FAA Systems Engineering Directorate Briefing to the PAR-WG

Background FAA Flight Plan and Enterprise Architecture (EA) Provides the Direction for the Agency The EA governs agency investments EA required for all federal agency to satisfy OMB* (*reference http://www.whitehouse.gov/omb/egov/a-1-fea.html)

Federal Enterprise Architecture Objective of an Enterprise Architecture is to be Business Driven in Investment Decisions, It Supports: Budget Allocation Performance Measurement Cross-Agency Collaboration “…connects an organization’s strategic plan with program and system solution implementation by providing business and technology details to guide and constraint investments in a consistent, coordinated and integrated fashion.” – GAO-05-266 OMB A-130: The EA provides a strategy that will enable the agency to support its current state and also act as the roadmap for transition to its target environment. The next are a series of slides which explain the role that an enterprise architecture is to take in an agency's investment decisions. For NAS this means that the NAS Architecture which was sort of a strategic vision for the future of the NAS infrastructure, has to change into a NAS Enterprise Architecture. For non-NAS this means that the lines of business including ATO have to develop architectures to cover these related investments.

FAA Enterprise Architecture Management NAS Enterprise Architecture ATO-P, Systems Engineering Non NAS Enterprise Architecture FAA AIO First the FAA Enterprise Architecture is a “federated” architecture. It consists of the NAS Enterprise Architecture - this reflects the FAA’s command and control architecture for delivery of air traffic services – the mission of ATO. Because the infrastructure for this part of the FAA architecture has different performance characteristics than the regulatory and business sides of the agency it is developed in a separate framework.

NAS Enterprise Architecture NAS EA consists of service, operational and infrastructure views Infrastructure Roadmap Consists of: Automation Communications Surveillance Navigation Weather Facilities Mission Support Focus for this Group is on Surveillance and Weather Roadmaps

Surveillance Roadmap Assumptions Migrate to Automatic Dependent Surveillance - Broadcast (ADS-B) as primary means of surveillance Airspace rule to be in effect and backup to be in place by 2020 (compliance date) Existing surveillance infrastructure will remain in place until then Backup to mitigate loss of on-board GPS positioning source required Backup strategy in development, results expected by end of November 2006 Roadmap assumes reduced secondary surveillance network as backup (after 2020) Dependent on Backup Strategy, Plan is to: Retain all en route beacons (~150 monopulse systems with selective interrogation) Retain limited set of terminal beacons (~ 40 monopulse systems with selective interrogation) Terminal primary radars are retained Need for additional systems dependent on emerging weather surveillance requirements; roadmap assumes all terminal primary radars required Use as safety (ATC) backup in selected terminal areas (~100 locations)

Surveillance Roadmap Assumptions Pending ADS-B Backup Strategy JRC approval, the ASR-11 program may be extended to replace a limited number of ASR-8/ATCBI systems If Backup Strategy retains the Primary and Secondary Radars at selected locations past 2020, then additional tech refresh/SLEP work may be required Surface primary radars no longer required after ADS-B rule compliance date Requires mandated equipage of all surface vehicles Surface surveillance to be supported by ADS-B Multilateration will be retained as a backup to ADS-B at all ASDE airports Multilateration will replace PRM system At non ASDE-X location full Multilateration is required Migration of en route Primary Radars to single agency/multi-user En route primary radars not required for normal ATC operations

Replace ASRs at mortality Surveillance Roadmap 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 En Route << LRR 2a NGATS Surveillance << Mode S 2 2a 8 Retain beacons as backup Replace all en route ATCBI-4/5s << ATCBI-4/5 New Beacon ATCBI-6 2a 9 Terminal << ASR-9 2 2a 7 Replace ASRs at mortality << ASR-8 2 7 << ASR-7 Replace all ASR-7s New Primary Radar ASR-11 10 << ATCBI-4/5 2 8 Decommission all X 2a Decommission remainder << Mode S 2 8 X Implement NAS-Wide ADS-B New Beacon (limited deployment) ADS-B (incl. TIS-B and FIS-B) 1 Retain reduced set of beacons as backup Surface << PRM 4 Use MLAT for PRM Add MLAT to ASDE-3 sites PRM-A Decommission primaries << ASDE-3 5 X NGATS VT ASDE-X/3X (incl ADS-B) 2a 5 6 Remove surface primary radars 3 RWSL

