datalink, OASIS, STARs, and TDWR 

• Link NASR with the NOTAMS system • Begin the rehost of the Central NOTAM 

database from an obsolete to new openstandards systems. 

• Begin development of NASR 2000 (NASR 

Follow-on) 

• Complete the rehost C

from obsolete to new platform. 

• Implement NASR 20
3A06 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Logistics Support Systems and Facilities (LSSF) - data repository for realtime asset identification, status inquiry, life-cycle cost and performance analysis, and budget management and investment decision support. This program will now be referred to as Asset Supply Chain Management (ASCM). 

• Improved interfaces between Logistics Invento

property management and financial systems. 

• Restoration of requisitioning status through the • Bar coding of new production systems. • Continued work on investment analysis, initial 

Investment Analysis Report, Final RequiremenProgram Baseline. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Award ASCM/LCSS development project 

implementation contract 

• Begin business process re-engineering analysis 

pursuant to program solution. 

• Continue bar coding of new production 

systems. 

• Continue work on Inventory, Order Entry, and 

Shipping and Receiving software 

• Complete business process re-engineering 

analysis. 

• Begin ASCM/LCSS baseline solution 

implementation including acquiring hardware and software requirements. 

• Begin developing training for ASCM. 

Continue bar coding of new and legacy systems. 

• Begin work on cataloging, storage 

management software to reduce warehouse cycle time. 

• Complete ASCM/LC

implementation incluto meet FAA unique administrative requir

• Conduct ASCM Ope

Evaluation. Begin naimplementation/site i

• Continue nationwide 

field training of ASC

• Continue bar coding 

including updating inapplicable. 

• Develop Materiel Re

software. 

3A07 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Test Equipment – Maintenance Support for Replacement – acquires replacement test equipment for field technicians. Provide funding for the Automated Test System at the FAA Logistic Center to do component diagnostics, testing, and quality control of various printed circuit boards used within all NAS equipment. 

• Phase 1 allotment of 3 completed for the procur

the Communications Service Monitors. Phase Portable ILS’s were procured and distributed to Test System effort on quality control and repair totaled 4200 printed circuit boards for FY00.

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure Phase 2 allotment of 3 for the 

Communication Service Monitors. Provide funding for the Automated Test System for diagnostics, testing and quality control of 

• Provide funding for Phase 3 of 3 for the 

procurement of Communication Service Monitors. Oscilloscopes are the next priority item to be replaced. Provide funding for the 

• Continue test equipm

sustainment 
Program Plan FY2001 Program Plan FY2002 Key Events 

printed circuit boards. Procure replacement multi-meters and electronic counters 

Automated Test System to repair of defective circuit boards. 

3A08 Goal(s): 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Integrated Flight Quality Assurance (IFQA) - develop capability for 

collecting and analyzing digital data from flight data recorders 

• Completed system specifications and requireme

• Designed initial standards for data naming and 

sharing protocols and methods 

• Designed information system security counterm

mechanisms 

• Demonstrated prototype distributed data reposi

virtual data pool including tools for user queryibased on a common web-browser interface. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue development of standards for data 

naming and descriptions and data sharing protocols and methods 

• Implement and deploy initial system, including 

information system security mechanisms 

• Design and implement on-line user assistance 

tools and training modules 

• Generate initial system and user documentation 

• Conduct operational test and evaluation of 

system 

• Refine and expand data sharing protocols and 

methods 

• Establish fully operational capability for 

distributed data system 

• Continue technical in

support, and training 

• Continue evolution o

including standard an

• Continue developme

mechanisms to deal w

3A09 Goal(s): 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Safety Performance Analysis System (SPAS) – provides an automated capability to analyze safety-critical areas, using performance indicators designed for the needs of Aviation Safety Inspectors 

• Complete initial SPAS II training and deploym

Program Plan FY2001 Program Plan FY2002 Key Events 

• Begin development of SPAS II software 

enhancements to support a larger inspector user population through a distributed client/server design and enhanced functionality 

• Analysis and Development of Upgrades 

and Enhancements SPAS releases and training 

• SPAS to become par

Safety Oversight 

• Decision support for • System Approach G

Transportation OversCertification Standar
3A10 Goal(s): 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Performance Enhancements System (PENS) - – mobile electronic tools 

