https://www.ar15.com/media/ mediaFiles/348/6394.JPG http://www.sludgehornet.com/downloads/NavalAviation_Pubs/LSO.pdf “Naval Air Traffic Management Systems Program Office (PMA213) is the Navy's Executive Agent that pro- vides program management and life cycle support for all naval Air Traffic management Systems. PMA213 is directly responsible and accountable to Program Executive Officer, Tactical Aircraft Programs (PEO(T)). PMA213's mission is to: -maintain our fielded ATC and CID systems for our Warfighters today, - deliver advanced Air Traffic Control and Landing capability both at sea and ashore, and - deliver improved IFF security via Mark XIIA, Mode 5 upgrade.” http://www.navair.navy.mil/index.cfm?fuseaction=home.PhotoGalleryDetail&key=8E68C563-917F-4F68-9200-05AF2EA29C72 “AUTOMATIC CARRIER LANDING SYSTEM TESTS 1963 USS Midway Museum Docent Reference Manual 2013 Edition After a regular overhaul extending until April 1963 Midway http://www.volunteers-midway.org/assets/files/15557.pdf continued its role as a research and development platform. In June 1963 an F-4A Phantom II and an F-8D Crusader made the first fully automatic carrier landings with production equipment on board Midway off the West Coast. The landings, made "hands off" with both flight controls and throttles operated automatically by signals from the ship, were the culmination of almost 16 years of research and development....”

Naval Air Traffic Management Systems http:// http://www.navair.navy.mil/index.cfm?fuseaction=home. www.navair.navy. mil/img/uploads/ PhotoGalleryDetail&key=8E68C563-917F-4F68-9200-05AF2EA29C72 PMA213_2.jpg As it happens, the hands-off carrier landing capability has been around for a long time, with the first aboard a U.S. NAVY AIRCRAFT+,6725< carrier being accomplished more than 50 years ago and used operationally since 1965. However, the X-47B system -XO\/RRN1R+DQGV %\7RPP\+7KRPDVRQ has to provide greater functionality—for example a hands-off bolter (a touch down with no arrestment)—and much greater reliability. since there is no pilot to take over when the electrons and ones/zeros begin to lose their way. :KDWZDVDFWXDOO\RQO\WKHODWHVWLQKDQGVIUHHFDUULHUODQGLQJVZDVDFFRPSOLVKHGRQ -XO\DERDUG(LVHQKRZHUE\DQ)$'+RUQHWPRGLILHGWRHPXODWHDQXQPDQQHG The impetus for a hands-off system in 1950 was the desire to minimize the shortcomings of jets with respect to DLUFUDIW all-weather operations and the amount of time that a carrier was unable to operate aircraft due to ship motion or ceiling/visibility. In those days, before inflight refueling, jets were unable to wait out poor weather due to their http://thanlont.blogspot.com.au/2011/07/ limited endurance. look-no-hands.html Bell Aerospace won a competition with Honeywell and began developing the system in the early 1950s. It was ship-based, with a computer using radar data to determine the airplane's location relative to the glide slope and then sending corrections to the airplane's autopilot to alter its flight path to fly to and on the glide slope at the proper approach speed. All the pilot had to do was fly the airplane through an imaginary gate four miles aft of the ship on final approach and verify that the airplane was being guided by the ALCS, All-weather ( or Automatic) Carrier Landing System.

The first automatic landing of the Navy test airplane, a Douglas F3D Skyknight, took place in May 1954 at the Niagara Falls Airport, New York.

