Caracterización de las regiones de trabajo decente

Voice Recorder Replacement Program – New Requirements Safety and Audit will provide the capability for improved remote voice recorder access. Voice recorders provide the legally accepted recording capability for conversations between air traffic controllers, pilots and ground-based air traffic facilities in all ATC domains. Voice recordings are used in the investigation of accidents and incidents and routine evaluation of ATC operations. New and updated FAA Safety orders are creating additional requirements for reporting that are dependent on access to voice data stored on the Digital Audio Legal Recorder (DALR) systems throughout the NAS. These orders contain provisions that require safety related data, including recorded voice be captured regularly and analyzed for

Digital Audio Legal Recorder (DALR)

First site IOC: October 2013 -- Last site ORD: May 2014 DALR

2015 2020

trends or hazards. The analyses are used to change NAS systems or procedures to reduce or eliminate risks that potentially have a safety impact.

These new requirements include:

 New capability for remote access and download – Traffic Analysis and Review Program (TARP)/ Comprehensive Electronic Data Analysis and Reporting (CEDAR),

 Unique data transfer requirements for the NTSB, and  Ability to accommodate increased number of users.

The Voice Recorder Safety and Audit initiative will procure Application Program Interface (API) software licenses. This will enable implementation of an off-site and centralized remote voice retrieval capability for up to 489 existing systems.

Alignment of Program to FAA Strategic Goal, Outcome, and Performance Metric

 FAA Outcome 1 – No accident-related fatalities occur on commercial service aircraft in the US.  FAA Performance Metric 1 – Reduce the commercial air carrier fatalities per 100 million persons on

board by 24 percent over 9 year period (2010-2018). No more than 6.2 in FY 2018.

Relationship to Performance Metric

The upgrade to the DALR system will provide a system that will comply with the Safety Management System (SMS) and the associated new/updated FAA Safety orders. This will support efforts to reduce air carrier fatalities. Program Plans FY 2014 – Performance Output Goals

 Final Requirements Document approved January 2014.  Conduct Final Investment Decision, May 2014.  Achieve Product Demonstration Decision, June 2014.  Complete first site Acceptance Testing, July 2014. Program Plans FY 2015-2018 – Performance Output Goals  None; Program Ends in FY 2014.

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FY 2014 Request $5.0M

Precision Runway Monitor (PRM) – Replacement (PRMR), S08.01-02

Program Description

The purpose of the Precision Runway Monitor Replacement (PRMR) program is to identify the most cost effective solution for maintaining the PRM service at San Francisco International Airport (SFO) and Hartsfield-Jackson Atlanta International Airport (ATL). The PRM service is currently provided by the legacy PRM Electronic Scan Radar (PRM-E). The PRM-E, first installed in 1999, has exceeded its planned 10-year life cycle and is experiencing increased obsolescence and other support issues. Repair times have increased significantly, in some cases in excess of 26 weeks, due to a limited availability of critical spare parts, and a diminishing sub-vendor repair base, making current and long-term support exceedingly challenging. In addition, cannibalization of the Cleveland Hopkins International Airport (CLE) system has taken place in order to keep the more critical ATL and SFO systems operational.

The three alternatives evaluated to satisfy the PRM-R program requirements include:  PRM-E Service Life Extension Program (SLEP)

 PRM Multilateration (MLAT)

 Automatic Dependent Surveillance – Broadcast (ADS-B) Out (with Augmentation) o Space-Based Augmentation System (SBAS)

o Ground-Based Augmentation System (GBAS)

The PRM-R program received Joint Resource Council (JRC) initial investment decision (IID) approval on September 26, 2012 to proceed into a final investment decision (FID) for the preferred PRM MLAT alternative. A FID is scheduled for December 2013.

The Precision Runway Monitor (PRM) is a high update-rate surveillance radar specifically designed for use during inclement weather and reduced visibility conditions. The PRM monitors closely-spaced-parallel-approaches (CSPA) in order to sustain or increase capacity, as measured by an Airport’s Arrival Rate (AAR), during Instrument Meteorological Conditions (IMC). During IMC, air traffic separation standards require greater distance between aircraft, thus reducing the AAR below the number of aircraft arrivals an airport is capable of accepting each hour during good visibility conditions. The system also incorporates alert algorithms to predict and warn controllers of aircraft deviations from their nominal approach course. A PRM system must be used to conduct independent simultaneous instrument approaches to side-by-side runways spaced less than 4300 feet apart. When used with the appropriate air traffic procedures, the PRM enables operations in which aircraft fly with reduced separation distances than otherwise permitted, thus increasing normal IMC airport capacity.1 Without the PRM technology, airports would be required to conduct dependent simultaneous approaches, significantly reducing the airport’s arrival rate (AAR)/capacity. For example, ATL’s and SFO’s AAR increased approximately 23% (81-100/hr) and 17% (29-34/hr) respectively during ILS conditions when using PRM.

