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

Core Avionics Master Plan 2011 Appendix A-5during formation flight. PMA209 conducted a Midair Collision Avoidance System(MCAS) study in 2009 to explore options for protection of tactical military aircraft. Thestudy characterized USN and USMC Mid-Air and Near Mid-Air Collisions (MAC, NMAC)and identified available and predicted systems that may be used to prevent them.Analysis of 45 MACs and 152 NMACs revealed that 83% of the MACS could have beenprevented with such protection.2. Funded Enhancements and Potential Pursuits. The MCAS study evaluatedseveral COTS and evolving potential ACAS solutions to determine the best strategy tocover this capability gap. It recommended continued use of TCAS II systems forcommercial derivative fixed-wing transports, and exploration of algorithms using lowlatencydata-linked position information for a tactical aircraft solution.Enhanced Collision Avoidance (TACAN Air-Air). (2016) Spanish F/A-18 usershave integrated a collision avoidance tool that uses TACAN Air to Air mode to provideproximity warnings between cooperating aircraft. Each user operates on previouslycoordinated TACAN frequencies to enable the warnings. This capability only provideswarnings of potential collisions with intra formation equipped aircraft. US F/A-18 aircraftcould leverage this system as a lower fidelity near-term interim solution until higherfidelity solutions are available.Tactical Aircraft Midair Collision Avoidance (ACAS). (2018) Platforms will berequired to have Automatic Dependent Surveillance – Broadcast „Out‟ (ADS-B „Out‟)capability to meet CNS/ATM civil airway access compliance mandates by 2020. UsingADS-B „Out,‟ aircraft constantly “squitter” (pulse) their location, identification and flightparameters to Air Traffic Control (ATC). ATC uses a receiver (ADS-B „In‟) to receive thesignals and provide safe separation. In conjunction with the ADDS developmentprogram, PMA209 has been funded to develop collision avoidance algorithms. Thisenables properly configured aircraft to build a Cockpit Display of Traffic Information(CDTI) for situational awareness of traffic in the vicinity even when operatingindependently or in areas of reduced ATC support. Where ATC is available, this systemwill enable them to provide data to the aircraft that can be used to prevent collisions withnon-Mode S light civil aircraft. Production MV-22s are slated to be the first aircraftequipped with this capability. Additional information on ADS-B „Out‟ and „In‟ is providedin Annex 4.D. Flying Quality Assurance. This capability element imports and processesflight data that is recorded on each flight by existing data recording systems for theoverall goal of improving operations readiness while identifying, quantifying, trending,and monitoring activities which could result in a mishap.1. Current capabilities.Unless training in a simulator or on a training range supported with telemetry,aircrew do not have any automated tools to conduct post-flight analysis of the mission toanalyze quality of the crew‟s mission performance or to identify opportunities forproficiency improvement. Operators currently use Operational Risk Management (ORM)tools to identify and analyze safety hazards, implement risk mitigation steps and monitortheir effectiveness.A-5 Flight Safety 7