7KHXQPDQQHGDLUFUDIWEHLQJHPXODWHGLVWKH1RUWKURS*UXPPDQ;%ZKLFK LVFXUUHQWO\LQIOLJKWWHVWDQGVFKHGXOHGIRUDWVHDFDUULHUVXLWDELOLW\WHVWLQJLQ 

One addition required to the airplane in addition to an auto throttle was a corner reflector, seen above just in front of the nose landing gear doors, to insure the best possible radar data for the ship-based system. A production contract was finally awarded to Bell in March 1960 for the SPN-10 ALCS. NATC accomplished the first fully automated landings with the production system in June 1963 on Midway with an F-4 Phantom and an F-8 Crusader, modified for the capability. However, another round of development and improvements were required so the first operational use was delayed to late 1965, when operational evaluations were accomplished with F- 4Gs, ALCS-modified F-4Bs, aboard Kitty Hawk. The capability was subsequently retrofitted to F-4Bs and incorporated in new production F-4Js. After a Vietnam deployment aboard Kitty Hawk with VF-213, the 11 surviving F-4Gs (one was shot down) became F-4Bs again. (Either the Navy's F-4G's existence was forgotten/considered irrelevant or used to disguise the purpose of yet another F-4 variant, the Air Force F-4G Wild Weasel.)

The radar reflector on the aircraft was substantially reduced in size and made retractable. On the F-4, it was attached to a door that opened just forward of the nose gear.

Part of the interval between the successful demonstration at Bell and the first landing aboard a carrier was dedicated to developing a ship-motion compensation capability. During the last 12 seconds before the touchdown, ship motion was included in the computations; a second or two from touchdown, the corrections to the autopilot ceased and it simply maintained pitch and bank.

The first at-sea demonstration was on Antietam in 1957. At the time, the system was housed in large vans and not ready for deployment in the operating environment aboard an aircraft carrier. Redesign and environmental (shake, vibration, EMI, etc.) qualification testing was required now that proof of the concept had been demonstrated. OnO the F-111B, it was mounted on the upper link of the nose gear torque scissors so it deployed into position whenw the gear was down in flight.

WhenW the system was working, the performance was brilliant, the airplane coming down the glide slope toward a three-wiret arrestment like it was on rails. As might be expected from the vacuum-tube-based technology of the time,t however, reliability proved to be a problem. A field change was made to improve SPN-10 reliability but at thet expense of its automatic touchdown capability: the pilot had to take over at weather minimums and make the finalf corrections before touchdown.

IIn 1966, Bell received a contract to "digitize" the system with solid state electronics and computers and restore ffull functionality. The redesigned system was designated the SPN-42. A subsequent improvement, the SPN-42A, iincorporated an X-Band radar for better system performance in heavy precipitation. It was operationally approved iin 1968.

DDevelopment of the next ALCS generation, the SPN-46, was begun in 1980 to take advantage of advancements in ggyro, computer, and radar technology. It was declared operational in 1987 after an operational evaluation iinvolving Kennedy and F-14s. It is being continually improved but will eventually be replaced by a GPS-based ssystem being developed as a joint service program, JPALS (Joint Precision Approach and Landing System).

http://thanlont.blogspot.com.au/2011/07/look-no-hands.html F/A-18 Carrier Landing System

A fuzzy logic based aircraft carrier landing system Marc Steinberg; Lehigh University 1991 http://preserve.lehigh.edu/cgi/viewcontent.cgi?article=1018&context=etd

