1. By: Date: Federal Aviation Administration Surveillance and Broadcast Services ASAS in NextGen Roberta Massiah April 24, 2007

2. 2 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 2 Agenda Transition to NextGen Initial Applications Benefits Future Applications –Balancing –Prioritization –Qualitative Score Sheet Next Steps

3. 3 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 3 Realizing NextGen NextGen Trajectory-Based Operations Aircraft Data Communications Performance-Based Operations and Services Separation Management Collaborative TFM Precision Navigation Weather Integration Surveillance Services Network-Centric Information Sharing Key Near-Term Investments ERAM Enhancements Automated Problem Resolution Concept Demonstrations Trajectory-Based Ops/High Density Infrastructure Robust Flow of Information TFM-M Enhancements Time-Based Metering Terminal Enhancements Merging and Spacing Tools RNP/RNAV Expansion Precise Navigation Data Communications Flight Intent Downlink ADS-B Aircraft Separation SWIM/Net-Enabled Weather Net-Centric Information Sharing ERAM TFM-M STARS/CARTS RNP/RNAV Airspace Mgmt Program Initial ADS-B Initial SWIM Current Programs

4. 4 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 4 Background: Initial ADS-B Services FY2007- FY2010 Services:ASAS / RFG Conversion Surveillance Broadcast Services (en route, terminal, surface) - Airport surface surveillance (ADS-B- APT) - ATC surveillance in non-radar airspace (ADS-B-NRA) - ATC surveillance in radar areas (ADS-B- RAD) - Aircraft derived data for ground tools (ADS-B-ADD) Traffic Information Broadcast Services- Enhanced traffic situational awareness during flight operations (ATSA-AIRB) Flight Information Broadcast ServicesNot applicable Link to Initial Services and Applications Detail

5. 5 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 5 Background: Initial ADS-B Applications FY2007- FY2010 FAA Applications:ASAS / RFG Conversion Enhanced Visual Acquisition- Enhanced traffic situational awareness during flight operations (ATSA-AIRB) Enhanced Visual Approaches Includes: Merging and Spacing Cockpit Display of Traffic Information (CDTI) Assisted Visual Separation (CAVS) - Enhanced visual separation on approach (ATSA-VSA) Merging and Spacing and CAVS are not applicable Final Approach and Runway Occupancy Awareness - Enhanced traffic situational awareness on the airport surface (ATSA-SURF) Airport Surface Situational Awareness- Enhanced traffic situational awareness on the airport surface (ATSA-SURF) Conflict Detection- Enhanced traffic situational awareness during flight operations (ATSA-AIRB) Link to Initial Services and Applications Detail

6. 6 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 6 Sample Initial Applications Enhanced Visual Acquisition Climb/descent rate Selected Target Selected Target Info Closure Rate Range Indication Enhanced Visual Approach

7. 7 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 7 Quantified Benefits for Initial Applications FAA ApplicationOutcome Risk Adjusted Benefit (BY07$M) Radar Airspace ATC Surveillance Surveillance cost avoidance$1,225.9 More efficient spacing on approach in IMC and MVMC by reducing the spacing buffer $1,519.3 Increased safety on the surface by controllers$14.2 More efficient ATC management of surface movement$87.0 Enhanced Visual Acquisition and Conflict DetectionFewer aircraft-to-aircraft conflicts$569.2 Weather and NAS Status Situational Awareness Fewer encounters with hazardous weather$1,052.6 More efficient routes in adverse weather$12.2 Fewer aircraft-to-terrain conflicts$749.4 Enhanced Visual Approach - Initial ApplicationMore efficient spacing on approach in VMC$1,356.8 Enhanced Visual Approach - CAVSContinuation of visual approaches in marginal conditions$603.3 Enhanced Visual Approach - Merging and Spacing Increased ability to perform continuous descent approaches $2,329.6 ADS-B ATC Automation Integration Airport Surface Situational AwarenessMore efficient movement on surface by pilots$782.7 Final Approach and Runway Occupancy AwarenessIncreased safety on the surface by pilots$313.7 Total $10,615.9

8. 8 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 8 Future Applications FAA Applications:ASAS / RFG Conversion CDTI / MFD Assisted Visual SeparationNot applicable Merging and SpacingNot applicable In-Trail Procedure in Oceanic Airspace- In-trail procedure in oceanic airspace (ATSA-ITP) 1,2 - In-trail procedure in oceanic airspace (ASEP-ITP) 1 Approach Spacing for Instrument Approaches Not applicable Enhanced Sequencing and Merging- Sequencing and merging operations (ASPA-S&M) 1,2 - Sequencing and merging operations (ASEP-S&M) 1 Independent Closely Spaced Parallel Approaches Not applicable 1 – ASAS Application; 2 – RFG Application Link to Future Applications Detail

