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

Table of ContentsExecutive SummaryES-1Core Document:Introduction 1Objectives 1Avionics 2Recommended Practices 3Requirements 4Resourcing 5Acquisition 8Application 15Roadmaps 15Appendices:Appendix i Introduction and Roadmap Legend A-iAppendix A-1 Information Management A-1Appendix A-2Information Exchange: Line of Sight Communications,Beyond Line of Site Communications, Networks A-2Appendix A-3 Navigation A-3Appendix A-4 Cooperative Surveillance A-4Appendix A-5 Flight Safety A-5Appendix A-6 Self Protection A-6Appendix B-1 Acronyms B-1Appendix B-2 Points of Contact B-2

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Core Avionics Master PlanExecutive SummaryObjective. A significant portion of our forces‟ future tactical advantages will beachieved through innovative improvements to digital information processing andnetworked exchanges enabled by avionics. The goal is to maximize such warfightingcapability gains by reducing the costs of fielding and sustaining these systems. The2011 Core Avionics Master Plan (CAMP) is sponsored by PMA209, Air CombatElectronics, in support of the Naval Aviation Enterprise (NAE) leading metric – "NavalAviation Forces, Efficiently Provided and Ready for Tasking, Now and in theFuture." It presents recommended practices across requirements, resourcing andacquisition management that promote affordability through leveraging and economy ofscale, broader benefits across multiple users through commonality, faster delivery ofnew or enhanced warfighting capabilities through open architectures, improvedsustainment and reduced logistics footprint in support of expeditionary operations.Appendices to this document include capability evolution roadmaps that portray theprogressive enhancement of avionics systems warfighting contributions over time.Operational and programmatic compliance mandates are referenced for Navy andMarine Corps program managers to use in tailoring their platform Flight Plans. In orderto achieve these objectives, leaders across Naval Aviation requirements, resourcingand acquisition are strongly encouraged to employ the processes and strategiesdescribed in this document.Core Avionics. Core avionics encompass those systems that provide the core set offunctionalities that are fundamental to aviation. Core avionics system contributions canbe organized into the following capability areas:Information Management – planning, processing, encryption, displayInformation Exchange – voice, data, imagery, video, tactical networksNavigation – position, velocity, altitude, and time (en-route and approach)Cooperative Surveillance and Combat Identification – battle-space managementFlight Safety – collision/terrain avoidance, parameter recording, health monitoringSelf Protection – threat sensors and defensive countermeasuresRecommended Practices. Resources for Naval Aviation development, procurementand sustainment are becoming increasingly limited. Resources spent on duplicativesystem development efforts, independent modernization of unique solutions andredundant logistics infrastructures reduce the overall warfighting capability that can beprovided to the Combatant Commanders. Stove-piped uniqueness across systems withlike functionalities results in competition between platforms for the same incrementalimprovements. Expeditionary forces need to reduce deployment footprints to remainagile and increase cross-platform interoperability to support collaborative warfighting.PMA209 and other commodity-based program offices, requirements officers andresource managers have been purposefully established across the NAE to captureefficiencies by optimizing centralized management and commonality in productsolutions. Recommended best practices described in this document are intended toachieve efficiencies across the three principal NAE management arenas. Each of therecommended processes is built upon existing formal instruction guidance or policy.ES-1

Core Avionics Master PlanRequirements:Use the USN Naval Aviation Requirements Group (NARG) and USMC OperationalAdvisory Group (OAG) processes to identify and prioritize core avionicsrequirements according to collective need and benefits.Where possible, leverage existing other Service or Joint capability documents toaccelerate formal requirement establishment.Use commodity and platform capability evolution roadmaps to align the timing ofevolution and delivery of avionics enabled capabilities between platforms forcollective resourcing and broader benefits.Define requirements in terms of warfighting capabilities necessary to accomplish aplatform mission to provide Joint Capability Area (JCA) contributions in support ofCombatant Commander strategic objectives.Resourcing:Use road-mapping processes to conduct cross-platform and commodity officeexchanges during budget issue preparation.Ensure issues with application across multiple platforms are coordinated withcommodity program offices, OPNAV N881 and HQMC APW73.Leverage alternative avionics resourcing opportunities, including:o Avionics Component Improvement Program (AvCIP)o Logistics Engineering Change Proposals (LECPs)o Value Engineering Change Proposals (VECPs)o Mid-year reprogrammingo Supplemental fundingAcquisition:Prominently factor commonality, standardization, interoperability, supportability andaffordability during development of new capability solutions or enhancements.Leverage established solution development momentum, maturity and lessonslearned. Coordinate deliberate convergence toward common products/families ofsystems.During program baseline assessments, use the NAVAIR Commonality OpportunityReview Process (CORP) process to analyze alternative solution logisticsfootprints, modernization costs and sustainment life cycle impacts across the fulllife cycle, and to the Enterprise rather than to the individual platform.Employ Open Systems Architecture (OSA) in hardware and software designs.Adhere to collective interoperability standards and protocols in order to controlfuture modification costs. Design future platforms and evolve current platformprocessing architectures toward an Open Application Interface configuration(FACE – Future Airborne Capabilities Environment) that allows systems andsoftware to be integrated without requiring full mission profile regression testing.ES-2

Core Avionics Master PlanPursue Performance-Based Acquisition and Logistics (PBA, PBL) contracts thatcan effectively and affordably leverage common product upgrade opportunities,whether they involve Government or other vendor Commercially FurnishedEquipment. Work to eliminate unique interfaces and proprietary ownership.Consider using PMA209‟s government based Avionics Capability IntegrationSupport Team (ACIST) as an alternative to prime vendor Lead System Integrator(LSI) activities.Establish pro-active sustainment teams to anticipate and mitigate obsolescenceand Diminishing Manufacturing Sources and Material Shortages (DMSMS)operational impacts and cost burdens.Application and Utilization. CAMP 2011 is intended to be used as a tool by allplatforms and other commodity capability providers across Naval Aviation. Therecommended practices do not diminish Program Manager (PM) authority. Theefficiencies and benefits of commonality and centralized management are inherent andintuitive, but do not always present the best acquisition strategy. Unique solutionsshould be pursued when there in an operational imperative that requires immediateindividual capability fielding. They may also be appropriate if the single platform forcelevel warfighting contribution gains justify the increased costs of independent life cyclesustainment and the loss of potentially broader Enterprise benefits. The roadmaps andaccompanying narratives are intended to provide platform offices situational awarenessof avionics enabled capability growth and expected time of maturity. The descriptionsare high level, but should provide enough detail to enable the reader to determinerelevance for their particular mission sets. CAMP 2011 is designed to promoteEnterprise-level and collaborative warfare based decision-making, which will enable theNAE to more efficiently provide warfighters with enhanced capabilities while balancingcurrent and future readiness.ES-3

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I. INTRODUCTION.Core Avionics Master PlanThe 2011 Core Avionics Master Plan (CAMP) is sponsored by PMA209, Air CombatElectronics Program Manager (PM) for Naval Aviation, in support of the Naval AviationEnterprise‟s (NAE) leading metric – “Naval Aviation Forces, efficiently provided andready for tasking, now and in the future.” The principles and objectives outlined in thisplan focus on the „efficiency‟ aspect of the metric. Managers are strongly encouraged toapply practices recommended in this plan during requirements generation, developmentof acquisition strategies and program baselines, and preparation of resourcing requests.The CAMP is designed to serve as a strategic planning tool to enhance awarenessof warfighting contributions enabled by evolving avionics systems. It identifiesoperational objectives, higher authority compliance mandates, systems interdependenciesand technology opportunities that program managers can leverage whengenerating or updating their platform and weapons systems capability roadmaps orflight plans.Naval Aviation EnterpriseUsersCommanderNaval AirForcesDirects &MonitorsRequirementsProvidersExecutesRequirementsThe FleetFundsRequirementsOPNAV N88HQMC DC/AN88, N43,Resourcers N82II. OBJECTIVE.NAE Leadership relationships.Naval aviation is at a crossroads with respect to affordability of technologicaladvancements and capability evolution. Every possible efficiency must be achieved tomaximize our ability to procure desired future force structure and simultaneouslymaintain current inventory operational readiness and relevance. Aircraft warfightingcapability enhancements are increasingly dependent upon the platform‟s avionicsarchitecture, which directly affects its ability to rapidly and affordably modify hardwareand software. Platform interoperability is critical to enabling Naval Aviation Forces tocollaboratively perform Joint Operations in support of Combatant Commanderobjectives. With the high costs associated with modern software-driven digital systems,we can no longer afford to independently modify or logistically manage multiple systemsthat deliver similar functions. The 2010 Naval Aviation Vision‟s principles of platformtype/model/series (TMS) reduction can and should be applied down to the system level.The goal of this document is to enable that transformational step.Core Section CAMP 2011 1

Core Avionics Master PlanIII. AVIONICS.A. Core Avionics. Core avionics include those electronic systems that providefunctionalities in support of the fundamentals of flight (aviate, navigate, communicate),as well as flight safety, platform survivability, and information management in support ofindividual and collaborative mission accomplishment. When they have applicationacross multiple platforms, they can be considered „common‟ or „commodity‟ systems. Inthis master plan, core avionics are divided into the following functional capability areas:Information Management – planning, processing, displayInformation Exchange – voice, data, imagery, video, tactical networks, encryptionNavigation – position, velocity, altitude, and time (en-route and approach)Cooperative Surveillance and Combat Identification – battle-space managementFlight Safety – collision/terrain avoidance, parameter recording, health monitoringSelf Protection – threat sensors and defensive countermeasuresB. Unique Avionics. Unique avionics include those systems that enable a capabilitythat is specific to a particular platform. In some cases there are no other platforms thataccomplish that mission task. In other cases these are solutions whose design factorsare so unique that they could not be practically integrated into other aircraft, such as theE-2 radar. Although CAMP 2011 is scoped to focus on core systems, many of thestrategies and practices described in this plan can also be applied to unique systems.Unique avionics can be grouped into the following functional capability areas:Sensors – radars, radio frequency, infrared, optical, „listening‟ systemsOrdnance Controllers – weapons arming and releaseOffensive weapons systems – lasers, jammersSpecialized data links – Intra-community Intel/Surveillance/Reconnaissancetransceivers and wave forms, Unmanned Aircraft flight control signalsClassified SystemsC. Avionics Relevance. Core avionics provide situational awareness, enabledecision-making and manage weapons systems to execute all missions, whether theyare training, transport or combat related. The following evolving avionics enabledcapabilities will transform air warfare to meet Naval Aviation Vision 2030 goals.Secure Combat Identification (CID)Networked, Collaborative Warfare (CW)Blue Force Situational Awareness (BFSA)Secure, GPS-based en-route, precision and non-precision approach navigationUnrestricted global access through foreign and domestic civil airspacesMulti-level, secure communications and interoperability with Civil Defense forcesMilitary Flight Operations Quality Assurance (MFOQA)Condition-Based Maintenance (CBM)Core Section CAMP 2011 2

IV. RECOMMENDED PRACTICES.Core Avionics Master PlanWith limited resources available to balance current and future readiness, NavalAviation cannot afford to pay for independent development of core avionics on eachnew platform, nor separate and discrete modification of core avionics over their lifecycles. The Fleet cannot afford duplicative overhead costs of multiple unique systemsthat address a similar functionality. The acquisition workforce must work to captureoverhead efficiencies that reduce their costs of doing business. The Secretary ofDefense (SECDEF) and Chairman of the Joint Chiefs of Staff (CJCS) have institutedmajor policy changes under Department of Defense (DoD) Transformation, includingcomprehensive revision of the requirements generation process and acquisitionmanagement instructions. In order to provide the greatest aviation system capabilitiesand warfighting benefits for the dollars available, this master plan presentsrecommended practices for each realm of the Enterprise triad.A. Requirements. Requirements are capability needs identified (generated) bywarfighters and formally documented using processes prescribed in CJCS Instruction3170.01F, Joint Capability Integration and Development System (JCIDS). Solutions tosatisfy requirements are developed, fielded and sustained by acquisition programmanagers. Funds to cover solutions development, fielding and sustainment areallocated by Navy OPNAV and Marine Corps Deputy Commandant, Aviation (DC/A),resource sponsors. When Fleet operators first identify specific mission capability gaps,they are not constrained by resource limitations. Fiscal realities are applied later duringissue prioritization in the programming and budgeting phases of budget building.Leaders are encouraged to apply the following recommended requirementsidentification and documentation practices to promote efficient fielding and sustainmentof capabilities enabled by core avionics.1. Use the USN Naval Aviation Requirements Group (NARG) and USMCOperational Advisory Group (OAG) processes to identify and prioritize coreavionics requirements according to collective need and benefits. In response tothe Fleet Forces Command (FFC) N8 Requirements office call for more standardizationin Fleet requirements identification, the aviation Type Commander (TYCOM), Naval AirForces (CNAF), promulgated CNAF Instruction 3025.1, which establishes newmethodologies and guidance for aviation requirements identification and prioritization.This document was updated in March 2010. It outlines roles, responsibilities andprocesses for conducting NARG events, which replaced the former Navy OAGs. TheMarine Corps continues to us the OAG process, but directly interfaces with the NARGprocess. The instruction establishes both Platform NARGs and Enabler NARGs.Common Avionics, Cooperative Surveillance and Airborne Electronic WarfareEnabler NARGs are held prior to Platform NARG and OAG meetings. A Marine CorpsAvionics Officer serves as the CNAF N8 Common Avionics Requirements Officer, andchairs the Common Avionics Enabler NARG and Executive Steering Committee (ESC)events. Platform community representatives are invited to the Enabler NARGs. Theyare briefed on avionics-enabled capability areas to help understand solution maturity,operational relevance and timing of applicable deadlines. They also collaborativelydevelop tailored recommended priority lists of commodity system enabled requirements.Core Section CAMP 2011 3

Core Avionics Master PlanPlatform NARG and OAG attendees review the Enabler NARG recommendedpriority lists at their platform events and formally report concurrence or changes to therecommendations. Each Enabler NARG ESC then collates the Platform NARG andOAG responses and builds a collective (Enterprise-perspective) priority list that ispresented to the TYCOM Priority Panel (TPP). The TPP uses those lists to generate theTYCOM Priority List (TPL), which is used to influence the Aviation Sponsor‟s ProgramProposal (SPP) budget build. Marine Corps Platform OAG results are also provided tothe Headquarters Marine Corps (HQMC) Aviation Weapons Systems RequirementsBranch (APW) Council of Colonels, which prioritizes issues for budget consideration.Community leaders are strongly recommended to send experiencedoperators who are familiar with their mission sets to the Enabler NARG events.When possible, it is best if these same personnel are available to carry what they learnat the Enabler NARG event to the Platform NARG or OAG event. This allows avionicsenabledcapability growth to be championed by a community member, rather than thecommodity system managers. Except for safety systems, which are mandated byOPNAV and DoD instructions, there are no formal requirements to field avionicssystems per se. The requirement comes in the form of the operational missioncontribution that a platform performs with the capability enabled by the avionics.Therefore, all requirements for avionics must be sponsored by Fleet (platform) users.The Enabler NARG process provides a vehicle to align that sponsorship.2. Where possible, leverage existing other Service and Joint capabilitydocuments to accelerate formal requirement establishment. The JCIDS instructionlays out the procedures for analyzing identified capability deficiencies and formallydocumenting them in Initial Capability Documents (ICDs), Capability DevelopmentDocuments (CDDs), and Capability Production Documents (CPDs). In the MarineCorps, capability needs can also be documented by Joint Urgent Operational Needs(JUONs) and Universal Needs Statements (UNSs) or Urgent UNS (UUNS). JointCapability Documents (JCDs) are required to be established in order to initiateacquisition programs and apply resources to field and sustain solutions. There are fewcapabilities that have not already been base-lined in JCDs. Platform and commoditymanagers pursuing new programs or spiral upgrades are encouraged to leverageexisting JCDs to accelerate program initiation. OPNAV N88 has personnel assigned toassist with reviewing existing JCDs, as well as development and staffing of new ones.3. Use commodity evolution roadmaps to align the timing of evolution anddelivery of avionics enabled capabilities across platforms for collectiveresourcing and broader benefits. Requirements are generated when threats change,tactics change or new mission creates a capability gap. Avionics solutions addressmany of those requirements. This document speaks to „core‟ solutions that apply tomost platforms. The roadmaps presented in the appendices of this document aredivided into the core capability areas shown in Section 3. The timelines for the capabilitysub-elements portray when enhancements are expected to be mature, based upontechnology growth and programmatic preparation time. Platform requirements officersand program managers are recommended to use these roadmaps to create theircapability roadmaps and flight plans, so that they will align with other platform roadmapsand those enhancements will bring broader benefit across the enterprise.Core Section CAMP 2011 4

Core Avionics Master Plan4. Define requirements in terms of warfighting capabilities necessary toaccomplish a platform mission to provide Joint Capability Area (JCA)contributions in support of Combatant Commander strategic objectives. DoDleadership has outlined future warfighting capability objectives in Joint Vision 2020. TheNavy Aviation Plan 2030 (NAvPlan) and Marine Corps Aviation Plan (Marine AvPlan)list more detailed objectives for Naval Aviation warfighting capabilities, including forcestructure definition. The ultimate customers for capabilities enabled by core avionics arenot necessarily the platform communities, but the COCOMs who apply their missionsets in Joint operations. JCIDS directs service-specific platform requirements to align toJoint Capability Areas (JCAs) in order to support the COCOMs. Clear explanation of thespecific tactical application is essential in the budgeting process. Proposed issue costsare built upon programmatic aspects, but resource allocation prioritization decisions areprimarily based upon criticality of operational capability gaps and warfighting benefits.For example: funds are not required to „integrate SATCOM;‟ they are required to „enableover the horizon tactical information situational awareness exchange to achieve JointCommand and Control objectives.‟B. Resourcing. During the Programming phase of the Planning ProgrammingBudgeting and Execution (PPBE) process, the OPNAV N88 and DC/A aviationresourcing offices host Program Requirements Reviews (PRRs) for all platform andcommodity program offices. Resource allocation decisions are based upon issuecriticality, urgency of need (timing), depth of contributions to JCAs and affordability.Leaders are encouraged to apply the following recommended practices to supporteffective and affordable resourcing of core avionics enabled capabilities.1. Use road-mapping processes to conduct cross-platform and commodityoffice exchanges during budget issue preparation. The commodity systemroadmaps presented in the CAMP differ in format from platform roadmaps or flightplans. They characterize evolving states of maturity of core capability enablers; whereasflight plans represent time-phased strategies to budget for and incorporate missioncapability enhancements. Every entry on the CAMP roadmaps is backed up with adescriptive paragraph in the appendix that provides enough detail for users to determinewhether or not that element has operational relevance to their mission set. Since theseroadmaps address core systems, most elements will have application to all aircraft. Thisenables multiple platforms to collaborate and collectively present packaged resourcerequests that deliver broad benefits. The collective approach is usually more costeffective than several stove-piped initiatives because redundant infrastructure elementsare eliminated. Even more importantly, the issue gets stronger traction with collectiveadvocacy versus when it is competed between independent presenters.The Naval Aviation Center for Rotorcraft Advancement (NACRA) has beenchartered by DC/A and Program Executive Office, Air ASW, Assault and SpecialMissions Programs [PEO(A)], to leverage Joint Service initiatives to streamlineintegration of capability enhancements. One of NACRA‟s functions is to alignstandardized platform roadmap formats with commodity roadmaps to enable improvedcross-talk and consistency in requirements issue characterization. They are alsoworking to standardize program office “Battle Rhythms,” which portray program officeprocesses for building budget submits.Core Section CAMP 2011 5

Core Avionics Master Plan2. Ensure issues with application across multiple platforms are coordinatedwith commodity program offices, OPNAV N881 and HQMC APW73. The commodityprogram offices (PMA209 Air Combat Electronics, PMA281 Mission Planning andPMA272 Advanced Tactical Aircraft Protection) will make themselves available to bedirectly involved in platform preparation of issues that are enabled by their coresystems. OPNAV N88 and DC/A POM serial guidance encourage platform managers topursue such exchanges when preparing issue sheet budget requests for the PRRs andCouncil of Colonels. OPNAV N881 and APW-73 Requirements and Action Officers aredirected to present rollups of commodity capability issues across the platforms. Thisenables the resource sponsors to understand the overall costs, efficiencies and benefitsof commodity enabled capabilities as they apply across the NAE. Coordination of corecapability issues with OPNAV N881 and APW73 allows individual platforms to leveragemomentum of collective Enterprise-level benefits and promotes interoperability.3. Leverage alternative avionics resourcing opportunities. A program officemay not have a program element or funding stream to address emerging avionicscomponent issues, particularly when they come in the post-production sustainmentphase. With the pace of technology rolls and obsolescence with digital systems, issuespop up that cannot be addressed in a timely fashion using the PPBE process.Component issues usually do not successfully compete for internal resources againstmajor platform-specific mission systems, weapons upgrades or airframe integritysustainment issues. Components that are centrally managed are more likely to haveactive resources for modernization/improvements as they evolve to support new users.Independent platform appeals for resources to modernize in order to increase reliability,reduce sustainment costs or avoid obsolescence supportability train wrecks may bemore challenged to achieve Returns on Investments (ROI) because the fixes will affecta smaller inventory or repair demand. Common systems have broader application ofmodernization or upgrade benefits. The following programs and processes offeralternative resourcing options.(a). Avionics Component Improvement Program (AvCIP). AvCIP providesNon-Recurring Engineering (NRE) funding to address component readiness degraders,top cost drivers and impending loss of sustainability due to obsolescence. AvCIP fundsare not intended to pay for designing a solution, but for taking a mature redesigninitiative through integration, testing and qualification. Replacement units can be fieldedas preferred spares or retrofit by attrition. Between December and April, the AvCIP IPTsolicits candidate projects for review. Applicants are requested to complete a templatethat evaluates current problems and identifies potential solution benefits. Projects areselected based upon criticality of the problem, programmatic and technical maturity ofthe proposed solution, ROI in terms of performance improvements and cost avoidances,and probability of successful initiative execution. Although PMA209 currently managesAvCIP for the NAE, both unique and common avionics components, as well asassociated test benches and electronics equipment, are eligible to receive funding.Projects are selected in May and funds are allocated at the beginning of the followingfiscal year (well within the PPBE cycle). Project progress and downstream actualbenefits are tracked against projections. Financial savings and cost avoidances can becalculated and tracked using the standard NAVAIRSYSCOM Business Case Analysistool available at http://www.navair.navy.mil/air40/air42/BCA/BCA.cfm.Core Section CAMP 2011 6

Core Avionics Master PlanAvCIP process schedule.(b). Navy Inventory Control Point (NAVICP) Logistics EngineeringChange Proposal (LECP). The NAVICP Buy Our Spares Smart (BOSS III) program(NAVICPINST 4105.1A) continually reviews candidate proposals for redesigns andimprovements to problematic repairable components. The program focuses on supplymanagement cost reductions and seeks to achieve an aggregate ROI of two to one overseven years (five years after the new unit is fielded). If a submission is approved by thereview board, NAVICP Navy Working Capital Funds (NWCF) can be applied for bothNRE and procurement. AvCIP NRE coverage and can help projects meet required ROImetrics. Details are available at https://www.navsup.navy.mil.(c). DoD Value Engineering Change Proposal (VECP). Federal AcquisitionRegulation (FAR) law and the DoD FAR Supplement prescribe Value Engineeringclauses to be included in prime vendor contracts. FAR Section 52.248-1 outlines twoalternatives in which the vendor or Government sources can fund productimprovements to achieve savings or cost avoidances. The DoD 4245.8-H ValueEngineering Handbook delineates proposal procedures and presents sharing ratiosdescribing how savings are distributed between the vendor and the affected userprogram. Additional information is available at http://rtoc.ida.org/ve/ve.html.(d). Mid-year reprogramming. PEO‟s analyze their program offices‟programs of record funding execution throughout the year. Dynamics of acquisitionmanagement create opportunities to redirect resources to address emergent criticalissues. Well-defined avionics solutions that address currently critical problems maycompete for these resources if they are in a position for rapid funds obligation.Solicitations for candidate initiatives are usually promulgated through Engineering ClassDesk channels.(d). Supplemental Funding. Overseas Contingency Operations (OCO)operations tax equipment inventories and highlight poor component performanceissues. The NAVAIR War Council reviews applications and allocates supplementalcongressional funds to address emergent Fleet war-fighting requirements and sustain aposture of combat readiness within the NAE. OCO funds are expected to end in fiscalyear 2013.Core Section CAMP 2011 7

Core Avionics Master PlanC. Acquisition. Acquisition management is performed by the “Provider” element ofthe NAE triad. NAVAIRSYSCOM delivers and sustains system solutions for the Fleetusers. DoD Transformation has driven significant revision of the DoD and Secretary ofthe Navy (SECNAV) 5000 series acquisition instructions. Policies and direction nowmore directly align with JCIDS processes to focus on support for the COCOMs. DoDI5000.02 also presents a new framework for Evolutionary Acquisition, which is describedas the preferred strategy for rapid acquisition of mature technology for the user. PMshave ultimate responsibility for cradle to grave management of their weapons systems.Recommended practices presented in CAMP 2011 are built upon existing acquisitionpolicies that support defined NAE objectives.Defense Acquisition Management System, Dec 2008.The following acquisition guidance covers processes and practices that supportCAMP 2011 and Naval Aviation leadership objectives.SECNAVINST 5000.2D (para.3.4.6.5. Standardization and Commonality) states:“Common systems can provide efficiencies that include inherently greaterinteroperability, lower total ownership costs, improved human performance, consistentand integrated roadmaps for system evolution, and planned dual-use functions.Acquisition strategies shall identify common systems integrated into the acquisitionprogram.”SECNAVINST 5000.2D (para 6.4.1 Weapon System Analysis of Alternatives)states: “The cognizant Program Executive Officer (PEO)/SYSCOM Commander/DirectReporting Program Manager (DRPM), or ASN(RD&A), and Chief of Naval Operations(CNO)/Commandant of the Marine Corps (CMC), but not the PM, shall have overallresponsibility for the Analysis of Alternatives (AoA). The CNO/CMC, or designee, shallpropose an AoA Plan in coordination with an AoA Integrated Product Team (IPT), underthe overall guidance of the Acquisition Coordination Team (ACT) where established(see reference (d)). All AoAs shall include analysis of Doctrine, Organization, Training,Materiel, Leadership and education, Personnel, and Facilities (DOTMLPF) and jointimplications. Common systems shall be included as one of the alternatives when onemay provide the needed capability.Core Section CAMP 2011 8

Core Avionics Master PlanSECNAVISNT 5000.2D (para.7.1.9.2. Standardization and Commonality) states:“PMs shall establish a process to reduce the proliferation of non-standard parts andequipment within and across system designs. The process shall include the periodicevaluation of different items having similar capabilities, characteristics, and functionsused in existing type, model, series and class designs to reduce the number of distinctitems.”ASN RDA Memorandum (23Dec04. Horizontal Systems Engineering) states:“Cross-platform commonality is difficult to reconcile with requirements and schedules inour normal vertical management of acquisition programs. It becomes furthercomplicated when we delegate decisions on modularity and families of systems to primecontractors, who will understandably optimize for their particular business models ratherthan ours.” This memorandum established Executive Committees to “makerecommendations and action assignments to develop architectures, roadmaps andimplementation plans to increase commonality” and to “seek opportunities forEnterprise-wide commonality in hardware and software modules.”OPNAV N88 Program Objective Memorandum (POM), Fiscal Years 2013-2017Initial Scheduling and Program Requirements Review (PRR) (02Sep10, para 5.g.)states: “Common Capabilities: Common capabilities are those systems that can beemployed across multiple platforms. Issues that address these capabilities should becoordinated with the appropriate Common Systems Requirements Officers in N881, toinclude Aircrew Systems, Avionics, Mission Planning and Safety Systems. CommonSystems program offices will work with each platform program office to capture theirrequirements and coordinate the building of a consolidated issue sheets detailing theefficiencies achieved by leveraging multiple users. Common Systems RequirementsOfficers will brief a prioritized consolidated issue sheet in their PRR. Programs shouldbe fully prepared to justify any unique stand alone system to a common solution duringtheir PRR.Leaders are encouraged to apply the following recommended practices topromote efficient acquisition and fielding of core avionics-enabled capabilities.1. Prominently factor commonality, standardization, interoperability,supportability and affordability during development of new capability solutions orenhancements. Component commonality can enable the following benefits:Avoidance of duplicative research and development program investmentsAvoidance of duplicative sustainment management and upgrade effortsReduced acquisition staffingEconomy of scale in procurementIncreased competitive Industry interest (larger contracts)Fewer logistics tails and reduced logistics overheadReduced spares requirements and smaller inventory footprintsIncreased applicability of upgrades and enhancementsIncreased interoperabilityCore Section CAMP 2011 9

Core Avionics Master PlanProgram management and operational employment successes achieved with theARC-210 radio and other common solutions can be emulated across other coreproducts. In early phases of system design or modification efforts, PMs should assesspotential benefits and risks of developing a new system against tailored application of aknown solution. Unique solutions may appear more attractive in the near term becausethey usually have fewer dependencies and allow more direct control of resources.However, unique solutions can also present significant modernization and sustainmentchallenges over the remaining life cycle when they have to be independently funded.There are compelling cases when a unique solution is appropriate. Justifications fordecisions to proceed with unique solutions should be formally recorded for MilestoneDecision Authority (MDA) approval in Acquisition Strategy (AS) and Acquisition ProgramBaseline (APB) documents.2. Leverage established solution development momentum, maturity orlessons learned. Coordinate deliberate convergence toward common products orfamilies of systems. The DoD 5000 series directs that Doctrine, Organization,Training, Materiel, Leadership, Personnel, and Facilities (DOTMLPF) reviews will beconducted to determine if a capability gap can be addressed without a materiel solution.When a materiel solution is called for, it then directs that Commercial Off the Shelf(COTS) solutions be explored first. Similarly, existing military solutions should bereviewed for applicability before pursuing a new solution.Benefits achieved with necking down Navy helicopter TMS came not only fromeliminating several unique airframe sustainment infrastructures, but also from reductionof unique component sustainment infrastructures. The cost avoidances achieved bydeliberately converging down to a common baseline airframe freed resources to enablemore system-enabled capability integration. Additionally, even though the two remainingvariants have different mission sets, they were purposefully designed to achieveefficiencies from commonality in their core avionics systems.Navy Helicopter TMS neck-down efficiencies.Core Section CAMP 2011 10

Core Avionics Master PlanSimilar to the TMS neck-down model, there can be significant efficiencies capturedby applying deliberate convergence principles at the system component level. Benefitsinclude reduced expeditionary footprint and infrastructures, economy of scale fromlarger runs of individual components, increased readiness through componentinterchangeability, reduced maintainer training, increased application of modernizationor enhancements, and increased interoperability.Potential USMC Assault Support core systemsdeliberate convergence logistics footprint efficiencies.The following graphic presents an example of resourcing efficiencies that have beenachieved through centrally managed integration of Air Traffic Control interface systems.Independent versus leveraged costs for integration of Air Traffic Control functionality.1110987654321Platform 5Platform 4Platform 3Platform 2Platform 16$M5$ M4321R&D Procurement SustainmentR&D Procurement Sustainment1110987CH-46EC/MH-53EE-2CC-2AP-3CLife-cycle costs ($M) for 5 platformsActual life-cycle costs ($M) for 5 platformsindependently integrating Mode Sleveraging centralized integration of Mode SCore Section CAMP 2011 11

Core Avionics Master PlanEstablished program modernization upgrades and capability enhancementsshould also leverage prior efforts or established solutions whenever practicable. Theroadmaps presented in this document identify what evolutionary capability steps arealready being developed in avionics enabling systems and when they are expected tobe fielded. If the timing of those advancements can meet platform mission needs andmodification schedules, existing momentum and funding can accelerate integration.3. During program baseline assessments, use the NAVAIR CommonalityOpportunity Review Process (CORP) process to analyze alternative solutionlogistics footprints, modernization costs and sustainment life cycle impactsacross the full life cycle, and to the Enterprise rather than to the individualplatform. NAVAIRINST 5000.25 (CORP) was established to maximize cost-wiseresource allocation decisions across the NAE, as well as to promote interoperability andreduce deployment logistics footprints. CORP projects are executed by NAVAIRProgram Office, Program Executive Officer (PEO) staff and Competency personnelusing standardized procedures, templates and checklists that enable business caseanalyses and analysis of alternatives based upon factual data. The process enablesquantitative assessment of common versus unique system costs and benefits over thelife cycle and across the NAE. It is intended to be applied prior to requests for fiscalresources or program initiation. The CORP Handbook identifies process details,timelines, roles and responsibilities and deliverables.4. Employ Open Systems Architecture (OSA) in hardware and softwaredesigns. Adhere to collective interoperability standards and protocols in order tocontrol future modification costs. Design future platform and evolve currentplatform processing architectures toward an Open Application Interfaceconfiguration (FACE Future Airborne Capabilities Environment) that allowssystem software to be integrated without requiring full mission profile regressiontesting.SECNAVINST 5000.2D. (para.3.4.6.1. Strategy and para.7.1.4. OpenArchitecture) states: “Naval open architecture precepts shall be applied across theNaval Enterprise as an integrated technical approach and used for all systems,including support systems, when developing an acquisition strategy.”Recent executive committee and task force analyses have identified platformarchitectural and software diversity as the most significant cost driver of Naval Aviationcapability evolution. Software code modifications for single function integration, such asMode S or Mode 5, are estimated to run into the tens of millions of dollars per platform,even if the host component was previously integrated with hooks to enable growth.Although Joint Technical Architecture (JTA) mandates are being complied with, somesystems still have proprietary code or design issues that prevent leveraging upgradesdeveloped for like systems. Truly open architecture should allow open interface withnew technology, COTS products and Non-Developmental Item (NDI) solutionsirrespective of the specific provider source. Commercial personal computing andtelecommunications products have achieved this construct with operating systemsoftware and peripheral devices. NAVAIR program management can help drive thisnecessary shift in the aviation and avionics industry.Core Section CAMP 2011 12

