**Federal Aviation Administration**

**FY 2014 OMB Budget Submission**

**Detailed Justification for -1A07 Next Generation Transportation System (NextGen)**

**System Development (SYSDEV)**

**What Is The Request And What Will We Get For The Funds?**

**FY 2014 -- Next Generation Transportation System (NextGen) – System Development (SYSDEV)**

**($000)**

## COST ESTIMATE OF WORK TO BE FUNDED THIS YEAR

Locations/Estimated Cost

Activity TasksQuantity($000)

1.Human Factors (Efficiency/Air Ground Integration)---$5,000.0

2.New ATM Requirements---22,000.0

3.Operations Concept Validation Modeling---5,000.0

4.Staffed NextGen Towers (SNT)---3,500.0

5.Environment and Energy – EMS and Noise and ---9,500.0

Emissions Reduction

6.Wake Turbulence – Re-categorization---1,500.0

7.System Safety Management Transformation---7,500.0

8.Operational Assessments        ---_7,500.0

TotalVarious$61,500.0

For FY 2014, $61,500,000 is requested to provide for the following:

**a.Human Factors (Efficiency/Air Ground Integration)**

· Update strategic job analysis and training needs, used to support the selection of NextGen Air Traffic Controllers

· Working to identify and reduce non-conformance to Performance Based Navigation Required Area Navigation/Required Performance Navigation RNAV/RNP standards which will increase capacity and efficiency using RNAV/RNP

· Develop a human error/safety database for NextGen capabilities, which will serve to research and identify human performance hazards, and design requirements that will mitigate those hazards

· Continue development of the Human System Integration Roadmap to reflect major human factor efforts and decisions, in support of the human element in the FAA National Air Space (NAS) Enterprise Architecture

**b.New Air Traffic Management (ATM) Requirements**

· Continuation of the Demonstrations of AAtS which will study the feasibility and benefit of providing operational, weather and regulatory data to pilots in flight, using Class I and II Electronic Flight Bags receiving data via a commercial data provider.  This will be a two-way exchange on information pathway between the flight crew and Air Navigation Service Provider (ANSP) via System Wide Information Management (SWIM)

· Conduct formulation of any required acquisition planning to support requirements levied on NAS systems by Uses of AAtS

· Continuation of data elements support for trajectory modeling

· Establishment of standard use for different classes of trajectories

· International harmonization on requirements and definition for information exchange

· Stakeholder Demonstration and Technical Interchange

· Traffic Collision Avoidance System and Automatic Dependent Surveillance-Broadcast Compatibility and Future Requirements development

· Future CAS Logic Development/Future Surveillance Requirements 

· CAS Logic Assessment/Avionics Model (Future Surveillance Assessment)/TCAS-ADS-B Compatibility

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· New Radar Requirements (Surveillance and Weather)
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· Deliver Industry antenna preliminary design review artifacts
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· Deliver industry antenna critical design review artifacts
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· Deliver evaluation test plan
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· Deliver antenna simulation evaluation
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· Weather Transition
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· Requirements Allocation/Validation with NWS
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· Service Analyses
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· Weather Concept Demonstration and Evaluation of demonstration
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· Cloud computing: Evaluate and review of the NAS system for potential assignment to cloud environment/data center rather than local environment

· Revalidate technical assumptions based on safety and mission criticality, and ability of current architecture to provide service in a non-copper point-to-point environment

**c.Operations Concept Validation Modeling**

· Concept Validation of end to end and lower level operational concepts

· Development of documentation for technical transfer of validated concepts

· Development of operational requirements for validated concepts

· Research to reduce risk/uncertainties of NextGen Mid Term operational concepts

· Identify procedures to decrease workload/increase reliance on automation for routine tasking, to increase efficiency of the NAS

· Develop operational methods to expand capacity by addressing future growth in demand and reducing transit time

· Products include:  Concepts of operations; reports documenting findings of fast-time and real-time concept validation studies; operational requirements associated with validated concepts; shortfall and benefits analysis; safety assessments

**d.Systems Development Staffed NextGen Towers (SNT)**

· Program requirements update

· Surface surveillance operational suitability (formerly ASDE-X Certification) documentation

· Initial procedures for surface surveillance operational suitability

· Initial requirements for SNT-Small Medium Airports (SNT-SMA) human-in-the-loop simulation (HITL)

