The ASR-11 Technology Refresh program replaces and upgrades obsolete ASR-11 Commercial Off-The-Shelf (COTS) hardware and software to ensure the continued reliable and cost effective operation of the radar system through its designated lifecycle. This is an ongoing program to address obsolescence and maintenance issues and will be accomplished in separate sequential 5-year segments.
The ASR-11 Technology Refresh Segment 2 is being structured to address the following shortfalls identified in the approved ASR-11 Technology Refresh Segment 2 Shortfall Analysis Report:
1. Site Control Data Interface (SCDI) /Operator Maintenance Terminal (OMT) obsolescence. 2. Fault Monitoring/Fault Isolation (FM/FI) reliability.
3. System Stability performance.
4. Uninterruptible Power Supply (UPS) capacitor at end of life expectancy.
The objective of the Segment 2 program is to insure continued reliable and cost effective operation of the radar system through its designated lifecycle. The Segment 2 Investment Analysis Readiness Decision (IARD) was approved in November 2012 and the Final Investment Decision (FID) is planned for December 2013.
Alignment of Program to FAA Strategic Goal, Outcome, and Performance Metric
FAA Strategic Goal 3 – Delivering Aviation Access through Innovation. FAA Outcome 3 – Air navigation infrastructure and associate systems are flexible, reliable, cost effective and secure.
FAA Performance Metric 3 – Organizations throughout the agency will continue to implement cost efficiency initiatives. FY 2013 Target: 90 percent of targeted savings.
Relationship to Performance Metric
The ASR-11 Technology Refresh Segment 2 will continue upgrading the components and functionality of the ASR- 11 to reduce operating costs and improve operational efficiency.
Program Plans FY 2014 – Performance Output Goals
Complete modification to Inter-Agency Agreement (IAA) by June 30, 2014. Achieve a JRC Final Investment Decision (FID) by December 2013. Additional activities will be established at the FID.
Program Plans FY 2015-2018 – Performance Output Goals Future activities will be established at the FID.
System Implementation Schedule
2B12,R
UNWAYS
TATUSL
IGHTS(RWSL)
FY 2014 Request $35.3MRunway Status Lights (RWSL) – Implementation, S11.01-02
Program Description
The RWSL system integrates runway lighting equipment with approach and surface surveillance systems to provide a visual signal to pilots and vehicle operators indicating that it is unsafe to enter/cross or begin takeoff on the runway. The system is fully automated based on inputs from surface and terminal surveillance systems. Airport surveillance sensor inputs are processed through light control logic that commands in-pavement lights to illuminate red when there is traffic on or approaching the runway. Runway Entrance Lights (REL) provides this signal to aircraft planning to cross or enter a runway from an intersecting taxiway. Takeoff Hold Lights (THL) provide a signal to aircraft in position for takeoff. The RWSL program received a Final investment Decision in 2010 from the JRC for 23 operational and three support sites.
Due to cost growth the program is returning to the JRC in the third quarter of 2013 for a baseline change decision.
Alignment of Program to FAA Strategic Goal, Outcome, and Performance Metric
FAA Strategic Goal 1 – Next Level of Safety.
FAA Outcome 2 – Reduce aviation risk through all phases of flight (gate-to-gate).
FAA Performance Metric 1 – Maintain the rate of serious runway incursions at or below 0.395 events per million operations.
Relationship to Performance Metric
Runway incursions are a significant safety issue and installations of RWSL will contribute toward reducing the rate of runway incursions by indicating to pilots and vehicle operators the existence or forecast of a conflict if they cross the hold line for a runway. The RWSL also warn pilots or vehicles to stop at the hold line if an aircraft on the runway begins its takeoff. The FY 2014 RWSL projected benefits include a reduction in cumulative A&B runway incursions at the 23 RWSL airports by ~17% (from 9.68 in baseline to 8.02 with RWSL); and a reduction in cumulative runway incursions caused by Pilot Deviations by ~22% (from 41.03 in baseline to 32.17 with RWSL). Program Plans FY 2014 – Performance Output Goals
Start construction at two of 23 operational sites. Achieve IOC at two of 23 (60%) operational sites. Program Plans FY 2015 – Performance Output Goals Start construction at seven of 23 operational sites. Complete installation at six of 23 operational sites. Achieve IOC at two of 23 (70%) operational sites.