(hardware and software) for Aviation Safety Inspectors 

• Hardware: 1200 notebooks delivered • Software: Interface applications

Program Plan FY2001 Program Plan FY2002 Key Events 

• Hardware: 312 laptops delivered • Software: Interface applications 

• Initiate development of software migration into 

palm computing applications 

3A11 Goal(s): 5.1 

Program Description FY2000 Program Accomplishmen

Facility Security Risk Management - upgrade FAA staffed facilities in accordance with security standards 

• Awarded Security Systems Integration contract

circuit television, intrusion detection devices, a

• Accredited 85 facilities • Assessed 451 Level I and II facilities

Program Plan FY2001 Program Plan FY2002 Key Events 

• Upgrade and accreditation of 75 facilities • Procure X-ray machines 

• Upgrade and accreditation of 200 facilities • Continue upgrades an

Level I, II, III, and IV 

3A12 Goal(s): 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

National Aviation Safety Data Analysis Center (NASDAC) - computer analysis system that integrates data from regulatory Aviation Safety Analysis System (ASAS) databases and from air traffic, airport, airway facilities and other government data sources for safety research 

• Accomplished joint development with NASA a 

registry 

• Completed engineering support and migrate NA

lines of business 

• Implemented Aviation Safety Data Encycloped

Program Plan FY2001 Program Plan FY2002 Key Events 

• Standardize critical aviation safety data elements • Expand data and information sharing agreements 

to other U.S. agencies and research community 

• Prototype application of advanced analysis tools • Implement Aviation Safety Data Encyclopedia 

System Internet-wide 

• Prototype Extranet access to NASDAC to 

facilitate data sharing 

• Provide widespread availability and use of 

safety event precursor analysis tools

• Prototype web-based application for the 

delivery of new analysis tools 

• Expand data and info

agreements to internaagencies and some doentities 
3A13 Goal(s): 5.1 

Program Description FY2000 Program Accomplishmen

Information Security - Information Systems Security (ISS) - This budget line item supports efforts to protect the National Airspace System’s (NAS) critical infrastructure from the threat of attacks by terrorists, hackers or other malicious activities by unauthorized personnel. In addition to national security, disruption of the modernized NAS would pose significant threats to safety, and could have considerable impact on the national economy. FAA must address issues associated with information systems security to ensure that its computer and communications systems will continue to support the FAA mission.

• Certified and authorized mission critical system

unauthorized access and cyber-attacks. 

• Expanded the Computer Security Incident Resp• Increased security engineering efforts • Published Version 1 of the ISS architecture • Increased ISS skill base through training • Conducted independent security testing

Unmet FY2000 Goals: • Because the FAA funding request was reduced 

initiatives were deferred: • work to ensure the security of nine addition

completion in FY00 will be delayed until F

• ISS engineering and independent testing ac

FY01.

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue to certify and authorize additional 

FAA mission critical systems against unauthorized access and cyber-attacks 

• Continue to provide ISS engineering support to 

various lines of business

• Continue independent testing of mission critical 

systems

• Continue investment analysis for security 

measures

• Continue CSIRC activities

• Implement cost-effective countermeasures 

based on risk assessments and intrusion detection analysis

• Revise and implement the NAS ISS 

architecture

• Acquire ISS hardware and software required 

for intrusion detection efforts 

• Continue to certify and authorize FAA 

mission critical systems against unauthorized access and cyber-attacks 

• Continue to provide ISS engineering support 

to various lines of business

• Continue independent testing of mission 

critical systems

• Continue CSIRC activities• Continue NAS ISS architecture activities

• Acquire ISS hardware and software 

• Continue to authorize 

mission critical systeaccess and cyber-atta

• Continue to provide I

various lines of busin

• Continue independen

critical systems

• Continue investment 

measures

• Continue CSIRC acti• Continue NAS ISS a

• Acquire ISS hardwar
3A14 Goal(s): 5.1/5.1.1 

Program Description FY2000 Program Accomplishmen

Explosive Detection Technology - The scope of the Security Equipment Integrated Product Team (SEIPT) deployment effort includes Explosives Detection Systems (EDS), Explosives Trace Detection (ETD) devices, and Threat Image Projection (TIP) ready checkpoint x-ray screening units (TRX). The effort also includes deployment of mission support elements including screener assist technologies and computer based training aids.