Core Avionics Master PlanInterface with standardized protocols really only covers the “Open” part of theOpen Architecture equation. Most of our platforms do not have computer architecturesthat are configured to allow rapid and reduced cost integration of new capabilitiesbecause all new software gets directly hosted by the main Operational Flight Profile(OFP) or operating system software. Constant changes to the core software to enableinterface with new applications quickly saturates processing capacity. If the architectureis not structured to simply upgrade to more processing or memory storage capacity, theplatform can reach a condition of functional obsolescence. The application interfacepoint design can mitigate the capacity issue by separating application integration fromthe OFP core software. Many future capabilities will be integrated into platforms viasoftware. The combined costs of required near term communications upgrades, datalinkintegrations, GPS waveforms and encryption corrections make the case for deliberateconvergence to a common application interface management structure.Both OPNAV and DC/A strongly endorse development and integration of FACEarchitectures in Naval Aviation platforms. A FACE construct (bypassing full OFPregression testing) can be achieved without replacing the current mission computer byusing a modular or partitioned processing design, or distributed processing managed inother components, such as recorders, moving maps or even digital flight instrumentsand displays. Once the FACE architecture is in place, multiple users will be able to takeadvantage of centrally developed applications, more like the open applications librarymodel currently employed in smart phones and personal computers.In 2010, PMA209 hosted establishment of a FACE consortium made up ofindustry representatives and military aviation stakeholders. Their job includeddevelopment of common standards and protocols for the computing environment. Thiswill enable simpler, faster and more affordable integration of components and softwareupgrades. Common standards will benefit platform capabilities by allowing morecompetition across industry, which brings down price and expands innovation across abroader provider base. It will also enable government entities to more directly provideand control capability enhancements. FACE standards should be used for new avionicsdevelopments and analyzed for feasibility during system modifications or upgrades.5. Pursue Performance-Based Acquisition and Logistics (PBA, PBL)contracts that can effectively and affordably leverage common product upgradeopportunities, whether they involve Government or other vendor CommerciallyFurnished Equipment. Work to eliminate unique interfaces and proprietaryownership.DoD Directive 5000.1 (E1.16) states: “To maximize competition, innovation, andinteroperability, and to enable greater flexibility in capitalizing on commercialtechnologies to reduce costs, acquisition managers shall consider and useperformance-based strategies for acquiring and sustaining products and serviceswhenever feasible. For products, this includes all new procurements and majormodifications and upgrades, as well as re-procurements of systems, subsystems, andspares that are procured beyond the initial production contract award.”SECNAVINST 5000.2 (para.3.4.7. Support Strategy) states: “PBL is the preferredsupport strategy and method of providing weapon system logistics support.”Core Section CAMP 2011 13

Core Avionics Master PlanIn a performance-based acquisition or logistics construct, increased profitmotivates the provider to improve performance and reduce management. The vendor isempowered to implement engineering changes without waiting for Government officesto identify (unplanned) resources. Sustainment strategies should utilize the best publicand private sector management capabilities and incorporate effective government andindustry partnering initiatives. Effective performance-based contracts requirecomprehensive planning using a full life cycle perspective. Unless properly structured,single point ownership of the weapon system may drive unique design work (oradditional pass-through costs) when trying to upgrade core commodity systems,regardless of whether they are Commercially Furnished Equipment (CFE) orGovernment Furnished Equipment (GFE). Care should be taken to avoid a contractualsituation where the government is charged a premium or is prohibited from capitalizingon common or commodity system upgrades.6. Consider using PMA209’s government based Avionics CapabilityIntegration Support Team (ACIST) as an alternative to prime vendor integrationteams. Since 2007, PMA209‟s ACIST program has been directly performing integrationof Communications Navigation Surveillance / Air Traffic Management (CNS/ATM)functionalities into Naval Aviation platforms. Their efforts have provided enhanced glasscockpit upgrades to fixed wing and rotary wing, Navy, Marine Corps and US CoastGuard aircraft. They have heavily leveraged prior efforts to significantly reduce costs ofsubsequent integrations. Their software re-use exceeds 90 percent, which promotesmore commonality and interoperability between the platforms. They have also designedthe civil functionality upgrades to enable provision of additional military operationalcapability benefits. While addressing current civil interoperability (global access)requirements, they have put the foundation/hooks in place for future requirements. Theirproducts have overcome and eliminated proprietary issues, enabling faster and cheaperfuture modifications. Furthermore, their cockpit schemes are also being emulated asdesigns for next generation platform replacements.7. Establish pro-active sustainment teams to anticipate and mitigateobsolescence and Diminishing Manufacturing Sources and Material Shortages(DMSMS) operational impacts and cost burdens. The post-production sustainmentphase of the weapon system life cycle can present some of the greatest challenges tothe acquisition manager. Modification resources (APN-5) are more limited and theirapplications more restricted. Management reserves are discouraged, but performance,obsolescence and sustainability issues are difficult to predict with enough detail to justifydedicated resource needs to comptrollers. Platform lives have been extended ten tofifteen years while living within the five-year „sundown‟ stage, which prohibits integrationof increasingly critical modification efforts. [Per ASN RDA Memorandum (09Aug06), thefive year rule does not apply to modifications costing less than $100,000, ormodifications costing less than $1,000,000 for items that can be re-used again later onanother platform, or to safety systems. The rule can also be waived by ASN RDA.] Afew legacy platforms have been able to establish obsolescence funding lines or flexiblesustainment accounts by demonstrating comprehensive knowledge of specificcomponent issues.Core Section CAMP 2011 14

Core Avionics Master PlanSECNAV Memorandum (20Aug04) addresses DMSMS policies. Every NAVAIRprogram office has been directed to implement an Obsolescence Management Plan.Program managers are encouraged to establish sustainment teams that pro-activelyidentify avionics system performance degradation and address impendingsupply/support issues before they threaten to impact Fleet readiness. Supply andmaintenance data systems provide detailed component and parts availability andperformance data. Advance identification of parts that will no longer be available due totechnical obsolescence and DMSMS issues allows teams to react and make timelycomponent sustainment decisions (retain, redesign, replace, re-use, retire). Pro-activetracking can eliminate premium charges for retooling or limited productionprocurements. Often distributors will have stockpiles of discontinued items that willsupport component repair through the remaining life cycle. NSWC Keyport hasextensive experience with analyzing component obsolescence at the piece-part level.They can determine what percentage of parts will reach an obsolescence status in thenear, mid and longer term. They can also perform comprehensive distributorshipsearches. Post-production common avionics are managed by PMA209‟s Fleet AvionicsSystems Support Team (FASST) staff.D. Best Practices Application. The recommended practices presented in CAMP2011 are not intended to override guidance or policy governing the three NAE arenas.They prescribe a strategic blending of existing guidance to achieve Enterpriseobjectives. The NAE itself was designed to facilitate improved communication andsuccess across the disciplines in support of the aviation warfighter. CAMP 2011 strivesto promote awareness across those disciplines so that core avionics system solutionscan more effectively support the leading metric, “Naval Aviation Forces, efficientlyprovided and ready for tasking, now and in the future.”V. ROADMAPS.The CAMP 2011 appendices include roadmaps showing time-phased core avionicsenabledcapability evolution over the next ten years. They are intended to promoteawareness of avionics technology and solution maturity. Some functional aspectsoverlap across multiple roadmaps. Each appendix includes a background section thatexplains what systems and functionalities are covered in that capability area along withdescriptions of current capability baselines and future desired capability states. Thereare paragraphs sequenced with the roadmap elements that amplify each entry,including program of record capability enhancement activities, gaps that are not yetbeing funded (but are recommended to be pursued to reach the desired end state), andrelated advance research and engineering activities that are expected to transition toprograms of record. The first appendix further explains the methodology and conventionof the roadmap entries.The roadmaps are intended to be used as planning tools to frame discussionsbetween acquisition managers, Fleet requirements officers and resourcing requirementsand action officers. Amplifications provided in the appendices are top level and fairlygeneric. Platform managers are encouraged to understand the capability enhancementsthat are represented, determine if they are applicable to their warfighting mission set,and then use the time-phasing to build those pursuits into their Flight Plans.Core Section CAMP 2011 15

Core Avionics Master Plan(Intentionally blank)Core Section CAMP 2011 16

Core Avionics Master Plan 2011Appendix A-iRoadmaps and Appendices IntroductionCore Avionics Scope: The following Roadmaps and accompanying amplifying materialprovide insight into the evolution of enabling systems within each of the six CapabilityAreas: Information Management, Information Exchange, Navigation, CooperativeSurveillance, Flight Safety Systems and Self Protection. Some avionics applicationscross over multiple Capability Areas.Roadmap Format: The vertical entry on the right side of each roadmap describes thedesired future (nine year) capability end state. Capability elements are listed down theleft margin. The roadmap timeline begins with FY09 to capture recent developmentalefforts and capability transitions. The legend outlines conventions used to identifycapability entry status. Different line styles and fonts have been used to facilitateinterpretation of black and white copies. Bold green lines and bold green font entriesrepresent current baseline capabilities. Dashed blue lines and regular blue fontrepresent funded developmental programs (new or modified systems) that will deliveradditional capability, as well as currently projected first availability of that capability. Reddotted lines and italicized red font specify needed capabilities that are not currentlyfunded for development or integration, and the estimated times that such capabilitiesshould be fielded to support achievement of the desired end state. Most of these beginin 2013, which is the next opportunity for new start funding. Black dashed lines withdiamond ends depict starts and finishes of advanced research initiatives that willcontribute to technology maturation in support of programmed or potential acquisitionpursuits. At the bottom of each roadmap, red diamonds and bold black font signifyassociated mandates (or policy) and capability state milestones. Amplifying material isorganized to follow entries from the top left, across each capability element baseline,down to the bottom right of the roadmap.Appendix Format: Each appendix begins with a scope statement for the capabilityarea. It presents a graphic depicting the elements associated with that area, theenablers that support those elements, intended evolutionary enhancements, anddesired resultant warfighting capabilities. The graphic is accompanied by a descriptionof the overall baseline to objective transition strategy, and then a list of guidance,mandates and milestones relevant to that area. The remainder of each appendix isdedicated to descriptions of each roadmap entry as they flow left to right through eachcapability element. Each starts with the scope of that element, followed by a currentcapability state baseline description, then advance research and technologydevelopment efforts, and then funded enhancements and potential enhancementpursuit descriptions.Utilization: Requirements and Program Management offices are provided thisinformation to assist with development of platform roadmaps and budget requests. As astrategic planning tool, this document describes core avionics evolution in terms ofwarfighting capability. Programmatic acquisition and technical detail is limited.Amplifying material is intended to provide the reviewer enough information to determinewhether a capability or mandate is applicable to their weapon system or communitymission set. Platform managers should then pursue additional detail to assess whetherthe described enhancement supports a legitimate warfighting requirement for them, andif the timing of solution maturity can effectively support their platform evolution.A-i Roadmap Conventions 1

Core Avionics Master Plan 2011Appendix A-iRoadmap ConventionsRoadmap ConventionsRed dotted lines with italicred font representunfunded potentialcapability developmentsDashed lines and blue fontrepresent funded capabilityenhancementsBlack dashed lines with regularblack font show funded advancedresearch & technologydevelopment activitiesBold green font entriesrepresent currentbaseline statesCore AvionicsCapability EvolutionRoadmaps 2011Flight SafetyCapabilityElementsPredictive Terrain Awareness WarningTerrain &ObstacleAvoidanceAutomated TerrainAvoidance(Auto-TAWS)Improved Degraded VisualEnvironment (DVE)Situational AwarenessImproved CFIT Warning (DTED Level II)Obstacle Avoidance (TAWS2)Degraded Visual Environment(DVE) SA EnhancementPlatform & Warfighter PreservationLimited Memory; Limited User BaseCommon Family of Recording Systems withIncreased Memory, Video Playback, Encryption,Improved Mishap Analysis Tools (ADDS)Crash Survivable MemoryCrashSurvivableDataRecordingSee & Avoid, Air Traffic Control; Civil Derivative Aircraft Collision AvoidanceAirborneCollisionAvoidanceTactical Military AircraftCollision Avoidance(ACAS leveraging ADS-B)Enhanced CollisionAvoidance (TACAN Air-Air)Operational Readiness ManagementAutonomousRisk IdentificationImproved Operational Playbackand Assessment Tools (MFOQA) Classified MFOQAFlight OpsQualityAssuranceHealth & Usage Monitoring, Limited SensorsWireless Maintenance Information DownloadComponentHealthMonitoringSensor ImprovementsOPNAV SafetySystems PolicyMandates &MilestonesFY 10 11 12 13 14 15 16 17 18Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCurrent CapabilityBaseline StateDesired futurecapability stateRed diamonds and bold black fontrepresent mandates & milestonesCapability Area Elements -attributes or functionalitiesA-i Roadmap Conventions 2

Core Avionics Master Plan 2011 Appendix A-1Appendix A-1Information ManagementScope: The Information Management capability area includes equipment used toprepare, upload, display, manage, internally distribute, store, process, and downloaddata used in planning and executing the mission. It addresses both off-board preflightand on-aircraft in-flight systems.Capability Evolution:CapabilityElements• InformationProcessing• Data Transfer& Distribution• Display• Data Storage• PlanningEnablers• MissionProcessors• Data TransferDevices• NetworkSwitches• Displays• Recorders• PlanningStationsCapabilityEnhancements• Advanced Displays• Multi-Level SecurityHigh Speed, highbandwidth protocolsOpen Architecture &Application Interface(FACE)Strike & ExpeditionaryForce Level PlanningDesired WarfightingCapabilities• Joint CollaborativeWarfare• Network CentricOperations• Real-Time PrecisionEngagement• Increased LethalityRapid & AffordableCapability UpgradesObjective: Comprehensive Mission Preparation & Effective ExecutionBaseline to Objective Transition Strategy.Current Information Management avionics automate and accelerate complex manualprocesses of preflight planning, in-flight execution and post-flight debriefing. DoD andNaval leadership have called for a transformation that supports application of forces onthe enemy in a much more timely, flexible, precise and persistent manner. Higherresolution and larger displays will afford more effective portrayal of the increasedvolume of tactical information available to the warfighter (including streaming video).Increased digital data storage capacity, faster transfer rates and data formatimprovements will simplify post-mission playback and enable more thorough operationalassessment for follow-on planning. Improvements in processing power are expected toreduce network or data-link bandwidth consumption by sending packets of preprocesseddata versus raw sensor data. Mission Planning tools have transitioned fromindependent platform applications to a common planning environment, but still focus onthe individual platform mission contributions. Improved mission planning interfaces willfurther ease preflight entry and allow in-flight update of mission plans as the target setschange in the rapidly evolving warfighting environment. The next generation of tools willalso enable more coordination between combat elements across the Strike andExpeditionary Forces. Capability evolution in Information Management avionics willprovide FORCEnet information flow that enables Naval Aviation to achieve objectives inthe following Joint Capability Areas: Engagement, Command and Control, Net-CentricOperations (NCO), and Battlespace Awareness.A-1 Information Management 1

Core Avionics Master Plan 2011 Appendix A-1Core AvionicsCapability EvolutionRoadmapsInformation ManagementOpen Systems ProcessorCapabilityElementsComprehensive Mission Preparation & Effective ExecutionMulti-Level Security;On-board TacticalData Fusion (JSF)EmbeddedGraphics CardInformationProcessingFPGA Bit Stream Data Electromagnetic Field AnalysisModular, Aircraft OFPSoftwareManagementArchitectureCommon ApplicationProgramming Interfaces(API); Software LicensesSoftware Transportability(FACE)Future Airborne CapabilityEnvironment (FACE) StandardsVisualization Tools for Causal Data Mining.Low Cost High Assurance Separation Kernel.Integrity and Authentication of Real-Time Data.Limited Capacity Loaders/1553, Fiber Channel, Point to Point Ethernet BusesHigher Capacity, Multi-Level SecurityRecording & Up/Download (ADDS)Wireless InformationDownload (T-45, JSF)InformationTransfer &StorageNVG CompatibleImproved Backlighting (LEDs)Large Area Programmable Layout DisplayInformationDisplayLimited Map and Mission Information CapacityMoving MapMulti-Level Security (MLS);Obstacle RepresentationIncreased Data Capacity(DTED Level II Moving Map – TAMMAC)Enhanced Visualization - Perspective Viewing1553, Fibre Channel, Ethernet BusesIncreased Data Distribution SpeedHigh Bandwidth Fiber Optic WDM MLS NetworksInformationDistributionInteroperable Unit Level Collaborative PlanningMissionPlanningService-oriented Planning; Expeditionary Planning Strike & Expeditionary Force Level PlanningDoD Modular Open System Architecture;Encryption of Data at RestMandates &MilestonesFY: 10 11 12 13 14 15 16 17 18Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCurrent CapabilityBaseline StateA-1 Information Management 2

Core Avionics Master Plan 2011 Appendix A-1Baseline to Objective Transition Strategy (continued).Legacy platforms risk losing relevance in modern warfighting environments iftheir internal data storage capacity, processing power, or distribution bandwidth getsaturated. Several platforms employ unique mission processors hosting uniqueoperating systems and mission software applications. Each requires an independenteffort and platforms end up competing with each other for funds for similar corecapability enhancements, such as Mode 5 Combat ID, JPALS, Networking waveforms,M-Code GPS, and more. In the commercial world, computers of any brand usestandardized operating systems, and applications are designed to run on virtually allmakes and models. For Naval Aviation to achieve these objectives in a timely andaffordable manner, integrated avionics need to evolve to more open architectures andinterfaces that enable simpler integration of capability enhancements, both in terms ofsystem performance and standardized mission software applications. Glass cockpitsbeing integrated to enable Communications Navigation Surveillance / Air TrafficManagement (CNS/ATM) mandate compliance are providing a limited Modular OpenSystem Architecture (MOSA) that partitions communication and navigation software toenable modification without affecting the core Operational Flight Profile (OFP) missioncomputer software and operating system. Although this a step forward, that solution iscurrently only compatible with specific vendor and government coordinated softwareand component interfaces. Standardization of interfaces, protocols and software willenable a common operational picture and enhance platform-to-platform interoperability.These concepts need to be proven out in Naval aviation applications and implementedacross multiple aircraft Type/Model/Series in order to reduce test requirements,integration costs and time required to incorporate new capabilities.Mandates and Milestones:Encryption of Data at Rest Policy Memorandum. (Jul 2007) Establishes policy forprotection of sensitive unclassified information on mobile computing devices andremovable storage media. All unclassified data stored on removable storage devicesmust be treated as sensitive and be encrypted per standards set by the NationalInstitute of Standards and Technology (NIST) Federal Information Processing Standard140-2 (FIPS 140-2). This standard affects data storage devices as well as missionplanning and mission recording information handling. This policy is an extension ofguidance provided in DoDI 8500.2, Information Assurance (IA) Implementation.Modular Open Systems Architecture (MOSA). (Dec 2008) DOD 5000.02 Instructiondictates operation of the Defense Acquisition System states that program managersshall employ MOSA to design for affordable change, enable evolutionary acquisition,and rapidly field affordable systems that are interoperable in the joint battle space.Five key principles of MOSA:– Principle I: Establish an Enabling Environment– Principle II: Employ Modular Design– Principle III: Designate Key Interfaces– Principle IV: Use Open Standards– Principle V: Certify ConformanceA-1 Information Management 3

Core Avionics Master Plan 2011 Appendix A-1Capability Element Evolution:A. Information Processing. Modern aircraft are critically dependent uponinformation processing, not only for management of tactical information but for basicsafety of flight operations. The Information Processing capability element addressesmission planning systems, aircraft mission and weapons systems computers, operatingsystems, data storage and upload/download devices, and displays.1. Current Capabilities.The AN/AYK-14 Naval Standard Airborne Computer has supported missioncomputing, navigation and targeting applications for decades, and is projected tocontinue support through 2030. The AYK-14 is deployed in F/A-18 A-D, SH-60B andEA-6B, and is the core processor used for Automated Carrier Landing Systems (ACLS).The Advanced Mission Computer (AMC) was developed to be a common replacementfor the AYK-14. The PMA209 Advanced Mission Computer and Displays (AMC&D)team manages AMC variants on F/A-18A-F, EA-18G, AV-8B and T-45. The AMCemploys a Commercial Off the Shelf (COTS) based open architecture that runs newer,more versatile High Order Language (HOL) software code to reduce integration cost,schedule and performance risks. Both the AYK-14 and AMC have demonstratedemulation capability (ability to host legacy source code managed by HOL). The extent ofcommon mission computer integration across platforms is currently limited because theOFP operating system codes are unique and often proprietary. Each separate platformprocessor configuration will need to be independently modified (and resourced)throughout its life cycle to keep pace with the demands of future capability integrationrequirements. Rewriting each core code or interface takes time, must be fit into aplatform-unique OFP upgrade schedule, is expensive, and usually requires extensiveregression and flight testing.One of the more pervasively fielded processor and systems configurations acrossthe Services is the Common Avionics Architecture System (CAAS), which is found inthe majority of U.S. Army rotary wing platforms. Commonality of hardware reduces unitcosts and enables upgrades to benefit more users. The CAAS model also enables openorder Government Furnished Equipment (GFE) procurement over a large and simplifiedcontract. PMA209‟s Mission Systems Management Activity (MSMA) participates in theU.S. Army CAAS Working Group to ensure benefits can be applied to Naval Aviation.Increasing processing requirements associated with block upgrades saturated theMV-22B Mission Computer Suite well before completion of platform production. Anupgrade is being integrated to support integration of desired mission capabilities.Similarly, the AH-1Z and UH-1Y upgrade aircraft are integrating modern modular openHOL systems processors to overcome limitations with the legacy systems. Someplatforms do not have a dedicated mission processor, and manage required processingon ancillary systems such as the open system Control Display Navigation Unit (CDNU).AV-8B recently upgraded their Mission Systems and Weapons Systems computersoftware with improved Built In Test (BIT) functionality to address readiness and costimpacts associated with A799 (no fault found) component repair challenges. Moderndigital diagnostics have advanced to a degree where improved BIT eliminatesunnecessary component removals, provides better operational level repair, and evencompensates for inadequate training or correct improper maintenance actions.A-1 Information Management 4

Core Avionics Master Plan 2011 Appendix A-12. Advanced Research and Technology Development.Field Programmable Gate Array (FPGA) Bit Stream Data Electro-Magnetic Field(EMF) Analysis. (2010-2013) This initiative is analyzing the existence and potentialeffects of an EMF radiated during FPGA (open computer chip design) operation. Betterunderstanding of this phenomenon could mitigate Electro-Magnetic Interference (EMI)concerns and streamline FPGA integration.3. Funded Enhancements and Potential Pursuits.Incorporation of core flight operations enhancements and transformation to networkcentricwarfare require levels of computing performance that exceed most currentplatform operating system processing capabilities. Both the AYK-14 and AMC are beingmodified with processing power upgrades. Acquisition guidance calls for MOSA designin developmental efforts. Progress is being made with designs that allow systems tokeep better pace with processing power and memory capacity advancements. Personalcomputers use a MOSA that allows interfaces with any peripheral equipment that usesstandard interfaces, regardless of which vendor supplies the product. Dell, Sony,Hewlett Packard, Gateway, and others all run Windows or Linux, which allows officetools and game applications to be designed once and run on all hosts. Implementationof this architecture model into aircraft could significantly decrease costs and acceleratecapability integration across Naval Aviation. The PMA209 MSMA team is also trackingenhancements evolving in commercial sector products, as well as benefits that might beleveraged from newer military platform unique processing system improvements.Embedded Graphics Card (EGC). (2011) The Tactical Aircraft Moving MapCapability (TAMMAC) Digital Map Computer/Digital Video Map Computer (DMC/DVMC)required a redesign to address impending obsolescence issues with components andstorage media. The goal of this redesign effort is to produce an open architecturesolution that would allow the EGC to be used in multiple Weapons ReplaceableAssemblies (WRAs) as a Government Off the Shelf (GOTS) or COTS single boardprocessor/graphics card. In addition, the card could be utilized as a Shop ReplaceableAssembly (SRA) for multi-vendor hardware and software applications. The EGC is indevelopment and will be available for procurement in FY-11. The single card form factorwill afford space savings and integration flexibility benefits.Multi-Level Security (MLS). (2012) The National Security Agency (NSA) hasidentified MLS as a key enabler for effective network centric operations. Advancementsin technology are required to provide solutions that will enable simultaneousmanagement of multiple security classification levels within single systems. MLSsystems will greatly decrease storage space requirements, simplify classified materialhandling procedures and equipment management, and improve operator situationalawareness. The Advanced Digital Data Set (ADDS) program, which was established toincrease data management capacities required to achieve safety capabilities, includesdevelopment of MLS processing. More information on ADDS is included below insection C, Information and Storage. The AMC&D system and other open architectureprocessor designs incorporate the opportunity for growth paths for MLS processing.A-1 Information Management 5

Core Avionics Master Plan 2011 Appendix A-1Onboard Tactical Data Fusion (JSF). (2012) The F-35B Joint Strike Fighter (JSF)is planned to be delivered with increased automated sensor data fusion, which is one ofthe key features of fifth generation fighter aircraft. Most sensors are currently managedindependently and operators select specific modes of system information display. TheJSF will incorporate a fusion server that performs closed-loop sensor tasking to presentcombined system level track information. The track will still be presented with similarkey tactical parameters (location, velocity vector, affiliation and identification), but thesolution will be derived from a combination of all available sensor system inputs. Fusedcontributions from multiple sensor systems, including Electronic Warfare (EW), Radar,IFF, electro-optical, distributed aperture, as well as tactical data over networks such asLink 16 and Multi-function Advanced Data-link (MADL), will present a higher fidelity,higher confidence solution.B. Software Management Architecture. Software development has becomethe most expensive part of any new system or system upgrade. The cost per line ofcode has continued to rise and most problems encountered during initial testing arerelated to software. Complete testing of all software phases is often too expensivebecause it is hard to test every possible aspect of every state of the software. Thealternative is less than complete testing with the resultant risk of software errors,freezes, or crashes. Often the program office has to first evaluate whether or not theeffort can be entertained in a planned software block upgrade, which requires evenmore time and cost. This problem can be mitigated by ensuring that software is createdin a modular, partitioned manner. With new partitioned operating systems and the abilityto write software applications that can run in any partition on the same hardware, therequirements to modify the operating system and retest all states of the software arereduced, thus significantly reducing the cost. Even though industry has been doing thisfor years with commercial sector information management products, the Navy has beenreluctant to embrace these methods because of the critical nature of the software andthe severe consequences should the mission computer crash.1. Current Capabilities.HOL is the current state-of-the-art in software code for Naval Aviation platforms andis currently in use in F/A-18E/F, EA-18G, AV-8B, E-2C/D, P-3C, P-8, AH-1Z, UH-1Y andT-45 aircraft. HOL allows for portability of the software to different operating systemswith only minor modification. It also allows for reduction in testing by eliminating some ofthe retesting of existing software when a new capability is added. However, sincecurrent HOL generated software is still developed as a single partition, there is still thepossibility of corrupting existing software when new capabilities are added. Newrequirements must go through a rigorous integration process to reduce the possibility ofcorruption and to ensure there is enough throughput and memory to accommodate thenew requirement.The PMA209 MSMA suite of applications uses HOL versions that run in a partitionedoperating environment. This gives the added benefit of ensuring that one applicationdoes not interfere with other applications running on the same hardware. This is asignificant step toward simplifying development complexity, reducing time required totest and field modifications, and enabling MLS across partitioned applications.A-1 Information Management 6

Core Avionics Master Plan 2011 Appendix A-12. Advanced Research and Technology Development.Visualization Tools for Causal Data Mining. (2010-2013) Development of aninterrelated extensible tool suite that is highly graphical and permits users to betterunderstand causal relationships between large data sets. This toolkit allows users todiscover relationships between seemingly unrelated events in order to solve problems.Low Cost High Assurance Separation Kernel. (2010-2013) This initiative ispursuing development of a low cost, high assurance separation kernel for use in CrossDomain Solutions (CDS) and virtualization environments.Integrity and Authentication of Real-Time Data in Navy Combat Systems.(2010-2013) This initiative intends to develop the capability to authenticate, authorize,encrypt, key manage and audit publishers and subscribers in a real-time deadlinescheduled pub/sub software environment on a per middleware message basis. There isa requirement to ensure that the producers and consumers of information used within aNavy surface combat system can be authenticated and trusted while preserving systemperformance requirements and data pedigree.3. Funded Enhancements and Potential Pursuits.Future Airborne Capability Environment (FACE) Standards. (2011) Corefunctionality software applications currently require extra time, duplicative efforts, andincreased cost because they have to be developed in several versions so that they caninterface with each unique platform host architecture and Operational Flight Profile(OFP) operating system. If peripheral applications such as network processing functionswere hosted in partitions that did not directly interface with the OFP, complexity ofintegration and retrogression testing requirements would be significantly reduced.Furthermore, a core application could be developed for one user and would be moretransportable to other users. Industry already accomplishes this with the ARINC 653Avionics Application Software Standard Interface, which defines a standard interfacebetween avionics application software and Real Time Operating Systems (RTOS).The PMA209 MSMA team has moved toward modular, reusable software and hassuccessfully fielded cockpit computer systems that reuse software developed for oneplatform onto another aircraft with the same hardware configuration. The P-3, C-2, E-2,and H-53 have all been installed with a cockpit that uses the CDNU-7000 as the primarycomputer hardware. The P-3 was the lead platform and was used to develop manycommon use software capabilities that are now being reused on the other platforms.Today, CNS/ATM has developed Mode 5 software for the H-53 that can be reused onthe P-3, giving the P-3 the same capability for a reduced integration cost. While this is asignificant first step in software reuse, the contractor in this case is the same for allplatform hardware and the software is owned by the contractor. The next step is toaccomplish this same kind of software reuse for software developed by third partycontractors and on multiple, different hardware configurations. The outcome would be alibrary of applications that the government owns and that would be available to allplatforms regardless of the OFP hardware or software configuration. This environmentis now known as “FACE,” and in the light of consistently decreasing resourceavailability, represents the best case scenario for affordable capability integration.A-1 Information Management 7

Core Avionics Master Plan 2011 Appendix A-1FACE is an environment that enables software reuse across different hardwaresuites by allowing integrations without affecting the platform OFP. A series of FACEdemonstrations were run to prove that the same software can be managed via partitionsin existing platform architectures. While FACE is primarily focused on the softwareenvironment, the hardware on which the software runs must be considered as well.DOD INST 5000.02, Operation of the Defense Acquisition System, states that programmanagers shall pursue MOSA designs. AMC was the first step toward a true MOSAcomputing system. It was designed with a COTS-based open architecture system thatruns newer, more versatile HOL protocol to reduce integration cost, technical risk, andschedule risk. FACE takes the next step by mandating open, off-the-shelf hardwarecapable of running a partitioned operating system with common, open connections toexternal interfaces (i.e., 1553, Ethernet, fiber networks, etc.). Establishment of commonstandard interfaces will allow competitive procurement of off-the-shelf hardware versuslimited unique systems whenever obsolescence issues arise.Flight ControlSurfacesFlight ControlSystemsFlight ControlsSensorsNetworksExternal InterfacesMissionCriticalFACEOFPDisplaysInputsSoftware LibraryFACE interfaces.EthernetSwitchIPIPStrikeLinkGround(Modified)HarrisIPAirborne ProcIP General IP IPNorthrupDynamicsGrummanAISRockwellVME ChassisAYK-14/AMCCDU-70006U VME‘FACE-H’ST6U VME‘FACE-N’STPMC on VME‘FACE-G’STTBD‘FACE-R’STGEN2 MPST = Stauder VMF ApplicationIP = Internet ProtocolFACE demonstration setup.A-1 Information Management 8

Core Avionics Master Plan 2011 Appendix A-1In order to get the various industry cockpit management system vendors to supportthis model, PMA209 established the FACE Consortium. The purposes of the consortiuminclude the design of the FACE architecture and an industry subgroup to look at thebusiness model that industry needs to adopt to make FACE an attractive investment toaircraft avionics providers. The FACE consortium also addresses the five mandates ofMOSA outlined in the “Mandates and Milestones” of this appendix as shown below.• Principle I: Establish an Enabling Environment. Enables the technical andbusiness environments for open architecture acquisition.• Principle II: Employ Modular Design. Defines technical environments that allowportable, modular, software capabilities that can be reused across platforms.• Principle III: Designate Key Interfaces. Defines the key vertical and horizontalinterfaces that enable portability and modularity, while also addressing interfacesto legacy systems.• Principle IV: Use Open Standards. Develops open standards for DOD avionicsarchitectures defined by open API‟s and Interface standards employed byindustry, and provides guidance for employing the open standards.• Principle V: Certify Conformance. Provides guidance to industry on the use of astandard Software Development Kits (SDK) as well as a conformance test suite,and establishes processes for independent verification and validation.Software Transportability (FACE). (2013) The FACE initiative is designed to allowmaximum transportability of software applications across any aircraft that have a FACEarchitecture. Transportability of software will reduce the cost of putting new capabilitieson aircraft because it enables platforms to leverage capabilities that have already beendeveloped for another aircraft. A library of FACE conformant applications will beestablished that will be available for all FACE configured platforms.Common Application Programming Interface (API). (2015) Transformation tonetwork centric warfighting presents a significant opportunity for capability gains acrossNaval Aviation. The ability to take advantage of situational awareness databaseupdates, or to react to waveform changes, protocol, or encryption changes, would beimproved if the platform processing could be more rapidly and affordably modified.Centralized development of a common dedicated communications and/or networkingprocessor could significantly accelerate platform capability growth. The Common APIwill be defined under FACE in the next two years, and will be implemented in 2015. Toachieve true interoperability and maximize reduction of the cost of capabilityenhancement integration, disparate systems should adopt common protocols. Commonsymbology would provide a framework for shared operational situational awareness.Reduction of confusion with target identification is becoming more critical as moreplatforms are becoming connected by network-centric warfare.Software Licenses. (2015) The library of applications identified in "SoftwareTransportability" will consist of both government owned and licensed software. For veryspecialized applications, some software will contain Intellectual Property (IP) that thevendor will want to license and that the government will be willing to buy. Work isalready being done to determine how licenses will work for software, but a program willneed to be established to manage funding for license costs.A-1 Information Management 9