· System safety analysis for surface surveillance operational suitability

**e.Environment and Energy – Environmental Management System (EMS) and Advanced Noise and Emissions Reduction**

· Enhance EMS capability to assess environmental impacts and metrics which include communication and outreach, refinement of decision support tools, testing and pilot studies, tracking and IT system, analysis of incentivization and NEPA collaboration, and prioritization and implementation of NAS interface testing

· Test and demonstrate Air Traffic Management -related CLEEN (Continuous Lower Energy, Emissions and Noise) technologies and assess noise, emissions and fuel burn reduction benefits of new technologies, market based measures, and environmental standards

· Explore, develop and validate operational procedure concepts; test and demonstrate environmentally efficient gate-to-gate operational procedures

**f.Wake Turbulence Re-categorization**

· Develop changes to the Advanced Terminal Proximity Alert decision support tool for incorporating the defined “Leader/Follower Pair-Wise Static” wake separation standards into the FAA ATC automation platforms

· Continue to support implementation of the “6 Category” wake separation standards into the FAA ATC automation platforms

**g.System Safety Management Transformation**

· System Safety Assessment 1 –Deliver software that Implements and validates the periodic system risk baselines for terminal area operations (gate to top-of-descent) 

· Software that incorporates terminal area risk analysis capabilities developed in the previous fiscal years will be implemented in a standard software platform in order to provide it as an FAA wide capability for safety analysis NAS-wide wherever ASDEX and other data are available and produce a daily safety report for the facility on surface movement 

· System Safety Assessment 2 – Provide software and analytical reports based upon the integrated system risk analysis program and analyze potential impacts of other domestic safety initiatives

· The Integrated Safety Assessment Model (ISAM) will be extended to reflect the safety impacts of the impact of NextGen segment B. and C., as well as additional actions on the part of the agency such as non-NextGen related rulemakings, NTSB recommendations, airworthiness directives, and other safety findings.  The aggregate result of risk levels will be accumulated and provided as an annual risk analysis evaluation to the NextGen Program Office, the Airport Obstruction Safety Committee, ATO Safety, AOV and other FAA stakeholders.  The software platform will be delivered in a web-based environment which will allow all valid (pre-screened) stakeholders direct access to the analysis process and results.

· System Safety Assessment 3  Deliver Software to NextGen program office, AVS and other operational FAA LOBs to provide integrated data collected via FAA-wide hazard tracking systems across all AVS services and offices with oversight responsibility (AFS, AIR, AAM, AOV) into the system risk baseline analysis

· Develop data exchange protocol to feed these data into the ISAM model. This FAA wide database will support operational and other safety assessments within the ISAM web-based platform.  This database will be available to all FAA stakeholders via the ISAM web-based platform

· System Safety Assessment 4 - Safety Modeling Advisory Committee

· Deliver stakeholder-required analyses in integrated safety modeling that support safety analysis requirements of the group, and improve the applicability of the integrated modeling product

· Conduct an annual FAA-wide safety risk management coordination workshop, including all SSMT stakeholders, to discuss and critique methodologies, topics and results of recent activities of the SSMT Program

**h.Operational Assessments**

· Release Aviation Environment Design Tool (AEDT) publicly with capability to perform airport to NAS level integrated fuel burn, noise and emissions analyses

· Interface AEDT environmental assessment capabilities with NextGen NAS simulation models

· Develop report on APMT-Economics for domestic/regional NAS-wide NextGen environmental analysis

· Provide report refining analysis and assessment of NAS-wide NextGen environmental benefits

· Enhance Operational Performance Model to support NextGen Operational Assessments

· Update NextGen cost estimates, benefits estimates, and the overall NextGen business case

· Develop and maintain the website for NextGen Performance Snapshots (NPS) to aid in the tracking and reporting of progress within NextGen

· Maintain and update the NextGen Segment Implementation Plan to aid the planning and deployment of NextGen portfolio in the mid-term timeframe

**What Is This Program?**

The FAA operates arguably the safest, most efficient, and most cost-effective Air Traffic Control (ATC) system in the world, while handling more traffic and controlling more airspace than any other Air Navigation Service Provider (ANSP).  The goal of NextGen is to provide new capabilities that make air transportation safer and more reliable while improving the capacity of the National Airspace System (NAS) and reducingaviation’s impact on our environment.  The achievement of these goals will be extremely challenging.  The NextGen System Development program provides cross-cutting research, development, and analysis to help achieve these goals, in such areas as human factors research, requirements development, environmental and operational modeling and analysis, and safety research and analysis.  The specific activities of the program are described below.

