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Automation Computer Install SAGE STARS Software NAFEC Research AAS Beacon RADAR Hijack Restricted Areas ADIZ Air Defense Terrorist NAS Stage A Curtis Report Design Competition Startup Shutdown

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1. GDA-814 Sep 11, 1961: The Project Beacon task force on Air Traffic Control (see Mar 8, 1961) submitted its report to the FAA Administrator. While finding that the air traffic control system was "being expertly operated by a highly skilled organization," the report concluded that substantial improvements were needed to meet the future challenge of aviation's projected growth. FAA urgently needed an overall systems plan. In effect, the recommended improvement involved a major reorientation of the modernization effort that had been launched in 1957 following the Curtis report. Keyed to the use of an air traffic control radar beacon system (ATCRBS) as a primary means of providing controllers with aircraft position information, the new concept found little promise in ground-based altitude measuring devices such as the 3-D radar under test as part of the earlier program (see Apr 7, 1961, and Dec 27, 1963). The report also urged expanded use of general purpose computers rather than special computer systems formerly under development for air traffic control. Rejecting the idea of fully merging air traffic control with the SAGE air defense system, the report urged that only radar elements of SAGE be used for the air traffic control system (see Apr 17, 1960, Feb 21, 1962, and Dec 1, 1963). The task force also urged a variety of changes involving airports, the segregation of controlled traffic, navigation and all-weather landing systems, a new category of flight known as controlled visual rules (CVR), and the extension of positive control and weather information. On Nov 7, having reviewed the Project Beacon report, President Kennedy directed FAA Administrator Halaby to begin carrying out the report's recommendations. With respect to unresolved differences of opinion between FAA and DOD concerning integrating the SAGE air defense and air traffic control systems--a matter which had delayed release of the report by some two months--Kennedy asked Halaby "to consult with the Secretary of Defense and the President's Scientific Advisor, Dr. [Jerome B.] Wiesner, so that the optimum application of all resources of the Government in the safe and economical use of the airspace may be assured." .

2. GDA-903 Dec 27, 1963: The civil-military common system of air navigation and air traffic control moved forward a step with a final action on FAA-DOD agreements defining the use, technical standards, and equipment characteristics of a key component--the air traffic control radar beacon system (ATCRBS). (See Sep 11, 1961, and Mar 4, 1976.) .

3. GDA-932 Sep 26, 1964: The Bureau of Budget released the first significant amount of hardware-procurement funds for modernizing the National Airspace System (NAS). These funds were specifically designated for installing the first complete NAS En Route Stage A configuration (FAA's semiautomated system for en route air traffic control) at the ARTCC at Jacksonville, Fla. (See Feb 1, 1967.) Modernization of both the en route and terminal air traffic control subsystems of NAS had been recommended in 1961 by the Project Beacon task force (see Sep 11, 1961). The modernization was a long-range program that would require a decade or longer to fully implement. The air traffic control system targeted for replacement was essentially a manually operated system employing radar, general purpose computers, radio communications, and air traffic controllers. Only five ARTCCs (New York, Boston, Washington, Cleveland, and Indianapolis) had computers capable of processing flight data, calculating flight progress, checking for errors, and distributing flight data to control sectors. The old system had a two-dimensional radar display, which permitted controllers to view only an aircraft's range and bearing. Vital information such as altitude and identity was obtained through voice contact with the pilot or from the flight plan. To retain the correct identity of an aircraft target, controllers were required to tag the targets with plastic markers (known as "shrimp boats") and move the markers by hand across the radar display. The planned semiautomated system would perform these functions automatically, faster, and more accurately than the controller. Properly equipped aircraft would report their altitude, identity, and other flight data automatically at any given time. The computer processed messages would appear on a radar display next to the aircraft they identified, in the form of alphanumeric symbols which would make the radar display three-dimensional in effect. (See Oct 6, 1964, May 24, 1965, and Dec 30, 1968.) .

4. GDA-1082 Feb 1, 1967: FAA awarded a contract to the Raytheon Company for the purchase of computer display channels for NAS En Route Stage A, the agency's automation program for its air route traffic control centers (ARTCC's). The computer display channel comprised about a third of the equipment in an automated ARTCC and was the final link in the process of providing the air traffic controllers with three- dimensional information on their radar display. The contract was the largest awarded to that date for air traffic control equipment. (See Sep 2, 1964.) .