Airport Surveillance Radar - Model 11 (ASR-11)
Technology Refresh - Segment 2
First site Delivery: TBD -- Last site Delivery: TBD ASR-11 TR 2
2015 2020
Program Plans FY 2016 – Performance Output Goals Complete installation at one of 23 operational sites. Achieve IOC at seven of 23 (100%) operational sites.
Achieve last site ORD at 23rd airport, September 2016. (APB milestone) Program Plans FY 2017-2018 – Performance Output Goals
None.
System Implementation Schedule
2B13,N
ATIONALA
IRSPACES
YSTEMV
OICES
YSTEM(NVS)*
FY 2014 Request $16.0MNetworked Facility – NAS Voice System – Segment 1, G03C.01-01
Program Description
The NAS Voice System (NVS) will replace current voice switches in both center and terminal facilities. It will be a real-time, critical part of the ATC infrastructure that provides the connectivity for efficient communications among air traffic controllers, pilots and ground personnel. It connects incoming and out-going communication lines to the controller’s workstation. The controller uses a panel on his workstation to select the lines needed to communicate with pilots, other controllers and other facilities.
The current voice system technology deployed in the NAS will not support the expected future NextGen concept of operations for capabilities such as networked facilities, dynamic re-sectorization (expanding or contracting a controller’s volume of airspace electronically), and off-loading selected sector control to other facilities during non- peak operations. These capabilities require that lines connected to a controller’s workstation panel be electronically changed to add or eliminate lines as the geographical boundaries of the sector change. The NVS will have the capacity to support current and forecasted future ATC operations.
NVS will replace the service that is currently provided by 13 different voice switch configurations including Terminal Voice Switch Replacement (TVSR) and Voice Switching and Control System (VSCS). The focus will be on designing a replacement system that can be scaled to facility size with standardized components that will reduce maintenance and parts inventory costs.
The NVS contract was awarded in August 2012, and it will be implemented in two segments. This approach is intended to achieve program objectives, minimize risk, and align to agency priorities and constraints. Segment 1 will focus on the demonstration of NextGen capabilities. Segment 2 will focus on the establishment of a production system that is capable of meeting the requirements of various size facilities. The program will request a Final Investment Decision prior to the beginning of Segment 2. The NVS contract addresses both the demonstration and production systems.
Alignment of Program to FAA Strategic Goal, Outcome, and Performance Metric
FAA Strategic Goal 3 – Delivering Aviation Access through Innovation. FAA Outcome 1 – System capacity and user demands are matched to ensure reliable, predictable and cost effective air navigation and airport services.
FAA Performance Metric 4 – Maintain an average daily airport capacity for the Core Airports of 86,835 arrivals and departures through 2016.
Runway Status Lights (RWSL)
First site IOC: July 2011 -- Last site IOC: August 2016 RWSL
Relationship to Performance Metric
The NVS program supports the average daily airport capacity by providing an architecture that can handle future growth and load-sharing within a flexible network. NVS will support the NextGen concept of operations for networked facilities, dynamic re-sectorization and off-loading selected sector control to other facilities during non- peak operations. These capabilities will increase capacity by improving operational efficiency and by better balancing workload in response to demand changes.
Program Plans FY 2014 – Performance Output Goals
Complete demonstration of NextGen capabilities using three demonstration systems. Achieve Final Investment Decision (FID) from Joint Resources Council (JRC). Order first article test system for the William J. Hughes Technical Center (WJHTC). Program Plans FY 2015 – Performance Output Goals
Deliver first article test system to the William J. Hughes Technical Center (WJHTC). Deliver second article test system to the Mike Monroney Aeronautical Center (MMAC). Order two key site Voice Enterprise Systems.
Program Plans FY 2016 – Performance Output Goals Deliver two key site Voice Enterprise Systems. Program Plans FY 2017 – Performance Output Goals Achieve first site Initial Operating Capability (IOC). Program Plans FY 2018 – Performance Output Goals Achieve In-Service Decision (ISD).
