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

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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
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