Población y transformaciones del mercado de trabajo en México, 1990-2019

 B, Airport Surface Movement Detection – ASDE-3 Service Sustainment, S01.05-01

A, ASDE-X – Technology Refresh & Disposition, S09.01-01

Program Description

ASDE-X is a surface surveillance system that provides air traffic controllers with a visual representation of the traffic situation on the airport movement area and arrival corridors. It improves the controller’s ability to maintain awareness of the operational environment and to anticipate conflicts. ASDE-X Safety Logic (AXSL) uses surveillance information from ASDE-X to determine if the current and projected positions and movement

NextGen Weather Processor (NWP)

First site IOC: September 2016 -- Last site IOC: September 2018 NWP

characteristics of tracked aircraft and vehicles present a potential collision situation. Visual and audible alerts are provided to air traffic controllers when safety logic predicts a potential collision.

Deployment of the 35 planned ASDE-X systems was completed in FY 2011. The first ASDE-X system was delivered in 2002. Some of the equipment has reached the end of its service life and is no longer supportable. The ASDE-X Technology Refresh program provides for the replacement and upgrade of hardware and software to ensure the continued operation of the surface surveillance system through its designated lifecycle. The ASDE-X program baseline included costs for the periodic replacement of Commercial Off-The-Shelf (COTS) system components; e.g., processors, displays, computer operating systems and Commercially Available Software (CAS). Funding for ASDE-X Technology Refresh began in FY 2012. A study was completed in September 2012 to determine the equipment/software that needs to be upgraded, updated, or replaced as part of the ASDE-X Technology Refresh effort.

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

 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

ASDE-X enables air traffic controllers to track surface movement of aircraft and vehicles. It was developed to aid in preventing surface collisions and in reducing critical Category A and B runway incursions. ASDE-X provides air traffic controllers with a visual representation of the traffic situation on the airport movement area and arrival corridors. It improves the ability of controllers to maintain awareness of the operational environment and to anticipate contingencies to potential runway incursions. ASDE-X Safety Logic enhances the situational awareness for air traffic controllers. It uses surveillance information from ASDE-X to determine if the current and/or projected positions and movement characteristics of tracked aircraft/vehicles present a potential collision situation. Visual and audible alerts are provided to the air traffic controllers when safety logic predicts a collision.

The ASDE-X Technology Refresh Program will ensure the continued operation of ASDE-X systems through its designated lifecycle. Completing the technology refresh effort will keep the number of Category A&B runway incursions at the reduced levels attained during ASDE-X system deployment. Since the program inception in FY 2014, the cumulative number of Category A&B runway incursions at the 35 ASDE-X airports was projected to be 65.87 out through FY 2010 (baseline). This number of runway incursions is a cumulative number over 7 years from FY 2004 through FY 2010. The target was to reduce the cumulative number of Category A&B runway incursions to 53.52 and the actual number determined in FY 2010 was 39.

Program Plans FY 2014 – Performance Output Goals

 Procure a set of the proposed Technology Refresh processors for testing on one of the ASDE-X support systems.

 Install and begin assessing the Technology Refresh processor solution on one of the ASDE-X support systems. Program Plans FY 2015 – Performance Output Goals

 Complete the Technology Refresh processor solution contract award.

 Complete installation of the ASDE-X Technology Refresh processor solution at two of the 35 airports. Program Plans FY 2016 – Performance Output Goals

 Complete installation of the ASDE-X Technology Refresh solution at 13 of the 35 airports, 43% complete. Program Plans FY 2017 – Performance Output Goals

 Complete installation of the ASDE-X Technology Refresh processor solution at the remaining 20 airports, 100% complete. (Prior year funds)

Program Plans FY 2018 – Performance Output Goals  None.

System Implementation Schedule

B, Airport Surface Movement Detection – ASDE-3 Service Sustainment, S01.05-01

Program Description

The Airport Surface Detection Equipment, Model 3 (ASDE-3) is a primary radar that provides ground surveillance of airport movement areas for use by tower air traffic controllers. The FAA deployed 38 operational ASDE-3 systems to the 32 largest airports and 2 special interest airports [Reagan National Airport (DCA) & Andrews Air Force Base (ADW)] between 1989 and 2003. [Four airports received dual ASDE-3 systems.] All ASDE-3 systems were enhanced with Airport Movement Area Safety System (AMASS), a safety logic system, between 1999 and 2003. AMASS provides visual and aural alerts to controllers when potential runway incursions are detected. Between 2002 and 2005, the FAA completed a Service Life Extension Program (SLEP) for the ASDE-3 system. The purpose of this SLEP was to extend the useful life of the ASDE-3 radars to 2015.

The ASDE-3 radar provides valuable data to several of the ASDE-X systems, which are newer versions of surface surveillance systems. The main difference between ASDE-3/AMASS and ASDE-X is that the ASDE-X system fuses data from multiple sources – the surface surveillance radar, multilateration remote units, and the Airport Surveillance Radar - Model 9 (ASR-9). There are 2 ASDE-X configurations – ASDE-X systems that use the Surface Movement Radar (SMR) and ASDE-X systems that use the ASDE-3 radar. Of the 34 original ASDE-3 sites, 18 have been converted to ASDE-X systems that use the ASDE-3 radar, seven have been replaced by ASDE-X systems that use the SMR, and the remaining nine are scheduled to be replaced with the Airport Surface Surveillance Capability (ASSC) system. Of the 35 ASDE-X sites operational in the NAS, 18 use the ASDE-3 radar as the surface surveillance radar input. Four of these 18 sites have dual ASDE-3 radar inputs. Therefore, there are a total of 22 operational ASDE-3 radars and two support systems that need to be included in the ASDE-3 service sustainment effort.