5. GDA-1184 Dec 30, 1968: The data-processing capability of the NAS En Route Stage A system at the Jacksonville (Fla.) ARTCC went into operation on a part-time basis. The system's new computer complex processed and automatically updated flight plans filed by pilots with the Jacksonville ARTCC area. (See May 24, 1965, and Feb 18, 1970.) .

6. GDA-1214 Jun 1, 1969: The shifting of the New York common IFR room from a manual radar system to a computerized alphanumeric radar system further enhanced the traffic-handling capabilities of the New York terminal area. The semiautomated system permitted an aircraft equipped with a beacon transponder to provide the terminal controller automatically with information on its identity, altitude, range, and bearing. Under the old system, the controller could obtain an aircraft's altitude and identity only through voice contact with the aircraft's pilot. (See Jul 15, 1968.) .

7. GDA-1250 Dec, 1969: The Air Traffic Control Advisory Committee (see Jul 17, 1968) submitted its report to the Secretary of Transportation. The committee saw a continued rise in the demand for air traffic control services during the decades ahead, and stated that if FAA expected to accommodate the anticipated growth in aviation traffic, three critical problems required solutions: the shortage of terminal capacity; the need for new means of assuring separation; and the limited capacity and increasing cost of air traffic control. The committee believed that major improvements in airport capacity could be achieved through the use of parallel runways, high speed turnoffs, advanced terminal automation, and reduced longitudinal separation between aircraft on final approach for landing. For the safe separation of aircraft, the report recommended further efforts to upgrade radar beacon transponders for tracking aircraft on radar. The committee believed that the midair collision problem could be overcome in airspace under radar surveillance by automating and making more precise the air traffic control advisory service. The report also noted that a higher level of automation would enable the system to handle perhaps two or three times the 1969 traffic with the same controller work force. This higher automation might be achieved by expanding NAS En Route Stage A and ARTS III version of the Automated Radar Terminal System to include spacing, sequencing, and conflict prediction/resolution, and by adding data link. The committee’s report, which was made public in May 1970, also recommended rapid development of the Microwave Landing System (see Jun 19, 1970). .

8. GDA-1258 Jan 19, 1970: FAA established the Facility Installation Service under the Associate Administrator for Operations. This service assumed the management of FAA's facilities establishment program from the Logistics Service. It also assumed from the Systems Research and Development Service the responsibility for preparing procurement specifications for production equipment and for prescribing technical instructions and standards for its installation. The new service's mission included the facilities establishment programs for air navigation, air traffic control, aeronautical communications, and visual ground marking; however, it did not include facilities establishment for NAS En Route Stage A and the various terminal automation programs. (See Dec 22, 1967, and Oct 1, 1971.) Jan 20, 1970: FAA and the Department of Health, Education, and Welfare reached an agreement with 31 scheduled and charter airlines on the retrofit of Pratt & Whitney JT8D engines with smoke-reducing combustors. Under the retrofit plan, the airlines voluntarily agreed to install combustors on approximately 1,000 Boeing 727s, Boeing 737s, and Douglas DC-9s by Dec 31, 1972. The combustors reduced the level of visible pollutants emitted by jet engines, but had no effect on invisible pollutants. (See Dec 31, 1970.) .

9. GDA-1263 Feb 18, 1970: FAA's first IBM 9020 computer and its associated software program became operational at the Los Angeles ARTCC (see Jun 30, 1967). The new computer system was at the heart of the new semiautomated airway air traffic control system--NAS En Route Stage A. This equipment reduced controller workload by automatically handling incoming flight information messages, performing necessary calculations, and distributing flight data strips, as needed, to controller positions. The agency planned to install similar equipment at all of the centers, and with the new automated nationwide system each center would have the capability to collect and distribute information about each aircraft's course and altitude to all the sector controllers along its flight path. The new computers also had the ability to record and distribute any changes registered in aircraft flight plans en route. (See Dec 30, 1968, and Feb 13, 1973.) .

