1. FAA Systems Engineering Directorate
Briefing to the PAR-WG

2. 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

3. 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
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.

4. 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.

5. 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

6. 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)

7. 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

8. 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

9. Surveillance Roadmap Decisions1
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)
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
Decision for migration of PRM to PRM-A, based on multilateration
2012 – Decision for surveillance capability to support NGATS virtual tower implementation
Decision for removal of surface primary radars, based on implementation of ADS-B
Decision for replacement of legacy primary radars (ASR-8, ASR-9), based on air traffic safety and weather surveillance requirements
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

10. Surveillance Roadmap Decisions9
Decision for replacement of en route beacons (ATCBI-6)
Decision for replacement of terminal primary radars (ASR-11 PSR) and removal of terminal beacons (ASR-11 MSSR) 10

11. 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)

12. 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

13. Weather Roadmap Decisions (1 of 3)
2009 – Investment decision to sustain LLWAS-RS WS capability – TR
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

14. 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

15. 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
Investment Decision for ITWS for
ITWS Tech Refresh
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

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
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

17. 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

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

19. FAA References
FAA Operations Planning Systems Engineering
FAA NAS Architecture 6
Joint Planning & Development Office (JPDO)

20. Backup Slides

21. 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.

22. The combined view AMS FAA EA t Service Delivery 2 3CA
IOC
FOC
CDR
PDR
IARR
JRC2
Program Execution
Investment
Analysis
Forecast for
Owners
Customers
Updates
New SIs
New SI Instances (Current 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