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

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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
Core Avionics Master Plan 2012 Appendix A-3E. Robustness and Security. In the Navigation capability area, robustnessrefers to the strength of the system to retain and provide the accurate navigationsolution. For GPS, this trait primarily speaks to anti-jam margin. Security covers theability to perform signal encryption and the prevent spoofing.1. Current Capabilities.GPS Antenna System–1 (GAS-1) Controlled Reception Pattern Antennas(CRPA) with matching Antenna Electronics (AE) have been integrated into platforms toenhance the anti-jam capability. Integration of non-SAASM GPS user equipmentrequires a waiver (Chairman Joint Chiefs of Staff directive effective October 2006). Non-SAASM configured operators are at increased risk of losing GPS signal to jamming orspoofing, which could result in loss of navigational position and precise timing requiredto synchronize voice or data-linked communications systems. Anti-Spoofing has to dowith encryption and keys that protect the receiver from using false signals. Somesystems are being integrated into platforms with commercial GPS cards, which addsrisk to mission completion because they only use one GPS frequency (L1) and are moresusceptible to jamming and unintentional interference. Training must be provided toensure operators understand commercial GPS susceptibilities. The Advanced DigitalAntenna Production (ADAP), is an evolutionary upgrade to the existing GAS-1. It hasthe same form and fit but increases functionality through digital processing. ADAP willprovide the most advanced anti-jam technology currently available. It achievesincreased nulling capability using simultaneous dual frequency nulling on both L1 andL2 signals. ADAP has forward compatibility with M-Code and other planned GPSupgrades, and will be incorporated in most production aircraft.2. Advanced Research and Technology Development.Military Space Signal and User Equipment Enhancements. (2010-2013) SmallerGPS antennas and AE are being developed for space-constrained aircraft and smallUnmanned Aerial Systems. JPALS compatible beam-steering AE is also beingdeveloped for JPALS platforms.3. Funded Enhancements and Potential Pursuits.Reduced Radar Cross-Section (RCS) Antenna. (2013) F/A-18 needs improvedGPS signal availability to support the Active Electronically Scanned Array (AESA) radarsystem and Precision Guided Munitions (PGMs). The F/A-18 Program Office isintegrating NAVWAR protection that will include a Conformal CRPA (C-CRPA) GPSAntenna that is optimized for low observability requirements. The F/A-18 NAVWARintegration will include the C-CRPA, and the ADAP AE on aircraft with the ANAV EGI.Improved GPS Signal Robustness, Anti-Jam and Anti-Tamper (MGUEReceivers). (2018) GPS III is the next generation GPS Satellite constellation andcontrol segment. Full Operational Capability (FOC) is planned for 2018. It will employthe M-Code, which enables enhanced anti-jam capability and signal security, as well asa flexible signal power capability and improved cryptographic protection. The newsatellites are planned to eventually incorporate the capability to boost or concentrate thesignal (Spot Beam) to increase signal retention and anti-jam margin. GPS receivers willincorporate the first improved anti-tamper M-Code capable cards (test articles) in 2016.A-3 Navigation 11
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PMA209 2012 Core Avionics Master Plan - NAVAIR - U.S. Navy

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