10. GDA-1410 Feb 10, 1972: FAA consolidated the National Airspace System Program Office (NASPO) with the Systems Research and Development Service. On Jul 26 FAA abolished NASPO, established in 1966 (see Apr 25, 1966). As the installation of NAS En Route Stage A at FAA's ARTCCs was proceeding satisfactorily, there was no further need for a separate office to manage this program. Also, effective Jul 26, FAA transferred NASPO's facilities systems and ARTCC building program functions to the Airway Facilities Service. .

11. GDA-1455 Feb 13, 1973: Ceremonies at the Memphis Air Traffic Control Center celebrated the center’s switch over to computer processing of flight-plan data, completing Phase One of the NAS En Route Stage A, FAA's decade-long program to automate and computerize the nation's en route air traffic control system (see Sep 26, 1964). With the new computer installation at Memphis, all twenty ARTCCs in the contiguous 48 states gained an automatic capability to collect and distribute information about each aircraft's course and altitude to all the sector controllers along its flight path. Pilots still had to file flight plans at flight service stations and military operations offices, but now computers would handle the centers' "bookkeeping functions" of assigning and printing out controller flight strips. The new computers also had the ability to record and distribute any changes registered in aircraft flight plans en route. The system eventually tied in with the Automated Radar Terminal System (ARTS III) units then being installed at major airports (see Oct 4, 1971 and Feb 15, 1973). Phase Two of the en route automation program was still under way; it would provide controllers at the twenty centers with new radar displays that would show such vital flight information as altitude and speed directly on the screen. (See Feb 18, 1970 and Jun 14, 1973.) .

12. GDA-1562 Aug 26, 1975: The commissioning of the computerized radar data processing system (RDP) at the Miami Air Route Traffic Control Center marked the end of the final phase of the completion of NAS En Route Stage A, FAA's program of automating and computerizing the nation's en route air traffic control system, an effort covering more than a decade (see Feb 13, 1973). Miami was the last of the 20 ARTCCs to receive RDP capability. The RDP system consisted of three key elements: radar digitizers located at long-range radar sites that converted raw radar data and aircraft transponder beacon signals into computer-readable signals transmitted to the centers' computers; computer complexes in each center able to relay this information to the controllers' screens; and new screens that displayed the information to the controllers in alphanumeric characters. .

13. GDA-1569 Jan 9, 1976: As of this date, FAA implemented a conflict alert system, capable of warning air traffic controllers of less-than-standard separation between aircraft under their control, at all 20 air route traffic control centers in the contiguous U.S. FAA added the new conflict alert capability to the radar data processing system of the NAS En Route Stage A center computers (see Aug 26, 1975). The new system projected the flight paths of all aircraft on the controllers' radar sector for two minutes ahead, and flashed the relevant aircraft data tags if the projection showed the paths approaching closer than the required horizontal and vertical minimums. The controller could then radio appropriate orders to the aircraft to avoid a collision. The conflict alert system initially operated only above 18,000 feet, but by Dec 1978 all 20 centers had implemented it from the ground up. FAA later installed a similar capability in the Automated Radar Terminal System (ARTS) computers (see Jan 10, 1978). .

14. GDA-1576 Mar 4, 1976: FAA announced a contract for the development of three engineering model Discrete Address Beacon System (DABS) ground sensors and 30 compatible transponders. This new advanced radar beacon system was designed to eventually replace ATCRBS, the existing air traffic control radar beacon system (see Dec 27, 1963). The chief advantage of DABS was its ability to interrogate and receive a transponder reply from a specific aircraft rather than from all aircraft in the zone of coverage. This would help eliminate the problem of overlapping and garbling of transponder replies from aircraft flying in close proximity to one another. Since DABS would address aircraft on an individual basis, it would also provide a vehicle for automatic communications between aircraft and the ground. This data link capability was seen as the basis for future implementation of a ground-based collision avoidance system called Intermittent Positive Control (IPC), later designated the Automatic Traffic Advisory and Resolution System (ATARS). (See Mar 1976.) .

15. GDA-1636 Sep 15, 1977: The dynamic simulation radar controller training laboratory (DYSIM) became operational at the Denver Air Route Traffic Control Center, the last of the 20 centers to be so equipped. FAA had determined that it was better to train new center controllers on a simulator than on an operational ATC sector, and began a program in 1975 to provide the centers with training equipment that duplicated all the conditions experienced on operational NAS En Route Stage A display equipment. .