**a.Human Factors (Efficiency/Air Ground Integration)**

The significant features of this program are the development of a Human System Integration (HSI) Roadmap to complement the other roadmaps in the Enterprise Architecture, the development of a common air traffic workstation to accommodate the various NextGen technologies when providing services, and a series of integrated workstations that deliver the required services using the common workstation.  The HSI Roadmap will explain the roles and responsibilities of the actors in the NAS (air traffic controllers, pilots, dispatchers, traffic managers, etc.), their interactions with NextGen technologies, linkage to required changes to staffing, personnel selection, training, and required research and development activities in the human factors area that are needed to realize the NextGen vision.

Research will examine the roles of ANSP and facilities maintenance personnel to ensure safe operations at increased capacity levels and the way the roles would be best supported by allocation of functions between humans and automation.  The success of new NextGen technologies hinge upon the actions of air traffic service providers using new decision support tools or automation to achieve the operational improvement.  The effectiveness of each of these solutions is contingent upon the proper human engineering of the new capability.  This human engineering is not just the visible interface, but the characteristics of the tool and how the tool is used in the context of the work.

**b.New Air Traffic Management (ATM) Requirements**

The New ATM Requirements Program addresses FAA's goal for capacity and the DOT reduced Congestion Strategic Objective to "Advance accessible, efficient, inter-modal transportation for the movement of people and goods."  Furthermore, this program fits the NextGen goal of expanding capacity by satisfying future growth in demand as well as reducing transit time.  For FY 2014, new ATM requirements will focus on six areas:  Weather Transition, TCAS, Airborne SWIM, Trajectory Management, and New Radar Requirements (Surveillance and Weather), and Cloud Computing. 

Weather Transition ensures that weather concepts coming from aviation weather research are matured and technically developed under FAA guidelines to a level of appropriate readiness for operational use in the NAS.  Weather Transition will manage appropriate activities to include the creation, testing and evaluation of prototypes and operational demonstrations for the purpose of defining and refining an appropriate operational use concept. 

TCAS had extraordinary success in reducing the risk of mid-air collisions.  Now mandated on all large transport aircraft and installed on many smaller turbine powered aircraft, TCAS has been in operation for over a decade and has been credited with preventing several catastrophic accidents.  TCAS is a critical decision-support system in the sense that it has been widely deployed (on more than 25,000 aircraft worldwide) and is continuously exposed to a high-tempo, complex air traffic system.

TCAS is the product of carefully balancing and integrating sensor characteristics, tracker and aircraft dynamics, maneuver coordination, operational constraints, and human factors in time-critical situations.  Missed or late threat detections can lead to collisions, and false alarms may cause pilots to lose trust in the system and ignore alerts, underscoring the need for a robust system design.  NextGen airspace will have increased capacity due to decreased aircraft separation made possible by new technologies and new procedures, such as the increased use of RNAV/RNP routes and Closely Space Parallel Runways operations.  As aircraft separation is decreased, it is critical that TCAS be made even more accurate and dependable to ensure continued pilot trust in the system.

Airborne System-Wide Information Management (SWIM) - The current development of SWIM includes a gap in servicing airborne clients.  European concepts of SWIM, built by SESAR, cover this.  Thus, there is a need for concepts that would harmonize the FAA and SESAR SWIM systems.  There is a need to determine if 

airborne SWIM is a requirement or an optional feature.  Airborne SWIM will identify performance and bandwidth requirements for airborne internet capability to support the exchange of ATM information such as 

weather, aeronautical information and flight information to support Traffic Flow Management.  The program will develop standards and publish standards that will ensure harmonization with SESAR SWIM systems.

Trajectory-based operations require multi-domain interaction with aircraft trajectories in the far-term future.  As a step towards that end, trajectory operations (TOps) have been defined to focus on the NextGen midterm.  The TOps activity defined an initial cross-stakeholder, common view of the utilization of Communications, Navigation and Surveillance (CNS) components related to TOps in the midterm.  The Trajectory modeling project will develop NAS-wide trajectory-related requirements for Mid-Term automation systems.  System level requirements will then be developed and allocated across the automation systems.  The project focuses on defining concept of use alternatives for trajectory, what trajectory information should be exchanged, defining types and quality of trajectory prediction required, what integrated solution is required to achieve trajectory interoperability across multiple domains in the mid-term NAS and define a strategy for global trajectory harmonization.

