systems in the NAS with STARS. This is an all-digital system based on open- system architecture, with modern color displays and distributed processing networks. STARS will replace systems at 173 FAA and 102 Department of Defense radar approach control facilities and associated towers. The STARS installation schedule drives the schedules for installation of the ASR-11digital radar and TRACON facility upgrades. These must be completed for STARS to become operational. The current FAA and military automation equipment will be decommissioned. FAA is conducting detailed site implementation surveys and anticipates a need for additional funding to support the deployment of STARS and will incorporate it in the FAA FY2003 submission.
STARS pre-planned product improvements will incrementally provide new functionality and enhancements, including the addition of pFAST from FFP1.
Accommodating Increased Demand for Flights with
Better Ways to Use Existing Runways
pFAST is an automated tool that assists terminal controllers in sequencing aircraft that are approaching the airport from different directions and balancing aircraft flows to multiple runways. pFAST presents a recommended order for aircraft on arrival. In later developments, FAST becomes more "active" by using real-time aircraft performance data to generate speed and handling advisories to refine the recommended spacing and sequence.
Deployment and integration of the pFAST tool provides controllers with runway assignments and sequence numbers. This information allows controllers to assign runways according to user preference and local airport constraints. With this tool, controllers are able to reduce the number and duration of in-flight delays caused by congestion at busy airports. pFAST and TMA tools, used in conjunction with airspace redesign and new procedures, increase the effective capacity of airports that have multiple runways.
This CIP provides for the deployment of pFAST to the initial five airports as planned in FFP1, with the final pFAST FFP1 system installed in FY 2002. To avoid a gap in support, additional funds will be allocated to provide maintenance support at these five initial sites. Funding for additional
deployments and development of additional functionality will begin in FY 2005, after STARS is installed at subsequent additional locations for pFAST.
The high cost and extensive site adaptation work in pFAST precludes an interim deployment and then conversion when STARS is in place.
Increase the Accuracy and Availability of Position
Information
Three models of airport surveillance radar (ASR-7, -8, and -9) are in use to provide surveillance coverage of the terminal airspace. The analog ASR-7 and -8 radars, which have been in service since the 1970s, are incompatible with STARS and have reached the end of their useful lives. The ASR-7 and -8 radars are paired with ATCBI-4 and -5 secondary surveillance radars. The ASR-7 and -8 radar and their associated ATCBIs will be replaced with new ASR-11 radars beginning in 2002. The ASR-11 production decision was made in July 2000. The ASR-11 and STARS deployment schedules have been coordinated by How old are the terminal radar
systems?
31 ASR-7s are beyond useful life
64 ASR-8s are over 20 years old
134 ASR-9 are less than 15 years old
location so that the ASR-11s can arrive and be commissioned before STARS is commissioned. The schedule, and required funding, is necessary to minimize technical and further cost risks to both the ASR-11 and STARS programs. Early ASR-11 deliveries are targeted toward replacement of the older ASR-7 radar systems.
ASR-11 which consists of a primary radar paired with a ATCBI radar, will provide improved aircraft and weather detection and aircraft tracking compared with the ASR-7/-8 and ATCBI-4/-5 radars it replaces, in a digital format
needed for STARS. The previous CIP called for the first ASR-11 to be commissioned in October 2002. This date has been revised to April 2003. Two pre-production systems
have been installed. Two production systems were procured with prior year funding. Ten systems were to be procured in FY 2000. Eight ASR-11s are to be procured in FY 2001.
Security
To maintain a consistently high level of security throughout the aviation system, the FAA has identified short-term and long-term goals, and has established explicit program objectives to meet these goals. The capital investments are tied to rulemaking, issuing a final Computer Assisted Passenger Pre-screening (CAPPS) rule requiring screening of checked baggage or conduct passenger-to- bag matching for scheduled passenger operations within the U.S. on aircraft with more than 60 seats. This means that by 2004, explosive detection systems (EDS) will be installed and threat image projection (TIP) x-ray systems will begin deployment. In 2002, acquisition begins on small, lower cost EDS (called ARGUS) for deployment at security Category II, III, and IV airports. By 2004, airports will support screening of all CAPPS selected checked bags using EDS, or equivalent technology or procedures.
Security Goals:
Improve Detection of explosives and weapons Improve airport access control
Improve FAA infrastructure security and information security
Baggage growth has increased pressure on screening. Domestic checked baggage is growing from 972 million bags in 1999 to an estimated 1.5 billion bags in 2011. Domestic carry-on was 1.3 billion and will grow to over 2 billion by 2011.
Security Oversight of:
454 U.S. Airports 242 international airports 650 million passengers 78 million regional carrier passengers
97 U.S. air carriers 2,880 U.S. air carrier stations
151 foreign air carriers 774 foreign air carrier stations
75,000 cargo shippers 10,000 freight forwarders 3,600 air carrier freight shipping stations 75 screening companies 20,000 screeners 1,200 screening locations
Physical security of FAA facilities is necessary to protect FAA employees and reduce damage from possible security events to sustain safety services. Funding for facility risk management increases over the FY 2001 level to $20.4M in FY 2002 and continues to grow through 2005 until security measures are in place consistent with Department of Justice standards for protection of federal facilities. Presidential Decision Directive 63 also considers aviation facilities as critical national infrastructure.
Information system security, prevention of unauthorized access to FAA systems, increases in difficulty as the FAA continues NAS modernization. This is because the complex, proprietary system protocols used in the development of legacy systems are being replaced with systems based on commercial off the shelf technology (COTS) and use of Internet Protocols. Without appropriate protective measures in place, vulnerabilities will increase because intruders know commercial systems well. In FY 2000 the FAA issued the information security policy and version 1.1 of the Information Security Architecture. The policy provides direction for new capital programs to meet information security requirements and include these costs in their baselines. Legacy systems and those systems already under development need funding to add protective
measures. FY 2002 funding of $28.6M is recommended. As the NAS modernizes and threats change, there will be a continuing need to support protection countermeasures.