Deliver systems; quantity to be determined at FID. System Implementation Schedule
2B14,I
NTEGRATEDD
ISPLAYS
YSTEM(IDS)
FY 2014 Request $4.1MIntegrated Display Systems (IDS) – Replacement, A03.05-01 / X, Integrated Display
Systems (IDS) – Replacement – Technology Refresh, A03.05-02
Program Description
The Integrated Display Systems (IDS) program provides rapid retrieval and display of a wide range of weather, operational support, and administrative information to air traffic controllers and other required users in the terminal environment. Integrated Display Systems consolidate operational information to provide a tool to exchange information that impacts the control of air traffic. The presentation of multiple sources of data on a single display, allows for decision making by controllers thus increasing efficiency of operations. The FAA began regional procurements in 1990 and currently has 2,230 IDS-4 workstations located at approximately 390 FAA facilities nationwide. Recent obsolescence issues and loss of proprietary software support make it necessary to replace this system to sustain its functionality.
NAS Voice System (NVS)
First site IOC: September 2017 -- Last site ORD: September 2027 NVS
2020 2015
IDS Replacement (A03.05-01):
The IDS Replacement program modernizes the IDS-4 system with current technology at 71 existing IDS-4 networks, including 1,944 IDS-4 workstations, at 256 sites. (Instead of replacing systems at some smaller sites, existing systems at larger sites will be repurposed to the smaller sites.) The prime contract was awarded in May 2010 and design efforts were completed in late 2011. The program was rebaselined in March 2013. Deployment will occur from 2013 to 2017. By the end of 2013, 6 networks will have been installed.
IDS Replacement – Technology Refresh (A03.05-02):
The IDS-4 will be replaced with a state-of-the-art system comprised mainly of Commercial-Off-The-Shelf (COTS) components. As in any COTS based system, a technology refresh of the replacement components is absolutely essential to sustain system services. Therefore, the FAA plans to perform a system analysis in FY 2016 (approximately 5 years after original COTS system components are acquired) to identify affected components before they become inoperable due to obsolescence. Based on the system analysis, components will then be acquired to replace obsolete components.
Alignment of Program to FAA Strategic Goal, Outcome, and Performance Metric
FAA Strategic Goal 3 – Delivering Aviation Access through Innovation. FAA Outcome 3 – Air navigation infrastructure and associate systems are flexible, reliable, cost effective and secure.
FAA Performance Metric 2 – Maintain operational availability of the National Airspace System (NAS) at 99.7 percent through 2016.
Relationship to Performance Metric
The IDS-4 is experiencing supportability issues with the existing stock levels of motherboards within the IDS-4 computers. The current beyond economic repair (BER) rate for motherboards returned to the FAA Logistics Center for repair is 21%. Commercial sources for IDS-4 compatible computers/motherboards for long term support are not available. By replacing the legacy IDS-4 systems with state-of-the-art equipment, outages are reduced, thereby reducing delays at the 390 FAA facilities nationwide, including the 30 core airports.
Program Plans FY 2014 – Performance Output Goals IDS Replacement (A03.05-01):
Achieve Initial Operating Capability (IOC) at 16 networks by end of FY 2014. IDS Replacement – Technology Refresh (A03.05-02):
None.
Program Plans FY 2015 – Performance Output Goals IDS Replacement (A03.05-01):
Achieve Initial Operating Capability (IOC) at 21 networks by end of FY 2015. IDS Replacement – Technology Refresh (A03.05-02):
None.
Program Plans FY 2016 – Performance Output Goals IDS Replacement (A03.05-01):
Achieve Initial Operating Capability (IOC) at 21 networks by end of FY 2016. IDS Replacement – Technology Refresh (A03.05-02):
None.
Program Plans FY 2017 – Performance Output Goals IDS Replacement (A03.05-01):
Achieve Initial Operating Capability (IOC) at 7 networks by end of FY 2017. Last Site ORD. (APB milestone)
IDS Replacement – Technology Refresh (A03.05-02): Award contract for Technology Refresh.
Program Plans FY 2018 – Performance Output Goals IDS Replacement (A03.05-01):
None.
IDS Replacement – Technology Refresh (A03.05-02): Install technology refresh upgrades at 51 networks. System Implementation Schedule