New Radar Requirements (Surveillance and Weather) is a concept maturity and technology development initiative in support of the NextGen Surveillance and Weather Radar Capability.  The objective of this effort is to identify viable solution implementation alternatives that could provide for FAA’s aircraft and weather surveillance radar needs and weather surveillance radar needs of both FAA and NOAA.  It will include identifying the technical challenges, evaluating cost models, developing technology approaches and proposed solutions, and concept demonstration through modeling and prototyping.  The overall project includes four major areas: Multifunction Phased-Array Antenna Maturation, Engineering Studies – Technology Assessment, Multifunction Radar Backend Definition, and Concept and Requirements Definition. The outcome of this body of work will result in an initial Antenna and Radar Backend specification.  The information gained through this effort will support an FAA investment analysis readiness decision (IARD) in 2014 and will provide the government a greater capability of defining specific requirements for a potential joint radar acquisition.

**c.Operations Concept Validation Modeling**

The Operations Concept Validation Modeling Program addresses developing and validating future gate-to-gate (flight planning through arrival) operational concepts that will increase capacity and improve efficiency and throughput.  Special emphasis is placed on researching changes in roles and responsibilities between the FAA and airspace users (e.g., pilots and airlines), as well as the role of the human versus systems.  

The Operations Concept Validation Modeling Program will identify procedures to decrease workload and increase reliance on automation for routine tasking, in order to increase efficiency of the National Airspace System (NAS).  The program works toward developing operational methods to expand capacity by addressing future growth in demand and reducing transit times.

**d.Staffed NextGen Towers (SNT)**

The Staffed NextGen Tower (SNT) concept provides for a paradigm shift from using the out-the-window (OTW) view as the primary means for providing tower control services to using surface surveillance approved for operational use.

SNTs will provide for improved safety and increased capacity at night and during periods of inclement weather when impaired visual observation from an air traffic control tower results in delays or a reduced level of access to the airport.  SNT will also allow the FAA to expand its service to meet projected increases in Air Traffic Control Tower (ATCT) operations.

SNT is planned for high density airports as these airports are likely to have the surveillance infrastructure and most aircraft equipped with avionics that will support SNT operations.

**e.Environment and Energy – Environmental Management System (EMS) and Noise Reduction**

There are three aspects to this program: Environmental Management System (EMS), and Environment and Energy - Advanced Noise and Emission Reduction, and Energy and Environmentally Efficient ATM and Operational Procedures.  

The NextGen Environmental Management System (EMS) will manage NextGen environmental impacts and help to define and identify optimum mitigation actions and assess their benefits in order to achieve NextGen environmental goals.  This subprogram will develop, refine and evaluate EMS framework, support implementation as well as communication and coordination strategies, decision support tools, and environmental impacts metrics and analysis approaches.

The Environment and Energy - Advanced Noise and Emission Reduction aspect of the program has three main components: 1) mature ATM-related CLEEN (Continuous Lower Energy, Emissions and Noise) technologies; 2) evaluate potential NAS-wide environmental benefits from mitigation solutions, (i.e. new aircraft technologies matured under CLEEN for reduction in noise, emissions and fuel burn; potential and viable policies and environmental standards; and market based measures); 3); and identify ways to integrate environmental impacts mitigation options within the NAS infrastructure while demonstrating any NAS adaptation required to implement these solutions such that maximum benefit from NextGen provisions is attained.

The Energy and Environmentally Efficient ATM and Operational Procedures aspect of the program will explore and demonstrate ATM and operational procedures for energy efficiency and improved environmental performance.

**f.Wake Turbulence Re-categorization**

This program focuses on satisfying the capacity demands of future aviation growth.  The last full review of wake separation standards used by air traffic control occurred nearly 20 years ago in the early 1990s.  Since then, air carrier operations and fleet mix have changed dramatically, airport runway complexes have changed and new aircraft designs (A-380, very light jets, unmanned aircraft systems) have been introduced into the National Airspace System (NAS).  The 20 year old wake separation standards still provide safe separation of aircraft from each other's wakes but they no longer provide the most capacity efficient spacing and sequencing of aircraft in approach and en-route operations.  This loss of efficient spacing is adding to the gap between demand and the capacity the NAS can provide. 

This program is part of a joint EUROCONTROL and FAA program that has reviewed the current required wake mitigation aircraft separations used in both the USA's and Europe’s air traffic control processes and has determined the current standards can be safely modified to increase the operational capacity of airports and airspace that will have heavy operational demand in the NextGen era.  Associated work is incorporating new aircraft (i.e. Boeing 787, Airbus A-380, Boeing 747-8 and others) in this ongoing development of safe capacity efficient wake separation standards.