Side View Carrier Landing System Ship c.2005 Capability Description AN/SPN-46 ACLS CV/CVN - Mode I: Hands-off approach to touchdown. Ship - Mode IA: Hands-off approach to ¾ NMI, pilot takeover. Suitability - Mode II: SPN-46 radar provides azimuth and elevation guidance Testing – - Mode III: Ground-controlled approach utilizing the SPN-46 Preparing radar for skin track. for the - Mode I, IA, and II capabilities require aircraft to have a radar Future beacon and an on-aircraft data link. AN/SPN-41 ICLS CV/CVN - SPN-41 radar provides azimuth and elevation guidance - Stand-alone instrument landing system or independent monitor LHA, LHD for ACLS approaches. - Requires receiver in aircraft AN/SPN-35 PAR LHA, LHD - Ground-controlled approach using radar skin track - No on-aircraft systems required. ATC&LS testing is currently focused on certification of the PALS onboard LHD, LHA, and CV/CVN class Table 1: ships. PALS capabilities are further described in Table 1. The ATC&LS Branch also certifies shore-based installations of the ACLS and ICLS and tests Instrument Landing Systems on all Navy/Marine Corps aircraft. Upcoming work is focusing on service life improvements of the current systems and development of the Joint PALS Precision Approach Landing System (JPALS). JPALS will be used by all U.S. Services to provide shore- based and shipboard precision approach capability using relative GPS technology. The JPALS T&E program Capabilities will be a large challenging program that will, in the end, enable a change to the concept of operation for the Description carrier air traffic control system and be the major enabling technology for UCAS shipboard launch and recovery operations. This branch is also heavily involved in new aircraft development programs such as the F-35B/C JSF airplanes and in the development of modifications to current airplanes such as the new Digital Flight Control System (DFCS) for the EA-6B. http://ftp.rta.nato.int/public//PubFullText/RTO/MP/RTO-MP-SCI-162///MP-SCI-162-07.pdf http:// www. Day neptun Case III uslex. com/20 Recovery 11/03/0 6/ whisper -still- life/ W H I S P E R — S T I L L - L I “Case III explanation (‘Whisper’). During instrument meteorological conditions (IMC), (and always at night) we F execute a Case III recovery, more specifically the CV-1 approach. It is basically an all inclusive holding, penetration, and instrument approach procedure that drops you off on a 3.5 degree glideslope behind the ship.” E http://www.neptunuslex.com/wp-con tent/uploads/2011/03/IMG_0117-1.jpg TYPE APPROACH MINIMUMS What? http: Me // JET NON- 600–1-1/4 info. https:// Worry? www. PRECISION publi cnatra. navy. cinte mil/ ICLS 300–3/4 llige ebrief/ docum nce. ents/ TW1/ ICLS/ILM 200–1/2 net/ referen ces/ W/SPN-42/46 F18- COLUM N%202/ MONITOR CCA ABC T-45C% 20NAT D-00 OPS/ MODE I AS CERTIFIED CV% 0.pdf 20NAT OPS. pdf MODE IA, II, IIT, III 200–1/2

“CASE III: This approach shall be utilized whenever existing weather at the ship is below Case II minimums and during all flight operations conducted between one-half hour after sunset and one-half hour before sunrise except as modified by the OTC or carrier commanding officer. Night/IMC Case III recoveries shall be made with single aircraft. Section approaches will be approv- ed only when an emergency situation exists. Carrier Controlled Formation penetrations/ approaches by dis- Approach (CCA) similar aircraft shall not be attempted except in extreme circumstances where no safer A1-F18AC-NFM-000 options are available to effect a recovery.” NATOPS FLIGHT MANUAL CV NATOPS 2009 NAVAIR 00-80T-106 NAVY MODEL F/A-18A/B/C/D Whisper, March 6, 2011 at 4:32 pm: Reply: http://www.neptunuslex.com/2011/03/06/whisper-still-life/comment-page-1/#comment-696277 “On a four wire boat, the ace is almost always a no grade. Not so on the three wire boats. When you’re targeting in front of the two, it’s possible to get a fair or even OK one wire. But yeah, both of those guys pulled-out an ace. For me, there’s really only two grades on a day like that: Stopped and Didn’t Stop. Come across the ramp safe and predictable and paddles will get you in the wires every time.”

‘Whisper: Still Life’ By Whisper, on March 6th, 2011 http://www.neptunuslex.com/wp-content/uploads/2011/03/IMG_0087-1.jpg http://www.neptunuslex.com/2011/03/06/whisper-still-life/#comments Click for Miniscule Videos A1-F18AC-NFM-000NATOPSFLIGHTMANUAL http://info.publicintelligence.net/F18-ABCD-000.pdfNAVYMODELF/A-18A/B/C/D