16. GDA-1681 Dec 27, 1978: FAA Administrator Bond and Secretary of Transportation Brock Adams announced a regulatory program to reduce the risk of midair collisions by 80 percent. Formulated in response to criticism of FAA after the San Diego midair collision (see Sep 25, 1978), and submitted as a notice of proposed rulemaking, the program included: * Establishing new voluntary Terminal Radar Service Areas (TRSAs) at 80 air carrier airports (see Dec 22, 1983), and establishing new Terminal Control Areas (TCAs) at 44 additional airports. * Lowering the floor of positive area control from 18,000 feet to 10,000 feet over the States east of the Mississippi and much of California, and to 12,000 feet over the rest of the contiguous 48 States. * Establishing a new flight category, controlled visual flight rules, for positive airspace below 18,000 feet, which would allow non-instrument rated pilots to use the airspace above 10,000 feet with radar separation provided by air traffic controllers. * Requiring all aircraft operating in TRSAs and TCAs to have altitude-reporting transponders installed by Jul 1981. All transponders installed after Jul 1982 would have to incorporate the new Discrete Area Beacon Systems (DABS), which would provide an automatic data link with a ground-based collision avoidance system (see Mar 4, 1976 and Jun 23, 1981). * Requiring all airliners and air taxi aircraft to carry an airborne "active" Beacon Collision Avoidance System (BCAS) by Jan 1985. A proposed national standard for such systems had been issued earlier in December. (See Jun 23, 1981.) These proposals elicited a massive negative public response, much of it orchestrated by the Aircraft Owners and Pilots Association (AOPA). On Sep 7, 1979, Administrator Bond announced he had withdrawn all the en route proposals. Although the general plan to increase the number of TCAs temporarily remained in effect, FAA gradually withdrew most of the proposed new TCAs. (See May 15, 1980.) .

17. GDA-1769 Jun 23, 1981: Administrator Helms announced FAA's decision to adopt the Threat Alert and Collision Avoidance System, soon renamed the Traffic Alert and Collision Avoidance System (TCAS). The TCAS system was an evolutionary improvement of the Beacon Collision Avoidance System (BCAS) that the agency had been developing (see Mar 1976). Like BCAS, TCAS would work in conjunction with the Air Traffic Control Radar Beacon System (ATCRBS) transponder already in wide use. It would also be compatible with the next-generation transponder, originally designated the Discrete Address Beacon System (DABS) and later known as Mode S (see Dec 27, 1978, and Oct 5, 1984). Two types of the new collision avoidance system were planned. TCAS I, intended for general aviation use, would in its basic form simply alert the pilot to the proximity of another aircraft carrying TCAS I or a conventional ATCRBS transponder. More expensive TCAS I versions would have some ability to provide certain data on the altitude and/or "o'clock" position of threat aircraft. TCAS II would provide more sophisticated advisories, including data on range and bearing of transponder-equipped aircraft. When the transponder aboard the threat aircraft had altitude-reporting capability, TCAS II's advisories would also include altitude data. In the case of two aircraft equipped with TCAS II, coordinated advisories would be provided. TCAS II would suggest vertical escape manuevers. If feasible, the system might be enhanced to include both vertical and horizontal escape manuevers, a version later designated TCAS III. TCAS was expected to overcome a fundamental limitation of BCAS by its ability to operate effectively even in the highest air traffic densities. This modified the need for a new ground-based collision avoidance system, and led to discontinuance of the Automatic Traffic Advisory and Resolution System (ATARS) project, originally known as Intermittent Positive Control (see Mar 4, 1976). On Nov 13, 1981, FAA announced a contract with Bendix Corporation to provide two TCAS II engineering models to be tested and then enhanced to advise pilots of horizontal escape manuevers. (See Mar 18, 1987.) .

18. GDA-1816 Aug 30, 1982: FAA established an Advanced Automation Program Office, which reported directly to the Administrator. The office had responsibility for the Advanced Automation Program, that element of National Airspace System modernization concerned with developing a replacement for NAS En Route Stage A and ARTS air traffic control systems. (See Jan 28, 1982 and Jul 25, 1983.) .