• 24 EDS Installed and Operational 

• 100 ETD Installed and Operational

Program Plan FY2001 Program Plan FY2002 Key Events 

• 24 EDS Installed and Operational • 100 ETD Installed and Operational • 193 TRX Installed and Operational • Firm funding requirements and deployment 

goals established with JRC baseline in 3rd

quarter of FY 2001 

• 24 EDS Installed and Operational • 100 ETD Installed and Operational • 193 TRX Installed and Operational 

• The SEIPT is in an In

and Strategic Deployto the establishment baseline. 

3B01 Goal(s): 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Distance Learning – Provides the FAA with state-of-the-art, quality course 

delivery to geographically dispersed students with a reduced dependency on travel to centralized facilities 

• None (Zero funded) 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Partial replacement of old Computer Based 

Instruction (CBI) equipment and infrastructure with Digital Versatile Disc (DVD) technology 

• Course translation to DVD • Provide technology upgrade of interactive 

video tele-training satellite and voice response systems 

• Complete replacement of CBI equipment & 

infrastructure w/ current technology. 

• Continue course conversions. 

• Complete replacemen

infrastructure w/ curr

• Continue course conv

3B02 Goal(s): 2.1; 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

National Airspace System (NAS) Training Facilities – Acquire and install classroom/ laboratory upgrades at the FAA Academy 

• None (Zero funded) 
Program Plan FY2001 Program Plan FY2002 Key Events 

• Replace the Academy’s Enhanced Debrief 

Stations for terminal training 

• Update AF labs and simulation capabilities • Integrate/standardize AF training management 

systems 

• Enhance/update first of two Tower Operator 

Training System bays 

• Initiate upgrade of Academy’s AF classrooms • Initiate AF course translation to play in digital 

environment 

• Integrate/simplify existing AF training 

application infrastructure 

• Enhance/update final 

System bay 

• Initiate upgrade of O

Certification related 

• Continue upgrade of • Initiate upgrade of A• Complete upgrade of 

Instructional Deliver

• Complete upgrade of • Complete AF course 

digital environment 

• Integrate/simplify ex

hardware systems 

• Broaden training info

provided to AF field 

3B03 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Aeronautical Center Infrastructure Modernization – a multi-year program to provide adequate space, facilities and corresponding infrastructure at the Aeronautical Center to house training, logistics, supply support, engineering, and other functions supporting the NAS. 

• Completed construction of the Technical Suppo

Program Plan FY2001 Program Plan FY2002 Key Events 

• Move Technical Shops to the TSF. • Complete Design of Logistics Support Facility 

(LSF) Structural Upgrade. 

• Award construction contract for the first phase 

of LSF Structural Upgrade. 

• Complete the first phase of telecommunications 

infrastructure modernization. 

• Complete construction of the first phase of the 

LSF Structural Upgrade. 

• Award contract for the second phase. • Complete design for the renovation of the 

Civil Aeromedical Institute building. 

• Complete second phase of telecommunications 

infrastructure modernization. 

• Complete LSF struct

• Substantially comple

Aeromedical Institut

• Complete design and 

Systems Training Bu

• Complete substantial 

infrastructure upgrad

4A01 Goal(s): 6.1/6.1.1/6.1.3 

Program Description FY2000 Program Accomplishmen

System Engineering and Development Support - Procure the necessary critical technical expertise to support the improved safety, security and efficiency of the NAS through Lifecycle Acquisition Management. Technical 

• Continued support in the acquisition of NAS pr

development of the NAS Architecture as well aen

gineerin

g, investment anal

ysis, o

peration res
expertise supports the acquisition of NAS program products, development of the NAS Architecture, systems engineering, investment analysis, operation research, F&E and R,E&D budget planning and development, configuration management and program evaluation.

budget planning and development, configuratioprogram evaluation. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue to provide technical expertise in 

system engineering and integration for the NAS and its architecture as well as support systems 

engineering, investment analysis, operation research, F&E and R,E&D budget planning and development, configuration management and program evaluation. 

• Continue to provide technical expertise in 

system engineering and integration for the NAS and its architecture as well as support systems engineering, investment analysis, operation research, F&E and R,E&D budget planning and development, configuration management and program evaluation. 

