Future of Surveillance in the National Airspace System

1. Future of Surveillance in the National Airspace System

4. Radar Airport Traffic Control Tower (ATCT) Systems Radar NAVAIDs Air/Ground Communications Airport Landing, Weather, Lighting Today’s Air Transportation System • Ground-based • Human-centric and un-automated • Single channel voice control • Aging Infrastructure (youngest en-route facility – 43 years old)

5. Next Generation Air Transportation System (NextGen) • Transformation and Modernization of the National Airspace System • Goal is to: • Triple the amount of air traffic capacity • Further enhance safety • Strengthen Homeland Security • Protect the Environment

7. 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) • Surveillance - • A method of determining position of aircraft, vehicles, or other asset • Broadcast • Transmitted information available to anyone with the appropriate receiving equipment

8. ADS-B Milestones Final Invest- ment Decision Feb 07 RFO Equipage Mandate - 2020 Ground Infra- Structure Deployed 2013 Contract Award Aug 07 Backup Analysis Jan 07 NPRM* Sep 07 Final Rule Nov 09 In-Service Decision Nov 10 Separation Standards Pre-NPRM Activity: Lower Risk from High to Medium Aug 07 Separation Standards Approval Sep 09 Key Site IOC** Apr 10 *Notice of Proposed Rulemaking ** Initial Operating Capability

9. Gulf of Mexico: Current Conditions

10. Gulf of Mexico: ADS-B Enabled

11. ADS-B Milestones Final Invest- ment Decision Feb 07 RFO Equipage Mandate - 2020 Ground Infra- Structure Deployed 2013 Contract Award Aug 07 Backup Analysis Jan 07 NPRM* Sep 07 Final Rule Nov 09 In-Service Decision Nov 10 Separation Standards Pre-NPRM Activity: Lower Risk from High to Medium Aug 07 Separation Standards Approval Sep 09 Key Site IOC** Apr 10

12. Backup Analysis: Ground Rules - Minimum Requirements • Strategy must support ATC surveillance application • Basic en route and terminal area services • Support for other applications desirable, but not required • Continuity of services must be maintained • Must maintain at least the same level of capacity during a GPS outage that we would have during a radar outage today • 3 nm separations in top ~40 high density terminals • 5 nm separations in medium density terminals and en route • Coverage volume same as CENRAP coverage + top 40 terminals • Safety of operations must be maintained • Single-aircraft avionics failures must also be addressed • Strategy must be able to be implemented and made operational on or before ADS-B rule compliance date

13. Backup Analysis: Potential Backup Technologies and Methods • Surveillance • Secondary radar • Primary radar • Passive multilateration • Active multilateration • Positioning/Navigation • DME/DME/IRU • DME/DME • eLoran • IRU only • Satellite Navigation Only (SBAS/WAAS, L5, Galileo) • VOR/DME, LOC/DME, MLS/RNAV • Procedural Separation

14. 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

15. Automatic Dependent Surveillance-Broadcast (ADS-B): Backup System • The FAA adopted Radar as the preferred back up system. • But current radar networks are: • Aging (new ones are up to 40 years old) • Nearing the end of their service life • Expensive to maintain

16. MPAR may prove to be a viable, cost-efficient backup to ADS-B. MPAR may assist in achieving key NextGen capabilities such as: Assimilating Weather into Decision-making Aircraft Trajectory-Based Operations Super Density Operations Potential Benefits of MPAR in Civil Aviation

17. ADS-B Complement to Support ATC Non-Cooperative Targets Flexibility to Support New UAS Missions & Tasking High Quality Polarization Diverse Weather Data Efficient Multi-Beam Surveillance Rapid Hazardous Weather Detection Non-Cooperative Targets MPAR Concept

18. MPAR Performance Benefits • MPAR enables a 35% reduction in the number of radars. • MPAR can save $1.8 billion savings in replacement acquisition costs. • MPAR can save an additional $3 billion in life cycle costs over 30 years

19. ARSR-3 ASR-9 ASR-11 ARSR-1/2 ARSR-4 MPAR NEXRAD TDWR 510 Radars, 7 Types 334 Radars, 1 Type MPAR Approach Today Single System Seven System Types Single Mission Multi-Mission Non-Scalable Scalable to Mission Needs Multiple Maintenance, Logistic and Training Prgms Consolidated Maintenance,Logistic and Training Prgms Mechanically Rotating Electronically Steered Future Concept 5000 ft AGL, Blue, weather only