Core Avionics Master Plan 2011 Appendix A-1C. Information Transfer and Storage. The Storage capability element coversequipment that provides on-board retention of aircraft performance data and missioninformation for post-flight mission debrief/analysis and maintenance.1. Current Capabilities.Personal Computer Memory Card Interface Adapter (PCMCIA) cards are currentlyused for upload, download and storage of data, but are becoming obsolete. The mostrecent specification is version 8.0, released in 2001. PC Cards fit into a PC during themission planning function and record waypoints, maps, mission notes and frequencies,and known enemy locations. The cards are then used to transfer information via theAdvanced Memory Unit (AMU) portion of the TAMMAC digital map system to displaythe intended route of flight and planned mission tasks. The Digital Data Set (DDS), acomponent of the GPS hardware installed on more than 30 types of U.S. Navy andMarine Corps aircraft, is another high-capacity, solid-state data storage and retrievalsystem consisting of a removable memory cartridge with embedded PCMCIA cards anda cockpit-mounted aircraft receptacle. PCMCIA card memory size has increased from 2megabytes to 2 gigabits in response to the demand for larger file storage andupload/download capabilities. Other aircraft use the Mission Loader Verifier System(MLVS) to upload various avionics software upgrades. Other mass memory mediatechnologies include ruggedized rotating disks, digital and analog tape systems, andsolid-state devices. Mission sensor files and camera recordings are generally too largefor solid-state digital recording. Current systems are also limited to holding one securityclassification level of data at a time.Larger file sizes and increasing load times are driving a requirement for greatertransfer device capacity and higher interface speeds. Increased capacity is alsorequired for higher fidelity digital terrain geo-referencing data in support of terrain andobstacle avoidance during low level missions or rotorcraft recovery in degraded visualenvironments. Hardware obsolescence in the current ASQ-215 Digital Data Set (DDS),which is used to load mission planning information, presents an opportunity fordevelopment of a common solution that leverages emergent COTS data transfer andmemory technologies. PC cards are being replaced in commercial practice by faster,more rugged interfaces such as PC Express or USB drives. The AH-1W platform ispursuing a COTS-based modern digital recorder solution to address current systemobsolescence issues and satisfy near term urgent requirements.2. Funded Enhancements and Potential Pursuits.Wireless Information Download (T-45, JSF). (2012) Wireless download ofmission data and maintenance diagnostic information will enable planners and groundcrews to get an early start on maintenance issues and accelerate aircraft turnaround forfollowing missions. T-45C is fielding an airborne recorder that will enable wirelessdownload of four audio channels, two video channels, 1553 data bus information,engine performance parameters and airframe structural analysis information. Typicalmission and maintenance information for one flight ranges from 1.0 to 1.5 Gigabytes(Gb) of data. The system is designed to download two Gb of data in two seconds at arange up to 2000 feet. The system incorporates a MOSA design, and is planned forexpansion to other training platforms, including T-44, TH-57 and T-6.A-1 Information Management 10

Core Avionics Master Plan 2011 Appendix A-1Similarly, JSF Block II aircraft will be equipped with Prognostic Health Management(PHM) wireless down-link capability in support of mission sortie generation/readinessobjectives. Downloaded parameters will include fuel state, ammunition state,expendables state, and component conditions requiring maintenance in order tominimize turnaround time. For the JSF, wireless digital transmission will eliminate theneed for additional classified handling equipment, avoid potential loss of data fidelityduring manual transfer, and enable maintainers to monitor airframe parameters thatcould prevent mishaps.Higher Capacity, Multi-Level Security Recording and Up/Download. (2015)Larger map and mission planning data file sizes are driving the requirements for highercapacity removable mass memory and bulk memory. Increased capacity is required forhigher fidelity digital terrain geo-referencing data in support of terrain and obstacleavoidance during low level missions or rotorcraft recovery in degraded visualenvironments. Larger file sizes and increasing load times are also driving a requirementfor increased transfer device capacity interface speed. Hardware obsolescence in thecurrent AQS-215 DDS and TAMMAC AMU present opportunities for development of acommon solution that leverages significant improvements in data transfer and memorytechnologies to increase memory capacity, speed up data transfer, and enableautomated separation of mission and maintenance data.. Obsolete PCMCIA cards arebeing replaced in commercial practice by faster, more rugged interfaces and high speedbulk memory technologies such as PCExpress or USB drives. File server architecturesare being reviewed to determine if they can support multi-purpose, distributed aircraftmemory storage. PMA209 Mission Systems is developing state-of-the-art data loaders,recorders, crash survivable recorders, and general purpose processors under theAdvanced Digital Data Set (ADDS) program. ADDS will be designed as a modularhardware Family of Systems to enable platforms achieve a variety required capabilitiesor address only those elements that are deficient. The modules are expected to supportMLS processing, protection of data at rest, anti-tamper protection and InformationAssurance requirements. Each module would match the ASQ-215 DDS form factor, asshown below. This system will be the first system designed from the ground up to beFACE conformant. H-60 is the lead aircraft. The ADDS program will provide highercapacity recorder memory.Advanced Memory Unit /Digital Memory DeviceDigital Video Recorder /Crash Survivable RecorderDigital Map ComputerMissionMapMaintenanceDVRCSR + BeaconMap Processor CardADDS components.A-1 Information Management 11

Core Avionics Master Plan 2011 Appendix A-1Mission planning involves loading and transfer of both classified and unclassifieddata. Similarly, sensor systems capture classified and unclassified data for post-missionanalysis. Maintenance diagnostics and Military Flight Operations Quality Assurance(MFOQA) also involve download of information captured by recorders during the flight.With increases in capacity and improvements in platform interface, it makes sense tocombine multiple functionalities into a single data loader for transport between thesquadron work-stations and the flight line. MLS partitioning capability is being fieldedwith datalinks, and would have a natural application in data transfer devices.D. Information Display. The display capability element provides for the informationpresentation interface between the aircrew and the aircraft information managementsystems. This section addresses cockpit and crew-member glass displays.1. Current Capabilities.Significant advancements in commercial display applications are making their wayinto military cockpits. Most Naval Aviation cockpits have integrated many differentdisplay technologies to support night vision devices and operations in very low levels ofillumination. It is usually more challenging to develop adequate contrast and illuminationlevels in the very bright daytime environment of a tactical cockpit. The latest displaysbeing fielded incorporate enhancements in resolution, brightness, night visioncompatibility and flexibility, and employ solid state engineering for higher reliability (tensof thousands of hours) with greater resistance to vibration, shock, humidity, andtemperature extremes. Observance of military and industry standards enhances smoothinterface and compatibility with associated avionics systems. The two primary leadingtechnologies currently being integrated are Light Emitting Diode (LED) and Active MatrixLiquid Crystal Display (AMLCD) products. The AMC&D program is fielding a 5”x5”AMLCD that brings improved reliability and higher resolution. AV-8B and F/A-18C/Dhave fielded the Advanced Multi Purpose Color Display (AMPCD), which is a “smartdisplay” (includes internal processing rather than merely presenting an image).Improved sensors such as the Advanced Electronically Scanned Array (AESA) andadditional network information sources (such as Link 16) drove the requirement for alarger size, higher resolution 8”x10” Multi Function Display (MFD) to be integrated in theF/A-18F and EA-18G. The Common Cockpit program of the Multi-Mission Helicopterprogram is affording similar capability to the MH-60S and MH-60R. The PMA209CNS/ATM team has integrated or is integrating glass cockpits into E-2C, P-3C, CH-53E,MH-53E, US Coast Guard HC-130H, and C-130T.2. Funded Enhancements and Potential Pursuits.Overview: Military cockpit and cabin displays are principally managed separately foreach platform. Near term improvements include increased luminance and contrast forbright environments, wider dimming ranges for night vision compatibility, weightreductions, power demand reductions, instant-on illumination in extreme cold conditionsand reduction of toxic components. Implementation of network-centric data exchangewill drive significant increases in the amount of tactical information that can bedisplayed. CNS/ATM functionalities will increase situational awareness, but will alsoplace more demands on the quality of the display. The amount of information to bedisplayed will require advancements in processing capability, information managementtools and display resolution.A-1 Information Management 12

Core Avionics Master Plan 2011 Appendix A-1Large Area Programmable Layout Displays. (2012) JSF Block II aircraft will beequipped with a large (20” x 8”) AMLCD cockpit dashboard Panoramic Cockpit Display(PCD) that incorporates presentations of what are normally separate instruments(primary flight and aircraft and engine performance instruments) along with sensor,controller and data page displays. Boeing has proposed a similar large area display fortheir Foreign Military Sales (FMS) versions of the F/A-18E/F aircraft. Much like personalcomputer station „windows‟ formatted displays, the aircrew can control the size, layoutand content of information that gets presented. The single large display design wouldbasically cover the majority of the cockpit dashboard and would enable the flight crew tomix and match any display windows desired depending on the mission. This design willalso enable the crew to place individual instrument or tactical display items anywhere onthe instrument panel, and to increase the size of preferred primary display elements.Enhanced Backlighting Light Emitting Diodes (LEDs). (2015) Current AMLCDsemploy inefficient backlight technology, which introduces significant power, heat, andreliability penalties that reduce mission effectiveness for airborne applications.Innovative LED illumination and control technologies are being explored whichsynchronize backlighting with the displayed image and enhance the optical performanceof AMCLDs by providing higher contrast ratios and enhanced image clarity.E. Moving Map. Tactical Aircraft Moving Map Capability (TAMMAC) is the mostcommon moving map and mission data loading system in Naval Aviation platforms.1. Current Capabilities.TAMMAC provides improved overall situational awareness by displaying an aircraftcentered depiction of mission routes, threats, terrain features, and aeronautical chartdata overlaid on various map and satellite imagery products. The mission data loadingcapability also affords a means of downloading critical aircraft maintenance data.Proposed TAMMAC improvement initiatives include the incorporation of the Global AreaReference System/Common Geographic Reference System map products, real timeupdate of target/threat information (via Link 16), and color overlays for selective featuressuch as kill boxes and Blue Force Tracker (BFT) data. New COTS map productscontinue to come on the market with improved features such as modularity for executionon multiple hardware and operating systems configurations, smaller footprint using lessmemory and processing power, and ability to include other applications such asweather, ADS-B, and BFT. There are also efforts underway to develop a stand-alonecard that can be incorporated into multiple computers that is capable of running eitherTAMMAC or Flight Scene software.2. Funded Enhancements and Potential Pursuits.Increased Capacity (DTED Level II Moving Map – TAMMAC). (2013) TAMMACcurrently supports Terrain Avoidance Warning System (TAWS) software which providesa predictive Controlled Flight Into Terrain (CFIT) protection capability. It comparesaircraft position against a Digital Terrain and Elevation Database (DTED) Level I (100mresolution) to determine if the current flight profile and parameters could result in acollision. The TAMMAC data storage capacity is being increased in order to processhigher fidelity DTED Level II (30m) information to safely support helicopter operations.A-1 Information Management 13

Core Avionics Master Plan 2011 Appendix A-1Multi-Level Security (MLS). (2015) Advancements in technology are expected toprovide solutions that will enable simultaneous management of multiple securityclassification levels within single systems. MLS will decrease storage spacerequirements, simplify classified material handling procedures and equipmentmanagement, and improve operator situational awareness. The National SecurityAgency (NSA) has identified MLS as a key enabler for effective network centricoperations. The ADDS program addresses the MLS processing.Obstacle Representation. (2015) The TAWS team is working with the ADDS teamto put an obstacle database in the MH-60R/S aircraft. The obstacle database wouldreside in the ADDS system with processing done as part of the TAWS program. One ofthe primary issues with this program is how to maintain the database with the mostcurrent obstacle representation especially when towers can now be constructed in avery short period of time. Once completed, this capability will be made available to anyaircraft that will incorporate ADDS or any TAWS capable aircraft that has enough datastorage space for the obstacle database. The goal is to enable all aircraft to eventuallyincorporate an obstacle database for enhanced safety.Enhanced Visualization - Perspective Viewing. (2015) Current moving mapsprimarily display geographical areas in two-dimensional, „god‟s eye‟ or plan viewformats. Commercial gaming, Google Map tools and auto GPS display technologyadvancements are enabling increased imagery quality, smaller data file sizes andincreased display options. The National Geospatial Intelligence Agency (NGA) hasposted aeronautical charts of all scales, from Joint Operations Graphics (JOGs) down toCitimaps on line. Data file size reduction is enabling faster manipulation of databaseswhich can enable a three-dimensional, virtual perspective view that is easier to interpretfor spatial referencing. The extensively fielded TAMMAC product supplier is developingperspective view renderings that can be used to more clearly display obstacles.Plan Views versus Perspective Views.A-1 Information Management 14

Core Avionics Master Plan 2011 Appendix A-1F. Information Distribution. This capability element addresses management ofinformation within the platform.1. Current Capabilities.For information transfer within the aircraft, the most widely used standard is MIL-STD 1553 bus protocol. Current 1553 bus attributes, including extensive availability ofhardware (many providers), simple component interface, relatively low latency,adequate cable run, good fault isolation and relatively low cost have driven nearlyubiquitous incorporation across Naval Aviation in the last two decades. 1553 bus,however, is limited to 1 megabyte/sec data (Mbps) transfer. While this data transmissionrate remains suitable for more rudimentary command functions such as flight controland munitions deployment, it is too slow to serve the increased peer-to-peercommunications needed by avionics applications in support of data, audio, and videoinformation exchange. Some more modern platforms use Fiber Optic (FO) channelnetworks to move data, which supports a standard of 1 Gbps and has demonstratednear term potential growth to 4 Gbps. On the down side, FO is much more expensive torun and maintain, and requires newer technology interfaces and network switches.The current commercial standard for networking applications is TransmissionControl Protocol / Internet Protocol (TCP/IP). Most applications use the IP version 4(IPv4) standard. The DoD Chief Information Officer (CIO) directed that systemsprocured after October 2003 must use IPv6, which offers greater data security and amuch larger number of unique addresses.2. Advanced Research and Technology Development.High Bandwidth (FO) Fiber Optic Wavelength Division Multi-plexing (WDM)Multi-Level Security (MLS) Network. (2010-2012) 1553 bus wiring transfer rates varyfrom 1 Mbit/sec to 100 Mbit/sec across the same wiring form factor, with a potentialbandwidth of 200 Mbit/sec. The advantage to incorporating these enhancements wouldbe a simpler and more cost effective retrofit effort than trying to incorporate a newtransfer medium. Institute of Electrical and Electronics Engineers (IEEE) 1394 Firewireoffers 100-400 Mbit/sec throughput, but has issues with run length and maintenance foraircraft applications. Avionics Full Duplex Switched (AFDS) Ethernet provides adeterministic data network for safety critical applications. Fast or Gigabit Ethernet haseven faster transfer rates, but has similar integration and sustainment challenges. SerialExpress is a newly developing standard that runs on Firewire with 1 Gbit/sec speedsand longer cable runs. Universal Serial Bus (USB) capabilities appear to be growing thefastest [transfer rates: USB 1.0 = 12 Mbit/sec; USB 2.0 = 480 Mbit/sec; USB 3.0 = 5Gbit/sec]. The newest standard, ExpressCard 2.0, supports transfer speeds up to 5Gbps. FO “glass” runs can support up to 10 terra-bytes per second. When coupled withWDM, FO can also transmit several different channels simultaneously andindependently, with varying rates of transmission. Each channel is carried on a separatewavelength and is independent and does not interact with other channels, which couldenable MLS. To date, WDM has not been installed on any aircraft. It is being evaluatedby the JSF and the P-8 aircraft teams. A working group has been established to definea common standard for DoD WDM. Aircraft cannot keep pace with evolving standards,but choosing one optimized standard and integrating it across Naval Aviation couldensure faster, cheaper and broader integration of future enhancements.A-1 Information Management 15

Core Avionics Master Plan 2011 Appendix A-13. Funded Enhancements and Potential Pursuits.Increased Data Distribution Speed. (2016) Today's complex systems need nearreal time computer systems operations across internal aircraft networks. The PMA209Mission Systems team is monitoring progress of numerous advanced research projectswithin the SBIR programs and OSD and Service Research Labs, including Enhanced1553 (E1553), expansion of the Fiber Channel Network Switch (FCNS), WDM singlemode fiber, Highly Integrated Photonics and Electronics (HIPE – FO integrated circuits)and Fast or Gigabit Ethernet. These technology enhancements show potential toincrease data distribution speeds in Naval aircraft. PMA209 maintains the expertise inthese capabilities to assist platforms in meeting their data transfer requirements.G. Mission Planning. Mission planning systems consist of aircrew missioninformation planning stations, data transfer devices, platform information uploadinterfaces and onboard processors. Advance planning using operational environmentand tactically relevant data enables the aircrew to focus on primary flight functions andmore effectively react to changes. The CNO designated the Joint Mission PlanningSystem – Maritime (JMPS-M) as the single mission planning system for Naval Aviation.1. Current Capabilities.JMPS-M is currently operationally deployed, has fully replaced Tactical AutomatedMission Planning System (TAMPS), and is scheduled to replace Navy-Portable FlightPlanning Software (N-PFPS) for all platforms by 2012. Both JMPS and PFPS provide aWindows-based, automated mission planning capability using digitized terrain,environmental, aircraft, and avionics parameters. Both JMPS and PFPS load platformdata transfer devices with information used to pre-set navigation avionics and flightcomputers, including route of flight data (waypoints, sequential steering files), air-to-airradar presets, TACAN identifiers and channel identification files. JMPS basic flightplanning functions include calculations for heading, distance, time, and fuel burned;takeoff/landing data; route planning, de-confliction and fly-through; National GeospatialIntelligence Agency (NGA) imagery, maps and charts; threat planning, analysis andmasking; solar/lunar almanac prediction; aerial refueling planning; formation planning;CAS planning; and mission debrief. Combat mission planning functions includeweapons and sensor planning. JMPS is also designed to process the Air Tasking Order(ATO), the Airspace Coordination Order (ACO), target data, force movementinformation, and disposition of assets to Joint commanders and their forces. NavalAviation platforms depend on JMPS to plan and program Precision Guided Munitions(PGMs), sensor systems, tactical data-links and secure voice communications. Thefollowing aircraft, weapons, systems and sensors are currently supported by JMPS:F/A-18A-F, AV-8B, E-2C, EA-6B, EA-18G, MV-22, Trainer aircraft, High Speed Anti-Radiation Missile (HARM), Joint Stand Off Weapon (JSOW), Joint Direct AttackMunitions (JDAM), Standoff Land Attack Missile – Extended Range (SLAM-ER), JointTactical Information Distribution System (JTIDS), Multifunctional Information DistributionSystem (MIDS), Global Positioning System (GPS) equipment, ARC-210 radios,HAVEQUICK nets, and Airborne Electronically Scanned Array (AESA) Radar. OnlyJMPS can be used to process classified threat and weapons files. JSOW, JDAM andSLAM-ER cannot be employed without JMPS.A-1 Information Management 16

EP-3EP-3CRQ-4AMQ-8BEP-8AP-8AAH-1WAH-1Z HH-1NUH-1NUH-1YAV-8B DAYAV-8B NIGHTAV-8B RADARMV-22BMV-22CF-35BCH-46EHH-46DCH-53DCH-53EMH-53ECH-53KHH-60HMH-60RMH-60SSH-60BSH-60FC-2AE-2C GP IIE-2C 2000E-2D AHEEA-6B ICAP IIEA-6B ICAP IIIEA-18GF/A-18AF/A-18A+F/A-18A++F/A-18BF/A-18CF/A-18DF/A-18EF/A 18FF/A-18E BLK IIF/A-18F BLK IIF-35CX47BCore Avionics Master Plan 2011 Appendix A-1JMPS enables aircrew to preload platforms with significantly increased SituationalAwareness (SA). Users prepare for missions by searching through extensive missionplanning databases to develop flight plans and data load inputs. Efforts to performcollaborative planning with other platforms or strike elements depend on peripheral e-mail, on-line chat or voice communications, which take additional time and present riskof introducing errors.[X=JMPS, P=PFPS, N=None, U= Unique]JMPS X X X P X X X X X X X X X X X P P U UTable A-1: Carrier Strike Group Users.JMPS X P X P X X X X X U X N X X X P X P P X XTable A-2: Expeditionary Strike Group Users.JMPS P X U U P XTable A-3: Maritime-Patrol Aircraft Users.2. Advanced Research and Technology Development.Strike Planning Optimization. (2009-2010) The Strike Planning Optimization Tool(SPOT) initiative is a Small Business Innovative Research (SBIR) project designed todetermine the feasibility of implementing Force Level Planning at the Carrier StrikeGroup level. It focuses on technology challenges associated with real-time connectivitybetween dispersed users, simultaneous file manipulation, human factors interfaceissues and operability in wartime scenarios.3. Funded Enhancements and Potential Pursuits.Service-based Planning. (2012) JMPS Framework 1.4 is developing improvedinformation collection capability by implementing a Service Oriented Architecture (SOA)that connects users directly to established information provider systems, includingGlobal Command and Control System – Maritime (GCCS-M), intelligence, imagery,precision targeting and weather functions. This provider-based connectivity will increasespeed of planning and reduce errors through direct downloads.A-1 Information Management 17

Core Avionics Master Plan 2011 Appendix A-1Expeditionary Planning. (2012) JMPS-Expeditionary (JMPS-E) will enabledeployed Naval units to optimize the planning for the Ship To Objective Maneuver(STOM) mission using web-based connectivity. JMPS-E will enhance missioneffectiveness in remote global environments, reduce deployment logistics footprints andincrease Joint and Coalition forces interoperability.Force Level Planning. (2015) JMPS users prepare for individual missions but mayoperate in multi-platform elements under command of different force commanders.Force planners then attempt to optimize individual aircraft plans and warfightingcontributions into larger groups of assets. Both individual aircrew and command levelplanners require real-time file transfer with simultaneous joint file manipulation betweengeographically dispersed operational units in order to support increasingly complex andtime-critical mission planning processes. Joint mission planners require system capacityand capability that support collaborative planning between users in a real-time, networkbandwidth optimized manner. The system must also support rapid advanced exchangesto coordinate and adjust rendezvous locations, times and combat element contributions.In order to minimize planning time and potential for errors, exchanges should beperformed using machine-to-machine interfaces. Efficient collaborative force levelplanning will decrease planning time (shorten the kill chain in response scenarios),increase sortie rates, optimize air group performance and enhance safety.JMPS-M was designed to be a scalable integrated product to deploy on a variety ofhardware (e.g., laptops to dedicated workstations). Advancing JMPS capabilities to theforce level will allow planners to set the collaborative mission baseline for accomplishingeffective network-centric operations.A-1 Information Management 18

Core Avionics Master Plan 2011 Appendix A-2Appendix A-2:Information ExchangeScope: This section covers hardware, software, waveforms, protocols and securitysystems enabling secure and non-secure voice and data connectivity and collaborationbetween aircraft and other warfighters. Information Exchange (IE) covers a broad scopeof technologies that can be divided into physical and Networking layers. The physicallayer is categorized as Line of Sight (LOS) and Beyond Line of Sight (BLOS)communications. The IE section is divided into three subcategories and is presented inorder of the most mature technologies and capabilities to the least mature: (I) LOSCommunications, (II) BLOS Communications, and (III) Internet Protocol (IP) Networking.Capability Evolution:Capability Enablers Capability Desired WarfightingElements Enhancements Capabilities• InteriorCommunications• Line-of-Sight &Over-the-HorizonCommunications• Networking,Distribution &Interoperability• Robustness &Security• ICS & Radios• Data-links &Protocols• IntelligentSoftware &Applications• ImprovedWaveforms• EncryptionDevices• SecureWireless ICS• Increased TDLInteroperability• Increased TacticalData Flow• Fused Multi-TDLUtilization• Multi-LevelSecurity• Network CentricCollaborative Warfare• Common Operational &Tactical Picture• Real-time PrecisionEngagement• Digital Close AirSupport• Enhanced ForceProtectionObjective: Network Centric Warfare and Information DominanceBaseline to Objective Transition Strategy.The primary means of tactical collaboration within Naval Aviation today involvesvoice communications. Enhanced collaborative capabilities are beginning to be fieldedusing Link 16. Advanced collaborative warfighting operations, such as Network CentricCollaborative Targeting (NCCT) will require airborne networking waveforms such asTactical Targeting Network Technology (TTNT) or an Advanced Tactical Data Link(ATDL) and network processors supporting Common Operating Environments (COE).The current state of capability in IE generally enables warfighters to communicateeffectively within the same Service group and exchange data within the same missioncommunity. Commercial competition for Radio Frequency (RF) spectrum and increasingwarfighter demands for streaming video are exceeding the spectrum allocated to DoD.To some extent, these demands are being met by using data compression, takingadvantage of more efficient coding and modulation techniques, and operating at higherfrequencies (Ku and Ka band) that requires directional antennas. Operating in spectrumbelow 2 GHz enables utilization of omni-directional antennas but these frequencies arein high demand by commercial wireless providers. Continued spectrum access is aserious challenge for DoD and will get worse as commercial enterprises‟ demands forwireless data and new satellite systems continue to increase.A-2 Information Exchange 1

Core Avionics Master Plan 2011 Appendix A-2Core AvionicsCapability EvolutionRoadmapsLine of Sight (LOS) CommunicationsCapabilityElementsUninterrupted, Secure LOS Information ExchangeHardwired & Airframe-based Wireless IntercomSecure Wireless IntercomInteriorCommsATC Voice/Have Quick/SINCGARSFirst RespondersInteroperability (APCO-25)TacticalCommsUHF/VHFCommon Digital Data Exchange [Variable Message Format (VMF) over Combat Net Radio]Block 1 (VMF Rev D Change 1)VMF Rev E VMF Rev FDigitallyAided CloseAir SupportVMFTactical Common Operating Picture [Link 16]Enhanced Throughput;Concurrent Multi-netting (CMN)Crypto Mod/Frequency Remapping (FR)Permissive& ContestedTacticalData LinksLPI/LPD Data LinkStealth Platform Interoperability (iMADL)Anti-Access Tactical Data Link (MADL)Anti-AccessTactical DataLinkPoint to Point ISR Data Link [Common Data Link (CDL); Remotely Operated Video Enhanced Receiver (ROVER)]ISR DataLink/FMVDaCASBaselineJTRS-AMFFRPARC-210Gen 5 IOCMIDS JTRSIOCSATURN (2004);IPv6 (2008)Mandates &MilestonesFY: 10 11 12 13 14 15 16 17 18Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCurrent CapabilityBaseline StateA-2 Information Exchange 2

Core Avionics Master Plan 2011 Appendix A-2Interoperability between Services and among Coalition partners currently reliesheavily on advance configuration planning and system synchronization. Translating,sharing, or "gatewaying" data between dissimilar systems can provide commonoperational visualizations and data distribution. Gateways have been in development formany years and principally take small pieces of information in one link format andtranslate it into its equivalent in a different data link. This approach becomes verycomplex as additional data links, formats, or network connections are added. Messagecorrelation between links, loss of precision, and differing data representations furthercomplicate the task.Data gateways and range extensions have been demonstrated through severalinitiatives and fielded experiments. There are no specific acquisition programs of recordfor gateway capabilities; however, the Battlefield Airborne Communications Node(BACN), Joint Range Extension (JRE), and Interim Objective Gateway/ObjectiveGateway (IOG/OG) have proven the benefits of information translation.BACN: is an Air Force system that serves as a BLOS communications relay platformto connect different radio frequencies through a computer controlled bridge in the skycalled a gateway manager. The system includes Tactical Digital Information Link radiosto transmit data between aircraft, VHF AM and FM voice radios for ground forces,Situational Awareness (SA) data links for ground troops, and satellite communications.JRE: Joint Range Extension (JRE) Gateway is a multi-protocol router of Link 16tactical data that provides Tactical Digital Information Link – Joint (TADL-J) messagingover LOS terminals or through a BLOS medium. JRE is based on the Joint RangeExtension Applications Protocol-C (JREAP-C) in MIL-STD-3011. JREAP-C is a securedata link interface that encapsulates TADL-J information into IP based networks.IOG/OG: Interim Objective Gateway / Objective Gateway is an Air Force family ofsystems connecting data and voice networks to provide mission critical informationaccess to Joint forces, coalition partners and civil authorities. Advanced gatewaycapabilities enable a transition from legacy gateways with niche requirements andnarrow user-sets to the Global Information Grid (GIG) through a router/ server and a linkback to the IP environment. The system also allows different data links, such as Link 16or TTNT, to communicate with each other. It will also allow legacy communicationssystems to connect with the Joint Tactical Radio System (JTRS) and allies systems.Strategic Approach: The PMA 209 Communications and Airborne Networking (CAN)team has adopted a three pronged strategy to managing the Naval Aviation Enterprise‟s(NAE) communications and airborne networking capability:1) Support efforts to maintain the NAE‟s existing communications capability.2) Indentify and field improvement and upgrades to our current systems which allowthe NAE to expand capability through an evolutionary approach where practical.3) Transform our communications and airborne networking capability by promotingthe fielding of a Common Operating Environment (COE) across Naval Aviation andsupporting the establishment of standards that enable the rapid fielding ofcollaborative capability.A-2 Information Exchange 3

Core Avionics Master Plan 2011 Appendix A-2I. Line of Sight (LOS) Communications.Mandates and Milestones:Internet Protocol Version 6 (IPv6) Implementation. (2008) Sep 2003 DoD ChiefInformation Officer Memorandum directed the implementation of IPv6 within DoD forapplications interfacing with the Global Information Grid (GIG). This guidance alsocovers Mobile IPv6 (MIPv6). Follow-on guidance set Dec 2008 as the target compliancedate for all DoD network systems. The main impetus for moving to IPv6 was theexpectation that worldwide demand for IP traffic would exceed the 4 billion addressesprovided by 32 bit IPv4 by 2010. IPv6 uses a 128 bit address which enables a virtuallyinfinite number of addresses. IPv6 provides additional capabilities beyond expandedaddress space and will eventually supplant IPv4; however, the extended header size ofIPv6 requires additional bandwidth, which is problematic for tactical links operating inlimited spectrum and exchanging short messages. New IP capable systems are beingdeveloped with dual stacks (IPv4/IPv6) enabling the use of either standard.Multifunctional Information Distribution System – Joint Tactical Radio System(MIDS-JTRS) Initial Operational Capability (IOC). (2010) MIDS-JTRS (or MIDS-J) is aform-fit-function replacement for the MIDS Low Volume Terminal (LVT), which providesenhanced through-put Link 16 for tactical aircraft. It is expected to be deployed onSuper-Hornet in 2011. It provides TACAN, J-Voice and programmable encryption tocomply with the National Security Agency‟s (NSA) crypto modernization mandate. It isSoftware Communications Architecture (SCA) compliant (i.e. capable of running JTRSsoftware waveforms) and has additional transceiver slots to accommodate to futureupgrades of JTRS waveforms including the TTNT waveform.ARC-210 Generation 5 RT-1939(C) IOC. (2011) The Gen 5 ARC-210 expects to beoperationally deployed on new production aircraft in 2011. The Receiver Transmitter(RT) employs a Software Defined Radio architecture with an increased frequency range(30-941 MHz) and red-side Ethernet data port. It includes the capabilities resident inearlier ARC-210 versions. Future software upgrades will add UHF SATCOM IntegratedWaveform (IW), the updated link layer protocol for Combat Net Radio (CNR), theSATURN waveform, the Enhanced SINCGARS Improvement Program (ESIP)waveform, the BEAM Line-Of-Sight waveform, and hooks to support Joint Precision andLanding Approach (JPALS) and Mobile Users Object System (MUOS) functionality.Joint Tactical Radio System - Airborne and Maritime Fixed (JTRS-AMF) IOC.(2014) JTRS-AMF is designing two form factors: a two channel Small Airborne FormFactor, (SAFF) and a 4–channel Maritime/Fixed Station (MFS) form factor. The JTRS-AMF (Increment 1) airborne form factor has a requirement to support four KeyPerformance Factor (KPP) waveforms: Wideband Networking Waveform (WNW),Soldier Radio Waveform (SRW), MUOS and Link 16. These waveform requirements aredriven by the Army rotary wing community, and are not currently planned for integrationinto any Naval Aviation platforms. The airborne radio will also support the followingJTRS waveforms: SINCGARS ESIP, HAVE QUICK II (HQII), VHF FM and UHFAM/FM/Phase Shift Keying (PSK). Integration of the two channel airborne AMF radiorequires an external power amplifier. The primary driver for the MFS form factor is Navyships that need to replace their WSQ-3 UHF SATCOM terminals and need MUOS.A-2 Information Exchange 4

Core Avionics Master Plan 2011 Appendix A-2Digital aided Close Air Support (DaCAS) baseline implementation (2014). In Dec2009 the Joint Requirements Oversight Council (JROC) approved the Joint FiresExecutive Steering Groups objective to digitally interconnect Joint Terminal AttackController and Joint Fires Observer systems with CAS platforms. The JROC endorsedthe Variable Messaging Format (VMF) over the Combat Net Radio (CNR) as the nearterm LOS CAS standard, and directed the Joint Forces Command (JFCOM) DaCASChange Control Board to define a common implementation of the appropriate standards(Block 1) by the end of 2010. Block 1 was promulgated in Jan 2010 and defines a linklayer protocol, MIL-STD 188-220 rev D chg1, a message header standard, MIL-STD47001D, and the VMF message standard, MIL-STD 6017B. Platforms supporting theCAS mission should target the 2014/15 timeframe for implementation.Capability Element Evolution:A. Interior Communications (ICS). This element addresses wireless systemsused for crew members to communicate with each other within the platform.1. Current capabilities.Naval aircraft primarily use ICS that requires aircrew to be plugged in via a hard cordto an embedded hard-wired system outlet at each operating station. These systemsrestrict crew mobility and present an entanglement hazard during emergency egress.The current Naval standard for wireless intercom, Airborne Wireless ICS (AWICS), isbeing incorporated into the C-2, C-130, H-46, P-3, H-53, H-60 and MV-22. It enablesthe crew to move freely throughout the cabin. It has selectable channels so that crewsin the vicinity of other users can operate independently.2. Funded Enhancements and Potential Pursuits.Secure Wireless Intercom. (2010) The Windtalker Encryption Device (WED) willprovide network security for Wireless ICS, enabling aircrew to maintain securedcommunications with the cockpit aircrew while performing combat duties in the landingzone, including medical evacuation, search and rescue, refueling or coordination ofoperations with ground units such as infiltration and extraction.B. Tactical Communications (TAC COM) VHF/UHF.1. Current capabilities.The primary frequency bands used for tactical LOS voice and limited datacommunications are Very High and Ultra High Frequency (VHF and UHF). DoDallocations are 30 – 88 MHz for VHF Lo-band and 108-174 MHz for VHF Hi-band, and225 – 400 MHz for UHF. The ARC-210 RT-1939 Gen 5 radio supports additionalfrequency bands operating from 30 to 900 MHz covering Air Traffic Control (ATC),maritime and civilian first responder bands. Channel spacing in DoD VHF and UHFbands are 25 KHz. Europeans have moved to 8.33 KHz spacing for ATC, 12.5 KHzspacing for maritime channels, and 6.25 KHz spacing for APCO-25 first responderchannels. Current capabilities used for Naval Aviation LOS communications includeATC Voice/HaveQuick/SINCGARS and Variable Message Format (VMF) over CNR.SATURN (Second-generation Anti-jam Tactical UHF Radio for NATO) Waveform is aUHF LOS fast frequency hopping waveform required for improved interoperabilitybetween NATO coalition platforms. Latest generation ARC-210 radios and the JointStrike Fighter (JSF) are incorporating the SATURN waveform.A-2 Information Exchange 5

