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

Core Avionics Master Plan 2012 Appendix A-4Collaborative Routing (ADS-B and DATA COMM). (2012-2022) Tighter locationaccuracy and increased SA enables controllers to have more confidence that aircraftcan self-regulate safe separation. Properly equipped operators may be allowed todeviate from a prescribed path and proceed along a more desired direct path to theirdestination, saving time and fuel. This level of awareness and confidence on both endssupports a concept called “Collaborative Decision Making,” which the FAA is exploringas a concept of operations for NextGen.3. Funded Enhancements and Potential Pursuits. Continued NAS Access (ADS-B ‘Out’). (2019) ADS-B. 1090ES provides greaterposition accuracy of aircraft at a higher refresh rate than radar scans. More than 80% ofcommercial air carriers have already incorporated ADS-B ‘Out’ functionality. Severallocations in the NAS are already equipped to operate with ADS-B. The groundinfrastructure to support ADS-B is expected to be finished within the NAS by 2013 andthe deadline for mandatory aircraft compliance is January 2020. ADS-B ‘Out’ will berequired to gain access to Class A, B, C, and E airspaces, which include operationsfrom the ground up within 30 nautical miles of several major airports. These airspacesare required for transit in and out of some major military bases, such as Pensacola,North Island, Dallas Fort Worth, and other locations. The PMA209 CNS/ATM team isattempting to address ADS-B ‘Out’ in conjunction with integration of RNP/RNAV andwithin the current program of record funding.B. Flight Safety and Operational Efficiencies. This capability elementfocuses on the operational benefits that can be achieved through the cooperativesurveillance enhancements incorporated to achieve CNS/ATM compliance.1. Current capabilities: Structured Marshalling & Sequencing; LimitedWeather Awareness; Commercial Aircraft Performance Level Deconfliction;Separated Airspace Ops for Unmanned Aircraft.At airfields, aircraft are sequenced using established approach routes. Around theships, aircraft are organized into pre-coordinated marshalling locations. Controllers usetiming estimates and heavily rely on the aircrew to coordinate altitude changes anddownwind turns in order to manage efficient separation for rapid recovery. The ship’sradar is not as accurate or informative as a GPS-based position reporting format. Veryfew Naval Aviation platforms have the real estate or power base to integrate onboardweather radar. Aircrew rely on preflight planning to avoid severe weather, but can findthemselves at risk of mission impact, or worse, if weather conditions do not progress aspredicted. Access to current weather representations could allow aircrews to moreeffectively avoid hazardous conditions. Current commercial collision avoidance systemscan provide useful additional SA of potential conflicts, but cannot provide adequateseparation/deconfliction cues for higher performance maneuvers of tactical aircraft,such as higher speed rendezvous or formation flight. Finally, unmanned aircraftoperations are presenting increasing risk to manned platforms. Despite airspacepartitioning in terms of location and/or altitude, warfighting dynamics are resulting infrequent near mid-air collisions. If unmanned aircraft plan to operate outside special useairspace, they will need to incorporate CNS/ATM functionalities.A-4 Cooperative Surveillance 8