• Continue to provide t

system engineering aNAS and its architecsystems engineering, operation research, Fplanning and developmanagement and pro

4A02 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Program Support Leases - provides for the payments of land and space leases for operational facilities

• Funded 4,000 existing operational leases 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Fund 4,000 existing operational leases • Fund 4,000 existing operational leases • Fund 4,000 existing o4A03 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Logistics Support Services (LSS) - Provide acquisition, real estate, and 

material management services to Regions and centers. Compile and maintain adequate documentation, suitable for independent audit, to establish the capital cost of facilities throughout the FAA. 

• Provided approximately 126 staff years of cont

real property acquisition, material management 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Provide approximately 126 staff years to 

perform real property acquisition, material management and contracting activities 

• Provide approximately 126 staff years to 

perform real property acquisition, material management and contracting activities 

• Provide approximate

perform real property management and con

4A04 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Mike Monroney Aeronautical Center (MMAC) - Leases – Provides facilities for training, logistics, aeromedical research, engineering, maintenance, administrative, and other support services for the FAA. 

• Continued Aeronautical Center leases 
Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue MMAC lease with Oklahoma City 

Airport Trust and other commercial lease requirements. 

• Continue MMAC lease with Oklahoma City 

Airport Trust and other commercial lease requirements. 

• Continue MMAC lea

Airport Trust and othrequirements. 

• Reduce lease paymen

retirement. 

4A05 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

In-Plant NAS Contract Support Services - encompasses furnishing contracting officers and program managers with expertise to monitor progress, compliance, and problems of FAA contractors. 

• Continue contracting support services for CIP a

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue contracting support services for CIP 

and CIP related programs 

• Continue contracting support services for CIP 

and CIP related programs 

• Continue contracting 

and CIP related prog

4A06 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Transition Engineering Support – NAS Implementation Support Contract provides contractor support services in planning, engineering, specialized automation, and project management to over 80 NAS modernization project. 

Provided key support to: • En Route Automation 

• STARS • ATCT/TRACON • Free Flight Program • Capstone Project • Information Security and NIMS Unmet FY2000 Goals:

• FAA requirements for planning and engine

in work resulted in lower priority work not later years or canceled.

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue contracting support services for CIP 

and CIP related programs 

• Continue contracting support services for CIP 

and CIP related programs 

• Continue contracting 

and CIP related prog
4A07 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Frequency and Spectrum Engineering – provides frequency engineering, radio frequency interference (RFI) investigation and resolution, and spectrum analysis support throughout the NAS 

• Completed installation of airborne RFI directio

7 flight inspection aircraft 

• Completed 7 RFI resolution training courses • Completed spectrum transition plan for NEXCO• Completed ADS-B spectrum support plan inclu• Successfully supported U.S. GPS protection an

WRC-2000 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Install GPS RFI DF systems on 2 flight 

inspection aircraft 

• Support FAA LAAS spectrum requirements • Support FAA Capstone spectrum requirements • Increase available VHF air-ground 

communication channels for ATC to address spectrum congestion 

• Provide engineering data to develop 

international standards for (NEXCOM) VDL-3 frequency engineering criteria 

• Support ADS-B spectrum requirements 

• Support LAAS spectrum requirements • Support required spectrum studies for WRC2003 • Complete test program for national fixed DF 

systems 

• Support WRC-2003 

for WRC-2006 

• Develop next genera• Complete developme

frequency assignmen

• Develop next genera

management system 

4A08 Goal(s): 6.1/6.1.2 

Program Description FY2000 Program Accomplishmen

Permanent Change of Station (PCS) Moves - consolidation and commissioning of the identified TRACONs and facilities will require permanent change of station moves for both Airway Facilities and Air Traffic personnel 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Supports relocation of personnel • Supports relocation of personnel • Supports relocation o
4A09 Goal(s): 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

FAA Corporate Systems Architecture - refinement and implementation of a FAA Corporate Information Technology Strategy 

• Upgrade to the Metropolitan Area Network (3C

• Upgrade to Firewall software • Upgrade to proxy and SMTP gate ways

Program Plan FY2001 Program Plan FY2002 Key Events 

• Develop and sustain FAA’s Information 

Technology Strategy 

• Secure electronic data exchange and electronic 

signature capabilities 

• Implement anti-virus software for IT 

infrastructure 

• Bandwidth increase 10 to 40 Mega bits • Extranet firewall (Users using intranet outside 

the FAA) 

• Multi-media study (Carrying voice, data and 

video conferencing) 

• Technology refresh of servers, LAN 

equipment and Personnel Computers. 