Core Avionics Master Plan 2011 Appendix A-22. Funded Enhancements and Potential Pursuits.First Responders Interoperability (APCO-25). (2015) APCO-25 was establishedto address the need for common digital public safety radio communications standardsfor First Responders and Homeland Security/Emergency Response professionals.APCO-25 compliant technology is being deployed in several phases. Phase 1 APCO-25compliant systems are backward compatible and interoperable with legacy systems,across system boundaries and regardless of system infrastructure. Phase 2 is currentlyunder development with the goal of improved spectrum utilization, with focus oninteroperability with legacy equipment, interfacing between repeaters and othersubsystems, roaming capacity and spectral efficiency/channel re-use. Phase 3 willaddress the need for high-speed data for public-safety use. Activities will encompassthe operation and functionality of a new aeronautical and terrestrial wireless digitalwideband/broadband public safety radio standard that can be used to transmit andreceive voice, video and high-speed data in wide area, multiple-agency networks.C. Digitally Aided Close Air Support (DaCAS) / VMF. CNR/VMF standardsenable DaCAS (exchanging digital data vs. voice communications to execute CAS).Due to the development of non-interoperable standards by each Service for exchangeof digital data the Office of the Secretary of Defense (OSD) directed the Services todevelop a common interoperable method for exchanging digital data over tactical radiosystems. Services established the CNR Working Group (CNRWG) to develop andcontrol a set of standards. CNR standards enable a small number of users to exchangedigital VMF data over LOS radios. They are used extensively by US Army and USMCground forces and in Naval Aviation to support CAS missions. The CNR networkprotocol stack consists of a physical layer, VHF/UHF LOS communications (includingSINGCARS and HQ), a link layer protocol MIL-STD-188-220 (Digital Message TransferDevice Subsystems), a MIL-STD-2045-47001 (Connectionless Data Transfer)application layer header, and the MIL-STD-6017 VMF message standard application.1. Current capabilities.In order to communicate data via bit level standards, all platforms must implementthe same revision levels. Since revisions can occur every 18 months, it is has beendifficult to achieve interoperability amongst ground equipment and air platforms. For thisreason, and the fact that some platforms are yet to implement the standards, CASmissions are conducted primarily via voice comms today.2. Advance Research and Technology Development.VMF Revision E and F. (2013-2015, 2015-2017) WMF Rev E is being developedand F is planned. Each will add new capabilities or improvements to VMF Rev D Chg 1.3. Funded Enhancements and Potential Pursuits.VMF Revision D Change 1. (2013) To address the current interoperabilityproblems, the community has agreed to make all of the CNR standards beginning withthe “D” version backward compatible. The “D” version of the standards is: MIL-STD-188-220D, MIL-STD-2045-47001D and MIL-STD-6017A. In response to problems JointStrike Fighter (JSF) encountered during their implementation attempts, the CNRWorking Group updated the standards to MIL-STD-188-220D Chg 1 and MIL-STD-2045-47001D. Platforms planning on conducting digital CAS missions must implementthese standards.A-2 Information Exchange 6

Core Avionics Master Plan 2011 Appendix A-2D. Permissive & Contested Tactical Data Links. Permissive refers tooperations where there is reduced threat or jamming. Contested refers to operationswhere there is significant but not overwhelming threat or jamming.1. Current capabilities.The primary LOS data link in use by DoD and by many allied/coalition partners, isLink 16. The primary capability provided by Link 16 is common SA from sensorgenerated tracks. Link 16 is an anti-jam L-band data link widely deployed on ground,maritime and aviation platforms. It enables the exchange of position information, trackdata via TADIL-J messages and provides two channels of digital voice. Link 16 isintegrated on most Naval Aviation platforms including F/A-18s, E-2s, EA-6B, EP-3, P-3C, and MH-60R. The F-35, P-8, CH-53K and BAMS will have Link 16 capability. Allexcept E-2C, EP-3 and the F-35 have integrated MIDS-LVT terminals for this capability.The E-2C and EP-3 employ a Joint Tactical Information Distribution System (JTIDS)terminal and the F-35B implements Link 16 via their Integrated Communication,Navigation, Identification and Avionics suite (ICNIA).2. Funded Enhancements and Potential Pursuits.Crypto Modification and Frequency Remapping of Link 16 Terminals. (2012)Cryptographic Modernization (CM) will re-design cryptographic components for Link-16terminals. The CM approach will integrate a programmable Common Crypto Module(CCM) that incorporates tenets of NSA‟s mandated Cryptographic Modernization, theuse of multiple crypto algorithms, and will have the memory capacity to store a year'sworth of keys. The intent of frequency remapping is to enable interoperability of Link 16with future radio navigation systems that the FAA may develop. The remap algorithmfavors under-utilized frequencies to smooth out frequency hopping distribution.Enhanced Throughput. (2016) Link-16 Enhanced Throughput (ET) provides theability to transmit more information via Link-16 without impacting the RF spectrum.Baseband throughput is increased at the expense of range/waveform anti-jam (AJ)performance. Although there are ET modes that could provide close to an order ofmagnitude increased throughput, modes that achieve useful ranges provide a 3 to 5times increase in data rate. The MIDS-J terminal is the only terminal currently capableof supporting the ET mode; however the 1553 bus interface to the MIDS-J terminallimits the data rate achievable in ET mode (as occurs in the F/A-18).Concurrent Multi-Netting. (CMN) (2016) CMN addresses the operational need tosimultaneously receive on multiple Link-16 nets. It leverages a Link 16 waveformfeature that allows multiple signals to be received simultaneously (referred to as„stacked nets‟). Current Link 16 nets are designed to allow C2 platforms to listen tomultiple fighter nets. Since Link 16 is a half duplex waveform, these platforms cannotlisten while transmitting. CMN capability will enable the C2 assets to listen to multipleparticipants simultaneously on the limited number of time slots available, and integrationon fighters will provide them additional capacity to receive data from other fighters whilelistening to the surveillance net. An additional Link 16 receiver is required for eachadditional net being received. The CMN objective is to provide a capability to receive onup to four Link-16 nets simultaneously while retaining the capability to transmit.A-2 Information Exchange 7

Core Avionics Master Plan 2011 Appendix A-2E. Anti-Access Tactical Data Link. Anti Access refers to operations in regionswith a threat level high enough to require Low Observable (LO) platforms.1. Current capabilities.Naval Aviation currently does not have a 5 th generation Low Probability of Intercept(LPI) or Low Probability of Detection (LPD) data link.2. Funded Enhancements and Potential Pursuits.Anti-Access Tactical Data Link (Multi-function Advanced Data Link – MADL).(2014) MADL waveform is being developed by the F-35B/C Joint Strike Fighter (JSF)program to fill this capability. MADL is the unique LO Data Link originally designed forthe F-35 as an intra-flight data link within the Anti-Access Region. It was designed tooperate as a linear network architecture ("daisy chain”) optimized for a limited number ofnodes. MADL is a Ku Band, short/medium range, directional, dynamic, LPI/LPD IP link.Stealth Interoperability (iMADL) (2018) MADL is proposed to be reengineered towork as an inter-flight LO data link within Anti-Access region and be also integrated onthe F-22 and B-2.F. Intelligence Surveillance Reconnaissance (ISR) Data Link / FullMotion Video (FMV).1. Current capabilities.The Standard Common Data Link (STD-CDL) is mandated as DoD‟s ISR data linkfor wideband transmission of imagery and signals intelligence. STD-CDL is a LOS fullduplex link capable of operating in either X-band (9750 – 10440 MHz) or KU-band(14500 – 15350 MHz). Both require directional antennas, making CDL a point-to-pointdata link. CDL is deployed on Naval Maritime Patrol platforms, helicopters, Navy ships,and Electro-Optical / Infrared (EO/IR) sensor pods, such as the F/A-18 SharedReconnaissance Pod (SHARP pod). CDL was originally developed by the Air Force tooperate with the U2 and has evolved to the current version specified by Rev F of theCDL specification which specifies 15 waveforms that provide data rates from 200 Kbpsto 274 Mbps. Interoperability has been an issue for CDL systems due to lack ofstandards beyond the specified physical and link layer specified in the CDLspecification. Unmanned Aerial Vehicles (UAVs) had employed various non-standarddata links in C, L and S bands to disseminate ISR data until 2005 when STD-CDL wasmandated for all UAVs exceeding 30 pounds. A smaller Ku-band Tactical CDL (TCDL)that provides data rates of 10.71 and 21.42 Mbps was developed for smaller tacticalplatforms, helicopters and UAVs. Latest versions of TCDL support data rates up to 45Mbps. Man portable receive terminals have been developed to enable ground troops toreceive FMV from airborne terminals. Remotely Operated Video Enhanced Receiver(ROVER) provides FMV from airborne platforms to LOS users via airborne, mobile,fixed, or man-portable terminals. ROVER I deployed as an air-to-air C-bandcommunications link for Predator video. ROVER II added air-to-ground support for thesame video links. ROVER III added L and Ku band coverage along with more robustpackaging. Enhanced ROVER III added digital video recording. ROVER IV has S-bandcoverage and smaller antennas. ROVER V is a handheld form factor that employsadvanced encryption standards.A-2 Information Exchange 8

Core Avionics Master Plan 2011 Appendix A-2Core AvionicsCapability EvolutionRoadmapsBeyond Line of Sight (BLOS) CommsCapabilityElementsUninterrupted, Secure BLOS Information ExchangeVoice/Digital (UHF Narrow Band / DAMA)IncreasedThroughput& Access(MUOS)Common ThreatBroadcast (IBS/CIB)Increased Access[Integrated Waveform (IW) Phase I]NarrowbandSATCOM /IntelBroadcastIncreased Access (IW Phase 2)Unencrypted Force XXI Battle Command Brigade and Below (FBCB2)GIG Connectivity;Gateway InterfacesExpandedApps (JBC-P)Aircraft Encryption and HigherData Rate Terminal (BFT2)IntermediateBWSATCOMBlue ForceTrackerUS Army/USMC Ground EncryptionCommercial Satellite Services (INMARSAT)Extended L-band (AlphaSat I-XL or INMARSAT XL)IntermediateBWSATCOMCross linked LEOs (Iridium Next)Advanced Wideband Satellite Services (AEHF, WGS)High Data Rate Aviation Terminal (HDRAT)WidebandSATCOMReduced Size AntennasHF, HF Automatic Link Establishment (ALE), HF Internet Protocol (IP)Increased Throughput (Wideband HF)HighFrequency(HF)MUOSFOCIBS-CIBJTRS-AMFFRPMandates &MilestonesFY: 10 11 12 13 14 15 16 17 18Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCurrent CapabilityBaseline StateA-2 Information Exchange 9

Core Avionics Master Plan 2011 Appendix A-2II. Beyond Line-of-Sight Communications.Mandates and Milestones:Integrated Broadcast Service (IBS)/Common interactive Broadcast (CIB). (2015)Cut-over to a new waveform will occur in 2015. No legacy broadcast support is currentlyanticipated beyond that date. Platform RTs must be modified to receive the new signal.Mobile User Objective System (MUOS) Fully Operational Capability (FOC). (2015)MUOS SATCOM constellation in orbit and fully operational.Capability Element Evolution:A. Narrowband Satellite Communications (SATCOM) / Intel Broadcast.1. Current capabilities.The majority of Naval Aviation platforms utilize narrow band UHF SATCOM for theirBLOS voice. The current UHF Follow On (UFO) satellite system allocates specific,limited channels for a particular service, such as Fleet Secure Voice Common, FleetSatellite High Command Network, Tactical Information Broadcast, or Fleet Flash Net.Demand Assigned Multiple Access (DAMA) waveform is being used to managementmilitary UHF SATCOM usage. The ARC210 is typically used for voice and limited dataapplications. The Multi-mission Advanced Tactical Terminal (MATT) is used byplatforms requiring access to threat broadcast services. The current UFO SATCOMsatellite constellation is vastly over-subscribed and has outlasted its planned servicelife. Each satellite loss results in a reduction of total system communications capacity. Itis estimated that by 2015, the system will have only 40% of its current capability.2. Funded Enhancements and Potential Pursuits.Increased Access (Integrated Waveform - IW). (2011) IW is being designed as anupgrade to DAMA to increase through-put capacity by using more efficient and tightertime partitioning. IW affords a marked improvement in voice quality, available accesses(nearly threefold increase), improved link margin, and faster, more efficient, more userfriendlyterminal operation. It also enables services on UHF SATCOM networks to runhigher performance applications that require more bandwidth. An IW and DAMAstandards comparison is shown below. IW is backwards compatible with DAMA. Usersof IW can communicate with DAMA users by creating wider IW timeslots that matchDAMA timeslots. IW will eventually provide Mixed Excitation Linear Prediction (MELP)voice in an Open Systems Connection (OSI) layered approach.A-2 Information Exchange 10

Core Avionics Master Plan 2011 Appendix A-2IW Phase I (2012) Phase I will provide only pre-planned pre-assigned services asdescribed in MIL-STD-188-181C and MIL-STD-188-183B. The near term SATCOMcapacity enhancements of IW Phase I will be accomplished by upgrades to existingDAMA SATCOM terminals (software upgrade to ARC-210 Gen 4 and 5).IW Phase II (2015) Phase II will add pre-planned demand assigned and ad hocservices as described in MIL-STD-188-182B. While these features will not increase thesimultaneous user capacity, the effective capacity will increase because users willrelease resources when they are not in use. Phase II will also add Common InteractiveBroadcast (CIB) software for support to the Integrated Broadcast Service (IBS).Common Threat Broadcast (Integrated Broadcast Service - IBS / Commoninteractive Broadcast - CIB). (2015) IBS is an integrated, interactive intelligencedissemination system that provides vital situational awareness and rapid threat warninginformation to the warfighter. IBS replaces and integrates services provided by variouslegacy intelligence broadcasts, including IBS-LOS (formerly Tactical ReconnaissanceIntelligence Exchange System - TRIXS), IBS-S (Tactical Related Applications DataDistribution System - TDDS) and IBS-I (Tactical Information Broadcast Service -TIBS),with CIB. Switchover to the IBS-CIB is planned to begin in 2012. Since IBS-CIBconsolidates prior IBS systems, they will cease operation once enough IBS-CIB capableterminals are fielded. Cut-over will occur in 2015 and no legacy broadcast support iscurrently anticipated beyond that date. The P-3, E-2C, EA-6B and EA-18G have areceive-only IBS requirement and use MATT receivers. The EP-3E uses theCommander's Tactical Terminal/Hybrid Receiver (CTT/HR) because it requires atransmit capability as an information provider. Neither the MATT nor the CTT/HR can beeconomically upgraded to run the new IBS-CIB and its associated crypto, and are nolonger in production. The EA-18G is separately pursuing a receive-only variant of theJoint Tactical Terminal (JTT-IBS), which will require a hardware and softwaremodification to run CIB. The EA-6B and E-2C receive-only platforms are buying theUniversal Serial Bus – Embedded National Tactical Receiver (USB-ENTR) with SmartMount to provide the full capability that the MATTs currently have, with the ability to besoftware upgraded to the CIB at the appropriate time. All MATTs are planned bereplaced prior to 2015 for most platforms except the EA-18G, which may requirecontinued operations out to 2018. The EP-3E abandoned their original plan to replacetheir CTT-HR with the JTT-IBS, and plans to access the IBS Network through SIPRNETusing broadband SATCOM connectivity. The P-8 is also investigating the feasibility ofusing this method to receive IBS information, but may consider installing the USB-ENTRstarting in 2018.Increased Throughput and Access (Mobile Users Objective System - MUOS).(2018) MUOS is the next generation of tactical narrowband UHF Military SATCOM andis the replacement constellation for UFO. MUOS will enable world wide BLOS IPconnectivity to the Defense Information Systems Network (DISN)/GIG. MUOS satelliteswill have two communications payloads: a legacy UFO payload and a MUOS payload.The MUOS satellites‟ legacy payloads will extend the useful life of the legacy terminalspast the UFO constellation end of life. This will allow for a gradual transition to theMUOS Wideband Code Division Multiple Access (WCDMA) waveform.A-2 Information Exchange 11

Core Avionics Master Plan 2011 Appendix A-2Although the MUOS satellites host a UFO payload fully interoperable with today‟sterminals, the planned capacity of the legacy UFO payload on the MUOS constellationwill be less than half of the current capacity. Unlike the legacy UHF SATCOM waveformevolution from dedicated access, to DAMA, to Integrated Waveform (IW), whichmaintained backward compatibility with the previous waveform; MUOS employs acompletely new waveform that does not interoperate with the legacy waveform over theair. This difference in waveforms and the eventual reduced UFO SATCOM payloadcapacity will impact aircraft platforms for integration, operation, and fielding.The new MUOS waveform is called the Common Air Interface (CAI). CAI adapts acommercial third generation (3G) Universal Mobile Telecommunications System(UMTS) WCDMA cellular phone architecture to a military UHF SATCOM system usinggeosynchronous satellites in place of cell towers. MUOS employs 16 beams per satellitewhich allows for better uplink gain/downlink power and spectral reuse within the satellitefootprint. Each beam supports four WCDMA carriers, which equates to 64 WCDMAbeam-carriers per satellite. A beam-carrier in MUOS is analogous to a cell in thecommercial UMTS. This allows for a capacity equivalent to 16,332 accesses of 2.4 kbpschannels, compared to the 1078 channels available with legacy UFO satellites usingDAMA today. MUOS also implements a packet switched networking infrastructure for allvoice and data communications using the IP suite. All MUOS communications will bedirected through the Radio Access Facility (RAF) on the ground and can be routed fromthere to any other MUOS satellite or the DISN via the Teleport interface.There are three primary components to the MUOS schedule: terminals,infrastructure (satellites and control facilities), and the waveform. Terminals are not partof the MUOS program and therefore not controlled by PMW-146. Instead the JTRSprogram is responsible for the development of terminals and the red side waveform. Ifthe ARC-210 program obtains funding for MUOS, it will port the JTRS developedwaveform for MUOS capability. Initial on-orbit capability of the infrastructure will beavailable at the end of Q1 FY12 with Full Operational Capability (FOC) (four satellitesplus one on orbit spare) by the end of Q4 FY15. The scheduled release of the combinedred and black side waveform is schedule for Q3 FY11.B. Intermediate Bandwidth (BW) SATCOM Blue Force Tracker (BFT).1. Current capabilities.The US Army and USMC have widely fielded Force XXI Battle Command andControl (FBCB2) BFT on their ground vehicles and rotary wing aircraft operating insupport of ground forces. Navy HH-60H and MH-60S Air Ambulance aircraft have alsobeen equipped with FBCB2 BFT. This system operates over a commercially encrypted,half-duplex, L-band satellite network to provide two-way SA and C2 messaging betweenthe front line warfighter and higher echelon command posts. As installed in aircraft, thesystem automatically reports Precise Location Information (PLI) every 2300 meters ofmovement or one minute of flight, whichever occurs first. An Electronic Data Manager(EDM - digital kneeboard) provides the display of the Falcon View moving map andincoming BFT data to the pilot. The system supports a tailored set of VMF C2messages including a Free Text messaging capability.A-2 Information Exchange 12

Core Avionics Master Plan 2011 Appendix A-22. Advance Research and Technology Development.US Army/USMC Ground Encryption. (2010-2013) The Army-Marine Corps Board,under the guidance of the JROC, developed a strategy to converge several separateC2/SA systems to a common baseline. In May of 2008, the JROC approved the JointBattle Command – Platform (JBC-P) Capabilities Description Document (CDD). Thetransition to JBC-P is enabled by upgrading to the Blue Force Tracker 2 (BFT2)hardware and adding KGV-72 Type 1 encryption. The resulting system begins fieldingfor ground forces late in FY11 and on aircraft by FY13. It will provide NSA certified Type1 encrypted, full duplex, near real time SA and C2 messaging between the front linewarfighter and higher echelon command posts. As installed in aircraft, the system willautomatically report PLI every 500 meters of movement with an improvement in datalatency from several minutes to 8 seconds (Threshold. Objective value is 4 seconds).3. Funded Enhancements and Potential Pursuits.Future JBC-P software upgrades are scheduled to begin fielding in the FY15timeframe. They will support interface with onboard sensors and subsystems such asradar warning receivers and laser threat detectors. The system is also planned toprovide enhanced capabilities such as white boarding, Voice over Internet Protocol(VoIP), and exchange of still photo imagery. The Army has included high speedcommunications links into the design which are intended to facilitate interoperability withGIG Enterprise Services via Net-Centric Service Gateways, as well as to provideconnectivity with existing systems such as LINK16.C. Intermediate Bandwidth SATCOM.1. Current capabilities.INMARSAT is a commercial satellite company. It is being used extensively by theUS Navy for BLOS connectivity to shore sites. It provides IP connectivity which DoD willnot be able to provide until MUOS is available. INMARSAT provides greater per userthroughput and system capacity than MUOS. INMARSAT is a geosynchronous satellitesystem with user terminals operating in L band and providing worldwide coverage.INMARSAT satellites enable users to connect through internet or Public SwitchedTelephone Network (PSTN) to any location in the world via ground entry points referredto as Radio Network Controllers.INMARSAT aeronautical services:Voice, low speed data and safety communications including satellite-aided ATC;Automatic Dependent Surveillance - Broadcast (ADS-B) and Controller/Pilot Data LinkCommunications (CPDLC).$10 per minute Swift 64 dial-up Integrated Services Digital Network (ISDN)service. Up to 64 Kbps per channel (channels may be bonded to achieve higher rates).SwiftBroadBand (SBB) always-on 3G IP simultaneous voice and data. SBBincludes $8 per megabyte (MB) Standard IP service designed to support standard webaccess (e.g. file transfer, email, chat) with variable bit rates up to 492 Kbps (dependenton traffic), and $12 / minute Streaming IP service with reserved (guaranteed) usercapacities from 8 to 256 Kbps for time critical data; VoIP, and streaming video.A-2 Information Exchange 13

Core Avionics Master Plan 2011 Appendix A-22. Advance Research and Technology Development.Extended L-Band (AlphaSat I-XL or INMARSAT XL). (2013-2017) INMARSAT isalso planning to provide Ka-band coverage for small mobile terminals requiring higherbandwidth. The AlphaSat is INMARSAT‟s new satellite, planned for launch in 2012. It isdesigned with increased capacity, 750 channels and 400-500 spot beams. Only one iscurrently planned for launch to provide additional capacity to Europe, the Middle Eastand Asia. AlphaSat will be operational in 2013 and provide the following benefits:Same service with smaller user equipmentHigher throughput with existing user equipmentSame throughput with existing equipment, with less satellite usage and lower costCross Linked Low Earth Orbit (LEO) Satellites (Iridium Next). (2015-2017)Iridium NEXT will provide continuous coverage over the entire Earth‟s surface. Eachsatellite will be cross-linked to four other satellites. These links will create a dynamicnetwork in space. Traffic will be routed among Iridium satellites without touching theground, ensuring a more reliable connection. Iridium NEXT‟s improvements will includedata rates up to 1 Mbps, Ka-band service, private network gateways, and broadcast andnetted services. In addition to providing voice and data communications, theconstellation will be able to host payloads that will allow partners to add capabilitiesusing Iridium satellite cross-links and earth side control centers to deliver sensor andother data to the partners who developed the payloads.D. Wideband SATCOM.1. Current capabilities.The Advanced Extremely High Frequency (AEHF) satellite will provide ten timesmore capacity and move data six times more efficiently than the five Milstar IIcommunications satellites currently in use. The higher data rates can send video,battlefield maps, targeting data and other communications in real time. The first AEHFsatellite was launched in 2010. AEHF will supply global, secure, jam-resistant andsurvivable strategic communications for high priority assets. E-6B currently employs aMilitary Strategic and Tactical Relay (MILSTAR) terminal and is a candidate for a newterminal to support the Extended Data Rate (XDR) capability of AEHF satellites. TheFamily of Advanced BLOS Terminals (FAB-T) was to provide this capability for airborneplatforms, but the future of that program is uncertain. A High Data Rate AirborneTerminal (HDRAT) is being analyzed to fulfill this function; however, it is not projected tobe available until 2017.The Wideband Global SATCOM (WGS) system is being launched to support DoD‟sincreasing demand for BLOS transmission of ISR data, specifically FMV. WGS is areplacement for the Defense Satellite Communications System (DSCS) and providesten times the capacity of DSCS. Each satellite provides up to 2-3 Gbps of capacity. Fivesatellites will provide a total capacity of approximately 11 Gbps by 2012. Each satellitehas multiple beams, each supporting a 125 Mhz channel which can be sub-divideddown to 2.6Mhz increments. Compressed FMV from existing EO/IR cameras requiresapproximately 5 Mbps. WGS terminal antenna size depends on the platform‟s requireddata rate. One terminal in development utilizes a 45 inch antenna to achieve 50 Mbps.A-2 Information Exchange 14

Core Avionics Master Plan 2011 Appendix A-22. Advance Research and Technology Development.Reduced Size Antennas. (2013-2015) Current antennas available to implementWideband SATCOM on many air platforms are too costly and difficult to install. In orderto reduce the integration cost and complexity, industry is researching smaller antennasand other conformal solutions in order to meet the system link-budget requirements.Smaller antennas would also allow integration onto non-central areas of air platformswhere there are significant space restrictions. These technologies are still limited toinnovative research and demonstration phases.3. Funded Enhancements and Potential Pursuits.High Data Rate Aviation Terminal (HDRAT). (2017) HDRAT will provide for secureKa/Ku high data rate satellite links (over commercial and government owned assets)and line-of-sight communications supporting Airborne Intelligence, Surveillance, andReconnaissance (AISR) platforms. It will provide AISR platforms with antenna solutions,modem assemblies, and the appropriate waveforms capable of supporting highresolution sensor data and C2 links at speeds up to 274 Mbps (platform and missiondependent).E. High Frequency (HF).1. Current capabilities.HF radios operate between 3 and 30 MHz and are still maintained on platforms thatcan accommodate the antennas for back-up BLOS communications. HF commonlyuses ionosphere propagation of radio waves to span BLOS distances. HF datatransmissions typically operate at user data rates 1200 to 2400 bps with advancedmodem waveforms capable of 9600 bps within 3 kHz channels. HF amplifiers typicallytransmit at 20 to 150 Watts for portable units and up to 2000 Watts for high powerstations. HF usage enables ad hoc connectivity (no prior access permissions or timeslot coordination required).HF - Automatic Link Establishment (HF-ALE) was developed based on the militarystandard for Interoperability and Performance Standards for Medium and HighFrequency Radio Systems (MIL-STD-188-141A and -141B). HF-ALE enables the radioto initiate a circuit between itself and another HF radio station or network of stationsalong with automated frequency selection for the connection. ALE also contains NATOStandardization Agreement (STANAG) 5066, which specifies protocols which separateapplication data and modem/radio level information.HF internet Protocol (HFIP or HF-IP) is usually associated with ALE and HF radiodata communications. HFIP provides protocol layers enabling internet file transfer, chat,web, or email.2. Funded Enhancements and Potential Pursuits.Increased Throughput (Wideband HF). (2016) Wideband HF is a waveform indevelopment that will be able to offer users higher data rates over HF. Testing wasconcluded in December of 2009 and interoperability testing was concluded in March of2010. MIL-STD-188-110C was drafted and ready for DOD approval in August of 2010.A-2 Information Exchange 15

Core Avionics Master Plan 2011 Appendix A-2Core AvionicsCapability EvolutionRoadmapsInternet Protocol NetworkingCapabilityElementsNetwork Centric Warfare & Information DominanceAirborne Networking at theTactical Edge [Tactical TargetingNetworking Technology (TTNT)]Secure Waveform Development & Protocols [TTNT v7.0] Wideband TacticalNetworking (TTNT )TacticalAirborneNetwork(LAN)Interoperability w/ Tactical EdgeGround Networks [WNW & SRW]TacticalGroundNetwork(LAN) Wideband Networking Waveform (WNW); Soldier Radio Waveform (SRW)GIG Connectivity [Navy Wide Area Network (WAN)]Wide AreaNetworking(WAN)Cipher Text Backbone, IPv6/IPv4 dual stack, ConvergedIP/Enhanced QoS, Increased Bandwidth [ADNS III]Single Security Level, Non-programmable COMSEC, HAIPEMultiple Level Security (MLS)ProgrammableCrypto; Stand-aloneEncryption [VACM]NSA Compliant Secure Comms;Multiple Independent Level Security (MILS)Security(also applies toLOS & BLOSComms)ADNSIncrement IIIMandates &MilestonesFY: 10 11 12 13 14 15 16 17 18Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCurrent CapabilityBaseline StateA-2 Information Exchange 16

Core Avionics Master Plan 2011 Appendix A-2III. IP Networking.Mandates and Milestones:Automated Digital Network System (ADNS) Increment III. (2016) The US Navy isconverting IP Wide Area Network (WAN) to Cipher Text (CT). All platforms connectingto the Navy WAN must be Increment III compliant by 2016.A. Tactical Airborne Network Local Area Network (LAN).1. Current capabilities.TTNT is an L-band anti-jam networking waveform well suited to support airbornecollaborative applications. It was successfully demonstrated in flight testing in 2005, andbeen used as a backbone network in multiple Joint Fleet Exercises (JFEXs) from 2004through 2009. It was designated as an initial increment of Joint Airborne Network -Tactical Edge (JAN-TE) requirements document in 2006, however the designation wassubsequently rescinded in 2009 and funding for integration into the MIDS-J terminalwas retracted. The ISR Task Force is using TTNT in an operationally relevantdemonstration to support the timely transport of ISR data to geographically separatedcommand structures. It provides a secure, ad hoc mesh network infrastructure.2. Advance Research and Technology Development.Secure Waveform Development & Protocols [TTNT Version 7.0] The Air Force,Navy, and JTRS Network Enterprise Domain (NED) have continued development of aTTNT JTRS SCA waveform which has been designated as version 7.0. The CriticalDesign Review (CDR) for this version was completed in 2008 and the JTRS NEDschedule for completion of the waveform is 4Q 2013. The TTNT Version 7.0 waveformwill provide the following improvements to version 6.0:Improved data efficiency through decreased message overhead requirementsImproved routing methods through destination and distance evaluationsLink Adaptation to allow spectrum reuseNew algorithms to reduce retransmissions and multicast messagingImproved Signal In Space performanceIncorporated JTRS SCAIncorporated NSA Unified Information Security Criteria (UISC) requirements3. Funded Enhancements and Potential Pursuits.Wideband Tactical Networking (TTNT). (2016) Currently there is no fundingprogrammed for development of a TTNT transceiver or integration of the waveform intoMIDS-J. The current version of the waveform, employed in legacy terminals, is version6.0. A limited number of EDM terminals are being used by the UCAS-N program todemonstrate carrier landing and aerial refueling capabilities for that platform. Platformintegration of a TTNT terminal currently presents the best near term opportunity toestablish a wideband tactical network capability for Naval Aviation.A-2 Information Exchange 17

Core Avionics Master Plan 2011 Appendix A-2B. Tactical Ground Network (LAN).1. Current capabilities.There is not a current capability for Interoperability with the Tactical Edge groundnetworks, but Wideband Networking Waveform (WNW) and Solider Radio Waveform(SRW), in development by the JTRS JPO would fill this capability. There are no NavalAviation platforms planning for this capability.2. Advance Research and Technology Development.Wideband Networking Waveform (WNW). (2010-2014) WNW was originallyconceived as the JTRS multi-service LOS IP networking waveform. WNW will provide atactical Wireless Local Area Network (WLAN). WNW features include:MLS, multi-waveform and multi-channel radio and route/re-transmit –environmentally adaptive modes trade off throughput for Anti-Jam (AJ).Support for up to 250 nodes and data rates up to 2 Mbps.Mobile Ad hoc NetworkingService (QoS) network(MANET) – self forming, self healing, Quality ofScalable network architecture supporting flat and hierarchical network topologyEfficient use of capacity via distributed Time Division Multiple Access (TDMA)with dynamic slot allocationWNW is viewed by the US Army as the Battalion level network, primarily for groundand rotary wing platforms. The WNW JTRS waveform is being developed by the JTRSNED and will be integrated into the JTRS-AMF radio. The Navy and Air Forcesponsored an independent review of WNW to determine its applicability to airbornenetworking and decided to pursue an alternative. The requirements for this waveformwere developed in a JAN-TE Functional Description Document (FDD). The JAN-TEFDD requirements are being addressed by TTNT version 7.Soldier Radio Waveform (SRW). (2010-2014) SRW is a JTRS waveform beingdeveloped for dismounted and unattended applications with severe Size Weight andPower (SWaP) constraints. The US Army plans to utilize SRW as a stub network,interconnecting to other stub networks via WNW. Waveform characteristics include:3 Signals in Space – Soldier, AJ and LPI/LPD.Features to minimize SWaP – incorporates network architecture that minimizespower, optimizes voice communications, and minimizes processingrequirements.Formation of stub/leaf networks that rely on WNW for backbone services.Unique security requirements that support unclassified and classified nodes.The waveform is designed to operate in varying bandwidths from 75 KHz to 32 MHzand operating frequencies from 225 MHz to 2.5 GHz. The SRW waveform has athreshold data rate requirement of 1.2 Mbps in a 1.2 MHz channel. Achievable range isa function of the path loss which is a function of terrain, geometry and operatingfrequency. The SRW will be a JTRS AMF radio waveform.A-2 Information Exchange 18

