PMA209 2012 Core Avionics Master Plan - NAVAIR - U.S. Navy

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Core Avionics Master Plan 2012 Appendix A-3JPALS Land-Based IOC. (2018) The Air Force is charged with development of landbasedJPALS ground stations. Differential GPS will be used to provide an additionalmilitary PPS datum reference signal via an encrypted UHF datalink, and an additionalcivil interoperable SPS datum reference signal via a VHF datalink or SATCOM signal. Afixed station will be installed at every DoD airfield that currently has precision approachcapability. A deployable variant will be developed for remote locations.Military GPS User Equipment (MGUE) Initial Operational Capability. (2018) TheAssistant Secretary of Defense, Networks and Information Integration (ASD NII) GlobalPositioning System User Equipment Development and Procurement PolicyMemorandum dated Aug 7 th 2006 directs the services to plan and implement MGUE nolater than the date the 24 th M-Code satellite is declared operational (~2018). MGUE willprovide a family of GPS receivers that use the more robust, anti-tamper and anti-jamcharacteristics of the M-Code capable satellites currently being launched. M-Code isexpected to be fully operational by 2018.Public Law 111-383, Jan 7, 2011, SEC. 913. Limitation on use of funds for purchasingGlobal Positioning System User Equipment. states:(a) In General. Except as provided in subsections (b) and (c), none of the fundsauthorized to be appropriated or otherwise made available by this Act or any other Actfor the Department of Defense may be obligated or expended to purchase userequipment for the Global Positioning System during fiscal years after fiscal year 2017unless the equipment is capable of receiving the military code (commonly known as the‘‘M code’’) from the Global Positioning System.(b) Exception. - The limitation under subsection (a) shall not apply with respect to thepurchase of passenger vehicles or commercial vehicles in which Global PositioningSystem equipment is installed.(c) Waiver. - The Secretary of Defense may waive the limitation under subsection (a) ifthe Secretary determines that -(1) suitable user equipment capable of receiving the military code from the GlobalPositioning System is not available; or(2) with respect to a purchase of user equipment, the Department of Defense doesnot require that user equipment to be capable of receiving the military code from theGlobal Positioning SystemRequired Navigational Performance (RNP) Area Navigation (RNAV) below FlightLevel (FL) 290 (29,000 feet) in NAS. (2020) The FAA will require RNAV on selectedhigh-density routes in NAS starting in 2020. FAA roadmaps also call for TerminalManeuvering Areas (TMAs) at the busiest 100 U.S. Airports to have RNP capableStandard Instrument Departure (SID) routes and Standard Terminal Arrival Routes(STAR) routes by 2015. The PMA209 CNS/ATM team is fielding and coordinatingcertification of systems that meet RNP RNAV criteria. The Naval Flight InformationGroup (NAVFIG) is designing and fielding RNAV terminal procedures for Naval AirStations and expeditionary airfields. This mandate was planned for 2015, but has beenextended and is now associated with the FAA Next Generation Air TransportationSystem (NextGen) implementation initiative.A-3 Navigation 4
Core Avionics Master Plan 2012 Appendix A-3Capability Element Evolution:A. Attitude and Altitude. This capability element addresses instrumentationthat supports basic flight, including: attitude gyros, combination attitude/headingreference systems and altimeters. This equipment ensures safe aircraft orientation andground clearance to prevent Controlled Flight Into Terrain (CFIT), and is consideredcritical during aggressive maneuvers, low altitude operations and operations at night orin IMC.1. Current Capabilities.Although several platforms have integrated glass cockpits with state of the art flightinstrument displays, many are still configured with older generation technology legacyattitude gyro systems and are suffering poor on-wing performance and high repairsupport costs. Modern Replacement Attitude Heading Reference Systems (R-AHRS)use digital Ring Laser Gyros (RLG’s) for attitude reference. RLGs employ laser lighttechnology for more accurate measurement of attitude changes, and employ a smallmotor to aid in sensing smaller angular velocity changes. Fiber Optic Gyro (FOG)technology also uses light-wave sensing, but eliminates moving parts and uses cheaperfiber for the light path. Micro Electro-Mechanical System (MEMS) technology has beenutilized to reduce size of motion sensors used in attitude/heading reference systems;however they can be more influenced by shock and vibration. Solid state componentsbring substantial gains in accuracy, robustness, reliability and cost avoidances.Legacy Radar Altimeter systems are accurate only below certain altitudes andangles of bank. The Low Probability of Intercept Altimeter (LPIA) increases range andaccuracy of altitude measurements, eliminates interference from suspended loads andprovides coverage at higher angles of bank. It incorporates open system architecture,increases reliability and significantly reduces probability of signal intercept. Current andfuture platforms using this technology are C-2A, E-2C, E-2D, H-53K, P-3 and CV-22.LPIA accuracy also has Built-In-Test (BIT) features which support fidelity of signal datarequired for predictive Terrain Avoidance Warning System (TAWS) advanced GroundProximity Warning System (GPWS) and Traffic Collision Avoidance System (TCAS).TAWS uses the accurate altitude data in algorithms to determine if flight parameters areplacing the aircraft at risk for CFIT. More detail on safety applications of predictive CFITwarning systems is available in the Flight Safety appendix, A-5.B. En-route and Terminal Area Maneuver. This capability element speaksto the core of the Navigation capability area. It addresses the ability to follow prescribeden-route airways or precise direct flight legs, and perform precision and non-precisionapproaches for recovery.1. Current Capabilities.The most common radio-navigation utility used to locate the ship is TACAN. TACANand VOR/DME beacons will continue to be supported on ships and in CONUS for theforeseeable future. Radio-navigation aids are omni-directional, but limited in range byradiated power and line-of-sight. Within appropriate ranges, they can be used for enroutenavigation and non-precision approaches. Almost all naval aircraft have integratedembedded GPS receivers and are required to use the encrypted PPS. Modern systemsclosely couple Inertial Navigation System (INS) elements with GPS to provide updateA-3 Navigation 5
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PMA209Endorsement and DistributionP
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Table of ContentsExecutive SummaryE
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PMA209 2012 Core Avionics Master Plan - NAVAIR - U.S. Navy

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