19. GDA-1870 Mar 1984: Sperry Corporation received a contract to upgrade the En Route Automated Radar Tracking System (EARTS) at the Anchorage, Honolulu, and San Juan Centers, as well as at Nellis Air Force Base (see Aug 4, 1980). The contractor would provide radar mosaic to allow EARTS controllers to view the best data from multiple radars on a single screen, a capability similar to that available at Centers with NAS En Route Stage A systems. In Apr 1985, Sperry received another contract to enhance the EARTS facilities by providing confilict alert (see Jan 9, 1976) and minimum safe altitude warning (MSAW) capabilities (see Nov 5, 1976). FAA accepted delivery of the combined conflict alert/MSAW software package in Aug 1987. By fiscal year 1991, all the upgraded operational EARTS had been commissioned. .

20. GDA-1887 Oct 1984: FAA awarded a contract for design of the Oceanic Display and Planning System (ODAPS) with features that would include visual displays of oceanic air traffic. ODAPS would automatically provide controllers with flight data for aircraft flying in oceanic sectors, thus eliminating time-consuming procedures involving use of flight strips and repeated voice communications. A planned second phase of the contract would include delivery of ODAPS equipment to FAA's Technical Center and two air route traffic control centers. (See Dec 14, 1989.) Oct 5, 1984: FAA announced a contract for ground stations for the new Mode S radar beacon system, a secondary radar system employing advanced ground sensors and radar beacon transponders aboard aircraft. Two corporations participated in the joint contract to produce 78 of the stations, with an option for another 59 units. The Mode S system was designed to replace the existing air traffic control radar beacon system, know as ATCRBS (see Jun 23, 1981). The discrete address capability of the new system would enable controllers to interrogate aircraft individually and selectively to determine their position, identity, and altitude, without having to use voice communications. This would eliminate the overlapping and garbled signals that were sometimes a problem in busy terminal areas. Mode S would also make possible the development of a capability for controllers to transmit data to properly equipped aircraft directly without using voice communications. (See Jan 29, 1987, and May 9, 1993.) .

21. GDA-1916 Jul 26, 1985: FAA announced the award of a contract for replacement of the IBM 9020 computers at the nation's 20 air route traffic control centers (ARTCCs) as part of the agency's Advanced Automation Program. IBM won the replacement contract in a competition with Sperry Corp. under a pair of contracts that had been announced on Sept 22, 1983. The new installations were designated the "Host" Computer Systems (HCSs) because of their ability to run the existing 9020 software package with minimum modifications. Using the IBM 3083-BX1 computer as its key element, the Host system would provide greater speed, reliability, and storage capacity. Each installation would consist of two units, one serving as the primary processor and the other providing support and backup. (See Mar 22, 1983, and May 29, 1987.) In addition to installing the Host systems at the ARTCCs, IBM agreed to supply the systems to teams working on the other major element of the Advanced Automation Program, the Advanced Automation System (AAS). Under a pair of contracts announced on Aug 16, 1984, IBM and Hughes Aircraft Co. were engaged in a competition to produce the best AAS design (see Jul 26, 1988). Among the key elements of AAS were controller work stations, called "sector suites," that would incorporate new display, communications and processing capabilities. AAS would also include new computer hardware and software to bring the air traffic control system to higher levels of automation. Once the full AAS system was operational, FAA planned to begin the integration of en route and terminal radar control services at the ARTCCs, which would be renamed Area Control Facilities (ACFs) and expanded to handle the new functions (see Apr 19, 1993). Among the planned future enhancements to AAS was Automated En Route Air Traffic Control (AERA), which would automatically examine aircraft flight plans to detect and resolve potential conflicts. .

22. GDA-1980 Jan 29, 1987: FAA issued a rule establishing requirements pertaining to the use, installation, inspection, and testing of transponders in U.S.-registered civil aircraft. The rule continued the requirement that aircraft be equipped with a transponder for operation in Terminal Control Areas (TCAs) and in the airspace of the 48 contiguous states above 12,500 feet above ground level (see Nov 1, 1985). The requirement for automatic pressure altitude reporting (Mode C) equipment, currently mandatory in all of the above airspace except Group II TCAs, was extended to include Group II TCAs, effective Dec 1, 1987 (see Jun 21, 1988). The rule also contained provisions intended to provide for transition from Air Traffic Control Radar Beacon System (ATCRBS) transponders to Mode S transponders (see Oct 5, 1984). All transponders newly installed in U.S.-registered aircraft were required to be Mode S transponders after Jan 1, 1992, a deadline that was subsequently extended to Jul 1, 1992. (See Jul 30, 1992.) .