Core Avionics Master Plan 2011 Appendix A-2C. Wide Area Networking (WAN).The GIG is defined as: The globally interconnected set of information capabilities,associated processes and personnel for collecting, processing, storing,disseminating, and managing information on demand to warfighters, policy makers,and support personnel. The GIG includes all owned and leased communications andcomputing systems and services, software (including applications), data, securityservices and other associated services necessary to achieve information superiority.It also includes National Security Systems. The GIG supports IP networking inaccordance with the Internet Engineering Task Force (IETF) established standards.The Defense Information Security Agency (DISA) procures and controls the DISN,which provides the transport infrastructure (teleports, leased lines and commercialsatellites) to enable GIG connectivity. Teleports are shore satellite gateways linkingdeployed forces to the GIG via connectivity to multiple satellite systems. DISA alsomanages the development of infrastructure services referred to as Net CentricEnterprise Services (NCES) that enable user access (portals), content discovery anddelivery, and synchronous collaboration in a service oriented architecture foundation.Further services and additional capabilities are expected to be forthcoming inaccordance with the JROC approved GIG 2.0 Initial Capabilities Document (ICD).1. Current capabilities.The Navy organic shore infrastructure that interfaces Naval forces with theDISN/GIG is made up of Naval Computer and Telecommunications Area MasterStations (NCTAMS), Naval Computer and Telecommunications Stations (NCTS) andNetwork Operations Centers (NOC). PMW 790 manages this infrastructure to providethe Navy WAN. ADNS serves as the tactical WAN, providing the networkinginfrastructure and services for Navy IP network operations. It enables deployed ships,subs and aircraft to interface with the shore infrastructure and connect to the DISN/GIG.ADNS integrates hardware, software RF links and services to provide a mobile WAN.The current version, ADNS increment II, provides the following capabilities:Interconnects multiple security enclaves in a common architectureUtilizes multiple simultaneous RF links for reach back and reach forwardSupports QoS by prioritizing data and implementing priority processingInterfaces to platform LANsSPAWAR PMW-160 manages the ADNS program. PMW-750 is the Air IntegrationOffice responsible for coordinating efforts with NAVAIR platforms. PMW-750 is currentlyworking with NAVAIR program offices to integrate ADNS on E-2C, EP-3E, P3-C, P-8A,MH-60R and BAMS. SPAWAR provides an airborne ADNS package, designatedAN/USQ-144(V)8, as a three-quarter Air Transport Rack (ATR) form factor. Platformsare procuring other routers that must be loaded with an ADNS routing template andtested by SPAWAR for compatibility in order to connect to the ADNS network. ADNSinterfaces to RF links on these platforms including HF-IP (E-2C, P8A), INMARSAT Swift64 (EP-3E), INMARSAT Swift Broadband (P-3C AIP, P-9A, BAMS), WGS (BAMS), andCDL (proof of concept on MH-60R).A-2 Information Exchange 19

Core Avionics Master Plan 2011 Appendix A-22. Funded Enhancements and Potential Pursuits.Cypher Text Backbone, IPv6/IPv4 dual stack, Converged IP/Enhanced QoS,Increased Bandwidth (ADNS III). (2016) ADNS increment III is the next generation ofADNS and is currently implemented in NCTAMS LANT and PAC and being fielded onships. The primary requirement being met by ADNS III is the GIG requirement toimplement a Cipher Text (CT) core, implemented via NSA approved IP Security (IPSec) standards known as High Assurance Internet Protocol Encryption (HAIPE). Inorder to maintain backward compatibility with Increment II platforms not implementingHAIPE, both increments will be operating in the shore infrastructure through 2015. IOCfor a switch over to Increment III is 2016. This increment will provide:CT Backbone (aka as „black core‟) routing in compliance with GIG requirement.IPv6/IPv4 dual stack (IPv6 in compliance with GIG requirements).Converged IP/Enhanced QoS – All traffic, voice, data and video, will be IP withdynamic QoS and bandwidth management.Load distribution over all RF links.Increased bandwidth 25 / 50 Mbps per platform (requires capable RF link).D. SecurityCommunications Security refers to capability to protect information at allclassification levels against unauthorized interception and exploitation. Two aspects ofsecurity related to information exchange (IE) are: COMSEC (cryptographic encryption ofinformation, both voice and data) to deny unauthorized individuals information derivedfrom telecommunications and to ensure the authenticity of information; andTransmission Security (TRANSEC), the component of COMCSEC resulting frommeasures designed to protect transmissions from interception and exploitation bymeans other than cryptanalysis. COMSEC is an important consideration in all three IEdomains: LOS communications, BLOS communications, and IP networking.1. Current capabilities.Single Channel Ground/Airborne Radio System (SINCGARS), HAVEQUICK,SATURN, TTNT and Link 16 all employ TRANSEC to provide jam resistance andprevent interception of data via frequency-hopping and direct sequence spreading usingNSA approved algorithms. They also employ NSA Type I approved crypto securityalgorithms (Crypto algorithms) for voice / data encryption. Current radios are limited tooperating at one level of security. HAIPE is an NSA trademarked IP Security (IPSEC)Type I encryption standard mandated by NSA for encryption of classified informationtraversing IP networks. The current HAIPE standard is version 1.3.5.2. Funded Enhancements and Potential Pursuits.NSA Compliant Secure Communications. (2012) Existing algorithms currentlysupport secure communications, but are being phased out because they are no longercompliant with NSA requirements. In support of the need for crypto modernization,many embedded COMSEC radios and stand-alone encryption devices are beingupgraded to support modern cryptographic algorithms. The Air Force‟s CryptologicA-2 Information Exchange 20

Core Avionics Master Plan 2011 Appendix A-2Systems Group (CPSG) is developing VINSON (KY-57/58) and ANDVT (AdvancedNarrow-band Digital Voice Terminal) Crypto Modernization (VACM) devices to replaceKY-57, KY-58, KY-99, KY-100 and KYV-5 stand-alone encryption devices. VACMdevices will be developed in accordance with the Tactical Secure Voice CryptographicInteroperability Specification (TSVCIS). The ARC-210‟s embedded COMSEC will beupgraded to meet the TSVCIS. Other applications will require other modern encryptionstandards, such as the Link Encryption Family Interoperability Specification (used by theKIV-7M) and HAIPE Interoperability Specification (used by HAIPE devices).Multiple Independent Level Security (MILS). (2012) MILS is a high-assurancesecurity accreditation allowing multiple security levels on the same terminal at separatetimes. When simultaneous operation is necessary, singular systems must operate withinone security controlled boundary. Data is moved between security domains throughtrustworthy monitors such as access control guards, "down-graders"/cross-domainsolutions, or crypto devices. Any MILS/MLS accreditation comparison should considerwhether the system accreditation can be limited to one security domain per singledeviceor if the application requires the accreditation of a single, more complex MLSkernel connecting multiple domains. The benefit of MILS accreditation is that mostapplications do not require maximal assurance between internal components as theyare in the same security domain.Programmable Crypto. (2013) NSA/Central Security Service (CSS) CryptographicModernization Initiative Requirements for Type 1 Cryptographic Products and NSAInformation Assurance (IA) Directorate policy expect that cryptographic engines for DoDequipment will have a software re-programmable capability. Future systems must meetcryptographic capabilities while eliminating the need to completely replace hardware.New programmable encryption devices will feature modular architectures with theprogrammability and scalability to accommodate a wide range of link and IP encryptionapplications.Stand-alone Encryption (VACM). (2013) VACM development is an Air Force ledeffort to provide a crypto mod compliant, drop in (Form, Fit & Function) replacement forthe KY-57, KY-99A, KY-58, KY-100 and CV-3591/KYV-5 stand alone encryptiondevices. Contract award is planned late FY10 with the expectation that NSA certificationwill occur in the FY13/14 timeframe.3. Advanced Research or Technology Development.Multi-Level Security (MLS). (2014-2017) MLS accreditation provides an interfacecapable of allowing a user to access and process content at multiple classification levelssimultaneously from a single system. MLS is implemented by separation mechanismsthat support both un-trusted and trustworthy applications through enforcement of one ormore internal security policies. These policies only authorize information flow betweenapplications/components in the same security domain.A-2 Information Exchange 21

Core Avionics Master Plan 2011 Appendix A-2[Intentionally blank]A-2 Information Exchange 22

Core Avionics Master Plan 2011 Appendix A-3Scope:Appendix A-3NavigationThis section addresses avionics that enable terrestrial-based, aircraftreferenced,shipboard and space-based navigation systems, including inertial referenceunits, position reference receivers, antennas, waveforms and chart media.Capability Evolution:Capability Enablers Capability Desired WarfightingElements Enhancements Capabilities• Attitude &Altitude• En-routeManeuver• InformationMedia• Recovery• Robustness& Security• Gyros & RadarAltimeters• NavigationReceivers• Paper &Electronic Charts• RF NavAids,Radars, JPALS• Antennas• IncreasedAccuracy• MGUE• Electronic Charts• Improved ACLS• Differential GPS• Jam Resistance• Global Access & Mobility• Dominant Maneuver• Precision Engagement• All Weather Operations• Deployment to Austere andSevere Environments• Navigation WarfareObjective: Global Maneuver and All-Weather RecoveryBaseline to Objective Transition Strategy.Navy Sea Strike and Sea Basing and Marine Corps Expeditionary ManeuverWarfare critically depend upon accurate navigation to achieve their objectives.Terrestrial-based systems (Non-Directional Beacon [NDB], VHF Omni-DirectionalReceiver [VOR], Distance Measuring Equipment [DME], Tactical Air Navigation[TACAN] and radars) have been the mainstay of airway and terminal operations fordecades. Operators have been authorized to utilize GPS signal accuracy to performprecision strike operations for several years, but have only recently been configured andauthorized to use GPS as a primary positioning sensor during InstrumentMeteorological Conditions (IMC) navigation enroute and in terminal flight modes.Commercial navigation technology and equipment have undergone significanttransformation; however incorporation of these enhancements into Naval Aviationplatforms has been limited because many of them do not have a GPS system that canmeet “integrity” standards (sufficiently high probability of availability and accuracy),approved navigation databases or digital glass displays. The CommunicationsNavigation Surveillance / Air Traffic Management (CNS/ATM) program is outfitting mostcockpits with the digital frameworks and components required to get them certified forGPS-based navigation. The GPS L1 Standard Positioning Service (SPS) and L1/L2Precise Positioning Service (PPS) signals also provide extremely accurate time datawhich is used for the synchronization of many communications and data-link systems.Military GPS equipment must be modified to take advantage of the new GPS MilitaryCode (M-Code) signal that will be broadcasted from modernized space vehicles.A-3 Navigation 1

Core Avionics Master Plan 2011 Appendix A-3Core AvionicsCapability EvolutionRoadmaps 2011NavigationCapabilityElementsRing-Laser Gyros, Fiber Optic Gyros; Low Probability of Intercept AltimetersAttitude &AltitudeRadio NavAids; GPS Signal; Radar; Air Traffic ControlGlobal Maneuver & All-Weather RecoveryDigital Airfield Sequencing (JPALS)Digitally Augmented Ship Approach Sequencing (JPALS)En-route &Terminal AreaManeuverMilitary GPS Signal & User Equipment EnhancementsPaper; Mission Specific Electronic DAFIF/FLIP/COTS DatabasesFlight Information Servicebased Weather GraphicsCOTS Flight Management SystemInformationMediaFlight Information Broadcast; Broadcast Weather Display; Collaborative RoutingRecovery Radar Precision Approach & Automatic Carrier LandingDigitally AugmentedAirfield Recovery(JPALS)Digitally Augmented GPS-based Shipboard Recovery (JPALS)Improved DVE Recovery ToolsDegraded Visual Environment Recovery Improved Recovery Tools (Vertical NAV) – (2020)Precision Code; Selective Availability, Anti-Spoof; Anti-Jam; Anti-TamperImproved Signal Robustness, Anti-Jam& Anti-Tamper (MGUE Receivers)Reduced RCS AntennaDigital Antenna (ADAP)Robustness& SecurityRNP-2 >FL 290 in CONUS;JPALS Land-based IOC;MGUE IOCJPALS Ship-based IOC;RNP RNAV

Core Avionics Master Plan 2011 Appendix A-3Baseline to Objective Transition Strategy (continued).Naval Aviation platforms are required to perform their missions in nearly all weatherconditions. Radars are currently the primary enabler for precision approach andrecovery in low ceiling, low visibility conditions. Automated hands-off fixed wingapproach to the carrier deck using differential GPS has already been demonstratedusing relative GPS, which is also planned to be used for traffic control in the marshallingand recovery patterns. Insertion of this capability requires significant platformmodifications. The Joint Precision Approach and Landing System (JPALS) Program isdeveloping these technologies to replace the antiquated radar Automated CarrierLanding System (ACLS) equipment that is facing obsolescence and driving highsustainment costs. This capability is also being developed for rotary wing platformrecovery to single spot ships, and is considered a key element of unmanned air vehicleoperations at sea. JPALS is planned to replace precision approach systems at militaryinstallations and to provide a capability for all-weather recover to temporaryexpeditionary airfields and landing zones.GPS User Equipment (UE) has evolved over the last decade. The latest all-inviewreceiver modules incorporate Selective Availability Anti-Spoofing Module (SAASM)GPS receiver cards to prevent spoofing and enhance security of crypto keys. Additionalrobustness and enhancements are being achieved through the NAVWAR program withthe integration of Controlled Reception Pattern Antennas (CRPAs), such as the GAS-1and Advanced Digital Antenna Production (ADAP) that possess significantly improvedanti-jam characteristics. The next generation of GPS UE, known as Military GPS UserEquipment (MGUE), will replace legacy components and will be capable of processingthe new M-Code signal, as well as legacy GPS. The M-Code signal possesses evenfurther improved anti-jam characteristics and will be available exclusively for militaryuse. Additionally, MGUE integration will incorporate an enhanced security architecturewhich provides for layered information assurance and anti-spoofing capability.Development of Navigation Warfare (NAVWAR) and MGUE is managed by a U.S. AirForce led Joint program office (GPS Wing) and PMW/A-170.Mandates and Milestones:JPALS Ship-based Initial Operational Capability (IOC). (2015) The US Navy is thelead for the Joint Service JPALS program, and is responsible for the development of theshipboard solution. JPALS will initially be deployed on the newest aircraft carrier and itsassigned carrier aircraft, including EA-18G, E-2D, F/A-18E/F, F-35 and MH-60R/S.Required Navigational Performance (RNP) Area Navigation (RNAV) below FlightLevel 290 (FL290 – 29,000 feet) in Continental United States (CONUS). (2015) TheFAA will require RNAV on selected high-density routes in CONUS starting in 2015. FAAroadmaps also call for Terminal Maneuvering Areas (TMAs) at the busiest 100 U.S.Airports to have RNP capable Standard Instrument Departure (SIDs) routes andStandard Terminal Arrivals (STARs) routes by 2015. The CNS/ATM team is fielding andcoordinating certification of systems that meet RNP RNAV criteria. The Naval FlightInformation Group (NAVFIG) is designing and fielding RNAV terminal procedures for allUSN and USMC Air Stations and expeditionary airfields.A-3 Navigation 3

Core Avionics Master Plan 2011 Appendix A-3Required Navigational Performance (RNP)–2 above FL290 in CONUS. (2018) RNPcalls for accuracy of position location on a GPS route to be within a specified number ofnautical miles (nm) of intended position. RNP compliance requires 95% fidelity ofposition accuracy to ensure proper containment for each flight hour for all modes offlight. The GPS receiver must provide Integrity using Receiver Autonomous IntegrityMonitoring (RAIM), ensuring that all of the satellites being utilized to determine positionare operating properly. The Federal Aviation Administration (FAA) will require RNP-2(accurate within two nm) for all operations at or above FL 290 in the National AirspaceSystem (NAS - Continental United States) by 2018.JPALS Land-Based IOC. (2018) The Air Force is charged with development of landbasedJPALS ground stations. Differential GPS will be used to provide an additionalmilitary PPS datum reference signal via an encrypted UHF data-link, and an additionalcivil interoperable SPS datum reference signal via a VHF data-link. A fixed station willbe installed at every DoD airfield that currently has precision approach capability. Adeployable variant will be developed for remote locations.Military GPS User Equipment (MGUE) Initial Operational Capability. (2018) TheAssistant Secretary of Defense, Networks and Information Integration (ASD NII) GlobalPositioning System User Equipment Development and Procurement PolicyMemorandum dated Aug 7.2006 directs the services to plan and implement MGUE nolater than the date the 24 th M-Code satellite is declared operational (~2018). MGUE willprovide a family of GPS receivers use the more robust, anti-tamper and anti-jamcharacteristics of the Military GPS Signal (M-Code) capable satellites currently beinglaunched. M-Code is expected to be fully operational by 2018.Capability Element Evolution:A. Attitude and Altitude. This capability element addresses instrumentation thatsupports basic flight, including: attitude gyros, combination attitude/heading referencesystems and altimeters. This equipment ensures safe aircraft orientation and groundclearance to prevent Controlled Flight Into Terrain (CFIT), and is considered criticalduring aggressive maneuvers, low altitude operations and operations at night or in IMC.1. Current Capabilities.Although several platforms have integrated glass cockpits with state of the art flightinstrument displays, many are still configured with older generation technology Legacyattitude gyro systems and are suffering poor on-wing performance and high repairsupport costs. Modern Replacement Attitude Heading Reference Systems (R-AHRS)use digital Ring Laser Gyros (RLG‟s) for attitude reference. RLGs employ laser lighttechnology for more accurate measurement of attitude changes, and employ a smallmotor to aid in sensing smaller angular velocity changes. Fiber Optic Gyro (FOG)technology also uses light-wave sensing, but eliminates moving parts and uses cheaperfiber for the light path. Micro Electro-Mechanical System (MEMS) technology has beenutilized to reduce size of motion sensors used in attitude/heading reference systems;however they can be more influenced by shock and vibration. Solid state componentsbring substantial gains in accuracy, robustness, reliability and cost avoidances.A-3 Navigation 4

Core Avionics Master Plan 2011 Appendix A-3Legacy Radar Altimeter systems are accurate only below certain altitudes andangles of bank. The Low Probability of Intercept Altimeter (LPIA) increases range andaccuracy of altitude measurements, eliminates interference from suspended loads andprovides coverage at higher angles of bank. It incorporates open system architecture,increases reliability and significantly reduces probability of signal intercept. Current andfuture platforms using this technology are E-2D, H-53K, C-2A, E-2C, P-3 and CV-22.LPIA accuracy also has Built-In-Test (BIT) features which support fidelity of signal datarequired for the predictive Terrain Avoidance Warning System (TAWS) advancedGround Proximity Warning System (GPWS) and Traffic Collision Avoidance System(TCAS). TAWS uses the accurate altitude data in algorithms to determine if flightparameters are placing the aircraft at risk for CFIT. More detail on safety applications ofpredictive CFIT warning systems is available in the Flight Safety appendix, A-5.B. En-route and Terminal Area Maneuver. This capability element speaks tothe core of the Navigation capability area. It addresses the ability to follow prescribeden-route airways or precise direct flight legs, and perform precision and non-precisionapproaches for recovery.1. Current Capabilities.The most common radio-navigation utility used to locate the ship is TACAN. TACANand VOR/DME beacons will continue to be supported on ships and in the continentalUnited States for the foreseeable future. Radio-navigation aids are omni-directional, butlimited in range by radiated power and line-of-sight. Within appropriate ranges, they canbe used for en-route navigation and non-precision approaches. Almost all naval aircrafthave integrated embedded GPS receivers and are required to use the encrypted PPS.Modern systems closely couple Inertial Navigation System (INS) elements with GPS toprovide update corrections to compensate for drift. Newer models of the MiniatureAirborne GPS Receiver (MAGR-2000) and the Embedded GPS/INS (EGI) have “All-in-View” 12 or 24 channel satellite signal reception, which monitors more satellites forsignal triangulation and enables RAIM for signal integrity monitoring. They have recentlystarted incorporating SAASM modules. Aircraft with legacy receivers that do not haveintegrated RAIM capability are restricted to using GPS as an aide to situationalawareness for Visual Meteorological Conditions (VMC) operations in civil airspace. TheHornet Accurate Navigation (ANAV) receiver provides the tightest GPS accuracy.Following successful operational evaluation of an integrated MAGR-2000Intermediate Frequency (IF) receiver, the MH-53E became the first naval aircraftcertified to use GPS for primary means of navigation in controlled airspaces (for enrouteand GPS-based non-precision approach). The P-3C is the first Naval Aviationaircraft certified for RNP RNAV in all modes of flight (RNP 2, RNP 1 and RNP 0.3accuracy) using military PPS GPS as the primary means of navigation. GPS-basedRNP RNAV navigation affords seamless access to worldwide civil airspaces withincreased safety. The latest standard GPS receivers support the SAASM, RAIM and 12channel or 24 channel All-In-View functionalities required for non-precision navigation incivil airspaces. Naval aircraft integrating Wide Area Augmentation System (WAAS) GPSreceivers are capable of flying GPS Localizer Performance with Vertical Guidance(LPV) approaches with which can achieve ILS like performance to 200 foot DecisionAltitudes (DA).A-3 Navigation 5

Core Avionics Master Plan 2011 Appendix A-32. Advanced Research and Technology Development.Military Space Signal & User Equipment Enhancements. (2010-2012) The GPSWing is managing design and development of MGUE to use the next generation GPSsignal, M-Code. Simultaneously, they are leveraging commercial advancements withGPS antennas and electronic packages. Cell phone and automobile applications havedriven GPS UE size and weight reductions. Digitization of components is providingcleaner processing and allowing elimination of noise interference. Faster processingcan eliminate latency issues in fast moving aircraft. These enhancements areconsidered critical to meet weight, size, sensitivity and reliability threshold specificationsfor unmanned aerial vehicles. Improvements in the RAIM algorithm to an AdvancedRAIM (ARAIM) algorithm will allow tactical aircraft to achieve LPV capability using PPSGPS receivers because of improvements in vertical accuracy, integrity and availability.3. Funded Enhancements and Potential Pursuits.Digitally Augmented Ship Approach Sequencing (JPALS). (2015) JPALS willprovide for increased ship to aircraft relative position accuracy to support ship recoveryoperations using Shipboard Relative GPS (SRGPS). After launch and during recoveryoperations, aircraft will utilize datalink information on ship position and altitude toestablish more efficient aircraft marshalling procedures and approaches to the ship‟sExpected Final Bearing (EFB). The SRGPS link between the ship and the aircraft on theEFB will enable the aircraft to achieve a very precise lateral and vertical approach to theship in all weather and all tactical conditions minimizing aircraft recovery time duringflight operations. Utilization of tighter patterns has already demonstrated time and fuelsavings in commercial airport operations, and should provide similar benefits in carrierand multi-spot amphibious ship operations. JPALS precision navigation will require 24channel GPS receivers that manipulate both L1/L2 PPS GPS signals.Digital Airfield Sequencing (JPALS). (2018) Aircraft that are configured withJPALS will be able to immediately take advantage of improved approach sequencingwhen JPALS units are established at shore bases. Shore based JPALS at military airstations will utilize one way military unique datalink information for GPS augmentation toprovide civil equivalent precision approach capabilities. Land based JPALS will alsoprovide civil GPS augmentation to enable naval aircraft to have access to civil (GPSaugmented) precision approach procedures.C. Information Media. This capability element refers to paper and electronicnavigation information media formats.1. Current Capabilities.Although mission planning systems for several platforms have incorporated thecapability to upload geographical data to support mission accomplishment, most usersare still using paper charts for primary means of navigation. The National GeospatialIntelligence Agency (NGA – formerly the National Imagery and Mapping Agency)provides DOD Flight Information Publications (FLIP) consisting of Enroute and terminalnavigation charts, General Planning (GP), Area Planning (AP) and other flightInformation publications for military aviators in paper and digital formats (online PDF orother graphic formats). Digital Aeronautical Flight Information Files (DAFIF) is the NGAA-3 Navigation 6

Core Avionics Master Plan 2011 Appendix A-3electronic navigation database for use in aircraft mission computers (MC) and FlightManagement Systems (FMS). Civil derivative aircraft and some tactical platformscurrently use a COTS database for RNP RNAV. For those aircraft that are configuredwith them, electronic chart media can be displayed on moving maps.2. Advanced Research and Technology Development.Flight Information Service – Broadcast (FIS-B); Broadcast Weather Display;Collaborative Routing. (2010-2014) FAA, commercial airlines and the private civilaircraft industry are out-pacing military aircraft when it comes to development andimplementation of navigation aids and cockpit navigation information systems. A privateoperator can purchase a GPS-based moving map with 802.11b Wi-Fi or XM SatelliteRadio supported geographical weather conditions graphics overlay. Military aircraftintegrations are of course more challenging due to harsh environment specifications,operating system through-put limitations, and the necessity for tighter data integrity(currency of navigation information such as airfield procedure changes, obstaclelocations, etc.). Combining higher confidence of position accuracy with greater AirTraffic Control (ATC) connectivity can enable operators to „collaborate‟ more precise,efficient routes, thereby saving time and fuel. CNS/ATM digital cockpit implementationswill enable increased leveraging of these utilities. Electronic Flight Bags (EFB) areelectronic devices which can store electronic versions of COTS and/or DOD FLIP. TheEFB enables the aircrew members to carry and access electronic terminal and enroutechart media without having to carry a large case of paper publications.3. Funded Enhancements and Potential Pursuits.Commercial Off-The-Shelf (COTS) Flight Management System (FMS). (2012)The P-3C is the first RNP RNAV capable aircraft that will be able to graphically displaySIDs, STARs, and Instrument Approach Procedures (IAPs). These procedures areavailable from the NGA DAFIF navigation database. Graphical display of the procedurewith aircraft position overlay increases safety by enhancing aircrew awareness of wherethey are with the respect to the approach or departure procedures, and reducespotential for CFIT or mid-air collision incidents.Flight Information Service based Weather Graphics. (2016) European ATCmanagers and the FAA are in the process of implementing Automatic Data Surveillance– Broadcast (ADS-B) capability for improved safe separation. ADS-B operates on twoseparate datalinks in the US, 1090 MHz Extended Squitter and Universal AccessTransceiver (UAT) datalink on 978 MHz. The UAT based construct is already enablingcommercial users to receive and display real-time weather condition graphics. Digitalcockpit configurations designed for CNS/ATM compliance will already have the displayand processing components required to leverage Flight Information Service – Broadcast(FIS-B) when UAT „In‟ is incorporated. The major benefit of FIS-B is access to serviceprovidedweather graphics, enabling the aircrew to circumnavigate dangerousconditions, and allow strategic decision-making on flight path, diverts and avoidancemaneuvers. Data-linked services can provide weather awareness to platforms that lackthe funds, space or weight margins to integrate a dedicated weather radar sensor, andcould afford a more cost effective solution. Although data-linked weather may notprovide real time information, it does provide much longer range weather SA.A-3 Navigation 7

Core Avionics Master Plan 2011 Appendix A-3D. Recovery.1. Current Capabilities.Current shipboard ACLS radars have critical reliability and obsolescence issues.Aircraft use Link 4A to conduct assisted approaches and recoveries. The mostadvanced tactical jets have hands off recovery capability. Helicopters do not haveautomated recovery. Only the largest surface vessels offer precision approach. Manyaircraft employ Instrument Landing Systems (ILS) transceivers for precision approachesto equipped airfields. Most civil airfields are equipped with ILS approaches, but mostNavy and Marine Corps airfields are not. Aircraft not equipped with ILS are limited tolocations with precision radar for alternative low weather ceiling emergency recoverylocations. Receivers that work ILS frequencies must be equipped with filters to preventFM station interference. The P-3C is the first Navy aircraft certified to fly GPS-basedSIDS, STARS and RNP-0.3 approaches.2. Advanced Research and Technology Development.Degraded Visual Environment (DVE) Recovery. (2010-2012) The Naval AviationCenter for Rotorcraft Advancement (NACRA) office and PMA261 (H-53 variants) areanalyzing technologies and system options that can present an affordable near termsolution for this capability gap. Technologies being tested in multiple Small BusinessInnovative Research (SBIR) efforts include Laser Radar (LADAR), MillimeterWavelength (MMW) and Passive MMW (PMMW) or other fused spectrum sensors thatcan “see through” airborne particles to increase situational awareness (SA). Thechallenge will be to affordably leverage limited existing on-board sensors or to designsomething that is small and light enough to practically integrate and that does not affectflight performance margins.3. Funded Enhancements and Potential Pursuits.Digitally Augmented GPS-based Shipboard Recovery (JPALS). (2015) JPALS isa joint effort with the Air Force and Army. The Navy is designated as the Lead Serviceand is responsible for implementation of shipboard recovery solutions (Increment 1).JPALS will be installed on the newest carrier and its air-wing aircraft (F/A-18E/F,EA18G, E-2C/D, and MH-60 R/S). F-35 Joint Strike Fighter (JSF) Block 5 will beequipped with a temporary solution that will provide needles to the operator to enable a“JPALS assisted” approach. However, the interim solution will not equip the aircraft tobroadcast its position in a manner that can be monitored by JPALS equipment on theship. Legacy radar will have to be used for the shipboard monitoring of the approach.JPALS will eventually replace the ACLS on carriers, SPN-35 radars on LH ClassAmphibious ships, and ILS, TACAN, and Precision Approach Radar (PAR) systems atshore stations. JPALS will be interoperable with civil augmentation and FAA certifiable.Shipboard JPALS will use Differential GPS (D-GPS) to provide centimeter-levelaccuracy for all-weather, automated landings. D-GPS provides a SRGPS referencesolution for the moving landing zone. A JPALS technology equipped F/A-18 hasdemonstrated fully automated recoveries to the carrier. JPALS will also enable silentoperations in Emission Control (EMCON) environments.A-3 Navigation 8

Core Avionics Master Plan 2011 Appendix A-3Improved Degraded Visual Environment (DVE) Recovery Tools. (2016) Currenthelicopter and V-22 cockpit hover attitude cues, drift cues and automatic flight controlsystems do not adequately enable pilots to hold position, avoid obstacles or land safelywhen visual references in the landing zone are lost. More rotary wing aircraft have beenlost In Operation Enduring Freedom (OEF) due to loss of situational awareness in DVEconditions than have been destroyed by enemy fire. A functional performance documenthas been prepared that lists parameters required for increasing levels of capability tosafely operate in DVE conditions. Levels are supported by varying systems, includingimproved automatic flight control coupling, improved hover attitude, drift and verticalmotion visual display cues, improved visual performance using sensors that can seethrough sand, dust, or snow, sensors that can detect and display dangerous obstaclesin real time, and databases that project accurate terrain and obstacle information. NASAstudies have documented significant improvements in pilot performance using improvedattitude and motion cues. The CH-53E CNS/ATM cockpit design incorporated additionalsoftware and display capabilities that could have afforded improved hover/drift cues topartially address the capability gap, but the program was discontinued. NACRA iscoordinating with platform program offices and PMA209 to pursue resources for acentrally managed near term solution.Digitally Augmented Civil Airfield Recovery (JPALS). (2018) Every aircraft that isequipped with JPALS capability for ship operations will automatically be able to conductcivil airfield GPS precision approaches. They will be able to use Space BasedAugmentation Systems (SBAS) such as the FAA Wide Area Augmentation System(WAAS), or the European Geostationary Navigation Overlay Service (EGNOS) whichwas recently activated. JPALS will also be interoperable with FAA civil Ground BasedAugmentation Systems (GBAS), which also uses differential GPS to enhance GPSsignal correlation for improved position accuracy. JPALS adds the protected militaryPPS GPS signal, anti-jam and UHF datalink. Civil system interoperability will enableaviators to use hundreds of additional divert airfield options. The Air Force is designatedto develop and implement shore station JPALS capability. One JPALS land-based unit(Increment 2) can replace all the existing non-precision approach beacons andprecision radars required for each major runway, providing increased capability for lesscapital investment and sustainment costs. The Army is developing portable tacticalJPALS systems that will enable precision recovery in remote expeditionary locations.Improved Recovery Tools (Vertical NAV). (2020) With enhancements to existingalgorithms, the GPS PPS signal could provide aircraft not equipped with augmentationcapable receivers (compatible with WAAS or LAAS) the ability to safely perform“Vertical Navigation” (VNAV) or “Localizer Performance with Vertical Guidance” (LPV)approach descents to lower minimum altitudes. This functionality would enable thoseplatforms to plan flights to more civilian airfields or use them as suitable alternatesduring emergency divert situations. More landing options would add flexibility andenable more direct routing for fuel savings, and enhance safety during emergencies.E. Robustness and Security. In the Navigation capability area, robustness refersto the strength of the system to retain and provide the accurate navigation solution. ForGPS, this trait primarily speaks to anti-jam margin. Security covers the ability to performsignal encryption and the prevent spoofing.A-3 Navigation 9

Core Avionics Master Plan 2011 Appendix A-31. Current Capabilities.GPS Antenna System–1 (GAS-1) Controlled Reception Pattern Antennas(CRPA) with matching Antenna Electronics (AE) have been integrated into platforms toenhance the anti-jam capability. Integration of non-SAASM GPS user equipmentrequires a waiver (Chairman Joint Chiefs of Staff directive effective October 2006). Non-SAASM configured operators are at increased risk of losing GPS signal to jamming orspoofing, which could result in loss of navigational position and precise timing requiredto synchronize voice or data-link communications systems. Anti-Spoofing has to do withencryption and keys that protect the receiver from using false signals. Multiple systemsare being integrated into platforms but only have commercial GPS cards. Use ofcommercial GPS adds great risk to mission completion as commercial GPS only usesone GPS frequency (L1) and is much more susceptible to jamming and unintentionalinterference. Training to ensure operators understand commercial GPS susceptibilitiesshould be provided if these systems are fielded.2. Advanced Research and Technology Development.Military Space Signal and User Equipment Enhancements. (2010-2013) SmallerGPS antennas and AE are being developed for space-constrained aircraft and smallUnmanned Aerial Systems. JPALS compatible beam-steering AE is also beingdeveloped for JPALS platforms.3. Funded Enhancements and Potential Pursuits.Digital Antenna, Advanced Digital Antenna Production (ADAP). (2010) TheADAP antenna system is an evolutionary upgrade to the existing GAS-1. It has thesame form and fit but increases functionality through digital processing. ADAP willprovide the most advanced anti-jam technology currently available. It achievesincreased nulling capability using simultaneous dual frequency nulling on both L1 andL2 signals. ADAP has forward compatibility with M-Code and other planned GPSupgrades. ADAP Fleet installs have started and multiple forward fit platforms areplanning to use ADAP.Reduced Radar Cross-Section (RCS) Antenna. (2013) F/A-18 needs improvedGPS signal availability to support the Active Electronically Scanned Array (AESA) radarsystem and Precision Guided Munitions (PGMs). The F/A-18 Program Office isintegrating Navigation Warfare (NAVWAR) protection that will include a ConformalCRPA (C-CRPA) GPS Antenna, which is optimized for low observability requirements.The F/A-18 NAVWAR integration will include the C-CRPA, the ADAP AE and theAccurate Navigation (ANAV) receiver.Improved Signal Robustness, Anti-Jam and Anti-Tamper (M-Code Receivers).(2018) GPS III is the next generation GPS Satellite constellation and control segment.12 have been launched so far. It is currently anticipating Full Operational Capability(FOC) in 2015. It will employ the military exclusive waveform (M-Code) that will enableenhanced anti-jam capability and signal security, as well as a flexible signal powercapability and improved cryptographic protection. The new satellites will alsoincorporate the capability to boost or concentrate the signal (Spot Beam) to increasesignal retention and anti-jam margin. GPS receivers will incorporate the first M-Codecapable cards in 2016, along with improved anti-tamper functionality.A-3 Navigation 10

