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

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Core Avionics Master Plan 2012 Appendix A-4Currently, Command and Control (C2) platforms have a comprehensive awarenessof identity and location of cooperating military airborne assets, but are less conclusiveawareness when it comes to neutral civil platforms. Degree of awareness alsodecreases when expanding from the tactical coverage area to the regional or strategictheater level. Advancements in the Mode 5 waveform will increase fidelity of targetsignal differentiation and address signal security issues. Clear and accurateidentification, monitoring, and coordination of all traffic and friendly forces will helpfurther the development of the SIAP SA necessary for dominant maneuver, forceprotection and reduction of fratricide.The strategy to achieve improved civil interface and military Combat ID is throughevolution of existing transponders. Naval Aviation transponders were purposefullydesigned with open architecture, upgradability and specific hooks for incorporation ofMode S and Mode 5. The Navy will leverage ADS-B ‘Out’ software being developed byU.S.Army programs. Mode 5 (transmit only) and ADS-B ‘Out’ were established asformal requirements, however incorporation of civil and tactical transponder receivecapability (ADS-B ‘In’ and Mode 5 Level 2 Broadcast – M5L2-B) would provideadditional benefits, such as rapid on-board identification of non-combatant andcooperating coalition operators. Those capabilities have not been embraced as formalrequirements for civil interoperability or Combat ID, but are being explored as potentialsolutions to enable military aircraft performance level collision avoidance. Currentcollision avoidance products can enable safe separation and conflict resolution forcommercial equivalent or transport aircraft flight performance, but fall short duringmilitary aircraft rendezvous and formation maneuvers. More detail on Midair CollisionAvoidance Capability (MCAC) is provided in the Flight Safety appendix. Finally,transponders will also be modified to incorporate updated encryption algorithms to meetNational Security Agency (NSA) requirements and to achieve more efficient and securekeying capabilities. PMA209 and PMA213 are working together to achieve thesebenefits through collaborative evolution to existing systems versus new and separateproducts.Mandates and Milestones:Joint Mode 5 Initial Operational Capability (IOC). (2015) The March 2007 JointRequirements Oversight Council Memorandum (JROCM) 047-07 calls for Mode 5 JointIOC in 2015 and Full Operational Capability (FOC) in 2020.JPALS Ship-based Initial Operational Capability (IOC). (2017) The US Navy is thelead for the JPALS program, and is responsible for the development of the shipboardsolution (Increment IA). JPALS will initially be deployed on the newest aircraft carrierand its assigned aircraft, including C-2, EA-18G, E-2D, F/A-18E/F, F-35 and MH-60R/S.JPALS Land-Based IOC. (2018) The Air Force is charged with development of landbasedJPALS ground stations (Increment II). Differential GPS will be used to provide anadditional military PPS datum reference signal via Satellite Based AugmentationSystem (SBAS) Wide Area Augmentation System (WAAS) signals. A fixed station willbe installed at every DoD airfield that currently has precision approach capability. Aman-pack variant may be developed for remote locations.A-4 Cooperative Surveillance 4
Core Avionics Master Plan 2012 Appendix A-4ADS-B ‘Out’ in NAS. (1 January 2020) The FAA established the requirement for ADS-B ‘Out’ functionality by updating Title 14 Code of Federal Regulations (CFR) Part 91 in2010 with a mandatory implementation date of 1 January 2020. ADS-B ‘Out’ will berequired for access to higher density airspaces, which include or effect operations atseveral major military bases. ADS-B ‘Out’ architecture has been in operation in Alaska,and opened in several Continental U.S. (CONUS) locations in January 2012. It employsboth 1090 ES and 978 mhz UAT formats. Note: 978 UAT is a shorter range utility,capable at limited ranges up to 18,000 feet but practically applied to operations under10,000 feet. Although there are some viable emerging Commercial Off The Shelf(COTS) navigation products that are incorporating UAT-based ADS-B ‘Out,’ higherperformance, faster flying military aircraft will very likely interface better with ATC using1090 ES (which will also be the only format that enables overseas airspace access).The UAT-based products may effectively support CONUS based helicopter trainers.Capability Element Evolution:A. Global Airspace Access. This capability element section addresses safe trafficseparation, with more depth on the CNS/ATM compliance criteria. It includesinformation on functionalities provided by avionics components in the context that theyare used to assist Air Traffic Control (ATC) agencies with cooperative surveillance ofplatform status and location.1. Current capabilities: See and Avoid; Air Traffic Control; Radar; CNS/ATMIntegration (8.33 khz, Mode S, RVSM, RNP/RNAV).The majority of deployed post-production aircraft utilize voice over VHF and UHFradio channels, Identification Friend or Foe (IFF) Mode 3/A and Mode C signals tocommunicate with civil ATC. Some IFF systems use Mode S to overcome issues withMode 3/A. Once established on a route, aircrew who don’t have their own radarsprincipally depend upon ATC traffic calls and “See and Avoid” scanning techniques toprevent conflicts or collisions with other traffic. Most civil derivative transports havesuccessfully incorporated commercial CNS/ATM products. In recognition of the time,costs and integration challenges, tactical ‘State’ aircraft (military platforms) wereafforded delays for complying with CNS/ATM mandates. A 2001 FAA memorandumdeclared that State aircraft would be accommodated “to the extent practicable basedupon existing traffic and safety considerations.” Non-compliant naval aircraft are nowmore regularly being excluded from high density airspaces. Solutions have beendesigned to certify compliance with CNS/ATM performance requirements. In thebeginning, compliance elements were individually implemented to meet imposed andimpending restrictions. Several platforms have now implemented full scale digitalcockpit replacements. 8.33 KHz VHF channel spacing has been accomplished through higher fidelitydigital radio waveforms and radio frequency remapping, primarily in ARC-210 radios. Protected ILS Filters have been incorporated into receivers to prevent bleed-overinterference (primarily from FM station proliferation/frequency encroachment in Europe).A-4 Cooperative Surveillance 5
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PMA209Endorsement and DistributionP
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Table of ContentsExecutive SummaryE
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Core Avionics Master PlanExecutive
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Core Avionics Master Plan Ensure th
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I. INTRODUCTION.Core Avionics Maste
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IV. RECOMMENDED PRACTICES.Core Avio
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Core Avionics Master PlanSECNAVISNT
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Core Avionics Master PlanThe follow
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PMA209 2012 Core Avionics Master Plan - NAVAIR - U.S. Navy

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