23. GDA-2044 Jul 26, 1988: FAA announced it had awarded IBM a $3.55 billion contract to develop, deploy, and service the Advanced Automation System (AAS). The announcement ended almost four years of competition between IBM and Hughes Aircraft Corp. (See Jul 26, 1985, and Oct 1, 1991.) .

24. GDA-2256 Nov 30, 1992: FAA gave a “cure notice” to IBM concerning its development of the Initial Sector Suite System (ISSS), a part of the Advanced Automation System (AAS). The agency stated that unless the company provided a plan to remedy deficiencies within 10 calendar days, the government would withhold progress payments under the contract. Earlier in November, IBM had stated that, because of software difficulties and other problems, the ISSS would not be ready for FAA acceptance until Sep 1994, thus adding another 14 months to an already delayed timetable. Following the cure notice, IBM submitted to FAA an initial and later a final cure plan. FAA’s own steps to remedy the situation included changes in the project’s management structure and an Apr 1 ban on further changes in user requirements for the ISSS. (See Oct 1, 1991, and Dec 13, 1993.) .

25. GDA-2290 Dec 13, 1993: FAA Administrator David Hinson ordered an extensive review of the Advanced Automation System (AAS), a multi-billion dollar program designed to help modernize the nation's air traffic control system. The contractor, IBM, was far behind schedule and had major cost overruns (see Nov 30, 1992). Hinson's recommended review included conferring with IBM to determine the impact the company's plan to sell its unit in charge of the AAS contract to Loral Corp., a sale subsequently concluded. On Mar 3, 1994, FAA announced initial actions as a result of the review that included a new AAS management team and suspension of the portion of the program designated the Area Control Computer Complex (ACCC). Subsequently, on Jun 3, 1994, FAA announced a major overhaul of the AAS program. The agency terminated ACCC. FAA also cancelled another AAS element, the Terminal Advanced Automation System (TAAS), stating that it would substitute a new procurement for modernization of terminal radar approach control facilities (see Sep 16, 1996). The agency reduced the number of towers planned to receive the Tower Control Computer Complex (TCCC). In addition, the agency planned to review the software for the Initial Sector Suite System (ISSS), a program to provide new workstations for en route controllers. On Sep 30, 1994, FAA announced that it would seek a proposal from Loral that would permit the company to move forward with this work under a new program, the Display System Replacement (DSR), which would replace ISSS. (See Apr 27, 1995.) .

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Total Lines: 4123 Blank Lines: 3 Non Blank Lines: 4120 Imperatives: 71 Shalls: 8 Wills: 69 IsReq:

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Item	Risk	Count	Children	% lines	% imperative	% shall	% will	% isreq	% Norm
AAS s4s		4		0.09	5.63	50	5.79
ADIZ s4s
ADS s9s
Advanced Automation s9s
Air Defense s4s
Automation s4s
Beacon RADAR s4s		7		0.16	9.85	87.5	10.14
Communications s9s
Computer s4s
Curtis Report s4s
Design Competition s4s
Early Automation s9s
En Route s9s
Flight Service s9s
Flow Control s9s
Hijack s4s
Install s4s
Manual System s9s		2		0.04	2.81	25	2.89
Multilateration s9s
NAFEC s4s
NAS Stage A s4s		13		0.31	18.3		18.84
Navigation s9s
Oceanic s9s
RADAR s9s
RADIO s9s
Research s4s
Restricted Areas s4s
SAGE s4s
STARS s4s
Satellite s9s
Shutdown s4s
Simulation Training s9s
Software s4s
Startup s4s
TRACON s9s
Terminal s9s
Terrorist s4s
Tower s9s
Voice s9s
Weather s9s
z Mined Objects		25		0.6	35.21		36.23

Rules Total 41
Rules Triggered 5
Rules Not Triggered 36
Percent of Rules Triggered 12%