9. 9 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 9 Future Applications FAA Applications:ASAS / RFG Conversion Airborne Conflict Management- Self separation in segregated free flight airspace (SSEP-FFAS) 1 - Self separation in managed airspace (SSEP-MAS) 1 - Organized track system (SSEP-FFT) 1 Paired ApproachNot applicable - Enhanced crossing and passing operations (ASPA-C&P) 1,2 Not applicable- Lateral crossing and passing (ASEP- LC&P) 1 Not applicable- Vertical crossing and passing (ASEP- VC&P) 1 Not applicable- In-trail follow (ASEP-ITF) 1 1 – ASAS Application; 2 – RFG Application Link to Future Applications Detail

10. 10 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 10 Selection Approach System Effectiveness Lifecycle Cost Research, design, and development cost Construction cost Production cost System operation cost Maintenance and support cost Retirement, material recycling, and disposal cost System performance Availability, dependability, reliability, maintainability, and supportability Constructability Human Factors System quality Disposability Other technical factors

11. 11 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 11 Prioritization Deploy Discover Decide Develop Steps we take to screen the many ideas we could pursue and narrow them down to the select portfolio(s) we will pursue with our limited resources The work we do as we execute the selected array of applications, which taken together, produce the capabilities we need Activities to ensure that the innovations we develop are effectively applied to produce value for the airspace users All the things we do to explore and understand our applications, opportunities, the directions we could choose to pursue in addressing our airspace needs Scorecard Simulation Concept Exploration Air to Air Applications

12. 12 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 12 Prioritization (continued) Test DISCOVERDISCOVER DECIDEDECIDE DEPLOYDEPLOY DEVELOPDEVELOP Concept Requirements Design Development High Level Low Level High Level Low Level Portfolio Investment Plan Plans, Schedules, Resources, Progress Tracking Low Level High Level Vision Strategic Roadmaps Con Ops Deployment Plans Pilots Verification Validation Delivery In-Service

13. 13 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 13 Generic Scorecard

14. 14 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 14 Scoring Guidelines Score = 0Score = 10 1.0 Demand - Minimal sponsorship by user and ANSP- Strong sponsorship by user and ANSP - Low probability of implementation success- High probability of implementation success - Speculative improvement to airspace environment- Predictable positive impact on airspace environment 2.0 Reward Criteria Business Case Benefits Criteria - Marginal airspace / surface efficiency contribution in high density environment - Considerable airspace / surface efficiency contribution in high density environment - Minimal surface / airspace safety contribution in high density environment - Significant surface / airspace safety contribution in high density environment - Nominal cost avoidance- Considerable cost avoidance Business Case Cost Criteria - Rough estimate of application payback period is greater than 10 years - Rough estimate of application payback period is less than 5 years - Rough estimate of incremental cost for application User: -Avionics costs are greater than $100K/aircraft -Aircraft retrofit cost are greater than $500K/aircraft ANSP: -ATC workforce increase greater than 3 per shift -ATC automation lifecycle costs greater than $10M - Rough estimate of incremental cost for application User: -Avionics costs are less than $40K/aircraft -Aircraft retrofit cost are less than $100K/aircraft ANSP: -ATC workforce increase less than 1 per shift -ATC automation lifecycle costs less than $1M 3.0 Risk - High regulatory impact- Low regulatory impact - High negative environmental impact- Low negative environmental impact - Negative political impact- Positive political impact

15. 15 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 15 Deciding the ‘Right’ Application To Invest In ApplicationScoreRisk 126G 222G 320Y 4 R 511R

16. 16 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 16 Next Steps Developing applications to the point of implementation Measuring value in demonstration trials Leverage activities across international community to maximize value

17. 17 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 17 Additional Presentations Randy Bone will be presenting on Flight Deck Merging and Spacing

18. 18 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 18 Backup

19. 19 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 19 Background: Objective Develop a multi-segment, lifecycle managed, performance based ADS-B strategy that aligns with the Next Generation Air Transportation System (NGATS) vision and generates value for the National Airspace System (NAS) –Integrate Concept of Operations for Portfolio of ADS-B Applications –Develop Application Lifecycle Management Approach –Establish Infrastructure –Continuously Monitor Value and Adjust Investments

20. 20 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 20 Background: Program Governance International Organizations

21. 21 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 21 Program Status: Dual Track Strategy Ground Infrastructure Avionics Equipage Acquisition Planning Acquisition Execution RPR Phase I RPR Phase 2 NPRM RPR Phase 3 Final Rule Pre-NPRM Separation Standards Modeling Separation Standards Approval Deploy Ground Infrastructure Test Ground Infrastructure / Voluntary Avionics Equipage Initial Operating Capability In-Service Decision Avionics Equipage Begins 2/2006 – 11/2006 4/2006 – 9/20069/2007 1/2007 – 8/2007 11/2006 – 9/2007 9/2009 10/2009 – 4/20109/2010 11/2009 12/2009 10/2007 – 4/2008 1/2008 – 1/20094/2008 – 3/2010 = In Process = Completed Ground Infrastructure Deployment 2010 – 2013 Avionics Equipage 2010 – 2020