Core Avionics Master Plan 2011 Appendix A-4Appendix A-4Cooperative SurveillanceScope: This capability area addresses avionics that support Air Traffic Management(ATM) and cooperative Combat Identification (CID). Enabling systems, waveforms andprotocols include radio transmitters (data communication functions), flight informationand Precise Participant Location and Identification (PPLI) data-links, IdentificationFriend or Foe (IFF) interrogators and transponders, waveforms and encryption.“Cooperative” implies passive or pre-coordinated systems that trade information overtly.Specialized active, passive and covert Combat ID sensor systems are not addressed.Capability Evolution:Capability Enablers Capability Desired WarfightingElements Enhancements Capabilities• Civil Air TrafficMgt Interface• Military AirTraffic MgtInterface• CooperativeCombat ID• Interoperability• Robustness& Security• Radios• Data-links• Interrogators• Transponders• Displays• Waveforms• Encryption• Improved AirTraffic SA• ExpandedCooperative ID• Civils, Neutrals• Coalition Forces• Ground Forces• NSA CompliantSecurity• Global AirspaceAccess & Mobility• Single IntegratedAir Picture• Dominant Maneuver• Force Protection• Zero FratricideObjective: Global Mobility and Single Integrated Air PictureBaseline to Objective Transition Strategy.Military aircraft configurations must meet civil ATM mandates to guarantee access tocivilian controlled airspaces in order to transit to the area of operations. Compliance ismet by integration of Communications, Navigation, Surveillance / ATM (CNS/ATM)cockpits and capabilities. Most aircraft have been certified to meet mandate deadlinesthat have already passed. New production aircraft will be delivered with compliantsystems. The ATM functionalities that currently need to be met for operations inEuropean airspaces and United States National Airspace System (NAS) include:8.33 KHz VHF channel spacing for more discrete frequencies to manage traffic loads.Protected Instrument Landing System (PILS) to prevent FM radio station interference.Reduced Vertical Separation Minimums (RVSM) for high altitude traffic separation.Required Navigational Performance (RNP) and Area Navigation (RNAV) for selectedlevels of lateral separation in terms of nautical miles (nm).Mode Select (Mode S) Secondary surveillance radar for ground to air data-linkselective interrogation to manage increased air traffic capacity, support higher dataintegrity, reduce radio frequency interference and enable air to ground data-link.Automatic Data Surveillance – Broadcast (ADS-B) for automated GPS accuracylocation and information reporting to ground controllers.A-4 Cooperative Surveillance 1

Core Avionics Master Plan 2011 Appendix A-4Core AvionicsCapability EvolutionRoadmaps 2011Cooperative SurveillanceCapabilityElementsGlobal Mobility & Single Integrated Air PictureSee & Avoid; Air Traffic Control; Radar; Commercial CNS/ATM ProductsContinued Civil Air TrafficSurveillance (ADS-B)Flight Information Services/Weather;Increased Route FlexibilityCivil AirTraffic MgtInterfaceCivil Traffic Display; Traffic & Flight Info ServiceBroadcast; Collaborative Routing (ADS-B) (2020)See & Avoid; Air Traffic Control; Radar; Military CNS/ATM Integration (8.33 khz; Mode S; RVSM; RNP/RNAV)Military AirTraffic MgtInterfaceImproved MilitaryTraffic Management(M5L2-B)Improved Ship and Shore Traffic Sequencing (JPALS)Improved Military Traffic Management (ADS-B)Military Collision Avoidance (Mode 5)Identification Friend or Foe (Mode 1,2,3/A,C,4); One Way Blue Force ReportingCooperativeCombat IDIncreased TacticalBattlespace SA(M5L2-B)Improved Civil Contact SA (ADS-B);Improved Blue Force SA (JBC-P)Improved Surface Traffic SA (AIS)Fused Sensor and TacticalData Collaborative Combat ID;Improved Combat ID (Mode 5)Integrated Blue Force SAMilitary to Military; Limited Military to Coalition Partner & Civil TrafficInteroperabilityImproved TacticalAirspace OperationsCoordination (M5L2-B)Improved CivilAirspace OperationsCoordination (ADS-B)Improved NATO Ops Coordination (Mode 5)Legacy Crypto IFFRobustness& SecurityEnhanced IFFKeying (Mode 5)NSA CompliantSecurityJPALS Land-based IOC;RNP-2 > FL 290 in CONUS;ADS-B ‘Out’ in CONUS (2020)JPALS Ship-based IOC;Joint Mode 5 IOC;RNP RNAV

Core Avionics Master Plan 2011 Appendix A-4Baseline to Vision Transition Strategy (continued).The overall purpose for these mandates is to ensure safe separation of theincreasing volume of traffic operating in civilian managed airspaces and reduce groundinfrastructure and cost. Compliance is accomplished through frequency mapping andfilter upgrades to radios, redundancy in air data computer altitude measuringequipment, incorporation of GPS „integrity‟ monitoring (signal verification), and Mode Scomponents. Each mandate applies to specific geographical locations, airspaces andmeteorological conditions. There is a fairly complex and dynamic set of deadlines forcompliance with each criteria. Areas of required compliance are expandingcommensurate with the growth of traffic volume. The Mode S requirement began withInstrument Meteorological Conditions (IMC) in some portions of Europe, and nowapplies for most of Europe and for Visual Flight Rules (VFR) operations. There aredegrees of Mode S functionality. Mode S Elementary Surveillance (ELS) is basic serviceplus flight identification, using responses to selective interrogations. EnhancedSurveillance (EHS) builds upon ELS by adding Downlink of Aircraft Parameters (DAP)for additional details on aircraft flight conditions. Compliance requirements for differentclasses of aircraft are usually associated with gross weight or passenger capacity. TheCNS/ATM Integrated Product Team is tracking the progress of mandates and workingto evolve military systems to meet growing requirements.The latest civil interoperability mandate is ADS-B „Out.‟ ADS-B is a format in whichthe aircraft constantly „squitters‟ (2 pulse per second transmissions) a Mode S signalthat is picked up by appropriately equipped control stations. The mandate is only foraircraft to employ ADS-B „Out‟ (not ADS-B „Out‟ and ADS-B „In‟). The controllers areconfigured with ADS-B „In‟ (receive mode). This enables the controllers to constantly getdetailed and accurate aircraft PPLI information (without radar equipment) that enablesthem to ensure safe separation from other aircraft. Developers are also exploringintegration of ADS-B „In‟ for aircraft, which would enable an aircraft to get their ownairspace traffic picture, similar to the ground controllers. This capability would enabletactical aircraft to identify civil traffic unknowns as neutrals, and is considered promisingto enable a solution for military aircraft Airborne Collision Avoidance (ACAS).Although the requirement is to meet civil ATM mandates, CNS/ATM frameworks arealso being designed to enable military capability growth. The digital components andmodern systems being incorporated are capable of managing additional processing anddisplay necessary for aircraft warfighting functionalities, including cockpit and missioninformation management tools, networked tactical Situational Awareness (SA) tools,data-linked tactical information display (streaming video) and improved aircraft attitudeand drift cues for helicopter hover operations in degraded visual environments.Furthermore, these digital frameworks will provide the necessary foundation to hosttransformational force level capabilities such as Network Centric Operations (NCO),Single Integrated Air Picture (SIAP) and Joint Precision and Approach Landing System(JPALS) recovery. Each of these operational capabilities leverages core avionicselements such as improved communications transceivers, interrogator/transponderenhancements, processors, antennas and displays. For the most part, integration effortsare centrally managed by PMA209. Existing component architectures are leveraged ineach platform, but the central team captures efficiencies through re-use of governmentowned software, economy of scale with common equipment, and reduced overhead.A-4 Cooperative Surveillance 3

Core Avionics Master Plan 2011 Appendix A-4Current baseline capabilities allow military forces to interface effectively with civil andmilitary ATM entities. Command and Control (C2) platforms have a comprehensiveawareness of identity and location of cooperating military airborne assets, but lessconclusive awareness when it comes to neutral civil platforms. Degree of awarenessalso decreases when expanding from the tactical coverage area to the regional orstrategic theater level. Advancements in Mode 5 will increase fidelity of target signaldifferentiation, address signal security issues and expand awareness for a betterunderstanding of civilian neutrals and tactical ground assets. 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.Although fratricide avoidance and battlefield SA are inherently recognized as criticalwarfighting elements, Naval Aviation has not established a firm set of requirements orformal program of record for Blue Force Tracking (BFT) integration. The currentstandard of BFT is Force XXI Battle Command Brigade and Below (FBCB2), which iscomprehensively implemented across ground forces. BFT is designed to enable ashared exchange of SA for a snapshot of operational asset location. The nextgeneration of BFT, known as the Joint Battle Command-Platform (JBC-P), will reducelatency by optimizing the format of data packages, improving BFT data distribution fromthe network operations center and using more satellites in space to handle traffic.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). (2015) 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 EA-18G, E-2D, F/A-18E/F, F-35 and MH-60R/S.Required Navigational Performance (RNP) Area Navigation (RNAV) below FlightLevel 290 (FL 290 – 29,000 feet) in Continental United States (CONUS). (2015) TheFAA will require RNAV on selected high-density routes in CONUS starting in 2015. FAAroadmaps also call for Terminal Maneuvering Areas (TMAs) at the busiest 100 U.S.Airports to have RNP capable Standard Instrument Departure (SIDs) routes andStandard Terminal Arrivals (STARs) routes by 2015. The CNS/ATM team is fielding andcoordinating certification of systems that meet RNP RNAV criteria. The Naval FlightInformation Group (NAVFIG) is designing and fielding RNAV terminal procedures for allUSN and USMC Air Stations and expeditionary airfields.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 an encrypted UHF data-link, and anadditional civil interoperable SPS signal via a VHF data-link. A fixed station will beinstalled at every DoD airfield that currently has precision approach capability. A manpackvariant will be developed for remote locations (target IOC estimate is 2019).A-4 Cooperative Surveillance 4

Core Avionics Master Plan 2011 Appendix A-4Required Navigational Performance (RNP)–2 above FL 290 in CONUS. (2018) RNPcalls for accuracy of position location on a GPS route to be within a specified number ofnautical miles (nm) of intended position. RNP compliance requires 95% fidelity ofposition accuracy to ensure proper containment for each flight hour for all modes offlight. The GPS receiver must provide Integrity using Receiver Autonomous IntegrityMonitoring (RAIM), ensuring that all of the satellites being utilized to determine positionare operating properly. The Federal Aviation Administration (FAA) will require RNP-2(accurate within two nm) for all operations at or above FL 290 in CONUS (also knownas National Airspace System - NAS) by 2018.ADS-B ‘Out’ in CONUS. (2020) In May of 2010, FAA established the requirement foraircraft operating in high density traffic airspaces in CONUS to be equipped with ADS-B„Out‟ functionality by 2020.Capability Element Evolution:A. Civil Aircraft Traffic Management Interface. This capability elementsection addresses safe traffic separation, with more depth on the CNS/ATM compliancecriteria. It includes information on functionalities provided by avionics components in thecontext that they are used to assist Air Traffic Control (ATC) agencies with cooperativesurveillance of platform status and location.1. Current capabilities.The majority of deployed post-production aircraft utilize voice over VHF radiochannels, IFF Mode 3/A and Mode C signals to communicate with civil ATC. Some IFFsystems use Mode S to overcome issues with Mode 3/A. Once established on a route,aircrew who don‟t have their own radars principally depend upon ATC traffic calls and“See and Avoid” scanning techniques to prevent conflicts or collisions with other traffic.Most civil derivative transports have successfully incorporated commercial CNS/ATMproducts. In recognition of the time, costs and integration challenges, tactical „State‟aircraft (military) were afforded delays for complying with CNS/ATM mandates. A 2001FAA memorandum declared that State aircraft would be accommodated “to the extentpracticable based upon existing traffic and safety considerations.” Non-compliant navalaircraft are now more regularly being excluded from high density airspaces. Solutionshave been designed to certify compliance with CNS/ATM performance requirements. Inthe beginning, compliance elements were individually implemented to meet imposedand impending 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 the ARC-210 seriesradios.Protected ILS Filters have been incorporated into ILS receivers to prevent bleedoverinterference (primarily from FM station proliferation and frequency encroachment inEurope).A-4 Cooperative Surveillance 5

Core Avionics Master Plan 2011 Appendix A-4RVSM. 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 capacity. To meet RVSM performance, aircraft have incorporated redundantaltitude measuring systems that guarantee accuracy in 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 Terminal Maneuvering Areas (TMAs) tohave RNP capable Standard Instrument Departures (SIDs) and Standard TerminalArrivals (STARs) 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 ATC interrogations with aircraftidentification and altitude. EHS is met by importing additional aircraft parameterinformation into the response signal, including roll angle, track angle, ground speed,magnetic heading, indicated airspeed (or mach) and vertical rate. Aircraft-to-aircraftawareness is also accomplished with Mode S. Traffic Alert and Collision AvoidanceSystems (TCAS II) or Airborne Collision Avoidance Systems (ACAS II) systems havebeen deployed on civil derivative and transport aircraft. These systems incorporatesoftware that determines if aircraft courses present risk of collision and can providealerts and conflict resolution advisories. Mode S is required for all operations in Europe.ADS-B. ADS-B changes Mode S from an interrogation and response system to adata-link with constant connectivity and greater exchange of relevant parameters. Itgreatly reduces controller workload and provides greater awareness of contact flightinformation. Only civil derivative platforms have incorporated these systems. Glasscockpit integrations are being designed with frameworks that will support growth toADS-B „In‟ capabilities.2. Advanced Research and Technology Development. These activities will beconstantly under development by throughout the time period of the roadmap.Civil Traffic Display. (2010-2020) The civil data-link exchange architecture is beingaggressively reconstructed by the FAA to provide ATC with increasing levels ofawareness as part of their Next Generation Air Transportation System. Most platformsare currently equipped with Mode S transponders that respond when interrogated andonly provide aircraft information out to a source that asks for it. Commercial airlineshave already incorporated ADS-B „Out,‟ which constantly updates ATC and buildstracks that can be more readily analyzed or passed off to subsequent controllers. Manycommercial aircraft are upgrading to ADS-B „In‟ functionality. When combined with adisplay and appropriate algorithms, this enables aircraft to build a Cockpit Display ofTraffic Information (CDTI) for SA of traffic when operating independently or in areas ofreduced ATC support. It enables the aircrew to self-monitor other aircraft that are usingADS-B „Out.‟ It also provides more data for an improved understanding of thoseaircraft‟s flight vectors that can be more accurately used to provide conflict avoidanceresolution advisories.A-4 Cooperative Surveillance 6

Core Avionics Master Plan 2011 Appendix A-4Traffic and Flight Information Service – Broadcast (TIS-B and FIS-B). (2010-2020) TIS-B provides ADS-B „In‟ equipped aircraft with secondary surveillance radarposition updates of non-ADS-B „Out‟ equipped aircraft. This provides users withawareness of the location of many smaller general aviation contacts using traditionalcivil transponders. FIS-B provides graphical National Weather Service graphics similarto those seen on internet websites, Temporary Flight Restrictions (TFRs), and specialuse airspace information. Aircraft must have available displays (or selectable displaypages) and appropriate signal management software to view the information provided.TIS-B can work with 1090 Mhz systems, but FIS-B is only provided to Universal AccessTransceiver (UAT) equipped aircraft. Integration is simplified if the software is notmanaged by the host Operational Flight Program (OFP).1090ES ADS-B Out1090 Mhz Mode SExtended SquitterNon-equippedLight Civil(no ADS-B transmit)PositionAltitudeIdentityVelocity VectorVertical Rate1090ES ADS-B Out1090 Mhz Mode SExtended SquitterUAT ADS-B Out978 MhzUniversal AccessTransceiverSearchRadarWeather InformationRadio & ControlStationFAAAir Traffic ControllerADS-B ‘Out’ ATC Information Exchanges1090ES ADS-B Out/In1090 Mhz Mode SExtended SquitterNon-equippedLight Civil(no ADS-B transmit)PositionAltitudeIdentityVelocity VectorVertical Rate1090ES ADS-B Out/In1090 Mhz Mode SExtended SquitterUAT ADS-B Out/In978 MhzUniversal AccessTransceiverSearchRadarWeather InformationRadio & ControlStationFAA / Air Traffic ControllerADS-B ‘Out’ and ‘In’ ATC Information ExchangesA-4 Cooperative Surveillance 7

Core Avionics Master Plan 2011 Appendix A-4Example TIS-B traffic display and FIS-B Weather Graphics.Collaborative Routing (ADS-B). (2010-2020) Tighter location accuracy andincreased SA enables controllers to have more confidence that aircraft can self-regulatesafe separation. Properly equipped operators may be allowed to deviate from aprescribed path and proceed along a more desired direct path to their destination,saving time and fuel. This level of awareness and confidence on both ends supports aconcept called “Collaborative Decision Making,” which the FAA is exploring as aconcept of operations for the Next Generation Air Transportation System.3. Funded Enhancements and Potential Pursuits.Flight Information Service / Weather. (2016) Digital cockpit configurationsdesigned for CNS/ATM compliance will already have the display and processingcomponents required to leverage Flight Information Service – Broadcast (FIS-B) whenUAT „In‟ is incorporated. FIS-B graphically provides information that is usually presentedin a taped voice message. One major benefit of FIS-B is access to service-providedweather graphics, enabling the aircrew to circumnavigate dangerous conditions, andallow strategic decision-making on flight path, diverts and avoidance maneuvers. Datalinkedservices can provide weather awareness to platforms that lack the funds, spaceor weight margins to integrate a dedicated weather radar sensor, and could afford amore cost effective solution. Although data-linked weather may not provide real timeinformation, it does provide much longer range weather SA.Increased Route Flexibility. (2016) Integration of the software to display ADS-Bprecision level surveillance information would enable operators to coordinate deviationsfrom prescribed routes to save time and fuel. Collaborative Routing would particularlybenefit long transits to warfighting zones in remote operational areas, allowing fasterdelivery of tactical support or more time on station.Continued Civil Air Traffic Surveillance (ADS-B). (2020) The groundinfrastructure to support ADS-B will be finished within the NAS by 2015 and thedeadline for mandatory aircraft compliance is January 2020. Incorporation of ADS-B„Out‟ will be required for continued access to high-density CONUS airspaces. CDTIcould enable pilots to self-interpret the traffic picture (in addition to, or independent ofcontroller assistance) and provide evasive action recommendations to avoid potentialtraffic conflicts.A-4 Cooperative Surveillance 8

Core Avionics Master Plan 2011 Appendix A-4B. Military Air Traffic Management Interface. This capability element focuseson the operational benefits that can be achieved through the cooperative surveillanceenhancements incorporated to achieve CNS/ATM compliance.1. Current capabilities.As stated above for Civil ATM interface, the majority of military aircraft utilize voiceover UHF radio channels and IFF Mode 3/A and Mode C signals to communicate withmilitary ATC. Once established on a route, aircrew who don‟t have their own radarprincipally depend upon ATC traffic calls and “See and Avoid” scanning techniques toavoid conflicts or collisions with other traffic.2. Advanced Research and Technology Development.Mode 5 Military Collision Avoidance (Mode 5). (2008-2011) Two Small BusinessInnovative Research (SBIR) projects were selected to explore utilization of the Mode 5waveform to perform aircraft collision avoidance functions within the battle space.Similar to ADS-B, system designers believe that squittered (Level 2) broadcast Mode 5signal (M5L2-B) information could be managed to provide collision avoidance withoutthe necessity of additional hardware.3. Funded Enhancements and Potential Pursuits.Improved Ship and Shore Approach Sequencing (JPALS). (2016) JPALS willprovide for increased relative position accuracy to support ship launch and recoveryoperations using Shipboard Relative GPS (SRGPS). After launches and prior torecovery approaches, aircraft will be marshaled and stacked by controllers usingSRGPS to provide safer platform separation and more precise aircraft sequencing.Utilization of tighter patterns has already demonstrated time and fuel savings incommercial airport operations, and should provide similar benefits in carrier and multispotamphibious ship operations. For more JPALS details, see the Navigation appendix.Improved Military Traffic Management (ADS-B). (2016) Attempts to modifycommercial TCAS system algorithms to support tactical aircraft combat maneuvering,rendezvous or formation flight were unsuccessful, resulting in false and nuisancewarnings that made the systems unusable. ADS-B system fidelity and low latencyshows promise to provide a military aircraft collision avoidance capability, which hasbeen pursued as an element of the OPNAV Aviation Safety Systems policy for morethan a decade. ADS-B can be accomplished using both 1090 MHz ES Mode Stransmitters and 978 MHz Universal Access Transceivers (UAT).Improved Military Traffic Management (M5L2-B). (2018) As previously mentioned,M5L2-B could provide awareness of military traffic using Mode 5 instead of Mode S.This scheme provides the additional advantage of encrypted signals, enabling otherM5L2-B configured military and coalition aircraft to know each other‟s location while notgiving positions away to civils, neutrals, or unfriendly sensors. ADS-B would likely besecured in combat locations. This system could provide traffic awareness in a combatnon-permissive environment where ADS-B is not utilized (Mode 3/A and Mode C are notbroadcasted).A-4 Cooperative Surveillance 9

Core Avionics Master Plan 2011 Appendix A-4C. Cooperative Combat Identification (ID). The Combat ID CapstoneRequirements Document (CRD) defines Combat ID as follows: “the process of attainingan accurate characterization of detected objects in the joint battlespace to the extentthat high confidence, timely application of military options and weapons resources canoccur.” The Cooperative Combat ID capability element addresses systems that enabledetection and positive identification of friendly forces, coalition partner forces and civilneutrals that are cooperatively providing signals to identify themselves.1. Current capabilities.Most military aircraft provide their identification using modes of the Mark XII IFFlegacy systems. Modes 1, 2 and 4 are reserved for military use, with Mode 4 usingencrypted interrogations. Modes 3/A and C are used jointly by both civil and militaryATC. The legacy IFF architecture is cooperative in nature and employs a Question andAnswer (Q&A) exchange format. Replies to interrogations identify contacts as friendly orneutral and provide limited mission data. This information is used to confirm friendlycontacts, enhance air traffic control and prevent fratricide. Cooperative Combat IDapplies to both military and civil contacts. Civil aircraft are also using Mode S as theirprimary means to provide PPLI messages to ATC. Those signals, especially if theyinclude EHS parameters, could provide much more information to military operatorsthan can be interpreted by their Mode 3/A and C transponder interrogations; however,few military assets are currently equipped to exploit the Mode S signals.Cooperative Combat ID extends beyond identification of other airborne contacts.One of the primary missions of Naval Aviation is tactical support of ground operations,whether in the form of logistics re-supply, troop insertion/extraction, combat search andrescue, or Close Air Support (CAS) precision engagement. Safe support of groundforces requires awareness of location of friendly forces. Ground forces have pervasivelyimplemented Blue Force Situational Awareness (BFSA) tools. Theater commandershave required their airborne assets to be (temporarily) configured with BFSA capability.Supplemental Global War on Terror (GWOT) and Overseas Contingency Operations(OCO) funds were leveraged to implement one-way reporting tools that provide groundforces awareness of airborne asset location, but two-way SA exchange has not beenimplemented to the degree that ground forces have employed. Aspects that challengesuccessful integration into airborne platforms include latency of information due tohigher maneuvering speeds, increased operating ranges for signals, displaypresentation integration with other cockpit functions, ancillary equipment required toamplify and receive signals, concepts of operations with ground forces and definition ofdata classification. USMC leadership has committed to following Army programmanagement system design and evolution. Partial BFSA utility has been deployed onCH-46, CH-53D/E, MH-60R Air Ambulance, MH-53E and MV-22. Each platform usedindependent resources to integrate their equipment.A-4 Cooperative Surveillance 10

Core Avionics Master Plan 2011 Appendix A-42. Funded Enhancements and Potential Pursuits.Integrated Blue Force Situational Awareness. (2011) The CH-53E will be the firstNaval Aviation platform to incorporate an integrated BFSA capability. It will utilize theground forces FBCB2 software and hardware for two-way tactical information exchange.The integrated solution is being incorporated into the cockpit with the aircraft‟sCNS/ATM cockpit upgrade. It will be implemented to enable modification to evolvingBFSA standards and architectures.Fused Sensor and Tactical Data Collaborative Combat ID (CID). (2013) Thefusion server integrated into the JSF hosts software that combines and compares targettrack information obtained from all on-board sensors, as well as from tactical informationdata-linked from outside sources. If multiple sensor track parameters are similar, acontact attribute can be considered more reliable than if it were derived from a singlesource data point. Similarly, intelligence and sensor data combinations can be used todiscount parameters that may not be as reliable from a single range or condition limitedsensor, or one that may be getting spoofed. Automated fusion will produce a higherconfidence factor CID solution.Improved Combat ID (Mode 5). (2013) NSA decertified Mode 4 in 2003. Mode 4 iscurrently authorized for use; however, NSA will no longer certify development ormodifications of systems that only provide Mode 4. Next generation interrogators andtransponders have been designed to facilitate a growth path for the integration of MARKXII/A Mode 5 IFF systems. Current USN Mode 5 equipment includes the AN/APX-123transponder and the AN/UPX-41(C) shipboard digital interrogator. Other IFF equipmentplanned for Mode 5 upgrades include the AN/APX-119, AN/APX-122, AN/APX-111(V),and AN/UPX-40. These systems are being equipped with Mode 5 Level I interrogationand lethal interrogation override, and hooks for M5L2-B “squitter” (2 MHz signal) and“triggered” replies. The reply or broadcast signal provides platform identification (uniquenumber for that particular airframe and country of origin), GPS location and a timestamp. Mode 5 Level 1 provides target identification with a significant improvement inrange, better discrimination of closely-spaced platforms (reduced signal garbling using arandom reply delay instead of a fixed time delay), reduced false signals and a reductionin spoofing and exploitation vulnerability. This allows multiple aircraft in tacticalformation to reply separately, offering greater SA to command and control elements andother tactical participants. The lethal interrogation override function allows interrogatorsto attempt to get responses from inadvertently secured friendly unit transponders as alast resort prior to engagement. M5L2 provides improved SA. To improve security,Mode 5 has a new NSA-developed encryption algorithm, a shorter crypto validity time,and encrypts both the interrogation and reply signal. Mode 5 is backward compatiblewith existing Mode 4 and civil IFF capability, and is compatible with civil ATC, includingMode S. A Mode 5 interrogator has already been planned for shipboard applicationsand for select aircraft, including: P-8A, F/A-18A+/C/D/E/F, EA-18G, E-2D and MH-60R.First airborne capability will be deployed in 2013.A-4 Cooperative Surveillance 11

Core Avionics Master Plan 2011 Appendix A-4Improved Civil Contact SA (ADS-B). (2016) Incorporation of ADS-B capabilitywould immediately provide configured users with increased SA of the civil aircraftoperating in their vicinity. It would not only display information provided by largercommercial platforms also equipped with ADS-B, but will display information on smallergeneral aviation traffic that ATC gets from their secondary surveillance radars. Thiswould enable operators to have a more comprehensive understanding of the status ofthe air picture, eliminating concern for most of the neutral contacts.Improved Blue Force SA, Joint Battle Command – Platform (JBC-P). (2016) The2003 Joint Requirements Oversight Council (JROC) memorandum that directed Armyand Marine Corps to converge on a joint BFSA capability also documentedrequirements for JBC-P as the next generation of FBCB2. JBC-P is expected tocompensate for bandwidth limitations and latency in data exchange for airborneplatforms. Prototypes have demonstrated latency reductions from five minutes toapproximately ten seconds, which is particularly important for faster moving fixed wingaircraft. Naval Aviation platform managers are expected to collectively pursue a familyof enhanced solutions in POM-13.Improved Surface Traffic SA, Automatic Identification Service (AIS). (2016) AISis an automated tracking system set up in the Maritime VHF spectrum for surfacevessels that mirrors aircraft IFF reporting and ATC management of aircraft. All surfacevessels over 300 gross tons are required to employ AIS to broadcast their identification,call sign and track information every 2-10 seconds while underway (3 minutes atanchor). AIS enables Vessel Traffic Services (VTS) controllers to receive datalinkedinformation instead of relying on radars for spotting contacts and radio calls for contactidentification. Ships also monitor the data, which assists with navigation and collisionavoidance. AIS integrates standardized VHF transceivers with position reportingsystems (GPS or LORAN-C receivers) and navigation components such asgyrocompasses or rate of turn indicators. AIS information is usually overlaid on mapdisplays. Surface Search and Rescue (SAR) operations are networked with AIS. SARand Surface Defense mission aircraft would benefit from AIS SA, versus relying on opencommunications or visual verifications to confirm surface contact identification. It wouldallow crews to navigate directly to known contacts, or to eliminate contacts to focus onan unknown who is not broadcasting.D. Interoperability. This capability element addresses how surveillance capabilitiesare employed to better coordinate participating partner forces.1. Current capabilities.Legacy surveillance systems are designed to enable operators to understand wheretheir military counterparts are located and eliminate Blue on Blue engagements. In highoperational tempos and fog of war conditions, equipment may malfunction, codes canbe mistaken, links can lose synchronization and signals can be exploited, sometimesresulting in fratricide. Language barriers introduce additional challenges for seamlesscoordination of operations with coalition partners. Current systems provide littleopportunity to positively identify or coordinate maneuvers with omnipresent civil traffic.A-4 Cooperative Surveillance 12

Core Avionics Master Plan 2011 Appendix A-42. Funded Enhancements and Potential Pursuits.Improved NATO Operations Coordination (Mode 5). (2013) Mode 5 developmenthas been performed jointly with NATO partners, enabling Coalition partners to deploythe capability together to enhance their warfighting coordination. It is also backwardcompatible with Mode 4, since integration may be more challenging or unaffordable forlegacy platforms. The Mode 5 waveform has less impact on ATC surveillance.Improved Civil Airspace Operations Coordination (ADS-B). (2016) Europeancoalition force platforms are under more pressure to configure their platforms for accessto civil airspaces comply because they have less airspace available for dedicatedmilitary operations. Platforms that get configured with ADS-B could use that functionalityfor PPLI reporting and would be capable of coordinating more efficient or direct civilairspace transit operations. Centralized CNS/ATM integration efforts already afford theframework for this capability, and could be leveraged to make US platforms moreinteroperable with their coalition allies and with civil operators.Improved Tactical Battlespace Operations Coordination (M5L2-B). (2018)Activating the M5L2-B capability already designed into the latest interrogators andtransceivers could increase SA and bring additional SIAP functionality for improvedcoordination between Coalition partner forces.E. Robustness and Security. Cooperative Surveillance robustness and securityaddress system vulnerability to exploitation. Robustness refers to strength of thesurveillance signals and architecture against spoofing or jamming, as well as the qualityof the positive identification functionality. Security refers to encryption and protection ofinformation across the spectrum of different classifications.1. Current capabilities.As previously stated, Mode 4 is still authorized for use. The NSA restriction limitsdevelopment or modifications of systems that only provide Mode 4. The Mode 5waveform has already been designed and will be deployed for shipboard and airborneapplications. It is more robust, which enables receivers to establish and maintain astronger signal lock to avoid spoofing and jamming. Mode 5 also utilizes an improvedencryption process with algorithms that encrypt both the interrogation and reply signals.2. Funded Enhancements and Potential Pursuits.NSA Compliant Security. (2011) As with Mode 4, NSA has decertified cryptoalgorithms associated with some legacy IFF key-loading equipment. Replacementalgorithms are being developed and certified to replace the decertified software.Enhanced IFF Keying (Mode 5). (2013) Integration of Mode 5 functionality willaddress security and keying support issues that are problematic with Mode 4, therebyenhancing system security. The Mode 5 Crypto Modernization effort will provideupgrades to the Electronic Key Management System (EKMS). Mode 5 does notupgrade EKMS, but EKMS upgrades are required to support MODE 5, including newkeying devices which enhance key loading capabilities, reduce key loading time, andeliminate problems with improperly keyed systems. All Mode 5 keying material will beelectronic. Mode 5 systems are also capable of storing multiple days of key informationand automatic selection of the Communications Security (COMSEC) validity interval,which eliminates issues with key rollover and encryption code change times.A-4 Cooperative Surveillance 13

Core Avionics Master Plan 2011 Appendix A-4[Intentionally blank]A-4 Cooperative Surveillance 14