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Services and Triggered Rule Comments Hide

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. . . 1. AAS No Comment Text in this rule.
. . . . . . Rule Summary Name: AAS Color: BROWN Access Object: \bAAS\b Count Accessed Patterns: CHECKED

. . . 2. ADIZ No Comment Text in this rule.
. . . . . . Rule Summary Name: ADIZ Color: BLUE Access Object: ADIZ Count Accessed Patterns: CHECKED

. . . 3. Air Defense No Comment Text in this rule.
. . . . . . Rule Summary Name: Air Defense Color: PURPLE Access Object: Air Defense Count Accessed Patterns: CHECKED

. . . 4. Automation No Comment Text in this rule.
. . . . . . Rule Summary Name: Automation Color: RED Access Object: automation Count Accessed Patterns: CHECKED

. . . 5. Beacon RADAR No Comment Text in this rule.
. . . . . . Rule Summary Name: Beacon RADAR Color: ORANGE Access Object: ATCRBS|Mode-s|DABS Count Accessed Patterns: CHECKED

. . . 6. Computer No Comment Text in this rule.
. . . . . . Rule Summary Name: Computer Color: GREEN Access Object: computer Count Accessed Patterns: CHECKED

. . . 7. Curtis Report No Comment Text in this rule.
. . . . . . Rule Summary Name: Curtis Report Color: FUCSHIA Access Object: Curtis report|Curtis Count Accessed Patterns: CHECKED

. . . 8. Design Competition No Comment Text in this rule.
. . . . . . Rule Summary Name: Design Competition Color: OLIVE Access Object: Design Competition Count Accessed Patterns: CHECKED

. . . 9. Hijack No Comment Text in this rule.
. . . . . . Rule Summary Name: Hijack Color: RED Access Object: Hijack\w+ Count Accessed Patterns: CHECKED

. . . 10. Install No Comment Text in this rule.
. . . . . . Rule Summary Name: Install Color: BLUE Access Object: install\w+ Count Accessed Patterns: CHECKED

. . . 11. NAFEC No Comment Text in this rule.
. . . . . . Rule Summary Name: NAFEC Color: FUCSHIA Access Object: NAFEC|FAATC|FAA Technical Center Count Accessed Patterns: CHECKED

. . . 12. NAS Stage A No Comment Text in this rule.
. . . . . . Rule Summary Name: NAS Stage A Color: BROWN Case Sensitive : CHECKED Access Object: Stage.A Count Accessed Patterns: CHECKED

. . . 13. Research No Comment Text in this rule.
. . . . . . Rule Summary Name: Research Color: OLIVE Access Object: research Count Accessed Patterns: CHECKED

. . . 14. Restricted Areas No Comment Text in this rule.
. . . . . . Rule Summary Name: Restricted Areas Color: GREEN Access Object: Restricted Area\w+|Restricted air\w+ Count Accessed Patterns: CHECKED

. . . 15. SAGE No Comment Text in this rule.
. . . . . . Rule Summary Name: SAGE Color: PURPLE Case Sensitive : CHECKED Access Object: SAGE Count Accessed Patterns: CHECKED

. . . 16. STARS No Comment Text in this rule.
. . . . . . Rule Summary Name: STARS Color: NAVY Case Sensitive : CHECKED Access Object: STARS Count Accessed Patterns: CHECKED

. . . 17. Shutdown No Comment Text in this rule.
. . . . . . Rule Summary Name: Shutdown Color: ORANGE Access Object: Seques\w+|privatiz\w+ Count Accessed Patterns: CHECKED

. . . 18. Software No Comment Text in this rule.
. . . . . . Rule Summary Name: Software Color: MAROON Case Sensitive : CHECKED Access Object: software Count Accessed Patterns: CHECKED

. . . 19. Startup No Comment Text in this rule.
. . . . . . Rule Summary Name: Startup Color: BROWN Access Object: May 20, 1926:|Aug 22, 1938:|May 21, 1958:|Aug 23, 1958:|Oct 1, 1958:|Apr 1, 1964:|May 20, 1964:|Jul 7, 1964:|Feb\w+ 3, 2016: Count Accessed Patterns: CHECKED

