30 AIR & SPACE POWER JOURNAL FALL <strong>2006</strong>tory. Operators can click on an aircraft todetermine its departure or arrival time, missionsegments, and maintenance status. Onecan also drill down to the cargo and passengermanifest of each aircraft.During the early stages of OIF, the only wayto input the mission data generated by theTACC into the TBMCS of OIF’s CAOC was todo so manually. Eventually a patch was built,and the airlift input module allowed downloadof four data points into the TBMCS: theairlift schedule (showing separate-leg, multidaymissions), arrival messages, departuremessages, and advisory messages. 7 However,much more information would be useful tothe COCOM, and AMC is working with ACCto improve this essential interface to theTBMCS, which will ultimately benefit theJASMAD. Once the interface between theTACC and the TBMCS is completed, mobilitymissions departing from outside the AOC’sarea will be automatically updated in the JAS-MAD to refine the deconfliction data in thecurrent, next, and strategic phases of the ATO.JASMAD developers face the challenge ofseamlessly interfacing multiple AOCs. A properinterface with the Joint Mission Planning System(JMPS); communication, navigation, surveillance/ air traffic management (CNS/ATM)system; and the tactical digital informationlink system (commonly known as <strong>Link</strong> 16 bythe North Atlantic Treaty Organization) withthe TBMCS and JASMAD can help solve thisproblem. A description of each of those systemsand their potential tie in to the TBMCSand JASMAD follows. 8The Joint Mission Planning SystemThe JMPS currently in development will replacethe Mission Planning System and PortableFlight Planning Software that some aircrewsuse today to plan their missions. The JMPS isintended to be a Web-centric system that willautomatically tie all elements of the missionplanningprocess together. <strong>Air</strong>crew or missionplanners will be able to sit at a terminal or laptop,gather all pertinent information required(such as weather, notices to <strong>Air</strong>men, departure-and-arrivalairfield information [runwaylength, elevation, etc.], and aircraft-specificinformation [payload, fuel, configuration, etc.])and thereby plan flights/missions. The resultingmission plans will be downloadable to theaircraft navigation systems.Certain aircraft-specific applications willalso generate such information as takeoff andlanding data. The JMPS will allow the missionplanner to take rudimentary informationfrom the ATO and output a much more detailedmission profile. If mission-profile datawere imported back to the JASMAD andlinked to the original tasking line in the ATO,that could allow the deconfliction process torun on much more specific information aboutaltitudes, routes of flight, and so forth. Thiscan only improve the deconfliction matrices.Communication, Navigation, Surveillance / <strong>Air</strong> TrafficManagementThe CNS/ATM is an <strong>Air</strong> <strong>Force</strong> program designedto meet the evolving aviation requirementsof the International Civil AviationOrganization (ICAO). It utilizes automatedsatellite-based reporting that will improve airtraffic control in areas where positive controlis not possible due to lack of radar coverage(transoceanic traffic is one example). At thetactical level, if the CNS/ATM were linked tothe TBMCS and JASMAD, it would allow thetransition of a tasked (through the ATO) andplanned (through the JMPS) mission, whichwould not originate in the AOC’s area, directlyinto the mission’s execution phase. As CNS/ATM updates are received through the satellitefeeds, the deconfliction data, which would belinked to a specific mission within the JASMAD,could be continually updated to run the deconflictionmatrices. This offers the opportunityto correlate and deconflict missions transitingmultiple AOCs in an unclassified environment.Once the aircraft enters the objectivearea, however, another method of accomplishingthis same type of updating, but to a muchhigher level of accuracy, must be found.Therefore, since the CNS/ATM will not refreshthe aircraft’s position often enough tobe utilized for air-traffic-control purposes,<strong>Link</strong> 16 could be the answer to this problem.