Core Avionics Master Plan 2011 Appendix A-5Appendix A-5Flight SafetyScope: The Flight Safety capability includes elements that provide protection duringflight operations, enable post-flight proficiency and component performance trendanalysis tools, and support post-mishap analysis. Enabling systems include predictiveground collision protection, crash survivable recorders, airborne collision avoidancesystems, flight operations quality analysis tools and component condition monitoringsystems.Capability Evolution:Capability Enablers Capability Desired WarfightingElements Enhancements Capabilities• Terrain &ObstacleAvoidance• Crash SurvivableRecording• Airborne CollisionAvoidance• Flying QualitiesAnalysis• ComponentHealth Monitoring• GPWS / TAWS• CrashSurvivableFlight IncidentRecorders• TCAS / ACAS,Improved SSR• MFOQA• Sensors &Diagnostics• Safer LowAltitude Ops• DVE Capability• Multi-FunctionCrash Recorders• Military CAS• Pilot MissionProficiencyImprovement• Condition-basedMaintenance• Global Mobility• Enhanced Readiness• Force Protection• Force GenerationObjective: Platform & Warfighter PreservationBaseline to Objective Transition Strategy. OPNAVINST 13210.1A (Sep 2009) callsfor incorporation of basic safety system elements into all aircraft. While the goal is toprovide maximum protection to all operators, it is recognized that there aretechnological limits to solutions for some applications, significant integration challengesfor some legacy platforms, and limited resources available for investments. The policyincludes consideration for waivers, but only under particular circumstances and withassumption of acceptable risk. Most new production aircraft are configured with each ofthe safety capability elements when they are delivered (in recognition that integrationduring design and development is more affordable). Digital cockpit upgrades to meetcivil Communications, Navigation, Surveillance / Air Traffic Management (CNS/ATM)interoperability requirements provide opportunities to solve some technical andintegration challenges and enable more affordable retrofit of safety capabilities to legacyplatforms. Safety systems managers are leveraging technological advancements incommercial computing to improve crash recorder processing and memory capacity, andare exploring multi-functionality efficiencies (combining safety data recording, missiondata recording, safety algorithm processing, and more). Military Flight OperationsQuality Assurance (MFOQA), which leverages significant demonstrated success in thecommercial airline sector, is expected to provide the next transformational leap forwardtoward meeting DoD and SECNAV mishap reduction objectives.A-5 Flight Safety 1

Core Avionics Master Plan 2011 Appendix A-5Core AvionicsCapability EvolutionRoadmaps 2011Flight SafetyCapabilityElementsPredictive Terrain Awareness WarningTerrain &ObstacleAvoidanceAutomated TerrainAvoidance(Auto-TAWS)Improved Degraded VisualEnvironment (DVE)Situational AwarenessImproved CFIT Warning (DTED Level II)Obstacle Avoidance (TAWS2)Degraded Visual Environment(DVE) SA EnhancementPlatform & Warfighter PreservationLimited Memory; Limited User BaseCommon Family of Recording Systems withIncreased Memory, Video Playback, Encryption,Improved Mishap Analysis Tools (ADDS)Crash Survivable MemoryCrashSurvivableDataRecordingSee & Avoid, Air Traffic Control; Civil Derivative Aircraft Collision AvoidanceAirborneCollisionAvoidanceTactical Military AircraftCollision Avoidance(ACAS leveraging ADS-B)Enhanced CollisionAvoidance (TACAN Air-Air)Operational Readiness ManagementAutonomousRisk IdentificationImproved Operational Playbackand Assessment Tools (MFOQA) Classified MFOQAFlight OpsQualityAssuranceHealth & Usage Monitoring, Limited SensorsWireless Maintenance Information DownloadComponentHealthMonitoringSensor ImprovementsOPNAV SafetySystems PolicyMandates &MilestonesFY 10 11 12 13 14 15 16 17 18Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCurrent CapabilityBaseline StateA-5 Flight Safety 2

Core Avionics Master Plan 2011 Appendix A-5Mandates and Milestones:Secretary of Defense Memorandum: Reducing Preventable Mishaps. (May 2003and Jun 2006) Challenges Services to achieve a 50 percent reduction in mishaps.OPNAVINST 13210.1A Naval Aviation Policy for Aircraft Safety Systems Avionics.(03 Sep 2009) Directs incorporation of specified flight safety capabilities:Controlled Flight Into Terrain (CFIT) avoidance.Crash survivable flight information and audio recording.Airborne collision avoidance.Military Flight Operations Quality Assurance (MFOQA).Required system performance parameters are delineated for each of the capabilities. Itcalls for compliance reviews to be conducted at each program milestone, andencourages pursuit of common system solutions. Waiver requests are to be submittedto OPNAV (N88) and must include type/model/series, which safety element is beingrequested for waiver, justification for the waiver, assessment of risk, actions takentoward compliance and plan ahead to achieve compliance.Capability Element Evolution:A. Terrain and Obstacle Avoidance. This capability element addressesequipment that provides awareness of proximity with the ground to prevent ControlledFlight Into Terrain (CFIT) mishaps.1. Current capabilities.There are two primary CFIT avoidance solutions integrated into several platforms.Ground Proximity Warning System (GPWS) monitors onboard radar altimeter readingsto warn aircrew of dangerous descent rates. GPWS provides aural warnings to alert theaircrew to impending CFIT. Terrain Awareness Warning System (TAWS) uses softwarealgorithms to provide improved predictive CFIT warning capability by comparing aircraftaltitude, attitude, and airspeed developed from GPS and/or Inertial Navigation System(INS) against on-board Digital Terrain Elevation Data (DTED) database information.This capability is only available to those platforms that can host the database and havesufficient processing power to drive the TAWS algorithm. TAWS provides improveddynamic flight profile protection over GPWS as well as aural or visual cues that havebeen credited for saving aircraft.Rotary wing aircraft are suffering significant losses in current operations in OverseasContingency Operations. On a daily basis (almost on a per-mission basis), helicoptersare entering Degraded Visual Environment (DVE) conditions (also known as „brownout”).The landing attitude and heavy disk loading of the CH-53 make it particularlyprone to creating DVE. In the last five years, more aircraft have been damaged or lostdue to reduced situational awareness in DVE conditions than have been lost to enemyfire. Mishaps occur from CFITs, roll-overs, collisions with obstacles or collisions withother aircraft. Legacy platforms lack adequate attitude and hover drift indications, hovercapableautomatic flight controls, or sensors necessary to enable them to conductroutinely safe, controlled recoveries in DVE conditions. Aircrews currently compensatefor the conditions using pilot experience and minimum hover touchdown techniques.A-5 Flight Safety 3

Core Avionics Master Plan 2011 Appendix A-52. Advanced Research and Technology Development.DVE Situational Awareness (SA) Enhancement. (2010-2012) There are severaladvance research activities underway to explore technologies that could supportimproved SA in DVE scenarios. PMA261 (H-53 variants) is currently managing industrydemonstrations and reviews of prototype systems, analyzing them for weight, size,power requirements, versatility, effectiveness and cost. PMA209 is tracking two SmallBusiness Innovative Research (SBIR) initiatives that are testing the use of FlashLADAR to enable aircrew to see through airborne particulates or to “see and remember”an environment so that a virtual representation can then be created for safemaneuvering. The Office of Naval Research (ONR) is managing the Helicopter ProductII effort in support of associated Future Naval Capabilities (FNCs) which is exploringboth LADAR and Passive Milli-Meter Wave (PMMW) technologies for similar objectives.These pursuits can also serve to achieve improvements in obstacle avoidance.3. Funded Enhancements and Potential Pursuits.Improved CFIT Warning (DTED Level II). (2013) Higher fidelity DTED informationis required to adequately protect platforms when they operate closer to the ground.DTED Level I is the basic medium resolution elevation data source for all militaryactivities and systems that require landform, slope, elevation, and/or gross terrainroughness in a digital format. The information content is approximately equivalent to thecontour information represented on a 1:250,000 scale map (100 m post spacing). DTEDLevel II (DTED2) is a higher resolution elevation data source that is equivalent to thecontour information represented on a 1: 50,000 scale map (30 m post spacing).Improved Degraded Visual Environment (DVE) Situational Awareness. (2016)Naval Aviation Center for Rotorcraft Advancement (NACRA) has adopted the DVEissue as a primary objective for a streamlined solution. Several technologies andoptions are being reviewed for affordability, degree of capability provided and potentialfor near term implementation. Potential solutions include improved aircraft attitude, driftand hover cues, automated hover controls, sensors that could either enable the crew tosee through the degraded environment or sensors that detect the ground and obstaclesand then present a clear virtual visual presentation.Obstacle Avoidance (TAWS2). (2016) TAWS managers are integrating obstacledatabase information into DTED2 database information (TAWS2) and designingalgorithms to provide warning and maneuver guidance for avoiding collisions with fixedobstacles such as towers. DTED Level I is the basic medium resolution elevation datasource for all military activities and systems that require landform, slope, elevation,and/or gross terrain roughness in a digital format. DTED1 is a uniform matrix of terrainelevation values with post spacing every 3 arc seconds (approximately 100 meters).The information content is approximately equivalent to the contour informationrepresented on a 1:250,000 scale map. DTED 2 is a uniform gridded matrix of terrainelevation values with post spacing of approximately 30 meters. The information contentis equivalent to the contour information represented on a 1:50,000 scale map. Modernsystems are hosting the significant increases in memory and processing power requiredto enable TAWS2. The increased database fidelity is required for low level operationsand improved obstacle avoidance.A-5 Flight Safety 4

Core Avionics Master Plan 2011 Appendix A-5Automated Terrain Avoidance (Auto-TAWS). (2018) The Office of Secretary ofDefense tasked the Navy to establish an automated terrain avoidance capability for theSuper-Hornet. The objective is to develop a system that determines when an aircraft isin extremis in terms of imminent CFIT and provide uncommanded inputs to recover theaircraft to a safe flight path/profile. PMA265 is working with PMA209 to analyze thepotential for the existing TAWS algorithms to support this capability. They are alsolooking at expansion of the JSF Manual Ground Collision Avoidance System (MGCAS)and an Air Force Research Lab (AFRL) initiative with NASA to develop Auto-GCAS.This capability has been experimentally tested in F-16 aircraft, but has not beenimplemented into active platforms.B. Crash Survivable Data Recording. The crash survivable data recordingcapability element primarily addresses a Family Of Systems (FOS) that records flightinformation parameters for mishap analysis. This multi-functional technologicallyadvanced perspective is being expanded to include recording mission and aircraftcondition information.1. Current capabilities.OPNAVINST 13210.1A refers to the Safety Center‟s Letter list (NAVSAFECEN LtrSer 03/0414 of March 2001) of recommended flight and systems performanceparameters to be recorded in different platforms. Some aircraft are recommended torecord more information than others, depending on the type of aircraft, type of recordingsystem they use, aircraft systems configuration and platform architecture (whether ornot they have a digital data bus). The letter also presents parameter ranges, samplingtimes, desired accuracies, minimum recommended data resolutions and number ofvoice channels to be recorded. The prescribed minimum duration for voice recording isthirty minutes. The Naval Safety Center also recommends consulting with them beforesubstituting video recording for data recording. The Aviation Safety Technology workinggroup is building a new list of common parameters for all Services.Many platforms are configured with legacy technology flight recorders that aresignificantly limited in memory capacity. Crash survivable recorders are designed tocontinuously over-write recorded data and some are able to provide only the last twentyto thirty minute portion of flight. Several do not record voice. Currently no fielded DoNcrash survivable recorder records video. Some recorders are integrated into multipleaircraft, but most are unique systems that will require dedicated and redundantmodernization and sustainment efforts. As a result, integration and life cycle supportcosts for the Naval Aviation Enterprise (NAE) substantially increased. The majority ofthe unique systems also employ proprietary download and analysis tools supported by asingle vendor, resulting in extra time and cost when recovering mishap data.2. Advanced Research and Technology Development.Crash Survivable Memory. (2010) Technological advancements with solid statesystems in the commercial Digital Video Recorder (DVR) market present opportunitiesto improve unit survivability, robustness, physical footprint and an increase in memorycapacity. This initiative seeks to design a digital module that can be hosted in aprocessor within the crash survivable recorder system.A-5 Flight Safety 5

Core Avionics Master Plan 2011 Appendix A-53. Funded Enhancements and Potential Pursuits.Common Family of Recording Systems with Increased Memory, VideoPlayback, Data Encryption and Improved Mishap Analysis Tools (ADDS). (2015)Fleet requirements groups have identified capability gaps with mission recorders,including poor reliability, limited capacity, time-consuming and proprietary down-loadand analysis, and obsolescence issues with their legacy systems components orrecording media. The amount of mission data desired to be captured already exceedsmost legacy system capacities and will continue to increase in the digital warfareenvironment. Some systems use antiquated download and analysis tools that cannotmeet the short turnaround times necessary in today‟s operations to support effectivefollow-on mission planning. Super V-8 or VHS recording media are obsolete. In mostcases, separate systems are used to record structural data and critical componenthealth status to provide the capability to maximize the airframe service life and reduceunnecessary maintenance. Legacy systems are not capable of handling multiple levelsof information security classifications.Digital media improvements are driven by commercial applications, which reduce theneed for dedicated military upgrade investments. The Airborne Digital Data Set (ADDS)program will deliver a family of multi-functional recording systems that can supportrequired parameters with open architecture designs that enable continued growth insystem capacity and capability. This centrally managed family of solutions should beconstantly resourced as new production platform requirements are addressed, whichprovides continued enhancements to previously fielded systems. The modern systemwill incorporate standardized aircraft flight parameter and mishap data analysis tools.Digital storage and transfer media will greatly enhance simplicity and speed ofinformation transfer, which will improve mission readiness and follow-on missioneffectiveness. Increased system memory capacity will increase the depth of materialavailable for mishap investigation, follow-on planning, and component maintenancecondition analysis. Modern solid state devices will bring significant improvements insystem reliability. CNS/ATM digital architectures and glass cockpit integrations willreduce new system integration challenges and costs. Modern processors have beendesigned to partition and manage Multi-Level Security (MLS). Establishment of commondownload media, format and analysis tools will enable faster mishap analysis response,thereby possibly averting further losses or enabler faster return to flight operations.C. Airborne Collision Avoidance. Aircraft midair collision avoidance is a functionof situational awareness (SA) of adjacent traffic and tracking relative movement. SAcan be provided by communications with ground controllers using radar or cooperativesurveillance tools, or by integrated on-board equipment. The focus of this section is onaircraft mounted systems, or Airborne Collision Avoidance Systems (ACAS).1. Current capabilities.ACAS standards and recommended practices are defined by International CivilAviation Organization (ICAO) standards, annex 10, volume IV. ACAS II is the currentstandard in civil aviation. Traffic Alert and Collision Avoidance System version 7.0 or 7.1(TCAS II) is the Commercial Off-The-Shelf (COTS) ACAS II solution. COTS solutionscannot provide adequate collision avoidance protection for tactical military aircraft dueto their extreme velocities, high closure rates during rendezvous and close proximityA-5 Flight Safety 6

Core Avionics Master Plan 2011 Appendix A-5during formation flight. PMA209 conducted a Midair Collision Avoidance System(MCAS) study in 2009 to explore options for protection of tactical military aircraft. Thestudy characterized USN and USMC Mid-Air and Near Mid-Air Collisions (MAC, NMAC)and identified available and predicted systems that may be used to prevent them.Analysis of 45 MACs and 152 NMACs revealed that 83% of the MACS could have beenprevented with such protection.2. Funded Enhancements and Potential Pursuits. The MCAS study evaluatedseveral COTS and evolving potential ACAS solutions to determine the best strategy tocover this capability gap. It recommended continued use of TCAS II systems forcommercial derivative fixed-wing transports, and exploration of algorithms using lowlatencydata-linked position information for a tactical aircraft solution.Enhanced Collision Avoidance (TACAN Air-Air). (2016) Spanish F/A-18 usershave integrated a collision avoidance tool that uses TACAN Air to Air mode to provideproximity warnings between cooperating aircraft. Each user operates on previouslycoordinated TACAN frequencies to enable the warnings. This capability only provideswarnings of potential collisions with intra formation equipped aircraft. US F/A-18 aircraftcould leverage this system as a lower fidelity near-term interim solution until higherfidelity solutions are available.Tactical Aircraft Midair Collision Avoidance (ACAS). (2018) Platforms will berequired to have Automatic Dependent Surveillance – Broadcast „Out‟ (ADS-B „Out‟)capability to meet CNS/ATM civil airway access compliance mandates by 2020. UsingADS-B „Out,‟ aircraft constantly “squitter” (pulse) their location, identification and flightparameters to Air Traffic Control (ATC). ATC uses a receiver (ADS-B „In‟) to receive thesignals and provide safe separation. In conjunction with the ADDS developmentprogram, PMA209 has been funded to develop collision avoidance algorithms. Thisenables properly configured aircraft to build a Cockpit Display of Traffic Information(CDTI) for situational awareness of traffic in the vicinity even when operatingindependently or in areas of reduced ATC support. Where ATC is available, this systemwill enable them to provide data to the aircraft that can be used to prevent collisions withnon-Mode S light civil aircraft. Production MV-22s are slated to be the first aircraftequipped with this capability. Additional information on ADS-B „Out‟ and „In‟ is providedin Annex 4.D. Flying Quality Assurance. This capability element imports and processesflight data that is recorded on each flight by existing data recording systems for theoverall goal of improving operations readiness while identifying, quantifying, trending,and monitoring activities which could result in a mishap.1. Current capabilities.Unless training in a simulator or on a training range supported with telemetry,aircrew do not have any automated tools to conduct post-flight analysis of the mission toanalyze quality of the crew‟s mission performance or to identify opportunities forproficiency improvement. Operators currently use Operational Risk Management (ORM)tools to identify and analyze safety hazards, implement risk mitigation steps and monitortheir effectiveness.A-5 Flight Safety 7

Core Avionics Master Plan 2011 Appendix A-52. Funded Enhancements and Potential Pursuits.Military Flight Operations Quality Assurance (MFOQA). (2012) The commercialairline industry instituted a Flying Operations Quality Assurance (FOQA) program tohelp with procedural standardization and pilot proficiency. The major airlines reportedthat the program produced measurable improvements in aircrew proficiency andsignificant reductions in hazardous events. An OSD memorandum (dtd 11 Oct 2005) forSecretaries of the Military Departments directed all Department of Defense (DoD)components to implement a multi-faceted MFOQA capability. Subsequently, theSecretary of the Navy issued a similar memorandum (dtd 2 Feb 2006) to theCommandant of the Marine Corps and the Chief of Naval Operations supporting theMFOQA process.Whereas ORM is a subjective process based on weighted averages of operatorfeedback parameters, MFOQA objectively analyzes actual aircraft data. It is aknowledge management process consisting of post-flight, off-aircraft analysis of datadownloaded after every flight. MFOQA supports four primary functional purposes: Post-Mission Aircrew Debrief (PMAD), Flight Data Analysis (FDA), Aircraft Maintenance andTroubleshooting (AMATS), and Mishap Investigation (MI). It provides aircrew,maintainers and leadership the ability to review individual flight operations with aquantitative analysis of aircrew and aircraft system performance, and to conduct longterm trend analysis to improve proficiency and maximize safe and efficient use of theaircraft. Analysis tools are available at the squadron level immediately after each flight,and can be applied in the aggregate across all flight records stored in an EnterpriseMFOQA database. MFOQA will aid in risk management and improve readiness acrossthe spectrum of operations, including Maintenance, Operations, Safety and Training.The maintenance aspects of MFOQA are designed to supplement current maintenanceprocedures and processes, and will not replace any established systems. The NavyMFOQA program is the approved Enterprise program of record for Naval aircraft. TheF/A-18 is the lead platform to integrate this capability.Classified MFOQA. (2016) Certain platform missions regularly involve utilization ordownload of classified information and/or capabilities. MFOQA Increment 2 would be aclassified variant of the baseline unclassified utility, and is intended to perform the samefunctional requirements.Autonomous Risk Identification. (2017) Software is being developed thatanalyzes aircraft data and automatically identifies desired trend information. ForMFOQA purposes, the goal would be to identify operational or proficiency trends thatpresent potential risks or imminent mishaps. This tool would reduce manpowerworkload for instructors or squadron analysts, and allow a higher level of analysisacross dozens or hundreds of sorties versus compilation of individual post-flightassessments. It could also enable higher level commands, such as Wing commandersor Chief of Naval Air Training (CNATRA), to get automated risk identification on a largerscale across squadrons.A-5 Flight Safety 8

Core Avionics Master Plan 2011 Appendix A-5E. Component Health Monitoring. The component health monitoring capabilityelement addresses systems that capture indications of the performance and integrity ofmajor dynamic components on the airframe.1. Current capabilities.Most Naval Aviation aircraft incorporate some form of health monitoring capability.Many of these systems are unique and are often managed by platform prime vendors.They are primarily used to record operating time against forecasted airframe fatigue life.Some take selected measurements of key component attributes, or record equivalentstrain and stress counts for engineering calculations of structural life usage. Manylegacy platform maintenance schedules are built around operating time instead of actualcomponent health degradation or evidence of potential impending failure. TheIntegrated Mechanical Diagnostic and Health and Usage Monitoring System (IMDHUMS) is used on both rotary and fixed wing aircraft and assists with maintenancecheck flights, warns of potential defects, tracks operational and structural life usage, andrecords exceedances. Some systems track component vibration signatures to comparethem against known healthy or problem signatures. Some are also designed to analyzesignature change trends to alert maintainers to perform integrity inspections.2. Advanced Research and Technology Development.Sensor Improvements. (2010) This effort is a Small Business Innovative Research(SBIR) initiative that will evaluate the potential for benefits of incorporating microminiaturewireless sensors into health monitoring systems. Wireless components couldbe more easily and cost-effectively fitted to locations that cannot be connected to therecorder by wires. Other digital and material technology advancements are beingapplied to the aircraft and component health monitoring field. Sensors are detectingsignatures over larger frequency ranges with finer sensitivities. Filters are becomingmore capable at detecting smaller metal or composite traces. Some technology gainsare already being incorporated in unmanned aerial vehicles applications.3. Funded Enhancements and Potential Pursuits.Wireless Maintenance Information Download. (2012) Wireless download ofmaintenance diagnostic information will enable planners and ground crews toaccelerate aircraft turnaround for following missions. Wireless digital transmission willeliminate the need for additional classified handling equipment, avoid potential loss ofdata fidelity during manual transfer and enable maintainers to monitor airframeparameters that could prevent mishaps. JSF will field Prognostic Health Management(PHM) down-link capability Block II in support of mission sortie generation/readinessobjectives. Downloaded parameters will include fuel state, ammunition state,expendables state, and component health conditions requiring maintenance in order tominimize turnaround time. Real time, accurate PHM down-link of specific componentconditions supports Condition-Based Maintenance (CBM), which would significantlyenhance readiness by enabling maintainers to move from time-scheduled removals andinspections to removing items only when required. Removing components only whenthey have achieved their limit of safe operations within tolerances can also returnsignificant cost avoidances by extending the lives of the parts beyond their engineeringestimates, thereby reducing the costs of repairs or replacements. CBM may also resultin reduced requirements for spares inventories or deployed spare support footprints.A-5 Flight Safety 9

Core Avionics Master Plan 2011 Appendix A-5[Intentionally blank]A-5 Flight Safety 10

Core Avionics Master Plan 2011 Appendix A-6Appendix A-6Self-ProtectionScope: Addresses Aircraft Self-protection Equipment (ASE) for Electronic Support(ES), Electronic Attack (EA) and advanced Electro-Optic/Infrared (EO/IR) sensing thatenable platforms to conduct operations in a battlefield with impunity. The systems causeRadio Frequency (RF) confusion, prevent self-identification, create deceptive targets,detect radar signals and threat lasers, identify hostile radar detectors, and detectballistic events (such as threat missiles and hostile fire). They also employ tactics andcountermeasures against threats using directed RF and IR jamming, chaff dispensing,flares, decoys or other obscurants that prevent hostile weapons system effectiveness.Capability Evolution:Capability Enablers Capability Desired WarfightingElements Enhancements CapabilitiesDispensedCountermeasuresElectronicCountermeasuresRadar ProtectionMissile ProtectionInfrared ProtectionRF ReceiversEO/IRSensorsInterrogatorsJammersDispensersDisplaysAdvancedProcessorsObjective: Platform & Warfighter ProtectionBaseline to Objective Transition Strategy:Increased fidelityViable threatdatabasesIntelligent jammingSmart DispensingMulti-functionaldisplaysExpanded RFfrequency bandsComprehensiveEO/IR sensingForceNet Distributed OpsCoordinated Detect-to-EngageSelf-ProtectionIntegrated On-board & Off-boardSelf-ProtectionModular Open Systems Architecturefor ASEIntelligent, Multi-band JammingInternational Intelligence FilesSmart InterrogatorsTarget ID Correlation from MultipleSystemsSmart DispensersDirected Energy for ASECurrent baseline mission sensor capabilities equip Navy and Marine Corps fixedwing,tilt-wing and rotary-wing aircraft with a variety of situational awareness andcountermeasure capabilities in the RF and EO/IR spectrums. Many of these capabilitiesare aircraft platform-specific solutions that are stove-piped and do not fully address theemerging/future threats.The vision of the Naval Aviation Enterprise (NAE) is to equip all naval aircraft withintegrated self-protection systems with modular, open system architectures that areoptimized to ensure survivability across the full range of operations. PMA-272, N88 andCNAF combine to form the NAE‟s Advanced Tactical Aircraft Protection Systems(ATAPS) team, which is chartered to achieve this objective.A-6 Self Protection 1

Core Avionics Master Plan 2011 Appendix A-6Core AvionicsCapability EvolutionRoadmapsSelf ProtectionCapabilityElementsDispensers and Towed SystemsSmartDispensingReeled Out-InTowed DecoyPyrophoric ExpendableEnhancementsDispensedCounter-MeasuresNono-particle IR Source Meta-material Chaff Duo-chrome & Dazzle ExpendablesPlatform & Warfighter ProtectionProgrammable Pulse & Continuous Wave SensorsNarrow-band HighGain Electronic AttackImproved DECMFiber Optic Towed DecoyElectronicCounter-MeasuresEnhanced Power UpgradesRadar Signal DetectionHigher Fidelity Sensor& Aperture UpgradesFully Integrated DIRCM InterfaceRadarProtectionDigital Receiver UpgradeSpecific Emitter IDHighly Integrated PhotonicsIR Missile & Ballistic DetectionMissileProtectionSolar Blind UVJATASUncooled 2-color Midwave IR ImagerInfrared Sensor JammingCIRCMDoN LAIRCMInfraredProtectionIntegrated Photonics Suite Advanced Threat CMFiber &Laser DevMiniaturized Pointer/TrackerCIRCM IOC(Army)ALQ-214Blk3 IOCJATASIOCJATASMS-BALE-55MSIII/IOCAAR-47B(V)2IOC for HHDoN LAIRCMIOCMandates &MilestonesFY: 10 11 12 13 14 15 16 17 18Mandate orMilestoneUnfunded PotentialCapability DevelopmentFunded CapabilityEnhancementAdv ResearchOr Tech DevCurrent CapabilityBaseline StateA-6 Self Protection 2

Core Avionics Master Plan 2011 Appendix A-6PMA272 also collaborates with numerous other DoD and Service-specific entities,including the Joint Electronics Advanced Technology (JEAT), Naval Aviation Center forRotary Wing Advancement (NACRA), Joint Aircraft Survivability Program Office(JASPO), all Service laboratories (DARPA, NRL, AFRL and ARL), and other Service'sscience and technology development organizations such as Army Intelligence,Information Warfare Directorate (I2WD) to achieve that goal.Requirements.Mission sensor and countermeasure avionics that provide Electronic Warfare (EW)self-protection capabilities are mission enablers in Joint Functional Concepts such asBattlespace Awareness, Force Application, and Force Protection. These joint conceptsflow into the naval capabilities of Sea Strike and Sea Shield outlined in Sea Power 21.Top-level EW requirements for Airborne Electronic Attack and Counter Air/Counter AirDefense are presented in an EW Initial Capabilities Documents (ICD). Specific EWcapability requirements are currently documented in the Integrated Defensive ElectronicCountermeasures (IDECM) Operational Requirements Document (ORD). The NavyAnnex to the Large Aircraft Infra Red Counter Measures (LAIRCM) ORD is an effortadapted from the Air Force System Program Office (SPO). The NAE has documentedthe capability requirements in an Initial Capabilities Document (ICD) and a CapabilityDevelopment Document (CDD) for the Joint and Allied Threat Awareness System(JATAS). The program office has also partnered with the U. S. Army on the CommonInfra-Red Countermeasure (CIRCM). A Capabilities Production Document (CPD) hasbeen approved for the IDECM Block IV Upgrade Digital Radio Frequency Memory(DRFM) Jammer.Mandates and Milestones:DoN LAIRCM Initial Operational Capability (IOC). [2010]AAR-47B(V)2 IOC for HH. [2010]ALE-55 Milestone III (MSIII) / IOC. [2011]JATAS Milestone B (MS-B). [2012]JATAS IOC. [2015]ALQ-214 Block III IOC. [2016]CIRCM IOC (U.S. Army). [2017]Capability Element Evolution:A. Dispensed Countermeasures.1. Current Capabilities.The AN/ALE-39 Counter Measure Dispenser System (CMDS) is a legacy systemcapable of dispensing chaff, flare and/or other expendables. This aging system is beingreplaced with the AN/ALE-47 system.A-6 Self Protection 3

Core Avionics Master Plan 2011 Appendix A-6The AN/ALE-47, an expendable countermeasures dispensing system, protects thehost aircraft in a multi-threat environment. The AN/ALE-47 CMDS provides expendablecountermeasures dispensing capability through the use of programmable dispenseprograms and parameters that are programmable through a Memory Loader/Verifier Set(MLVS) over a MIL-STD-1553 type data bus. It is capable of full integration with thedefensive avionics suite of the host aircraft for automatic threat-adaptive dispensing ofexpendable countermeasures. It can be operated independent of any other avionicssystem in a manual mode for direct pilot control in the event of interfacing equipmentfailure, non-availability or mission requirements. The AN/ALE-47 has four operationalmodes to dispense expendables: manual, bypass, semi-automatic, and automatic. Inthe automatic and semi-automatic modes, the AN/ALE-47 receives threat informationfrom the threat sensors and uses the data to calculate dispense program parametersusing a “cocktail” of expendables to implement against specific threat(s). The AN/ALE-47 also has up to six manual dispense programs that the pilot/aircrew can release. TheCMDS provides the aircraft with an expendable countermeasures capability against RF,IR, and EO threats from Anti-Aircraft Artillery (AAA), Surface-to-Air Missiles (SAMs), Airto-AirMissiles (AAMs), and Airborne Interceptors (AIs). The CMDS design isprogrammable that will allow the system to counter future threats when deployedthrough mission data file modification, which increases capability with newly developedexpendables and dispensing sequences (a.k.a. cocktails) that will meet the threat.The F/A-18 T3F Launcher for the AN/ALE-50A and the AN/ALE-55 AdvancedAirborne Expendable are designed to seduce incoming RF-guided missiles away fromthe aircraft in the endgame phase of an enemy missile's flight. The decoys are launchedwhen needed and towed behind the host aircraft until it is severed before landing. TheAN/ALE-55 is an advanced Fiber Optic Towed Decoy (FOTD) that is capable of moreadvance techniques than the AN/ALE-50. Both Decoys use the version of the AN/ALE-50A. The complete system uses the Integrated Multiple Launch Controller (IMPLC)Dispenser and the towed decoy.IR Countermeasures: The IR decoy is a device designed to provide an alternativeheat source and seduce the threat missile away from the aircraft towards the flare. Itsfunction is to act as a false target or decoy to the approaching heat-seeking missile.When dispensed from the target platform, the flare falls away in such a way as to divertthe threat missile from the target. Because of the complexity of advance threat missilesand the lack of Situational Awareness (SA) about which missile type is inbound,comprehensive techniques utilizing multiple decoys must be devised and tailored foreach type aircraft.RF Passive Countermeasures: Chaff is one of the most widely used and effectiveexpendable self-protection devices. It is a form of volumetric radar clutter consisting ofmultiple metalized radar reflectors designed to interfere with and confuse radaroperation. It is dispensed into the atmosphere to deny radar acquisition, generate falsetargets, and to deny or disrupt radar tracking. Chaff is designed to be dispensed from anaircraft and function for a limited period.Active RF Expendable Jammers: Active RF expendable jammers are designed toprovide endgame protection for tactical aircraft against surface-to-air and air-to-air radarguided missiles.A-6 Self Protection 4

Core Avionics Master Plan 2011 Appendix A-62. Funded Enhancements and Potential Pursuits.Power PC Processor. (2010) The AN/ALE-47(V) currently uses a 16-bit MIL-STD-1750A Central Processing Unit as the main processor. Due to the age of thearchitecture, the 1750A does not provide the needed growth or capability required of theAN/ALE-47 in future years. Availability, memory restrictions, throughput restrictions andincreased maintenance costs are all mission vulnerabilities created by the continueduse of the 1750A processor. In order to reduce these mission vulnerabilities theDepartment of the Navy is planning to replace the 1750A CPU with a Power PCprocessor. The AN/ALE-47(V) can be integrated with on-board systems to receiveaircraft attitude, altitude and airspeed as well as threat angle of arrival, range, etc. Thecapability to use these parameters to optimize dispense program effectiveness andexpendable consumption, also known as Smart Dispensing, is being pursued for aircraftwith integrated systems.Enhanced Expendables. (2011) The expendables used in the AN/ALE-47dispenser system are constantly being upgraded with technological enhancements toimprove safety, reliability or producibility, and to increase their effectiveness against theadvanced IR and RF threat. A replacement for the GEN-X Electronic Decoy is currentlybeing studied to provide a capability required for future contingencies. Advances inpyrotechnic and pyrophoric type decoys are being pursued to enhance countermeasureeffectiveness, centered on defeating the counter-countermeasures of the advanced IRMANPAD, including tailoring the spectral output, output in different bands, improvingaerodynamic qualities and improving kinematic performance. The expendable dispensetechniques are as important to defeat the advanced threat as the expendables, so acontinuous effort is required to derive, test and field more sophisticated, effectivetechniques. To this end, the program office has added a program element called AircraftSurvivability Program Optimization (ASPO) funding line in the budget to optimize threatresponse techniques and tactics, increase modeling and simulation efforts and toincrease in-field ASE grooming. ASPO will help meet future threats that demandexpendables and directed energy solutions be synergized.B. Electronic Countermeasures.1. Current capabilities.The AN/ALQ-126B is a programmable airborne Defensive ElectronicCountermeasures (DECM) system capable of intercepting, identifying, and processingreceived radar pulse (only) signals and applying an optimum countermeasurestechnique, thereby improving individual aircraft probability of survival against a variety oflegacy surface-to-air RF threats. The system operates in a variety of host aircraft in astand-alone or EW Suite mode. In the EW Suite mode, the AN/ALQ-126B interfaceswith the Radar Warning Receiver (RWR) in a coordinated, non-interference mannersharing information for enhanced operation in a non-interference basis.The AN/ALQ-162(V)1 is a programmable airborne Defensive ElectronicCountermeasures (DECM) system capable of intercepting, identifying, and processingreceived Continuous Wave (only) radar signals and applying an optimumcountermeasures technique in the direction of the radar signal; thereby, improvingindividual aircraft probability of survival against a variety of active and semi-active RFA-6 Self Protection 5