ACL Mode 1 & 1A Approaches ACL Mode 2 Approach A1-F18AC-NFM-000 A1-F18AC-NFM-000 AUTOMATIC CARRIER LANDING SYSTEM (ACLS) the number of electronic units to less than half of the units used in AN/SPN-10 and, by Don Femiano w subsequently, improved the reliability. “LOOK MA NO HANDS.” This was the slogan on a jacket patch created by Bell w During the AN/SPN-42 development, the Navy directed Bell to incorporate an X-Band (9.3 Aerosystems on the occasion of the US Navy’s Operational Certification of Bell’s Automatic GHz) receiver modification into the radar subsystem to improve radar performance in heavy Aircraft Landing System (ACLS). It contains the caricature of a pilot flying a plane with his precipitation, and the system was then designated AN/SPN-42A. In 1968, OPEVAL arms folded as he approached an aircraft carrier. Unfortunately, the patches are not around w. (operational evaluation) tests with several aircraft were successfully performed on the any more, but the Bell ACLS is in operational use on all Navy aircraft carriers to this day. AN/SPN-42A aboard USS Saratoga (CV-60), and the system was awarded Operational tsr Approval. This success didn’t happen over night. It was the result of several years of effort by many at Bell starting in 1953 when Bell, using a feasibility model landing system, won a fly off For the next ten years, Bell built AN/SPN-42A systems for the new carriers as they were competition with Minneapolis Honeywell. Following this win, Bell won a contract to build a eti commissioned, and converted AN/SPN-10 systems to AN/SPN-42A system for reinstallation shipboard feasibility model system, designated AN/SPN-10 (XN-3), for testing aboard Navy on the existing carriers. From the mid sixties to the end of the Vietnam War, AN/SPN-10 and aircraft carriers. Using the (XN-3) system, the first automatic landing with a Navy aircraft re AN/SPN-42A played a major roll in all carrier operations in Southeast Asia. took place in 1954, at the Niagara Falls Airport, adjacent to the Bell facility in Wheatfield New York. In 1957, the first automatic-landing-to-touchdown, on a carrier, was accomplished es. However, once again technology obsolescence raised its ugly head and the AN/SPN-42A with the (XN-3), by a Navy pilot in an F-3D aircraft on USS Antietam (CV-36). became difficult to maintain because of the unavailability of replacement parts. So in 1980, the Navy contracted with Bell to design and develop a new automatic carrier landing system, After the USS Antietam sea trials, Bell worked on designing the system to conform to the or designated AN/SPN-46(V)1. stringent requirements for shipboard operation (shock, vibration, EMI, etc), and in 1960 Bell was awarded a production contract for the AN/SPN-10 All Weather Carrier Landing System g/ The AN/SPN-46(V)1 uses six AN/AYK-14 Navy standard airborne computers for the radar (AWCLS). This is when Bell Aerosystems became a division of Textron and was renamed and aircraft control processing, and Navy Standard Electronic Modules (SEM) for the Bell Aerospace Textron; it is also when I began my career on landing system programs that supporting electronic equipment, thus resulting in fewer units and better reliability than spanned 35 years. me AN/SPN-42A. The Navy MK-16 MOD 12 Ring Laser Gyro replaced the gyro controlled ship motion stabilization unit, used in both AN/SPN-10 and AN/SPN-42A. In 1962, the first production systems were installed on USS Midway (CV-41) and USS m Independence (CV-62) and, in 1963, after certification testing at sea on USS Midway, In 1984, extensive testing of the AN/SPN-46(V)1 was conducted at the Naval Air Warfare AN/SPN-10 was certified for operational use. Over the next several years, production systems Center Aircraft Division (NAWCAD), Patuxent River, MD, with several Navy aircraft. were installed on the Navy’s aircraft carriers operating at that time. or In 1985, the first system was installed on USS John F Kennedy (CV-67) and OPEVAL sea Unfortunately, the reliability of the system was low because it consisted of more than thirty y/ trials were conducted in 1986 and 1987 with F-14 Tomcats. In 1987 The Navy awarded the units of electronic equipment, containing hundreds of vacuum tube operational amplifiers, to AN/SPN-46(V)1 Operational Approval for full automatic control from aircraft acquisition at perform ship motion stabilization and the aircraft control computations. As Bell and the Navy ten nautical miles to touchdown on the deck and production of the system was started. sought ways to improve the system, it was obvious that digital computers and solid-state Fe electronic technology were the only solutions to the reliability problems. In 1966 Bell From 1987 to 1991, Bell delivered five systems to the Navy and was working on the sixth received a contract to “digitize” the AN/SPN-10. The new system was subsequently mi system when Textron Corporate decided to combine Bell Aerospace Textron with Textron designated AN/SPN-42. Defense Systems (TDS) and move the Bell operations to Wilmington MA. This appeared to an the Navy to be an impossible task considering the work in progress at Bell, and the fact that While the AN/SPN-42 was in development, an AN/SPN-10 field change that reduced the engineering, manufacturing and quality people at TDS had never worked on an AN/SPN- electronic equipment to improve reliability was installed in the system. Unfortunately, this 46(V)1 system. change eliminated the automatic touchdown capability, but the system would still control o. aircraft to carrier approach minimums, and the pilots would land the aircraft manually. The most critical work in progress was a system for USS Constellation (CV-64) that had to be do delivered by the end of the year to meet the ship’s departure date from the shipyard. The In the AN/SPN-42, UNIVAC 1219 digital computers replaced the vacuum tube analog people at Bell delivered a monumental effort to the task, getting the vast amount of equipment computers that performed the flight control computations, and the Ka-Band (33.2 GHz) radar and material associated with the program shipped, and assisting TDS in establishing tracking subsystem was converted to an all solid-state electronic design. This design reduced c nandCma eilVehicle Aerial Combat Unmanned an of Landing Carrier ‘Automated manufacturing and testing facilities. They did this even though many knew that their jobs pdf&AD=ADA469901 Location=U2&doc=GetTRDoc. http://www.dtic.mil/cgi-bin/GetTRDoc? were gone when the move was completed. Inversion’ Dynamic Using