. . . 20. Terrorist No Comment Text in this rule.
. . . . . . Rule Summary Name: Terrorist Color: NAVY Access Object: terrorist\w+|world trade center Count Accessed Patterns: CHECKED

FAA Systems Services:

. . . 1. ADS No Comment Text in this rule.
. . . . . . Rule Summary Name: ADS Color: Olive Access Object: ADS|ADSB|ADS-B Count Accessed Patterns: CHECKED

. . . 2. Advanced Automation No Comment Text in this rule.
. . . . . . Rule Summary Name: Advanced Automation Color: OLIVE Access Object: conflict probe|metering|clearance delivery|AERA|TBFM|TFDM|TSAS|datalink|data link Count Accessed Patterns: CHECKED

. . . 3. Communications No Comment Text in this rule.
. . . . . . Rule Summary Name: Communications Color: BLUE Access Object: VSCS|NADIN|SBS Count Accessed Patterns: CHECKED

. . . 4. Early Automation No Comment Text in this rule.
. . . . . . Rule Summary Name: Early Automation Color: FUCSHIA Access Object: conflict alert|minimum safe altitude warning|MSAW Count Accessed Patterns: CHECKED

. . . 5. En Route No Comment Text in this rule.
. . . . . . Rule Summary Name: En Route Color: BLUE Access Object: EnRoute|En Route Count Accessed Patterns: CHECKED

. . . 6. Flight Service No Comment Text in this rule.
. . . . . . Rule Summary Name: Flight Service Color: BROWN Access Object: flight service stations|FSS Count Accessed Patterns: CHECKED

. . . 7. Flow Control No Comment Text in this rule.
. . . . . . Rule Summary Name: Flow Control Color: Maroon Access Object: flow control Count Accessed Patterns: CHECKED

. . . 8. Manual System No Comment Text in this rule.
. . . . . . Rule Summary Name: Manual System Color: GREEN Access Object: manually operated|manual RADAR|shrimp boat\w* Count Accessed Patterns: CHECKED

. . . 9. Multilateration No Comment Text in this rule.
. . . . . . Rule Summary Name: Multilateration Color: ORANGE Access Object: MLAT|multilateration Count Accessed Patterns: CHECKED

. . . 10. Navigation No Comment Text in this rule.
. . . . . . Rule Summary Name: Navigation Color: Maroon Access Object: navig\w+|navaid|nav\w+ aid\w Count Accessed Patterns: CHECKED

. . . 11. Oceanic No Comment Text in this rule.
. . . . . . Rule Summary Name: Oceanic Color: RED Access Object: ocean\w+|ocean Count Accessed Patterns: CHECKED

. . . 12. RADAR No Comment Text in this rule.
. . . . . . Rule Summary Name: RADAR Color: FUCSHIA Access Object: RADAR Count Accessed Patterns: CHECKED

. . . 13. RADIO No Comment Text in this rule.
. . . . . . Rule Summary Name: RADIO Color: NAVY Access Object: radio Count Accessed Patterns: CHECKED

. . . 14. Satellite No Comment Text in this rule.
. . . . . . Rule Summary Name: Satellite Color: Brown Access Object: Satellite|WAAS Count Accessed Patterns: CHECKED

. . . 15. Simulation Training No Comment Text in this rule.
. . . . . . Rule Summary Name: Simulation Training Color: RED Access Object: simulation|training Count Accessed Patterns: CHECKED

. . . 16. TRACON No Comment Text in this rule.
. . . . . . Rule Summary Name: TRACON Color: GREEN Access Object: TRACON Count Accessed Patterns: CHECKED

. . . 17. Terminal No Comment Text in this rule.
. . . . . . Rule Summary Name: Terminal Color: RED Access Object: terminal Count Accessed Patterns: CHECKED

. . . 18. Tower No Comment Text in this rule.
. . . . . . Rule Summary Name: Tower Color: PURPLE Access Object: Tower|BRITE Count Accessed Patterns: CHECKED

. . . 19. Voice No Comment Text in this rule.
. . . . . . Rule Summary Name: Voice Color: GREEN Access Object: voice Count Accessed Patterns: CHECKED

. . . 20. Weather No Comment Text in this rule.
. . . . . . Rule Summary Name: Weather Color: ORANGE Access Object: weather Count Accessed Patterns: CHECKED