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

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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
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