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

Core Avionics Master Plan 2012 Appendix A-4 RVSM. In 2005, the FAA reduced aircraft vertical separation minima from 2000 to1000 feet for operations on airways above FL 290 in order to accommodate increasingtraffic density. RVSM performance necessitates incorporation of redundant altitudemeasuring systems that guarantee accuracy when operating at assigned altitudes. RNP/RNAV. GPS navigation systems are incorporating Receiver AutonomousIntegrity Monitoring (RAIM) platforms to meet RNP/RNAV performance parameters. TheFAA will require RNP-2 for all operations at or above FL 290 in the CONUS by 2018.Aircraft flying at lower altitudes must also use RNP/RNAV for favorable routing throughcongested areas. FAA roadmaps call for all TMAs to have RNP capable SIDs andSTARs by 2015. More details on RNP/RNAV are presented in Appendix A-3. Mode S. The primary purpose of Mode S is traffic identification and separation.Interrogations are made on 1030 MHz and replies are made on 1090 MHz frequencies.ELS requires a Mode S transponder that can respond to an interrogation with theaircraft’s call sign. EHS is met by importing additional aircraft parameter information intothe response signal, including roll angle, track angle, ground speed, magnetic heading,indicated airspeed (or mach) and vertical rate. Traffic Alert and Collision AvoidanceSystem (TCAS II) systems, also known as Airborne Collision Avoidance System (ACASII) systems, have been deployed on civil derivative and transport aircraft. TCAS II usesthe Mode S waveform as the communication link to achieve its functionality. Thesesystems incorporate software that determines if aircraft courses present risk of collisionand can provide alerts and conflict resolution advisories. Mode S is required for alloperations in Europe.2. Advanced Research and Technology Development. These activities will beunder constant enhancement by civil and commercial entities throughout the time periodof the roadmap.Cockpit Traffic Display. (2012-2022) The FAA’s Next Generation AirTransportation System (NextGen), will be comprised of three pillars: RequiredNavigational Performance (RNP) Area Navigation (RNAV), ADS-B, and DataCommunications (DATA COMM). Naval aviation is implementing RNP RNAV andrequesting funding for ADS-B ‘Out’ to meet the 2020 mandate. The full implementationof ADS-B, as defined by NextGen, will also include ADS-B ‘In.’ Both ADS-B ‘In’ andData COMM will require integrated cockpit displays. Commercial airlines have alreadyincorporated ADS-B ‘Out,’ and many commercial aircraft are incorporating ADS-B ‘In’functionality as they upgrade to TCAS II. Tactical aircraft without TCAS II will need adifferent path to achieve ADS-B ‘In’ in order to enable them to build a CDTI picture fortraffic SA. CDTI will enable the aircrew to self-monitor other aircraft that are using ADS-B ‘Out.’ It also provides more data for an improved understanding of those aircraft’sflight vectors that can be more accurately used to provide conflict avoidance guidance.DATA COMM will also require a cockpit display presentation so the aircrew can monitorcontroller digital text messages. Both ADS-B ‘In’ and DATA COMM are not expected tobe mandated for State aircraft prior to 2025.Traffic and Flight Information Service – Broadcast (TIS-B and FIS-B). (2012-2022) TIS-B provides ADS-B ‘In’ equipped aircraft with secondary surveillance radarposition updates of non-ADS-B ‘Out’ equipped aircraft. This capability provides userswith awareness of the location of many smaller general aviation contacts that are usingA-4 Cooperative Surveillance 6