• Continue with Multi-media study (Carrying 

voice, data and video conferencing) 

• Redesign of Intranet web page and 

replacement of servers 

• Redesign of the information security 

demarcation zone 

• Thin client initiative 

• Conduct upgrade enh

• Technology refresh o

Personnel Computers equipment 

• Initiate desktop video • Initiate Public key in• Initiate directory serv

commerce and electr

4A10 Goal(s): 2.1 

Program Description FY2000 Program Accomplishmen

Technical Support Services Contract (TSSC) – As large F&E programs move from the acceptance to the field delivery phases, TSSC resources are needed to perform site surveys and preparation and equipment installation for them. TSSC is an enabling vehicle and expands and contracts with work requirements and available F&E funds. 

• Approximate breakout of TSSC work hours sup

• En Route 255,675 • Terminal 722,626 • Flight Service 94,162 

Unmet FY2000 Goals:• FAA requirements for TSSC work far exceeded 

labor, and travel funding in FY2000. The appromeant that about 500 lower priority F&E projecCIP equipment were deferred to later years or c

Program Plan FY2001 Program Plan FY2002 Key Events 

• Approximate breakout of TSSC work hours to 

be delivered during FY01 supporting: • En Route 287,947 • Terminal 813,837 • Flight Service 106,048 

• During FY02, TSSC Program will be 

awarding a follow-on contract (T3), which will require a T2 to T3 transition period and a period of supporting two simultaneous TSSC vendors, in order to avoid a gap in services. 

• T3 contract continue
4A11 Goal(s): 6.1/6.1.1/6.1.2/6.1.3 

Program Description FY2000 Program Accomplishmen

Resource Tracking Program (RTP) – provides a diverse set of tools to support F&E project management:  Supports daily needs of regions in conducting F&E business for 

management system for F&E projects. 

 Provides AF’s National Work Plan.  AF official system for project requirement identification, planning, resource 

estimating, and scheduling. 

 Used to identify TSSC resource requirements.  Supports capitalization efforts  Used to measure F&E performance. 

• Reprogrammed Labor Distribution Reports sys

• Developed and deployed the Project Requireme

Budget Formulation Module (unplanned initiat

Unmet FY2000 Goals: • Acquisition and deployment of new project ma• Consolidation of the RTP databases. • Upgrade RTP to Oracle 8i. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Procure a COTS project management tool and 

incorporate into RTP. 

• Centralize RTP databases. • Upgrading to Oracle 8i. • Deploy upgraded Labor Distribution Reports 

System 

• Integrate RTP to eDMS to support the 

Management and Engineering Tool Set (METS) functions. 

• Provide user ad hoc reporting capability. • Update RTP Graphical User Interface • Provide remaining METS engineering 

functions. 

4A12 Goal(s): 6.1/6.1.1 

Program Description FY2000 Program Accomplishmen

Center for Advanced Aviation System Development - Continue the sponsorship of the FAA’s Center for Advanced Aviation System Development (CAASD). Research assignments are included in the annual Product Based Work Plan and are approved by the FFRDC Executive Board. 

• In FY 2000, CAASD performed work in suppo

communications, navigation and surveillance onavigation architecture; NAS architecture impleprocedural enhancements; airspace design; user and research; NAS integration; and NAS infras

Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue to develop Free Flight Phase 1 and 

Phase 2 enhancements. 

• Continue research in Airspace Design and 

Analysis. 

• Continue to support improvements in 

Communications, Navigation and Broadcast Services. 

• The FAA will continue to require expertise in: 

(a) the NAS Architecture and planned and related improvements in the 21st century; (b) specific Air Traffic Management (ATM) modernization efforts in the fields of communications, navigation, surveillance, and major ATM automation (tower, terminal, 

• CAASD work is exp

flight, operational doorganizations, industtechnologies, areas o(e.g. systems engineedevelopment, human acquisition, program 
Program Plan FY2001 Program Plan FY2002 Key Events 

• Continue to conduct studies in the area of ATM 

Modernization. 

oceanic and en route); (c) ATM functionality and operational concepts and procedures; (d) operational and experimental test and evaluation of ATM systems capabilities; (e) performance analysis and assessment of ATM systems; (f) ATM prototype development; and (g) economic analysis of impacts on system users. 

decision making, aviMaintenance includinand regulation, airspaetc.), stakeholders, anATM system operati

5A01 Goal(s): 6.1/6.1.2 

Program Description FY2000 Program Accomplishmen

Personnel and Related Expenses - fund the personnel, travel and related expenses of the FAA F&E workforce. 