The next phase of the Wake Re-Categorization program is now underway.  By 2014, this program will develop sets of tailored leader aircraft and follower aircraft pair-wise static wake separation standards whose application would depend on phase of flight and aircraft characteristics in addition to aircraft weight; resulting in being able to get more aircraft into and out of airports and in the same volume of airspace.

The final and most technically complex phase of the Wake Turbulence Re-Categorization program will be the development of wake separation standards and associated procedures for application that change dynamically with the leading and following aircraft performance parameters and atmospheric conditions in which they are flying.

**g.System Safety Management Transformation**

This program provides research leading to a comprehensive and proactive approach to aviation safety in conjunction with implementation of NextGen capacity and efficiency capabilities.  The implementation of these capabilities will require changes in the process of safety management, the definition and 

implementation of risk management systems and management of the overall transformation process to ensure that safety is not only maintained but improved.  A core foundation of the system safety transformation is the introduction of system-wide access and sharing of aviation safety data and analysis tools within the aviation community, providing safety resources that are integrated with operations of aviation industry stakeholders.

Capabilities to merge and analyze diverse sets of aviation information will be provided to expose and track precursors to incidents/accidents, allowing safety analysts within the FAA and aviation industry to understand emerging risks before they become potential safety issues.  This research also enables safety assessments of proposed NextGen concepts, algorithms, and technologies and provides system knowledge to understand economic (including implementation) and operational and performance impacts (with respect to safety) of NextGen system alternatives.  A demonstration will be conducted at a National Level. System Safety Assessment working prototype that will proactively identify emerging risks as NextGen capabilities are defined and implemented.

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**h.Operational Assessments**

The Operational Assessment project focuses on:  Systems Analysis, and Environmental Assessment.

The purpose of the Systems Analysis program is to provide analytical products in support of the NextGen enterprise.  NextGen is a complex set of technologies, processes, procedures, and policies, the execution of which is being managed by a large number of offices scattered across the FAA.  Each of these offices will conduct detailed studies to support their specific activities.  But for NextGen to succeed there must also be an integrated assessment of the expected costs and benefits, and actual operational performance, of the entire portfolio of programs.  Otherwise, one program’s operational benefits may usurp another’s.  On the other hand, the costs to society of the integrated portfolio could be overstated if each program individually accounts for the cost to equip aircraft or develop ground infrastructure that is shared across programs.  Systems Analysis will prepare quantitative estimates of the anticipated operational benefits of the NextGen portfolio, through the “mid-term” and for the entire investment life-cycle; cost estimates for the overall NextGen portfolio, to include aircraft equipage costs; an integrated business case for NextGen, combining the costs and benefits to determine the return on investment (for society at large as well as individual stakeholder groups); and quantitative assessments of the operational impacts of fielded NextGen components as they become available.

The focus of the Environmental Assessment program is to establish the current operational state of the aviation system in order to quantify the change in environmental impacts from NextGen implementation. This will be done by enhancing local to NAS-wide environmental assessment capabilities within the AEDT and the economics component of the Aviation Environment Portfolio Management Tool (APMT) as well as to integrate environmental assessment capability with NAS design tools, simulation models and performance monitoring systems.  It also involves application of NAS-wide environmental assessment models to assess environmental benefits of NextGen NAS-wide mitigation options for decision support. The Environmental Assessment program also requires that external forecasts of operations, such as the FAA Terminal Area Forecast (TAF), be combined with fleet technology assumptions to generate future year fleet and operations sequences. This is done within the aforementioned tools.

**DOT Strategic Goal - Economic Competitiveness**

· Maximum economic returns on transportation policies and investments.

**Why Is This Particular Program Necessary?**

The solution involves four areas of research and development – safety, capacity, human factors, and environment.  The safety research includes expanding information sharing and data analysis to identify and mitigate risks before they lead to accidents.  The capacity research develops new air traffic management systems to support NextGen measures and NextGen concepts to determine if they can achieve the targets for 2025; and develops air traffic control procedures, separation standards and flexible airspace categories 

to increase throughput.  The human factors research provides higher efficiency levels in air traffic control and identifies the new role for controllers as more responsibility shifts to the flight crew.  The environmental research explores new procedures, and adapts new technologies and fuels into the National Airspace 

System (NAS) to reduce emissions, fuel burn, and noise; and includes demonstrations, methods to adapt the current infrastructure, and estimates of costs and benefits.