Many of the ASDE-3 radar components called line replaceable units (LRUs) are no longer supportable. The ASDE- 3 Service Sustainment program plans to identify those LRUs that are obsolete, and/or are facing diminishing manufacturing sources, and determine a solution to sustain the ASDE-3 service and improve overall system availability and supportability. This service sustainment would include both modifications to the ASDE-3 receiver/transmitter, and structural modifications such as antenna sail, pedestal, rotary joint and radome repair or replacement as required.

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

 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

The ASDE-3 Service Sustainment Program will ensure the continued operation of ASDE-3 radars and extend their designated lifecycle. As a critical input to the ASDE-X system, the ASDE-3 service sustainment effort will also ensure the continued operation of the ASDE-X system. It will help to keep the number of Category A&B runway

Airport Surface Detection Equipment – Model X (ASDE-

First ORD October 2003 -- Last ORD: July 2011 ASDE-X

First site Delivery: 2015 -- Last site Delivery: 2017 ASDE-X TR

incursions at the reduced levels attained during ASDE-X system deployments. Since program inception in FY 2004, the cumulative number of Category A&B runway incursions at the 35 ASDE-X airports was projected to be 65.87 out through FY 2010 (baseline). This number of runway incursions is a cumulative number over 7 years from FY 2004 through FY 2010. The target was to reduce the cumulative number of Category A&B runway incursions to 53.52 and the actual number determined in FY 2010 was 39.

Program Plans FY 2014 – Performance Output Goals  Achieve Initial Investment Decision.

Program Plans FY 2015 – Performance Output Goals  Achieve Final Investment Decision.

Program Plans FY 2016-2018 – Performance Output Goals  None.

2B02,T

D

W

R

(TDWR)–P

Terminal Doppler Weather Radar (TDWR) – Service Life Extension Program (SLEP) –

Phase 1, W03.03-01 / Terminal Doppler Weather Radar (TDWR) – Service Life Extension

Program (SLEP) – Phase 2, W03.03-02

Program Description

The primary mission of the TDWR is to enhance the safety of air travel through timely detection and reporting of hazardous weather conditions including wind-shear events, microburst, gust fronts, and thunderstorms in and near an airport’s terminal approach and departure zones. TDWRs are installed at higher-density airports with high occurrences of thunderstorms, and provide controllers current information on severe weather so that they can issue warnings to pilots. There have been no wind shear accidents at any TDWR-protected airport since its TDWR was commissioned. TDWRs are operational at 46 airports. TDWR weather data is transmitted to FAA automation systems and to 34 National Weather Service forecast offices.

The TDWR is an important component of the Federal Aviation Administration (FAA) and National Weather Service (NWS) weather information, alerting and forecasting family of monitoring and predicting systems. The current system has been in service since 1994 and is facing serious obsolescence issues and must be updated.

Terminal Doppler Weather Radar – Service Life Extension Program (SLEP) Phase 1 (W03.03-01):

The TDWRs were installed in the late 1990s and operate with a substantial number of proprietary software and hardware components, and many have become obsolete and present significant supportability problems that worsen with time. The planned upgrades in this first phase of the TDWR’s service life extension program are scheduled to be completed no later than 2017. Although program funding ends in 2014, installations by FAA personnel will continue after that time. The Phase 1 TDWR SLEP program replaces Elevation Antenna Drives, Radar Product Generator (RPG) Uninterruptible Power Source (UPS), Transmitter Control Circuit Cards, Radio Frequency (RF) Filter Amplifier, Radar Data Acquisition (RDA), RPG Computer, Radomes, Facility Air Conditioners, and Antenna Drive Motor with Slip-ring.

Terminal Doppler Weather Radar – Service Life Extension Program (SLEP) Phase 2 (W03.03-02):

TDWR SLEP Phase 2 will address other TDWR systems that have deteriorated due to aging, and have become obsolete or unsupportable. An investment analysis/business case will be prepared which includes the Diminishing Manufacturing Sources and Material Shortages (DMSMS) study. This effort will review the logistics supportability, Reliability, Maintainability, and Availability (RMA) analysis, site survey to check the integrity of radar equipment facilities/shelters and grounding systems, and cost-benefit analysis in preparation for the Investment Analysis Readiness Decision (IARD).

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 TDWR's required inherent availability (not including any logistics or administrative delays) is 99.967%. Since October 2008 (considering both scheduled and unscheduled outages), the TDWR has been in service about only 96.7% of the time. Even with a small portion of that time being due to logistics and administrative delays, it is clear that significant improvement in the TDWR's reliability and availability are still required.

Program Plans FY 2014 – Performance Output Goals

Terminal Doppler Weather Radar – Service Life Extension Program (SLEP) Phase 1 (W03.03-01):  Install the Antenna Drive Motor modification at nine sites.

 Install the RDA modification at 11 sites.

 Complete RPG Computer evaluation and software development and make production decision.  Install the Transmitter Sustainment modification at 47 sites, July 2014 (APB milestone).  Install the air conditioners at the last eight sites, July 2014 (APB milestone).

 Install new radomes at 20 sites.

Terminal Doppler Weather Radar – Service Life Extension Program (SLEP) Phase 2 (W03.03-02):  Complete business case for future SLEP activities.

 Achieve IARD.

Program Plans FY 2015-2018 – Performance Output Goals  None.

2B03,S

T

A

R

S

(STARS)(TAMRP

1)

FY 2014 Request $45.5M

 A, Standard Terminal Automation Replacement System – Technology Refresh (TAMR Phase 1), A04.01-