With hard work and determination to succeed, the Bell/TDS team came through with flying colors, and the system was delivered on time. Production was up and running, at Wilmington, by the end of 1991. During the next several years, seven more systems were built at TDS and delivered to the Navy for replacement of the AN/SPN-42A, and for two new carriers commissioned in the late nineties.

In 1998, TDS phased out the AN/SPN-46(V)1 program and delivered the engineering data base NAWCAD at Patuxent River, MD and a new era of Navy Automatic Carrier Landing began.

Since taking over the program, NAWCAD has been developing new configurations of the system with support of subcontractors. They are developing a land based trainer system, designated AN/SPN-46(V)2, for use at Naval Air Stations. The (V)2 functions the same as the (V)1 but the MK 16 Mod 12 shipboard stabilization units are removed and a 7-foot diameter antenna replaces the 4-foot antenna used on the (V)1 for better low angle radar tracking on long Naval Air Station runways. NAWCAD is also upgrading the installed shipboard systems to improve system operability and reliability by installing modifications kits, some of which were developed at TDS under the Product Improvement Program. This new shipboard system configuration is designated AN/SPN-46(V)3, and has been successfully tested on several carriers to date. ug,&pr osb oini aldsway.” called is motion stbd to port & surge, emdrl,pth a.I h translational the In yaw. & pitch, roll, termed hpDgeso Freedom: of Degrees Ship aldhae owr oatmto scalled is motion aft to forward heave, called NAWCAD is also working on a Life Cycle Extension (LCE) Program for the system. A new is motion down and up freedom, of degrees radar subsystem unit was designed during the first phase of the LCE program. The new are freedom of degrees rotational ship The subsystem unit uses specially designed circuit cards in place of the Navy Standard Electronic Modules and microprocessors to provide an enhanced radar tracking capability. The new radar subsystem unit is presently undergoing system testing at NAWCAD and at Sea. LCE program work in progress includes replacing the AN/AYK-14 computers with power PCs using C computer program language, upgrading the operator control console and ancillary display units and redesigning the radar receiver to replace obsolete and unprocurable components.

The LCE program plan is to keep AN/SPN46(V) operating on the carriers until 2025 when the Navy’s GPS based carrier landing system (JPALS) is scheduled to be operational.