Core Avionics Master Plan 2011 Appendix A-6radar-guided missile threats. The system is installed in pylons on Foreign Military F/A-18 and F-16 aircraft, installed with the AN/ALQ-126B in the AN/ALQ-164 pod on USMCand Foreign Military AV-8B aircraft, and internally mounted in a variety of U.S. Armyrotary wing aircraft. The system operates in a stand-alone or EW Suite mode. In the EWSuite mode, the AN/ALQ-126B interfaces with the Radar Warning System (RWS) in acoordinated, non-interference manner sharing information for enhanced operation in anon-interference basis. An upgraded version of the system, ALQ-162(V)6, wasdeveloped and produced via a joint Foreign Military Sales initiative to add Digital RadioFrequency Memory (DRFM)-based, pulse Doppler radar jamming capability andincreased transmitted power using a Microwave Power Module (MPM). The AN/ALQ-164(V)6 configuration is installed in F-16 pylons and internally aboard AH-64D Apachehelicopters.The AN/ALQ-165, the Airborne Self-Protection Jammer (ASPJ) is an airborneDECM, a programmable modular automated system capable of intercepting, identifying,processing received radar (pulse and continuous) signals and applying an optimumcountermeasures technique, thereby improving individual aircraft probability of survivalagainst a variety of surface-to-air and air-to-air RF threats. The system operates in avariety of host aircraft in stand-alone or EW Suite mode. In the EW Suite mode, theAN/ALQ-165 interfaces with the RWR in a coordinated, non-interference manner. TheAN/ALQ-165 was designed to operate in a high density electromagnetic hostileenvironment with the ability to identify and counter a wide variety of multiple threatsincluding those with Doppler characteristics.The AN/ALQ-214 is the onboard jammer (OBJ) an advanced airborne IDECMprogrammable modular automated system capable of intercepting, identifying,processing received radar signals (pulsed, pulsed Doppler, and continuous wave) andapplying an optimum countermeasures technique, thereby improving individual aircraftprobability of survival against a variety of surface-to-air and air-to-air RF threats. Thesystem operates in a stand-alone or EW Suite mode. In the EW Suite mode, theAN/ALQ-214 operates in a fully coordinated mode with the towed dispensable decoy,Radar Warning Receiver (RWR), various dispensers, and the on-board radar in the F/A-18E/F in a coordinated, non-interference manner sharing information for enhancedoperation. The AN/ALQ-214 was designed to operate in a high density electromagnetichostile environment with the ability to identify and counter a wide variety of multiplethreats including those with Doppler characteristics.2. Funded Enhancements and Potential Pursuits.On-Board Jammer Enhancements. (2011) The ALQ-214 is being modified torender it suitable for carrier-based operations, when installed in the F/A-18C/D, whileretaining full functionality, to include driving the AN/ALE-55 FOTD, when installed in anF/A-18E/F. This modified design will provide F/A-18C/D aircraft the capability to detectand respond to pulsed, pulsed Doppler, and continuous wave threats. This EngineeringChange Proposals (ECP) for the block III and block IV effectively alter the ALQ-214onboard jammer to a Modular Open Systems Architecture (MOSA) and institutes size,weight and power reductions along with other upgrades.A-6 Self Protection 6

Core Avionics Master Plan 2011 Appendix A-6Reel Out – Reel In (RORI) decoy. (2012) S&T efforts are underway to integrate aReel Out – Reel In (RORI) towed decoy launcher that will increase the tow envelopeand provide for reuse of a deployed towed decoy. The RORI effort will be integratedwith the ALE-55 towed decoy.C. Radar Protection.1. Current capabilities.The AN/ALR-67(V)2 Radar Warning Receiver (RWR) has provided warningcapability for both US and foreign military aircraft since 1982. It has three different typesof receivers; a broadband crystal video receiver, a super-heterodyne receiver, and anintegrated low-band receiver. It also has an antenna array and an azimuth indicator,which are controlled by a CP-1293C threat processor. The AN/ALR-67(V)2 wasproduced by Northrop Grumman and is used in the F/A-18, and AV-8B aircraft. Theforeign military sales (FMS) of this system has implemented diminishing manufacturingsources and material shortages (DMSMS) programs to maintain system operationalcapabilities as this system ages.The AN/ALR-67(V)3 is the newest generation RWR and is installed in the F/A-18E/FSuper Hornet. As is true of its predecessor, the AN/ALR-67(V)2, the purpose of theRWR is to detect, identify, and localize the radar of potentially threatening weaponsystems. Contracted for development in 1989 to Hughes Aircraft Company (nowRaytheon), the AN/ALR-67(V)3 uses channelizer rather than Crystal Video Analog-todigital(CVAD) technology. The system has added millimeter wave capability, whileretaining low band and the 4-quadrant high band microwave capabilities. The high bandantennas are an improvement over the AN/ALR-67(V)2 antennas.The AN/APR-39A(V)2 is a multi-service Radar Signal Detection Set (RSDS) and isone of the most widely used RWRs in the world. The RSDS detects, determinesdirection, classifies, and provides audible and visual cues to the aircrew when radarsignals illuminate the platform. A key feature of the AN/APR-39A(V)2 is areprogrammable memory unit that stores a Mission Data Set (MDS) containing radarsignatures and processing information specific to the geographical area of operation.The MDS determines how signals are classified and prioritized, and associatesaudible messages and visual symbols that will be displayed to the aircrew. TheAN/APR-39A(V)2 can operate independently, providing audible alerts over the platformaudio bus, and symbols on the IP-1150A display. The RSDS has been upgraded to theAN/APR-39B(V)2 configuration for the U.S. Navy and Air Force on aircraft withintegrated avionics bus processing, the AN/APR-39B(V)2 acts as the EW bus controller,polling and controlling other Aircraft Survivability Equipment (ASE) on the platform,including the AN/AVR-2 Laser Detecting Set, AN/AAR-47 Missile Warning Set, andAN/ALE-47 Countermeasures Dispenser. The AN/APR-39B(V)2 acts as the integrationprocessor for the federated ASE sensor suite.The processor stack has an additional interface card inserted to allow the system tobe a receiver/transmitter on a MIL-STD-1553 data bus. The AN/APR-39B(V)2 providesRSDS status and symbol display information via the data bus for use on aircraftequipped with integrated avionics processors and Multi-Function Displays (MFDs).A-6 Self Protection 7

Core Avionics Master Plan 2011 Appendix A-62. Funded Enhancements and Potential Pursuits.The program office has obtained FY10/11 funding to replace existing ALR-67(V)2with the newer ALR-67(V)3 in lieu of pursuing continued DMSMS solutions.Processor Upgrades. (2015) The AN/APR-39A/B(V)2 is being upgraded forsustainability and to meet emerging DECM requirements. The AN/APR-39C(V)2processor upgrade will replace seven circuit card assemblies with two modernizedprocessor cards to increase the processing speed and emitter library memory size. TheAN/APR-39C(V)2 will also incorporate an AN/AAQ-24(V)25 Directed InfraredCountermeasure (DIRCM) interface for improved pilot awareness and systemmanagement. Further planned improvements (i.e. AN/APR-39D(V)2) will include:replacing the analog-tuned receiver with a digital receiver and replacing the spiralantennas with dual-pole spiral antennas which will increase the probability of detectionof pulse-Doppler radars, cross-pole/circular polarization and improve accuracy of Angleof-Arrival(AOA). These enhancements will provide for the operational viability of theAN/APR-39 well into the 21 st century and preclude impending DiminishingManufacturing Sources (DMS). The AN/APR-39, with technology upgrades, is wellpositioned to be the ASE central processor for an Advanced Missile Warning System(AMWS).D. Missile Protection.1. Current capabilities:The AN/ALQ-144 Omni-Directional IR Jammer is pre-emptive jammer to protectrotary wing platforms from early generation IR seeking missiles. The Navy and MarineCorps have made a decision to retain this system on aircraft where installed while otherIRCM efforts mature.Deployed on helicopters and transport aircraft, the AN/AAR-47 Missile WarningSystem (MWS) warns of threat missile approach by detecting ultraviolet radiationassociated with the rocket motor and automatically initiates flare ejection. The MWSprovides attacking missile declaration and sector direction finding and interfaces directlyto the AN/ALE-39/47 countermeasures dispenser. Detection algorithms are used todiscriminate against non-approaching radiation sources. The AN/AAR-47 is a passive,MWS consisting of four sensor assemblies housed in two or more sensor domes, acentral processing unit, and a control indicator. Recent development of AAR-47B(V)2increase the probability of missile warning detection in harsh operating environments.As the first fielding of a directed energy weapon system, the AN/AAQ-24(V)25Department of Navy (DoN) Large Aircraft Infrared Countermeasure (DoN LAIRCM)program provides a laser-based, infrared countermeasure (IRCM) solution to increasethe survivability of Marine Corps rotary wing assault aircraft against Infrared (IR) guidedthreats. The DoN LAIRCM system is an upgrade to the Air Force's AN/AAQ-24 LAIRCMmissile warning system developed by the USAF. DoN LAIRCM integrates 2-color IRmissile warning sensors with the improved Guardian Laser Transmitter Assemblies. TheDoN LAIRCM system is designed to provide CH-53E (lead), CH-46E and CH-53Dplatforms with self-protection against IR guided surface-to-air missiles by detecting theirsignatures and defeating them with laser jamming. The DoN LAIRCM systemA-6 Self Protection 8

Core Avionics Master Plan 2011 Appendix A-6successfully demonstrated Early Operational Capability in November 2009 and wasapproved for limited fielding of 32 systems on CH-53E aircraft in support of OperationsOIF and OEF. DoN LAIRCM capable CH-53Es are currently flying operational missionsin-theater. Due to size, weight and power restrictions, this system is not beingconsidered for smaller platforms. The Army CIRCM program development is beingconducted in close cooperation with the PMA-272 program office since the CIRCM willbe procured for inclusion onto Navy and Marine Corps aircraft with the MV-22 as thelead platform for the Navy's efforts.2. Funded Enhancements and Potential Pursuits.Hostile Fire Indication (HFI). (2010) The program office is upgrading the AAR-47B(V)2 software that will give the system a Hostile Fire Indication (HFI) capability. Thiswill provide aircrew with indication of type 2 weapons fire in vicinity and will be displayedon the APR-39 pilot display. This effort is in combined operational testing as of summer2010 and is expected to deploy (software push) beginning in the Fall of 2010.Joint and Allied Threat Awareness System (JATAS). (2015) The next generationMWS will be the Joint and Allied Threat Awareness System (JATAS) which commenceda competitive Technology Development phase in FY10 with an expected downselect toa single vendor in FY11. JATAS, in its final form, will be a two-color IR sensor that willprovide integrated missile warning, laser warning, and HFI for Assault Support aviation.Intended host platforms include the MV-22B, CH-53K, AH-1Z, UH-1Y, MH-60R/S. Thesystem will be developed with Modular Open Systems Architecture (MOSA) to enableupgrade, technology refresh and integration with other platforms. Per OSD guidance,the Navy is the lead Service and is working closely with the program office of the Army(Program Directorate ASE) in the development of JATAS capabilities and interfaces tomeet inter-Service transfers of this system onto Army platforms.E. Infrared Protection.1. Current capabilities: The AN/ALQ-157 infrared jammer deployed on CH-46Eand CH53D aircraft, will also remain in place until future system installation (seeAN/ALQ-24(V)25 below) is complete.2. Funded Enhancements and Potential Pursuits.Multi Function Threat Detector (MFTD). (2010) Completed testing of this multispectral,IR-based sensor that was implemented as a risk reduction effort to JATAS.This project developed and demonstrated a high speed mid-wave IR detectortechnology in a form factor compatible with the existing AN/AAR-47 MWS. Thisprogram is expected to be handed off to Army and Air Force program offices forpossible inclusion into legacy AAR-57 and AVR-2B equipment sets, providing an IRadjunctcapability for HFI and MW.LAIRCM Enhancements (2010) Future enhancements to the DoN LAIRCMAN/AAQ-24(V)25 include upgrades to the laser system for increased reliability andpower levels and a system upgrade to the processor and sensors to achieve HFI. Ingeneral, other S&T efforts include miniaturizing components, increasing spectraldomination of expendables, improving reliability in lasers and pointer/trackers(miniaturization) and decreasing life cycle costs and complexity of IR sensors (such asA-6 Self Protection 9

Core Avionics Master Plan 2011 Appendix A-6uncooled IR detectors). In conjunction with the Naval Research laboratory (NRL),several Future Naval Capabilities (FNCs) are ongoing for detecting and counteringhostile fire, for countering advanced missile threats and for supporting JATAS algorithmdevelopment.Common Infra-Red Counter Measure (CIRCM). Navy and Marine Corps fixed androtary wing platforms have a need for covert, highly effective protection againstadvanced IR-guided SAMs and AAMs. The use of an onboard laser provides foressentially unlimited platform protection. This constitutes a desirable capability since theprotection currently available to Navy platforms is severely limited by the number ofcountermeasure assets that can be carried onboard. The IRCM ASE ADM identifies theArmy‟s Next Generation Advanced Tactical Infra Red Counter Measure (ATIRCM)system must satisfy the joint need for a compact, light weight, highly reliable IRcountermeasure. The Army and Navy requirements offices are currently developing acapabilities development document for this follow on capability, known as the CommonInfra-Red Counter Measure (CIRCM). The Navy will participate in this Armydevelopment program.A-6 Self Protection 10

Core Avionics Master Plan 2011 Appendix B-1AcronymsAAAAAMACASACLSACOACSADAPADMADNSADS-BAEAEHFAESAAFDSAIAISRAJAMCAMC&DAMPCDAMUAMWSANDVTAOAAPAPBAPIAPNAPWARAIMASASD/NIIASN/RDAASPJASEASOATAPSATCADTLATOATFLIRATMATRAVDLRAWICSBACNBEAMBFSABFTBITBLOSBLTAnti-Aircraft ArtilleryAir-to-Air MissileAircraft Collision Avoidance SystemAutomatic Carrier Landing SystemAirspace Coordination OrderAdvanced Crew StationAdvanced Digital Antenna ProductionAcquisition Decision MemorandumAutomated Digital Network SystemAutomatic Dependent Surveillance-BroadcastAntenna ElectronicsAdvanced Extreme High FrequencyAdvanced Electronically Scanned ArrayAvionics Full Duplex Switched(Ethernet)Airborne InterceptorsAirborne Intelligence, Surveillance &ReconnaissanceAnti-JamAdvanced Mission ComputerAdvanced Mission Computer andDisplayAdvanced Multi-Purpose Color DisplayAdvanced Memory UnitAdvanced Missile Warning SystemAdvanced Narrowband Digital VoiceTerminalAngle of ApproachArea PlanningAcquisition Program BaselineApplication Programming InterfaceAviation Procurement, NavyAviation Weapons SystemsRequirements BranchAdvanced Random AutonomousIntegrity MonitoringAcquisition StrategyAssistant Secretary of Defense/Networks & Information IntegrationAssistant Secretary of the NavyResearch, Development, & AcquisitionAircraft Self-Protection JammerAircraft Survivability EquipmentAir Support OperationsAdvanced Tactical Aircraft ProtectionSystemAir Traffic ControlAdvanced Tactical Data LinkAir Tasking OrderAdvanced Targeting Forward LookingInfra-RedAir Traffic ManagementAir Transport RackAviation Depot Level RepairAirborne Wireless InternalCommunications SystemBattlefield Airborne CommunicationsNodeBandwidth Efficient AdvancedModulationBlue Force Situational AwarenessBlue Force TrackerBuilt In TestBeyond Line of SightBEAM Line-of-sight TransmissionBOSSbpsBRNAVC2ISRCAASCAMPCANCASCBMCCMC-CRPACDDCDNUCDRCDRACDTICECCFECFITCIBCIDCIOCIRCMCJCSCMCMDSCMNCNAFCNATRACNRCNRWGCNS/ATMCOCOMCOECOMSECCOPCOTSCPDCPDLCCRDCRPACSADCSRCSSCTCTCSSCTT/HRCVADCWCWECWRIIPDADC(A)DDSD-GPSDaCASDAFIFDAMADAPBuy Our Spares SmartBytes Per SecondBasic Area NavigationCommand and Control, Intelligence,Surveillance and ReconnaissanceCommon Avionics Architecture SystemCore Avionics Master PlanCommunications and NetworkingClose Air SupportCondition-Based MaintenanceCommon Crypto ModuleConformal Controlled Reception PatternAntennaCapability Development DocumentsControl Display Navigation UnitCritical Design ReviewCritical Design Review AssessmentCockpit Display of Traffic InformationCooperative Engagement CapabilityCommercial Furnished EquipmentControlled Flight into TerrainCommon Interactive BroadcastCombat IdentificationChief Information OfficerCommon Infra-Red Counter-MeasuresChief, Joint Chiefs of StaffCryptographic ModernizationCountermeasure Dispenser SystemConcurrent Multi-NettingCommander, Naval Air ForcesChief of Naval Air TrainingCombat Net RadioCombat Net Radio Working GroupCommunications, Navigation andSurveillance/Air Traffic ManagementCombatant CommanderCommon Operational EnvironmentCommunications SecurityCommon Operational PictureCommercial Off-the-ShelfCapability Production DocumentController/Pilot Data LinkCommunicationsCapstone Requirements DocumentControlled Reception Pattern AntennaCabin Situational Awareness DeviceCrash Survivable RecorderCentral Security ServiceCipher TextContinuous Tone Code Squelch SystemCommander‟s Tactical Terminal/HybridReceiverCrystal Video Analog to DigitalCollaborative WarfareCollaborative Warfare EnvironmentCost Acquisition Wise ReadinessIntegrated Improvement ProgramDecision AltitudeDeputy Commandant (Aviation)Digital Data SystemDifferential Global Positioning SystemDigitally Aided Close Air SupportDigital Aeronautical Flight InformationFilesDemand Assigned Multiple AccessDownlink Aircraft ParametersB-1 Acronyms 1

Core Avionics Master Plan 2011 Appendix B-1DDSDigital Data SetDGPSDifferential Global Position SystemDECMDefensive Electronic CountermeasuresDIRCMDirected Infrared CountermeasuresDISADefense Information Systems AgencyDISNDefense Information System NetworkDMCDigital Map ComputerDMDDigital Memory DeviceDMEDistance Measuring EquipmentDMSDiminishing Manufacturing SourcesDMSMSDiminishing Manufacturing Sources andMaterial ShortageDoN LAIRCM Department of the Navy Large AircraftIR CountermeasureDoDDepartment of DefenseDODIDepartment of Defense InstructionDOTMLPF Doctrine, Organization, Training,Material, Leadership, Personnel &FacilitiesDPDeparture ProceduresDRFMDigital Radio Frequency MemoryDSNDefense Switch NetworkDSCSDefense Satellite CommunicationsSystemD SS&EDirector Systems & SoftwareEngineeringDTEDDigital Terrain and Elevation DatabaseDVEDegraded Visual EnvironmentDVRDigital Video RecorderECPEngineering Change ProposalEFBExpected Final BearingEFBElectronic Flight BagsEGIEmbedded GPS in INSEHSEnhanced SurveillanceEKMSElectronic Key Management SystemELSElementary SurveillanceEMCONEmission ControlEOElectro-OpticalESIPEnhanced SINCGARS ImplementationProgramETEnhanced ThroughputEWElectronic WarfareFAAFederal Aviation AdministrationFAB-TFamily of Advanced BLOS TerminalsFARFederal Acquisition RegulationsFBCB2Force XXI Battle Command Brigade andBelowFCCFederal Communication CommissionFDDFunctional Description DocumentFFCFleet Forces CommandFIS-BFlight Information Service – BroadcastFLIPFlight Information PublicationFLIRForward-Looking Infra-RedFMSFlight Management SystemFMVFull Motion VideoFNCFuture Naval CapabilityFOFiber OpticFOCFull Operational CapabilityFOGFiber Optic GyroFOTDFiber Optic Towed DecoyFOVField of ViewFRPFull Rate ProductionGAS-1GPS Antenna SystemGBASGround Based Augmentation SystemGCASGround Collision Avoidance SystemGCCS-M Global Command and Control System –MaritimeGENSER General ServiceGFEGovernment Furnished EquipmentGIGGlobal Information GridGPGeneral PlanningGPSGlobal Positioning SystemGPWSGround Proximity Warning SystemGWOTGlobal War on TerrorismHAIPEHigh Assurance IP-Based EncryptionHAIPE-IS High Assurance IP-Based Encryption –Interoperability SpecificationHARMHigh-speed Anti Radiation MissileHAVEQUICK UHF Encrypted WaveformHDRATHigh Data Rate Aviation TerminalHFHigh FrequencyHF-ALEHigh Frequency – Automatic LinkEstablishmentHFIHostile Fire IndicationHIPEHighly Integrated Photonics ElectronicsHMDSHelmet Mounted Display SystemHOLHigh Order LanguageHQ-IIHaveQuick IIHUMSHealth & Usage Monitoring SystemHUDHeads-Up DisplayIAInformation AssuranceIAPInstrument Approach ProceduresIBSIntegrated Broadcast ServiceICAOInternational Civil Aviation OrganizationICDInitial Capability DocumentsICNIAIntegrated Communications Navigationand AvionicsICSInterior Communications SystemIDIdentificationIDECMIntegrated Defensive ElectronicCountermeasuresIEEEInstitute of Electrical and ElectronicsEngineersIETFInternational Engineering Task ForceIFIntermediate FrequencyIFRInstrument Flight RulesILSInstrument Landing SystemIMCInstrumented Metrological ConditionsIMDIntegrated Mechanical DiagnosticIMD HUMS Integrated Mechanical Diagnostic andHealth and Usage Monitoring SystemIMPLCIntegrated Multiple Launch ControllerINSInertial Navigation SystemIOCInitial Operational CapabilityIOT&EInitial Operational Test and EvaluationIPInternet ProtocolIPSECInternet Protocol SecurityIPv6 Internet Protocol Version 6IPLIntegrated Priority ListIRInfraredIRCMInfrared Counter-MeasuresISRIntelligence Surveillance &ReconnaissanceIT/NSSInformation Technology/NationalSecurity SystemIWIntegrated WaveformJAN-TEJoint Airborne Network – Tactical EdgeJATASJoint and Allied Threat AwarenessSystemJBFSAJoint Blue Force Situational AwarenessJBC-PJoint Battle Command - PlatformJCAJoint Capability AreaJCDJoint Capability DocumentJCTDJoint Capabilities TechnologyDemonstrationJCIDSJoint Capability Integration andDevelopment SystemJDAMJoint Direct Attack MunitionsJASPOJoint Aircraft Survivability ProgramOfficeJEATJoint Electronic Advance TechnologyJFCOMJoint Forces CommandJHMCSJoint Helmet Mounted Cueing SystemJMPSJoint Mission Planning SystemB-1 Acronyms 2

Core Avionics Master Plan 2011 Appendix B-1JMPS-E Joint Mission Planning System –ExpeditionaryJMPS-MJoint Mission Planning System MaritimeJPALSJoint Precision Approach and LandingSystemJPEOJoint Program Executive OfficeJREJoint Range ExtensionJREAP-C Joint Range Extension ApplicationsProtocol (C)JROCJoint Requirements Oversight CouncilJROCMJoint Requirements Oversight CouncilMemorandumJSFJoint Strike FighterJSOWJoint Stand-off WeaponJTAJoint Technical ArchitectureJTACJoint Tactical Air ControllerJTIDSJoint Tactical Information DistributionSystemJTRSJoint Tactical Radio SystemJTT-IBSJoint Tactical Terminal – IntegratedBroadcast SystemJUONJoint Urgent Operational NeedJVMFJoint Variable Message FormatKPPKey Performance ParameterKSAKey Systems AttributesLAASLocal Area Augmentation SystemsLADARLaser RadarLAIRCMLarge Aircraft Infrared Counter-Measures (Air Force)LECPLogistics Engineering Change proposalLEDLight Emitting DiodeLOSLine of SightLOLow ObservableLPDLow Probability of DetectionLPILow Probability of InterceptLPIALow Probability of Intercept AltimeterLPVLocalizer Performance with VerticalGuidanceLSILead Systems IntegratorM5L2-BMode 5 Level 2 – BroadcastMADLMulti-Function Advanced Data-linkMAGRMiniaturized Airborne GPS ReceiverMANETMobile ad hoc NetworkingMANPADS Man-Portable Air Defense SystemMarine AvPlan Marine Aviation PlanMATTMulti-mission Advanced TacticalTerminalMAWSMissile Approach Warning SystemMCMission ComputerMCASMidair Collision Avoidance SystemM-CodeGPS WaveformMCPMilitary Capability PackageMDAMilestone Decision AuthorityMDFMission Data FileMDPSMaintenance Data Processing StationMELPMixed Excitation Linear PredictionMEMSMicro Electro-Mechanical SystemMFDMulti-Function DisplayMFSMaritime/Fixed StationMFTDMulti-Function Threat DetectorMFOQAMilitary Flight Operations QualityAssuranceMGCASManual Ground Collision AvoidanceSystemMGUEMilitary GPS User EquipmentMIDSMulti-functional Information DistributionSystemMIDS-LVT MIDS Low Volume TerminalMIDS-JTRS MIDS Joint Tactical Radio SystemMILSMultiple Independent Level SecurityMILSTAR Military Strategic & Tactical RelayMIPv6 Mobile Internet Protocol Version 6MJUMLSMLVSMOSAMPMMSMAMUOSNACRANAENARGNASNASANATONAVAIRNAVICPNAVFIGNAVPlanNAVRIIPNAVWARNCCTNCESNCONCTAMSNCTSNCWNDBNDINGANOCN-PFPSNRENSANWCFOAGOBJOBLOFPONRORMOSAOSDOTAROTATOTAZPARPBAPBLPCDPCMCIAPDFPDRPDRAPEOPEO(A)PFPSPILSPGMPHMPLIPMPMDSSPMMWPoPSMobile Jettison UnitMulti-level SecurityMemory Loader-Verifier SetModular Open Systems ArchitectureMicrowave Power ModuleMission Systems Management ActivityMulti-User Objective SystemNaval Aviation Center for RotorcraftAdvancementNaval Aviation EnterpriseNaval Aviation Requirements GroupNational Air SpaceNational Air & Space AdministrationNorth Atlantic Treaty OrganizationNaval Aviation Systems CommandNaval Aviation Inventory Control PointNaval Flight Information GroupNaval Aviation PlanNaval Aviation Readiness IntegratedImprovement ProgramNavigation WarfareNetwork Centric Collaborative TargetingNetwork Centric Enterprise ServicesNetwork Centric OperationsNaval Computer & TelecommunicationsArea Master StationNaval Computer & TelecommunicationsStationNetwork-Centric WarfareNon-Directional BeaconNon-Developmental ItemNational Geospatial-Intelligence Agency(formerly National Imagery and MappingAgency (NIMA)Network Operations CenterNavy-Portable Flight Planning SoftwareNon-returnable EngineeringNational Security AgencyNavy Working Capital FundsOperational Advisory GroupOn Board JammerOptical Break LockOperational Flight ProgramOffice of Naval ResearchOperational Risk ManagementOpen Systems ArchitectureOffice of the Secretary of DefenseOver-the-Air RekeyOver-the-Air TransferOver-the-Air ZeroizationPrecision Approach RadarPerformance Based AcquisitionPerformance Based LogisticsPanoramic Cockpit DisplayPersonal Computer Memory CardInternational AssociationPaper Digital FormatPreliminary Design ReviewPreliminary Design Review AssessmentProgram Executive OfficeProgram Executive Office (Air ASW,Assault & Special Missions ProgramsPortable Flight Planning SystemProtected Instrument Landing SystemPrecision Guided MunitionsPrognostic Health ManagementPosition Location InformationProgram ManagerPortfolio Management DecisionSupport SystemPassive Milli-Meter WaveProbability of Program SuccessB-1 Acronyms 3

Core Avionics Master Plan 2011 Appendix B-1POMProgram Objective MemorandumPPBEPlanning Programming Budgeting andExecutionPPLIPrecise Participant Location andIdentificationPPSPrecise Positioning ServicePRRProgram Requirements ReviewsPSKPhase Shift KeyingQ&AQuestion and AnswerRAHRSReplacement Altitude HeadingReference SystemRAIMRandom Autonomous IntegrityMonitoringRCSRadar Cross-SectionRDT&EResearch Development Test andEvaluationRFRadio FrequencyRINU-G Replacement Inertial Navigation Unit –GPSRIPReliability Improvement ProgramRLGRing Laser GyroRNAVArea NavigationRNPRequired Navigation PerformanceROIReturn on InvestmentRORIReel Out Reel InROVERRemotely Operated Video EnhancedReceiverRPGRocket Propelled GrenadeRSDSRadar Signal Detection SystemRTOSReal Time Operating SystemR/TReceiver/TransmitterRVSMReduced Vertical Separation MinimumsRWRRadar Warning ReceiverRWSRadar Warning SystemSCASoftware Communications ArchitectureSCISensitive Compartmented InformationSAASMSelective Availability Anti-Spoof ModuleSAFFSmall Airborne Form FactorSAMSurface to Air MissileSATCOM Satellite CommunicationsSATURN Secure Anti-Jam, Tactical, UHF, Radiofor NATOSBASSpace Based Augmentation SystemSBBSwiftBroadBandSBIRSmall business Innovative ResearchSCASoftware Compliant ArchitectureSCISensitive Compartmented InformationSECNAV Secretary of the NavySHARPShared Airborne Reconnaissance PodSIAPSingle Integrated Air PictureSIDSStandard Instrument DeparturesSINCGARS Single Channel Ground/Airborne RadioSystemSLAMStand-off Land Attack MissileSLAM-ER Stand-off Land Attack Missile –Extended RangeSPOTStrike Planning Optimization ToolSPPSponsor‟s Program ProposalSPSStandard Position signalSOAService Oriented ArchitectureSRGPSShipboard Relative Global PositioningSystemSRWSoldier Radio WaveformSSGSenior Steering GroupSTANAG Standardization AgreementSTARSStandard Terminal ArrivalsSTD-CDLSTOMSWaPTACAIRTACANTADIRCMTADIXS-BTADIL-JTADL-JTAMMACTAMPSTAWSTCASTCP/IPTDDSTDMATFRTIBSTIS-BTMATMSTPLTPPTRETRANSECTRAPTRIXSTTNTTYCOMUATUEUFOUHFUNCLASUNSUSBUSB-ENTRUUNSVACMVECPVFRVHFVMCVMFVNAVVoIPVORWAASWANWCDMAWEDWGSWNWXDRYIGStandard Common Data LinkShip to Objective ManeuverSize Weight and PowerTactical AircraftTactical Communications Aid toNavigationTactical Aircraft Directed InfraredCountermeasuresTactical Data Information ExchangeSystem – BroadcastTactical Digital Information Link – JointTactical Digital Information Link – JointTactical Aircraft Moving Map CapabilityTactical Automated Mission PlanningSystemTerrain Awareness Warning SystemTraffic Alert and Collision AvoidanceSystemTransmission Control Protocol/InternetProtocolTRAP Data Dissemination SystemTime Division Multiple AccessTemporary Flight RestrictionTactical Information Broadcast SystemTraffic Information Service – BroadcastTerminal Maneuvering AreaType Model Series (also T/M/S)TYCOM Priority ListTYCOM Priority PanelTactical Receive EquipmentTransmission SecurityTactical Receive Equipment andRelated ApplicationsTactical Reconnaissance InformationExchange SystemTactical Targeting Network TechnologyType CommanderUniversal Access TransceiverUser EquipmentUHF Follow-onUltra High FrequencyUnclassifiedUniversal Needs StatementUniversal Serial BusUniversal Serial Bus – EmbeddedNational Tactical ReceiverUrgent Universal Needs StatementVINSON and ANDVT CryptographicModernizationValue Engineering Change ProposalVisual Flight RulesVery High FrequencyVisual Meteorological ConditionsVariable Message FormatVertical NavigationVoice Over Internet ProtocolVHF Omni-Directional ReceiverWide Area Augmentation SystemWireless Airborne NetworkWideband Code Division MultipleAccessWindtalker Encryption DeviceWideband Global SATCOMWideband Network WaveformExtended Data RateYttrium-Iron GarnB-1 Acronyms 4

Core Avionics Master Plan 2011 Appendix B-2Points of ContactAvionics Requirements and Resourcing Managers:COMNAVAIRFOR 757-445-7590OPNAV N881C3 703-602-8308Flight Safety 703-693-6158HQMC APW71 703-693-8390/8552Commodity Program Offices and Services Agents:PMA209 Air Combat Electronics 301-757-6464PMA213 ATM (JPALS) & Combat ID 301-995-7730PMA272 Electronic Warfare 301-757-7947PMA281 Strike Planning & Execution 301-757-8011/6152PMW/A170 GPS 301-995-4683JTRS PEO MIDS/JTRS 619-524-4600Obsolescence Mgt Support Branch 360-315-7503Capability Element Managers:Capability Element Office Phone NumberAv Cap Intgtn Supt Team (ACIST) PMA209 301-757-6736Airborne Collision Avoidance PMA209 301-757-6662Attitude and Altitude PMA209 301-757-0906CFIT Avoidance PMA209 301-757-6662CNS/ATM PMA209 301-757-6457Communications Security PMA209 301-342-8649Cooperative Combat ID PMA213 301-995-6379Crash Survivable Recording PMA209 301-757-6662Data Storage PMA209 301-757-9441Data Transfer & Distribution PMA209 301-757-9441Voice Communications PMA209 301-342-8643FACE Consortium PMA209 301-757-9441Flying Operations Quality Assurance PMA209 301-757-6662GPS Navigation PMW/A170 301-995-4683Information Processing (FACE) PMA209 301-757-9441Interior Communications PMA209 301-757-6726Joint Tactical Networking PMW209 301-342-8649Mission Planning PMA281 301-757-8011/6152Precision Recovery (JPALS) PMA213 301-342-2896Self Protection PMA272 301-757-7947B-2 Acronyms 1

Core Avionics Master Plan 2011 Appendix B-2[Intentionally blank]B-2 Acronyms 1