Surveillance Roadmap Decisions 1 2007 - Investment decision for ADS-B/TIS-B/FIS-B Segment 2 (NAS wide) implementation, including backup strategy (limited secondary radar backup assumed as one of the options) 2007 - Investment decision for legacy radar/beacon (ASR-8/ATCBI-4/5, ASR-9/Mode S) low activity refresh through 2020 (limited extension ASR-11 deployment) 2009 – Investment decision for implementing IP address at radar facilities for distribution to all users 2007 – Decision for JRC-2A approval of RWSL at selected airports 2009 - Decision for migration of PRM to PRM-A, based on multilateration 2012 – Decision for surveillance capability to support NGATS virtual tower implementation 2014 - Decision for removal of surface primary radars, based on implementation of ADS-B 2014 - Decision for replacement of legacy primary radars (ASR-8, ASR-9), based on air traffic safety and weather surveillance requirements 2014 - Decision for en route and limited terminal replacement of legacy beacons (Mode S), and removal of remaining systems (Mode S, ATCBI-4/5) 2 2a 3 4 5 6 7 8

Surveillance Roadmap Decisions 9 2024 - Decision for replacement of en route beacons (ATCBI-6) 2024 - Decision for replacement of terminal primary radars (ASR-11 PSR) and removal of terminal beacons (ASR-11 MSSR) 10

Weather Roadmap Assumptions Weather Sensor Sustainment Issues Weather information from ASR-9/11 continues to be required even if surveillance no longer ground based (6-level weather channel) Evaluate need for Wind Shear/Microburst functionality to be ground based (SE study) Rulemaking to support equipage for in situ aircraft observations (MDCRS and TAMDAR-like systems) Migrate Weather to common Network Enabled Operations (NEO) communications Issues re Convergence of Wx Processing Capability Develop CWI (CIWS-WARP Integration) Weather and Radar Processor (WARP) End of Service Continuation of Corridor Integrated Weather System (CIWS) prototype until CWI “stands up” Develop NGATS General Weather Processor (GWP) Fund NGATS GWP GWP subsumes most of the functionality of CWI and ITWS (may not be FAA ‘box’) Fund FAA portion of NGATS 4-D “virtual distributed” database (Wx Fuser)

Weather Roadmap - Sensors 2006 2007 2008 2009 2011 2012 2013 2010 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 LLWAS-RS/NE 1 TR ASR-WSP TR 3 TDWR 2 TDWR SLEP 4 NEXGEN Weather Radar ASR-9/11 WX Channel S7 FAA Sensors NEXRAD Dual Polarization 5 NEXRAD SLEP or Replacement AWOS/ASOS AWSS 6 SAWS Non FAA Sensors MDCRS 7 Enhanced MDCRS Mandatory Equipage MDCRS & TAMDAR 8 TAMDAR A11 Auto PIREP Entry ERAM PIREPS

Weather Roadmap Decisions (1 of 3) 2009 – Investment decision to sustain LLWAS-RS WS capability – TR 2011-2012 2007 – Investment decision for TDWR SLEP 2018 – Decision to decommission wind shear/microburst systems (LLWAS-RS & ASR-WSP) based on improved, more widespread pilot training and possible coverage from NEXRAD Replacement (see ). Requires Eng. study & update to Integrated Wind Shear Or decision to replace with less expensive weather radar. 2019 – Decision to replace TDWR, ASR-9 WSP, TDWR and ASR-9/11 with less expensive weather radar. 2014 – Decision on terminal primary radar right-sizing (continuation, reduction, or removal from service - decision 6 on Surveillance Roadmap) could dictate replacement with Wx radar 2018 – Investment Decision for NEXRAD – SLEP or replacement 2016 – Investment Decision to consolidate automated surface observing systems and backup 2016 – Investment decision for CWI/ITWS to accept Enhanced MDCRS data (humidity & turbulence) plus TAMDAR data 2007 – Investment Decision to obtain TAMDAR data 2011 – Automatic entry of PIREPs on ERAM to collect 90% of PIREPs not captured today 2 3 5 4 S7 5 6 7 8 A11

Weather Roadmap - Dissemination, Processing & Display 2006 2007 2008 2009 2011 2012 2013 2010 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 Dissemination SWIM (Segment 1) 10 NAS Wx Reqm’ts WARP WINS 11 ADAS ALDARS TR ADAS 11 12 12a CAP 11 WMSCR TWIP Processing & Display WARP 13 CWI 14a CIWS Proto 13 NGATS GWP Requirements 14 14a 14b NGATS GWP ITWS 15 ITWS TR NGATS 4-D WX DB Established 16 17 Wake Turbulence Mitigation for Departures 17a Wake Turbulence Mitigation for Arrivals 17b Wake Turbulence Mitigation for Single Runway 17c Aircraft Based Wake Turbulence Separation CWI = CIWS-WARP Integration