**How Do You Know The Program Works?**

Projects in the Systems Development solution set encompass the entirety of the airspace and airports within the NAS.  Since its beginning SYSDEV has made great progress expediting the integration of new technologies within these domains.  Below are examples of such successes and planned activities that have and will continue to improve the overall operations within the NAS.

**a.Human Factors (Efficiency/Air Ground Integration**

· Completed common Workstations for NextGen - review of NextGen information requirements for en route, TRACON, and big-airspace functions Completed CATM Human Factors Requirements - Initial Collaborative Pre-departure Planning Human Factors Requirements and Detailed Scenarios

· Completed Human Error/Safety Database for NextGen Capabilities - Initial Human Error/Safety Analysis of Midterm Operations

· Demonstration of Human Error/Safety Database for off-nominal NextGen conditions

· NextGen Human Factors Air-Ground Integration Human-in-the-loop Planning

**b.New ATM Requirements**

· Establish an international standards for future communication (AeroMAC)

· Requirements for trajectory modeling developed for existing technology transitioned into the NAS

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· Conduct demonstration and complete analysis of the MPAR alternative Backend architecture.  Complete final report of the demonstration results.
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· Conduct demonstration and complete analysis of the MPAR alternative Antenna architecture.  Complete final report of the demonstration results.
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· Complete an update of aviation weather requirements
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· Complete service analyses of operational needs for weather information
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· Conduct demonstration and evaluation of new/improved weather capabilities
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**c.Operations Concept Validation/Modeling**

· Completed Time-Based Flow Management tool assessment Management integration analysis

· Completed the technical transfer of 3D Path Arrival Management

· Fast-time modeling of initial (implemented with existing automation/communications) Flexible Airspace Solutions

· NextGen Mid-Term Concept of Operations, annotated outline

· Develop methods, metrics, and models to demonstrate that the modernized system can handle anticipated growth in traffic demand, for incremental years leading to the NextGen far-term

· Demonstrate capacity and efficiency increases at 2025 forecasted traffic levels by 2016

d. **Staffed NextGen Tower (Staffed and Autonomous)**

· Completion of Field Demo 2 at DFW

· Preliminary Program Requirements

· Updated concept of operations

**e.Environmental Management System (EMS) and Advanced Emissions and Noise Reduction**

· Develop EMS for use by stakeholders in managing their environmental performance

· Evaluate potential NAS-wide benefits of Aircraft CO2 Emissions Standards 

· Develop and evaluate new ATM and operational procedures for reduced energy use and environmental impact

· Develop and demonstrate ATM-related NextGen aircraft technologies via the Continuous Lower Energy, Emissions and Noise (CLEEN) Program

**f.Wake Turbulence Re-categorization**

· New 6 Category air traffic control wake separation airport capacity enhancing standards submitted to ICAO; and, FAA has initiated the process for implementing them

· Concept for using Leader/Follower Pair-Wise Static air traffic control wake separation standards has been developed – potential additional airport runway capacity increase of 4 percent.

**g.System Safety Management Transformation**

· SSA – Completed Integrated Emergent Risk Forecasting Model 2015 (version 0.1) 

· SSA – Baseline risk analysis capability distributed system Demonstration (Daily trend analysis capability 35 OEP airports)

· Provided to NSIP program office and FAA-wide stakeholders as a support tool for the NextGen Safety Coordination Group

· SMS – Integrated Hazard Tracking System FAA-wide Acquire and Implement Phase 1

**h.Operational Assessments**

· AEDT development and integration with NAS design tools

· APMT Economics development

· Updated NextGen cost analysis

· Updated NextGen benefits analysis

· Annual NextGen Performance Assessment

**Why Do We Want/Need To Fund The Program At The Requested Level?**

$61,500,000 is required to allow for continued execution of work within the System Development solution set.  The FY 2014 work will support strategies to meet future aviation demand in an environmentally sustainable manner, reduce domestic curb-to-curb transit time by 30 percent and minimize the impact of weather and other disruptions to achieve 95 percent on time performance.  System Development provides the research and development required to resolve these potential problems.  In addition, an increase in demand could cause an increase in the number of accidents, aircraft noise and emissions, as well as the ATC workload.  With a reduction in funding, achievement of these targets and solving these issues by 2025 will not occur.

**Facilities and Equipment1**