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

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