At present, there are two different PRM configurations deployed within the NAS: The PRM Electronic Scan (PRM- E) radar, the original PRM system developed by Allied Signal/Raytheon Company, and the newer PRM Alternate (PRM-A) system, a Saab Sensis Corporation product, that utilizes the Airport Surface Detection Equipment, Model X (ASDE-X) multilateration (MLAT) technology to perform the PRM service. The PRM-E systems are currently deployed at five airports throughout the NAS; ATL, SFO, CLE, Lambert-St. Louis International Airport (STL), and Philadelphia International Airport (PHL). The current PRM-E systems were installed and commissioned between 1999 and 2007. The PRM-A is a single site system, installed and commissioned at Detroit’s Metro Wayne County Airport (DTW) in June 2009. Both the PRM-E and PRM-A were congressionally mandated programs.

Due to changing airport conditions, and a subsequent reduction in traffic volume, the need for PRM service at CLE, PHL and STL has been essentially eliminated. These airports are able to maintain an acceptable AAR level during IMC without the use of the PRM-E. Therefore, the PRM-E systems at CLE, STL and PHL are planned for decommissioning and will be returned to the FAA Logistics Center (FAALC) for use as spare parts to support the needed SFO and ATL PRM systems until replaced by the PRM-R. The plan to decommission these systems is in process.

Alignment of Program to FAA Strategic Goal, Outcome, and Performance Metric

 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 PRM replacement solution will ensure the continued operation of PRM service offering the most efficient use of airport capacity at ATL and SFO. The selected PRM MLAT solution resolves the obsolescence and supportability issues, thus improving overall system maintainability, reliability and availability

Program Plans FY 2014 – Performance Output Goals

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 Pending JRC Final Investment Decision approval in December 2013, procure one system and begin environmental and real estate activities at Atlanta (ATL) and San Francisco (SFO).

Program Plans FY 2015 – Performance Output Goals  Start site preparation and construction at ATL. Program Plans FY 2016 – Performance Output Goals  Install the ATL PRM-R system.

Program Plans FY 2017 – Performance Output Goals  Start site preparation and construction at SFO.  Purchase the SFO system.

Program Plans FY 2018 – Performance Output Goals  Install the SFO PRM-R system.

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ITWS – Technology Refresh & Disposition, W07.01-02

Program Description

The Integrated Terminal Weather System (ITWS) is an air traffic management tool that provides air traffic managers with graphic, full-color displays of essential weather information at major U.S. airports. ITWS was developed to fill the need of air traffic managers, controllers, and airlines for a tool that integrated weather data from a number of sources and provided customers a single, easily used and understood display of support products. ITWS depicts the current weather and short-term forecasts of terminal weather through the integration of data from FAA and National Weather Service sensors and systems, as well as from aircraft in flight. ITWS weather information is immediately useable by air traffic controllers and managers without further meteorological interpretation. 34 ITWS sites provide weather product information to a total of 75 airports.

Technology Refresh of ITWS will include the systematic replacement of the ITWS Commercial Off-The-Shelf (COTS) system components; e.g., processors, displays, computer operating systems, and commercially available software, to assure continued supportability over the service life of the system. According to a supportability study conducted in 2010, the FAA will be unable to sustain the generation of ITWS Weather Products after 2015, which are vital to the needs of the ATC user community, without technology refresh. In addition, the FAA will not be able to interconnect ITWS with the NextGen Weather Processor (NWP) and Common Support Services – Weather (CSS- Wx) systems and those of other NAS “internal” and “external” users (e.g., airport authorities, airlines, etc.) to permit seamless interoperability and common situational awareness in support of collaborative decision-making.

In response to recommendations in the 2010 supportability study, prototype development was planned for FY 2014 and deployment was scheduled to begin in FY 2015. This schedule mitigated the risks of hardware obsolescence issues that were forecasted to begin in FY 2015. The current schedule plans to develop the prototype during FY 2014 and FY 2015, which will allow deployment beginning in FY 2016, and extend the deployment schedule one year to FY 2018.

Alignment of Program to FAA Strategic Goal, Outcome, and Performance Metric

 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

ITWS Technology Refresh will support the Performance Metric for operational availability by replacing unsupportable equipment. The ITWS Requirements Specification (FAA-E-2900F) states: "The ITWS shall have an inherent availability of at least 0.999815" (i.e., 99.98% availability). ITWS has maintained this level of operational availability at all commissioned sites, including the 30 core airports where ITWS is currently installed, but the technology refresh is necessary to provide this availability in future years.

Program Plans FY 2014 – Performance Output Goals  Complete ITWS Technology Refresh Engineering Study. Program Plans FY 2015 – Performance Output Goals

 Develop ITWS Technology Refresh Hardware and Software prototype. Program Plans FY 2016 – Performance Output Goals

 Complete ITWS Technology Refresh deployment and associated activities at three ITWS sites (9% of total program complete).

Program Plans FY 2017 – Performance Output Goals

 Complete ITWS Technology Refresh deployment and associated activities at 14 ITWS sites (50% complete). Program Plans FY 2018 – Performance Output Goals

 Complete ITWS Technology Refresh deployment and associated activities at the final 17 ITWS sites (100% complete).

System Implementation Schedule