Weather Roadmap Decisions (2 of 3) 11 2007 – Investment Decision to subsume Weather Communication systems and subsystems into SWIM 2010 – Investment decision to Tech Refresh ALDARS as SWIM subsumes communications functionality 2017 – Investment decision to move ADAS/ALDARS functionality to CAP 2007 – Investment decisions 2a and 2b for CIWS – WARP Integration (CWI) as well as Investment Decision to sustain WARP and CIWS Prototype until subsumed into CWI Current WARP Sustainment Contract ends in 2009 NGATS GWP decisions 2013 – Requirements Development 2014 – Investment Decision 2A to incorporate ITWS and CWIS into GWP 2015/16 – Investment Decision 2B 2008 - Investment Decision for ITWS for ITWS Tech Refresh 2007-2012 Fielding of remaining 12 systems New NAS requirements 2010 – Investment decision to fund FAA portion of NGATS 4-D ‘virtual distributed’ Weather DB 12 12a 13 14 14a 14b 15 16

Weather Roadmap Decisions (3 of 3) 2009 – Begin CRD to acquire & deploy first wake turbulence mitigation ATC decision support (Wake Turbulence Mitigation for Departures <WTMD>) capability for airports with CSPR 2011 – Investment decision to add Wake Turbulence Mitigation for Arrivals (WTMA) ATC decision support capability for airports with CSPR 2016 - Investment decision to add Wake Turbulence Mitigation for Single Runway (WTMSR) decision support capability to allow reduced wake turbulence spacing for aircraft directly following another aircraft (arrivals and departures) airports with CSPR 2019 – Investment decision to add Aircraft Based Wake Turbulence Separation (ABWTS) decision support capability to the flight deck. Aircrew can “visualize” in all weather conditions the wake hazard zones associated with adjacent and approaching aircraft and self separate from that hazard zone. 17 17a 17b 17c

System Engineering Future Efforts and Plans Develop Business Case analysis for primary radar for surveillance and weather Support technology alternative analysis to address the roadmap decision points Determine Requirements for Terminal Weather Investigate Technologies to Improve Terminal Weather Investigate Feasibility of a Scaled Down TDWR for Terminal Area Investigate Improvement of CIWS Algorithms when using NWRT Data

FAA Expectation Research needed to verify/validate: Viability of Dual Use (Multi-functionality - weather, surveillance) Affordability Performance

FAA References FAA Operations Planning Systems Engineering http://seinfoweb.faa.gov/ FAA NAS Architecture 6 http://nas-architecture.faa.gov/nas/home.cfm Joint Planning & Development Office (JPDO) http://jpdo.aero/

Backup Slides

Enterprise Architecture – It’s the Law The FAA satisfies its Mission through delivery of Services enabled by Infrastructure that together make up the FAA Enterprise Architecture. Public Law – U.S. Code <Title 49: Transportation> Public Law – U.S. Code <Title 31: Money and Finance> Mission Appropriation President’s Budget EA Mission Services Infrastructure FAA DOT OMB OMB A-11 Regulations – CFR <Title 14: Aeronautics and Space> Agency EA must Align With FEA FEA Reference Models Performance Business FAR Service OMB Exhibit 300 ICAO Convention Data SARP PANS Technical $$ The realtionship between Capital Investment + Capital Planning Guidance National Airspace System “The agency's CPIC process must build from the agency's current EA and its transition to the target architecture.” — OMB A-130 OMB A-130: The EA provides a strategy that will enable the agency to support its current state and also act as the roadmap for transition to its target environment.

The combined view AMS FAA EA t Service Delivery 2 3 CA IOC FOC CDR PDR IARR JRC2 Program Execution Investment Analysis Forecast for Owners Customers Updates New SIs New SI Instances (Current SI @ new location) FAA EA t Service Improvement Initiatives Service Delivery New IIs 2 3 Allocation Matrix Infrastructure Improvement Initiatives Validated Initiative Shortfalls Concept & Rqmts Def Annual Budget Process Prioritize SIs Prioritize IIs Adjust Roadmaps Based on Priority to fit Budget Profile A B C Current Baseline Re-Validate Priorities Iterate as needed Update AMS 1 Exploration Validation R&D Mission Roadmap