Program Plan FY2001 Program Plan FY2002 Key Events 

• Fund personnel related expenses • Fund personnel related expenses, adds 

positions to support safety and certification of NAS modernization efforts necessary to deliver new capabilities 

• Fund personnel relate
Appendix C 

List of Acronyms and Abbreviations

A 

A/G air-to-ground 

ACD ARTS color display

ACE Aviation Capacity Enhancement Plan

ACE-IDS ASOS controller equipment information display system

ADS automatic dependent surveillance 

ADS-A automatic dependent surveillance-address 

ADS-B automatic dependent surveillance-broadcast 

ADTN aeronautical data telecommunications network 

AF Airways Facilities 

AFB Air Force Base 

AFIS automated flight iInspection system

AFS FAA Flight Standards Service 

AFSS automated flight service station 

AIDC air traffic services interfacility communication

AIM Aeronautical Information Manual

AIS Aeronautical Information Service 

ALSF-2 approach lighting system with sequence flasher 2 

ALSIP approach lighting system improvement program 

AMASS airport movement area safety system

AMS acquisition management system 

ANICS Alaskan national airspace system interfacility communications system

AOVCC automated observation visibility and cloud cover 

ARA Office of Research and Acquisition 

AIR-21 Wendell H. Ford Aviation Investment Reform Act

ARS Office of Air Traffic System Requirements Service 

ARSR air route surveillance radar 

ARTCC air route traffic control center 

ARTS automated radar terminal system

ASAS aviation safety analysis system

ASCI aviation system capacity improvement

ASCM asset supply chain management

ASDE airport surface detection equipment 

ASOS automated surface observing system

ASR airport surveillance radar 

ASR-WSP airport surveillance radar-weather system processor 

ASWON aviation surface weather observation network 

AT air traffic 

ATA Air Traffic Airspace Management Program Office 

ATC air traffic control 

ATCBI air traffic control beacon interrogator 

ATCSCC air traffic control system command center 

ATCT air traffic control tower 

ATDET Air Traffic DSR Evaluation Team

ATDP advanced technology development prototyping 

ATM air traffic management

ATN aeronautical telecommunications network 

ATOMS air traffic operational management system

C-1 
ATOP advanced technologies and oceanic procedures 

ATS Air Traffic Services 

AWOS automated weather observing system

AWSS automatic weather sensor systems 

B 

B billion

BAA broad agency announcement

BAe British Aerospace 

BUEC backup emergency communications 

BVR beacon video reconstituer 

BWM bandwidth manager 

C 

CAASD Center for Advanced Aviation System Development

CADD computer-aided design and drafting 

CAEG computer aided engineering graphics 

CAI contract acceptance inspection 

CAMI Civil Aeromedical Institute 

CAPPS computer assisted passenger pre-screening 

CAS cost accounting system

Cat I/II/III category I/II/III (aircraft approaches) 

