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

Core Avionics Master Plan 2012 Appendix A-52. Funded Enhancements and Potential Pursuits.Midair Collision Avoidance Capability (MCAC). (2021) Platforms will be requiredto have Automatic Dependent Surveillance – Broadcast ‘Out’ (ADS-B ‘Out’) capability tomeet CNS/ATM civil airway access compliance mandates by 2020. Using ADS-B ‘Out,’aircraft constantly “squitter” (pulse) their location, identification and flight parameters toAir Traffic Control (ATC). ATC uses an “ADS-B In” receiver to capture the signals andmanage safe separation of reporting platforms. Integrating ADS-B In functionality ontothe platform, along with proper relative position analysis algorithms and a display, wouldprovide a Cockpit Display of Traffic Information (CDTI) for situational awareness oftraffic in the vicinity, even when operating independently or in areas of reduced ATCsupport. If ATC support is available, they could provide additional data to the aircraftthat can be used to prevent collisions with non-Mode S light civil aircraft that they aretracking with radar or other utilities. MV-22s submitted an Urgent Universal NeedsStatement (UUNS) for collision avoidance and are slated to be the first aircraft equippedwith this capability. Additional information on ADS-B ‘Out’ and ‘In’ is provided inAppendix 4. There is strong interest in the Fleet to get MCAC sooner, but ADS-B Out/Inexchange has been identified as the nearest available technology that can provideposition fidelity with low enough latency to support military aircraft maneuvers, includingformation flight and rendezvous. This strategy leverages the civil sector technology andproduct development efforts to meet the 2020 CONUS ADS-B Out mandate. Fundingfor development of a solution that is expected to use this technology is programmed tostart in 2014. The capability is conservatively projected for delivery in 2021 since it willcome on the heels of the ADS-B Out integration and require additional algorithmintegration and testing. A POM-14 issue was also submitted to accelerate the initiative.D. Flying Quality Assurance. This capability element involves the collection andanalysis of flight parameters, mission information and component performance data toenhance aircrew proficiency and reveal trends that identify potential risk, therebyenhancing safety, improving readiness and mitigating mishaps.1. Current capabilities. Operational Readiness Management.Unless aircrew are training in a simulator or operating on a training range supportedwith telemetry, they do not have standardized automated tools to conduct post-flightanalysis of the mission to analyze quality of the crew’s mission performance or toidentify opportunities for proficiency improvement. The only formally institutionalizedprocess operators currently use is Operational Risk Management (ORM). ORM is a fivestepprocess that manages risk through hazard identification, assessment, optionselection (based upon minimizing impacts or accepting warfighting benefits),establishment of controls and supervision with follow-up evaluations and adjustments. Itis primarily instituted through crew communication and coordination during preflight,execution of procedures while operating, and post-flight debriefings. Commander NavalAir Forces invested in design and demonstration of a post-flight recreation and analysistool, but it has not been developed as an official program of record through competitiveacquisition, systems engineering processes or standard formal testing and certification.H-60, T-45, executive transport and commercial equivalents tools were used to helpidentify baseline requirements for the formal program of record solution.A-5 Flight Safety 7