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

Core Avionics Master Plan 2012 Appendix A-3Digitally Augmented Civil Airfield Recovery (JPALS). (2018) Every aircraft that isequipped with JPALS capability for ship operations will automatically be able to conductcivil airfield GPS precision approaches. UCLASS will be the first equipped aircraft. Theywill be able to use Satellite Based Augmentation Systems (SBAS) such as the FAA’sWAAS, the Indian GPS and GEO Augmented Navigation (GAGAN), the JapaneseMultifunctional Satellite Based Augmentation System, or the European GeostationaryNavigation Overlay Service (EGNOS) which was recently activated. JPALS will also beinteroperable with FAA civil Ground Based Augmentation Systems (GBAS), which alsouses differential GPS to enhance GPS signal correlation for improved position accuracy.JPALS adds the protected military PPS GPS signal, anti-jam and UHF datalink tomilitary approaches but the Civil approaches will utilize the unprotected SPS signal.Civil system interoperability will enable aviators to use hundreds of additional divertairfield options. The Air Force is designated to develop and implement shore stationJPALS capability. One JPALS land-based unit (Increment 2) can replace all the existingnon-precision approach beacons and precision radars required for each major runway,providing increased capability for less capital investment and sustainment costs. TheArmy is developing portable tactical JPALS systems that will enable precision recoveryin remote expeditionary locations.Improved Degraded Visual Environment (DVE) Recovery Tools. (2018) Currenthelicopter and V-22 cockpit hover attitude cues, drift cues and automatic flight controlsystems do not effectively enable pilots to hold position, avoid obstacles or land safelywhen visual references in the landing zone are lost. More rotary wing aircraft were lostIn Operation Enduring Freedom (OEF) due to loss of situational awareness in DVEconditions than were destroyed by enemy fire. A functional performance document hasbeen prepared that lists parameters required for increasing levels of capability to safelyoperate in DVE conditions. Levels are supported by varying systems, includingimproved automatic flight control coupling; improved hover attitude, drift and verticalmotion visual display cues; improved visual performance using sensors that can seethrough sand, dust, or snow; sensors that can detect and display dangerous obstaclesin real time; and databases that project accurate terrain and obstacle information. NASAstudies have documented significant improvements in pilot performance using improvedattitude and motion cues. The CH-53E CNS/ATM cockpit design incorporated additionalsoftware and display capabilities that could have afforded improved hover/drift cues topartially address the capability gap, but the program was discontinued. NACRA andPMA209 are monitoring platform program offices, Defense Advanced Research ProjectAgency (DARPA), and Office of Naval Research (ONR) initiatives for potential benefits.Improved Recovery Tools (Vertical NAV). (2020) With enhancements to existingalgorithms, the GPS PPS signal could provide aircraft not equipped with WAASaugmentation capable receivers the ability to safely perform “Vertical Navigation”(VNAV) or “Localizer Performance with Vertical Guidance” (LPV) approach descents tolower minimum altitudes. This functionality would enable those platforms to plan flightsto more civilian airfields or use them as suitable alternates during emergency divertsituations. More landing options would add flexibility and enable more direct routing forfuel savings, and enhance safety during emergencies. VNAV approach minimums donot require the accuracies of LPV approaches and can be implemented withoutmodifications to the military FMS installations.A-3 Navigation 10