CAT category 

CBI computer-based instruction 

CCB configuration control board

CCFP Collaborative Convective Forecast Product 

CCLD core capability limited deployment

CDM collaborative decision-making 

CDR critical design review 

CDTI cockpit display of traffic information

CERAP center radar approach control

CHI computer-human interface 

CIP Capital Investment Plan 

CNS communication, navigation, and surveillance 

CNS/ATM communication, navigation, and surveillance/air traffic management

CONOPS concept of operations 

COTS commercial-off-the-shelf 

CP conflict probe 

CPDLC controller-pilot data link communication

CPDS critical power distribution system

CRCT collaborative routing and coordination tools 

CSET Certification Standardization Evaluation Team

CSIRC computer security incident response capability 

CSTB Caribbean South American Test Bed 

CTAS center TRACON (terminal radar approach control) automation system

CTS critical telecommunications support

D 

DA descent advisor 

DARC direct access radar channel 

DASD direct access storage devices 

C-2 
DB database 

DBMS database management system

DF directional finding 

DFW Dallas-Ft Worth Airport 

DLAP data link applications processor 

DME distance measuring equipment

DMN data multiplexing network

DMS defense messaging system

DOD Department of Defense 

DOT Department of Transportation 

DP display processor 

DSP departures sequencing planner 

DSR display system replacement 

DVD digital versatile disc 

DVRS digital voice recording system

E 

EARTS en route automated radar-tracking system

ECG en route communications gateway

ECS emergency communication system

EDC early display configuration 

eDMS electronic document management system

EDS explosive detection system

EM enterprise management

EMI electromagnetic interference 

EMRS energy management reporting system

E-PIREP Electronic Pilot Report 

eRAM en-route automation modernization 

ERDI en route domain infrastructure 

ETD explosive trace detections 

ETMS enhanced traffic management system

ETVS enhanced terminal voice switch 

F 

F&E facilities and equipment 

FA first article 

FAA Federal Aviation Administration 

FAATSAT Federal Aviation Administration telecommunication satellite 

FANS future air navigation system

FAST final approach spacing tool

FAT first article testing

FDIO flight data input and output

FDP flight data processor 

FDR final design review 

FEMA Federal Emergency Management Agency

FFP1 Free Flight Phase 1 

FFP2 Free Flight Phase 2 

FIS flight information services 

FIS-B flight information services-broadcast 

FM frequency modulation 

FOC full operational capability 

C-3 
FS-1 Full STARS -1 

FSAS flight service automation system

FSD full-scale development

FSRM facility security risk management

FSS flight service station 

FST fuel storage tank 

FTI future telecommunications infrastructure 

FTS federal telecommunications service 

FY fiscal year 

G 

GA general aviation 

GEO geostationary

G/G ground-to-ground 

GHz gigaHertz 

GIP Government Industry Partnership 

GLS GNSS landing system

GNSS global navigation satellite system

GPIB general purpose interface bus 

GPS global positioning system

GTE Government Transition Evaluations 

GWS graphic weather service 

H 

HAZMAT hazardous materials 

HF high frequency

HID/NAS LAN host interface device/National Airspace System local area network 

HOCSR host/oceanic computer system replacement 

HVAC heating, ventilation, and air-conditioning 

I 

IAPA instrument approach procedures automation 

IBR integrated baseline review 

ICAO International Civil Aviation Organization

ICDLS interim contractor depot level support 

iCMM integrated capability maturity model 

IDS information display system

IDU interactive display unit 

IFR instrument flight rules 

IGWDS interim graphic weather display system

ILS instrument landing system

INFOSEC information security

IOC initial operating capability 

IOT&E independent operational test and evaluation 

IPDS integrated product development system

IPP integrated product plan 

IPT integrated product team

IRD interface requirements document 

ISS information systems security 

IT information technology

ITWS integrated terminal weather system

C-4 
J 

JRC Joint Resources Council

L 

LAAS local area augmentation system

LAN local area network 

LEO SATCOM low earth satellite communications

LINCS leased interfacility NAS communications system

LLL TVPS low light level television position system 

LLWAS low-level windshear alert system

LNAV/VNAV lateral navigation/vertical navigation 

LOB line of business 

LORAN-C long-range navigation – C system

LSF logistics support facility 

LSS logistics support services 

LSSF logistics support systems and facilities 

M 

M million

MALSR medium intensity approach light system with runway alignment indictor lights 

MASPS minimum aviation system performance standards 

MASS maintenance automation system software 

MCF maintenance control facility 

MDR multi-mode digital radio

METS management and engineering tool set 

Micro-EARTS micro-en route automated radar tracking system 

MMAC Mike Monroney Aeronautical Center 

MMS maintenance monitoring system

MNS mission need statement 

MOA memorandum of agreement

Mode C Mode C beacon response function 

Mode S mode-select (secondary radar discretely addressable mode with data link) 

