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

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

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