22. 22 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 22 Segment 1 Schedule MilestoneProjected Completion DateComplete Segment 1 JRCJune 2006√ Screening Information Request (SIR) IssuedNovember 2006√ Segment 2 JRCFebruary 2007√ Request for Offer ReleasedMarch 2007√ Contract AwardSeptember 2007 NPRM IssuedSeptember 2007 Preliminary Design Review (PDR)October 2007 Critical Design Review (CDR)January 2008 Key Site Initial Operating Capability (IOC) of Broadcast ServicesJuly 2008 In-Service Decision (ISD) of Broadcast ServicesNovember 2008 Terminal Separation Standards Approval at LouisvilleJune 2009 En Route Separation Standards Approval for Gulf of MexicoJuly 2009 Terminal Separation Standards Approval at PhiladelphiaSeptember 2009 En Route Separation Standards Approval at JuneauSeptember 2009 Gulf of Mexico Comm. and Weather IOCSeptember 2009 Louisville IOC of Surveillance and Broadcast ServicesOctober 2009 Final Rule PublishedNovember 2009 Gulf of Mexico IOC of Surveillance and Broadcast ServicesDecember 2009 Philadelphia IOC of Surveillance and Broadcast ServicesFebruary 2010 Juneau IOC of Surveillance and Broadcast ServicesApril 2010 Surveillance and Broadcast Services ISD for ADS-BSeptember 2010

23. 23 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 23 Segment 2 Schedule MilestoneProjected Dates Segment 2 (2009 – 2014) Implementation: Continue Initial Aircraft to Aircraft Application DeploymentFY 2010 – FY 2014 Additional Aircraft to Aircraft Application DeploymentFY 2010 – FY 2014 Additional Aircraft to Aircraft Requirements DefinitionFY 2010 – FY 2014 Continue / Complete TIS-B / FIS-B DeploymentFY 2009 – FY 2012 Continue / Complete ADS-B NAS Wide Infrastructure DeploymentFY 2010 – FY 2013 Complete 26% AvionicsFY 2014 Lifecycle: Targeted Removal of Legacy SurveillanceFY 2016 – FY 2020 Complete 100% AvionicsFY 2020 Complete Removal of Targeted Legacy SurveillanceFY 2023 Complete Targeted Removal of TIS-BFY 2025 Note: Segments 3 and 4 will focus on the continued definition / deployment of additional aircraft to aircraft applications

24. 24 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 24 Initial ADS-B Services and Applications FY2007- FY2010 Surveillance Broadcast Services (En Route, Terminal, Surface) –The goal of this application is to use ADS-B surveillance information as a qualified surveillance source to provide Air Traffic Control (ATC) services throughout the NAS Traffic / Flight Information Broadcast Services –The primary objective of this application is to provide the flight crew with improved access to weather information and aeronautical data. Enhanced Visual Acquisition –The primary objective of this application is to provide the flight crew enhanced traffic situational awareness in controlled and uncontrolled airspace / airports. Enhanced Visual Approach (1) –This application is intended to enhance successive approaches for aircraft cleared to maintain visual separation from another aircraft on the approach. Final Approach and Runway Occupancy Awareness –The objective of this application is to reduce the likelihood of flight crew errors associated with runway occupancy and to improve the capability of the flight crew to detect ATC errors Airport Surface Situational Awareness –The objective of this application is to reduce the potential for deviations, errors, and collisions through an increase in flight crew situational awareness while operating an aircraft on the airport movement area. Conflict Detection –The objective of the application is to provide alerting and relevant traffic information to help the flight crew identify conflicts with other aircraft based on current flight states and intentions. (1) Includes initial implementations of Merging and Spacing (spacing application) and Cockpit Display of Traffic Information (CDTI) Assisted Visual Separation (CAVS) (separation application) Link to Background

25. 25 Federal Aviation Administration Surveillance and Broadcast Services April 24, 2007 25 Future Applications CDTI / MFD Assisted Visual Separation –Delay the transition from visual approach and visual separation operations to instrument approach operations at an airport as weather conditions deteriorate, e.g., reduced visibility. Merging and Spacing –Achieve a desired spacing interval between successive arriving aircraft. In-Trail Procedure in Oceanic Airspace –Targeted for non-radar oceanic airspace; allows in-trail ADS-B equipped aircraft, which may be longitudinally separated from each other, to climb or descend through each other’s flight levels. Approach Spacing for Instrument Approaches –Increases runway throughout by decreasing the variability of arrival spacing and to eliminate excess spacing between successive arrivals. Enhanced Sequencing and Merging –Assures more consistent aircraft spacing, potentially increasing capacity in the airspace of interest. Independent Closely Spaced Parallel Approaches –Allows simultaneous independent approaches to closely-spaced parallel runways in Instrument Meteorological Conditions (IMC) and thereby maintain an arrival rate close to that achievable in better weather conditions when visual approaches can be conducted. Airborne Conflict Management –Provides conflict detection, conflict prevention, and conflict resolution functions against all other properly equipped aircraft/vehicles /targets Paired Approach –Allow simultaneous parallel approaches conducted to runways separated by 2,500 ft or less when weather conditions prevent the desired arrival rate under current conditions. Link to Future Applications