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

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

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