PIREP 31<strong>Link</strong> 16 and Joint <strong>Air</strong>space Management andDeconflictionOne of the main input systems for the airpictureportion of the COP is information fedthrough <strong>Link</strong> 16, an improved data link usedto exchange near-real-time information (communication,navigation, and identification)that supports information exchange betweentactical C4I systems. One of the functions of<strong>Link</strong> 16 is to provide positive, friendly identification.<strong>Link</strong> 16 periodically transmits a cryptosecuredand precise participant location andidentification (PPLI) report, a considerableimprovement that can significantly reduce orprevent fratricide incidents. 9 Part of the PPLIincludes geodetic positioning which would beimportant to JASMAD applications. <strong>Link</strong> 16messages implement a three-dimensional geodeticcoordinate system using latitude, longitude,and altitude. This enables positions tobe reported anywhere in the world and is subjectonly to display and database limitations.The geodetic grid (GEOGRID) is always availableto participants. 10 Herein lies the potentialapplication for the JASMAD: this is very similarto the Mode 4 identification, friend or foe(IFF) function used for primary aircraft separationin a radar environment.How does one maintain positive control ofairborne objects once they pass the FEBA andenter the objective area? Positive control innoncombatant areas is maintained by airtraffic-controlagencies using radar identificationand/or Mode 4 IFF reporting. When oneoperates in a wartime environment, radar controlis rarely available, and aircraft normallyturn their Mode 4 equipment off for operationalsecurity. This is part of the reason whyACMs are developed and the daily ACO is produced.Aerial vehicles flying on the ATO maintainseparation by the procedural methodsestablished in the ACO (differing routes, altitudes,and times). In air-traffic-control jargon,this is referred to as “procedural separation.”Procedural separation is not as effective forutilizing the available airspace as positive control.Larger blocks of airspace must be reservedfor operations when flying objects cannotbe separated by positive control. If amethodology for providing positive control ina secure operating environment were developed,air operations could be planned withgreater accuracy, fratricide incidents could beless frequent, and more aircraft could fly inthe battlespace with greater safety. The combinationof the COP, JASMAD, JMPS, and <strong>Link</strong>16 offers the potential to provide this capabilityand much more.A weakness of the <strong>Link</strong> 16 concept to helpprovide positive control in the battlespace isthat not all aircraft and aerial vehicles flying inthe ATO have or will have <strong>Link</strong> 16 capabilitiesor a similar interface system. For example,AMC currently operates some aircraft that employaircraft communications and reportingsystems, and eventually all strategic mobilityaircraft will meet ICAO aviation requirementsthrough the CNS/ATM program. Neither ofthese systems is interoperable with <strong>Link</strong> 16,and neither is secure. Thus, many AMC aircraftare not and will not be equipped to respondto positive air traffic control in thebattlespace. AMC is currently staffing initiativesto remedy the situation. Additionally,the number of unmanned aerial systems operatingbelow the coordination altitude isgrowing at an astonishing rate. Currentlynone have any system similar to <strong>Link</strong> 16, andalthough this is being considered for a few,most will never have <strong>Link</strong> 16 or any similarreporting capability. Another problem withthis concept is that <strong>Link</strong> 16 operates on lineof sight and requires a persistent airborneplatform to provide the link. Given all ofthese drawbacks, a solution may becomeavailable in the form of near-space platforms,which offer the potential to solve both theline-of-sight and persistence problems.Near <strong>Space</strong> and Joint <strong>Air</strong>space Management andDeconflictionThe <strong>Air</strong> <strong>Force</strong> <strong>Space</strong> Battlelab is planning toconduct a variety of experiments in the areaof near space over the next several years. Thegoal is to determine if near-space systems flyingat an altitude of about 30 kilometersabove Earth’s surface could perform a varietyof tactical missions, including battlefield-
- Page 2 and 3: Chief of Staff, US Air ForceGen T.
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SPACE POWER 81role of offensive and
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SPACE POWER 83achieve supremacy in
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Military TransformationEnds,Ways, a
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MILITARY TRANSFORMATION 87to organi
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MILITARY TRANSFORMATION 89course, w
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MILITARY TRANSFORMATION 91mind-set
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MILITARY TRANSFORMATION 93sponding
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NOTAM 95The document’s authors ha
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MOLECULAR NANOTECHNOLOGY AND NATION
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MOLECULAR NANOTECHNOLOGY AND NATION
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MOLECULAR NANOTECHNOLOGY AND NATION
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MOLECULAR NANOTECHNOLOGY AND NATION
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MOLECULAR NANOTECHNOLOGY AND NATION
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ASPJQuick-LookThe Nature of Close A
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QUICK-LOOK 109CAS missions. The pub
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Clausewitz and the Falkland Islands
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CLAUSEWITZ AND THE FALKLAND ISLANDS
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CLAUSEWITZ AND THE FALKLAND ISLANDS
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CLAUSEWITZ AND THE FALKLAND ISLANDS
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CLAUSEWITZ AND THE FALKLAND ISLANDS
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BOOK REVIEWS 121whose contributions
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BOOK REVIEWS 123Franco: Soldier, Co
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APJAir and Space Power Journal, the
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CONTRIBUTORS 127Col Howard D. “Da
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EDITORIAL ADVISORY BOARDGen John A.