MOM Manager of Manager 

MON minimal operating network 

MOPS minimum operational performance standard 

MSAW minimum safe altitude warning

MSODL multi-sector oceanic data link 

MSSR monopulse secondary surveillance radar 

N 

NADIN national airspace data interchange network 

NAS National Airspace System

NASA National Aeronautics and Space Administration 

NASDAC national aviation safety data analysis center 

NASMAP national airspace system management automation program

NASR national airspace system resources subsystem

Navaid navigation aid 

NDB non-directional beacon 

NDI non-developmental item

NEXCOM next-generation air/ground communications system

C-5 
NEXRAD next-generation weather radar 

NIMS national airspace system infrastructure management system

NOCC NIMS Operational Control Center 

NOTAM notices to airmen 

NLA new large aircraft 

NPF NAS premier facility 

NSTB National Satellite Test Bed

NTSB National Transportation Safety Board 

NWS National Weather Service 

O 

OASIS operational and supportability implementation system

OCC operational control center 

ODL oceanic data link 

ODMS operational data management system

OE/AAA obstruction evaluation/airport and airspace analysis 

OMB Office of Management and Budget

ORD operational readiness demonstration 

ORPG open radar products generator 

OSH occupational safety and health

OSHA Occupational Safety and Health Administration 

OT&E operational test & evaluation 

P 

P3I preplanned product improvement

PAPI precision approach path indicator 

PARR problem analysis, resolution, and ranking

PAMRI peripheral adapter module replacement item

PBO performance-based organization 

PCA planned capability available 

PCS permanent change of station 

PENS performance enhancements system

pFAST passive final approach spacing tool

POET post operations evaluation tool

PRM precision runway monitor 

R 

RCAS radio coverage analysis system

RCF remove communication facilities 

RCOM recovery communications 

R&D research and development

RDP radar data processing 

RDVS rapid deployment voice switch 

REIL runway end identifier lights 

RFI radio frequency interference 

RFI request for information 

RM resource manager 

RMM remote maintenance monitoring

RNAV area navigation 

RNP required navigation performance 

RTCA RTCA, Incorporated

C-6 
R

TP resource tracking program

RVR runway visual range 

RVSM reduced vertical separation minimum

S 

SAIDS Systems Atlanta information display system

SARPs standards and recommended practices 

SAT system acceptance test 

SATNAV satellite navigation 

SATS Small Aircraft Transportation System

SAWS stand alone weather sensors 

SBAS satellite-based augmentation system

SD situationdisplay 

SDP surveillance data processor 

SEIPT Security Equipment Integrated Product Team

SERC Software Engineering Research Center 

SF-21 Safe Flight-21 

SIAP standard instrument approach procedure 

SIR screening information report

SLEP service life extension program

SMA surface movement advisor 

SMS surface management system

SNI simultaneous non-interfering 

SNUG Satellite Navigation Users Group 

SOC service operations center 

SOIA simultaneous offset instrument approach 

SOIT satellite operational implementation team

SPAS safety performance analysis system

STARS standard terminal automation replacement system

STC supplemental-type certificate 

STDMA self-organizing time division multiple access 

STL Lambert/St. Louis International Airport 

STVS small tower voice switch

SUA special use airspace 

SWIM System Wide Information Management

T 

TACAN tactical air navigation 

TATP terminal area transition plans 

TAWS terrain awareness warning system 

TDLS tower data link services 

TDWRterminal Doppler weather radar 

TFMtraffic flow management 

TIP threat image projection 

TIS traffic information service 

TIS-B Traffic Information Service Broadcast 

TLS transponder landing system 

TMA traffic management advisor 

TMA/MC traffic management advisor multi center 

TMA/SCtraffic management advisor single center 

TM&O Telecommunications Management & Operations 

C-7 
TMU traffic management unit

TRACON terminal radar approach control

TRX TIP ready checkpoint x-ray screening units

TSF technical support facility 

TSSC technical support services contract

TVSR terminal voice switch replacement 

U 

U.S. United States 

UAT universal access transceiver 

UHF ultra-high frequency

UPS uninterruptable power supply

URET user request evaluation tool

USAF United Statues Air Force 

V 

VASI visual approach slop indicator 

VDB VHF data broadcast

VDL VHF data link 

VERN very high frequency extended range network 

VF vertical flight

VFR visual flight rules 

VHF very high frequency

VOR very high frequency omnidirectional range 

VOR/DME very high frequency omnidirectional range with distance measuring equipment

VRRP voice recorder replacement program

VSCS voice switching and control system

VSCU VSCS control subsystem

VTABS voice switching and control system training and backup switches 

W 

WAAS wide area augmentation system

WARP weather and radar processor 

WATRS West Atlantic Route System

WINS weather information network server 

WJHTC William J. Hughes Technical Center 

WMSCR weather messaging switching center replacement 

WSP weather systems processor 

WX weather 

Y 

Y2K Year 2000 

C-8