Surveillance and Broadcast Services

1. Surveillance and Broadcast Services ASAS TN2 Vincent Capezzuto April 23, 2007

2. Agenda • NextGen • ADS-B • Background • Program Status • Program Risks • Key Upcoming Milestones • Next Steps

3. Future Demands on the NAS

4. Key Near-Term Investments Realizing NextGen Current Programs 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 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

5. Background: Automatic Dependent Surveillance - Broadcast (ADS-B) • Automatic • Periodically transmits information with no pilot or operator input required • Dependent • Position and velocity vector are derived from the Global Positioning System (GPS) or a Flight Management System (FMS) • Surveillance - • A method of determining position of aircraft, vehicles, or other asset • Broadcast • Transmitted information available to anyone with the appropriate receiving equipment

6. TIS-B is a service which provides ADS-B equipped aircraft with position reports from secondary surveillance radar on non-ADS-B equipped aircraft. FIS-B transmits graphical National Weather Service products, temporary flight restrictions (TFRs), and special use airspace. Background: Traffic Information Service - Broadcast / Flight Information Service - Broadcast

7. Background: Initial ADS-B Services

8. Background: Initial ADS-B Applications

9. Background: Program Governance International Organizations

10. Background: ATMAC ADS-B Workgroup Member Affiliation: • Federal Aviation Administration • Air Transport Association • Joint Planning and Development Office • RTCA, Inc. • Air Line Pilots Association • Regional Airline Association • Rockwell Collins • United Parcel Service • Aircraft Owners and Pilots Association • National Business Aviation Association • United States Air Force • MITRE / CAASD • The Boeing Company • Federal Express Products: • Review and Validation of Program Strategy • Access to Aviation Community for Avionics Cost and Benefits Basis of Estimate • Backup Analysis Steering Committee • Avionics Minimum Performance Requirements Link to Backup Analysis Recommendation

11. International Harmonization • International Civil Aviation Organization (ICAO) • Aeronautical Surveillance Panel (ASP) • Separation and Airspace Safety Panel (SASP) • Caribbean and South American Regional Planning and Implementation Group (GREPECAS) • Asia Pacific Air Navigation Planning and Implementation Regional Group (APINPIRG) • Requirements Focus Group (RFG) • Joint RTCA / EUROCAE Working Group • Eurocontrol • Action Plan 23 • European Commission • Airborne Separation Assistance System Thematic Network 2 (ASAS –TN 2) • Recurring Coordination Meetings • Eurocontrol • Transport Canada • NAV CANADA • Civil Aviation Safety Authority • Airservices Australia

12. Flow of ADS-B Standards Current work based on Package 1 Action Plan 23 Future Applications (Package 2) RFG Deliverables Applicant Workgroup (proposed) OSEDs InterOps SPRs ASA MASPS ADS-B & TIS-B MASPS ASA Functional Reqt’s STP CDTI ASSAP Link MOPS 1090 MHz ES U.A.T. RTCA Activities

13. Program Status: Objective • Develop a multi-segment, life cycle 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 Life Cycle Management Approach • Establish Infrastructure • Continuously Monitor Value and Adjust Investments

14. Program Status: Dual Track Strategy Ground Infrastructure 2/2006 – 11/2006 11/2006 – 9/2007 1/2008 – 1/2009 4/2008 – 3/2010 10/2009 – 4/2010 9/2010 Test Ground Infrastructure / Voluntary Avionics Equipage Deploy Ground Infrastructure Initial Operating Capability Acquisition Planning In-Service Decision Acquisition Execution 2010 – 2013 Ground Infrastructure Deployment Pre-NPRM Separation Standards Modeling Separation Standards Approval Avionics Equipage 9/2009 1/2007 – 8/2007 Avionics Equipage 2010 – 2020 Avionics Equipage Begins RPR Phase I RPR Phase 3 RPR Phase 2 Final Rule NPRM 11/2009 12/2009 10/2007 – 4/2008 4/2006 – 9/2006 9/2007 = In Process = Completed RPR = Rulemaking Project Record; NPRM = Notice of Proposed Rulemaking

15. Economic Analysis

16. SBS Work Breakdown Surveillance and Broadcast Services 1.0 Program Management 2.0 Standards and Rulemaking 3.0 Systems Engineering 4.0 Ops Support 5.0 Implementation Program Management Office Administration Funding and Financial Management TPMs, Schedule, EVM Risk Management Information Management -ASAS TN2 -ICAO APINPIRG -GREPECAS -International Outreach Data Management Rulemaking Advisory Circulars TSOs Guidance Material Standards -RTCA / RFG -ASP Analysis and Tools Requirements Management and Validation Functional Architecture Interface Control Separation Standards System Performance and Specification System Test and Evaluation Operational Testing Safety Risk Management Legacy Broadcast Services Sustainment Implementation Monitoring and Control Segment 1 Development and Delivery CONOPS CHI Future Requirements and Applications -Action Plan 23 Airspace Requirements

17. SBS Work Breakdown FY07 Funding ($M)

18. High Risks Risk #1: If NAS users demonstrate active opposition to avionics related airspace mandates, there may be delays in required rulemaking activities and/or the program may experience a reduction in benefits. (5C) Risk #7: Without proper control of the 1090 MHz spectrum, the addition of SBS to the current environment may reduce the performance of ADS-B and other 1090 MHz systems, reducing benefits and system performance. (4D) Risk #23: If ADS-B separation standards are not approved for currently equivalent separation standards, then the performance benefits of ADS-B may not be realized. (4D) Risk #46: If FAA does not change flight plan format to accept multiple equipment codes, automation will not be able to distinguish between ADS-B equipped and non-equipped aircraft, and program ISD may be delayed. (5C) Program Status: Risks (as of 4/12/07) 13 Total Risks: 4 High, 8 Medium, 1 Low Next Risk Board: April 26, 2007 Source: SBS Risk Database

19. Key Upcoming Milestones • Separation Standards Risk reduced from high to medium: Planned August 2007 • Final JRC to Rebaseline Segments 1 and 2: Planned September 2007 • Contract Award: Planned September 2007 • NPRM published on Federal Register: Planned September 2007

20. Next Steps • Operational Implementation • Performance Based System • Avionics • Ground infrastructure • Pilot / Controller • Policy • Airport Improvement Program • Preferred routes • Separation Standards Development • Demonstrate current separations standards and better Success through program governance focused on a collaborative FAA / industry / international relationship

21. Additional Presentations • Roberta Massiah will be presenting on ASAS in NextGen on April 24, 2007 • Randy Bone will be presenting on Flight Deck Merging and Spacing on April 24, 2007

22. Backup

23. Segment 1 Schedule

24. Segment 2 Schedule Note: Segments 3 and 4 will focus on the continued definition / deployment of additional aircraft to aircraft applications

25. Backup Analysis Recommendation • The FAA should adopt Backup Strategy 1, “Secondary Radar” • Retain (reduced) secondary radar network to cover required airspace, and use primary radar to mitigate single-aircraft avionics failures • Requires approximately 40 terminal Secondary Surveillance Radars (SSRs) and 150 en route SSRs be retained beyond 2020 (compared to a total of approximately 380 today) • No additional equipage required for aircraft • This strategy is assessed as having the highest performance ranking and lowest life cycle cost • The FAA should revisit this assessment prior to committing to radar investments beyond 2020 • Changes in evaluation assumptions could significantly affect results of this assessment • Investment decision for Strategy 1 required no later than FY2014 Link to ATMAC ADS-B Work Group

26. Segment 2 Business Case Review: Legacy Surveillance Costs Link to ATMAC ADS-B Work Group