The “LOOK MA NO HANDS” patches, and many of the Bell people who worked so hard to make Navy automatic carrier landing a reality, are gone now, but the system survives and will provide Navy pilots with a safe all weather automatic landing capability for decades to come. F/A-18C HUD CARRIER APPROACH STEERING INDICATIONS

http://www.users.on.net/~jase_ash/styled-9/styled-12/ index.html The tipover at three miles was right on 7HG&DUOVRQ the money. The ACLS “tadpole” was in the APPROACH middle of the velocity vector, and I thought I had it made. All I had to do was sit back, Nov 1999 monitor things and enjoy the ride. At the start of cruise, I had planned to make every other night landing a Mode I ACLS approach and “hand fly” the other night landings for currency requirements and proficiency. I was on track through the first four weeks of cruise and my plan was working just as I had envisioned it. This particular ACLS approach was rock-solid until I reached the in-close position. I detected a slight hesitation by the jet. The nose seemed to stop moving and responding to commands for just an instant. As I closed my hand around the paddle switch to take over manually, the aircraft’s nose pitched down violently. I instinctively pulled the stick all the way back and selected full afterburner, just as the LSO screamed, “Power!” then, “Waveoff!” Time seemed to slow down, but the aircraft responded, and as soon as I realized the aircraft was climbing (in a very nose- minutes later. I knew I had a close one but lightly. What I relearned from a pilot and high attitude), I aggressively reset the didn’t realize how close until I saw all the LSO perspective is that you can never E\&GU%LOO6L]HPRUH proper landing attitude with forward stick. people waiting for me in the ready room to become too comfortable in the carrier My adrenaline was really pumping by this he approach started off like most watch the PLAT replay. The sequence will environment no matter how routine a time, and I’m not sure when I deselected night carrier approaches I had always be burned into my memory. particular activity becomes. Although I afterburner, but I blew through 1,200 feet, experienced. Tonight, it was dark, To summarize the rest of the story, all reacted by instinct, the LSOs were on top T the normal night Case III pattern altitude, late and my second flight of the day. We equipment involved in the Mode I ACLS on of the situation and provided accurate and and managed to somehow get the Hornet were in the middle of a major multinational that aircraft and the ship was checked, and timely power and waveoff calls. level at 3,000 feet. exercise. I had been flying a lot and felt very no discrepancies were found. Two months If your squadron does Mode I ACLS Fortunately, it was extremely dark, and comfortable in the aircraft. I was night later, the carrier-suitability section of the approaches, set up a formal academic and I didn’t see how close I had come to flying current and qualified to make a Mode I Patuxent River Test Center duplicated the simulator training syllabus to not only into the back of the ship and hitting the ACLS, hands-off landing. I had made one sequence of events at a safe altitude several understand, practice, and simulate the ramp on the waveoff. My basic survival ACLS two nights earlier and had a lot of miles behind the ship. They discovered the correct procedures for a successful Mode I instincts stopped the first possibility from confidence in the system. problem was caused by a malfunction in the ACLS approach, but to also practice, happening, and aggressively resetting the Marshal and dirty-up at 10 miles were data link’s receive-decode-transmit equip- experience and handle the things that can proper landing attitude prevented the uneventful. I completed the landing check- ment and an inadequacy in the flight-control go wrong. second. list and got the Hornet trimmed and lined up computer’s software pitch-rate and pitch- While a good Mode I ACLS approach Despite my actions, however, parts of as quickly as possible. ACLS lock-on came magnitude limiting. As a result, a fleet-wide may appear to be the ultimate E-ticket ride, the aircraft still managed to get below just inside of six miles, and the jet coupled maintenance bulletin was issued and a you don’t have the luxury or option to take flight-deck level following the pitchover, up for the approach and automatic landing NATOPS change submitted. a passive role. A pilot must stay ahead of and the hook missed the ramp by what the on the first attempt just outside of five miles. Since this incident, I have flown several the aircraft, closely monitor every aspect of LSOs estimated as two feet on the waveoff. The ride was smooth, and the Hornet Mode I approaches to the ship at night and the approach, and anticipate and be pre- I managed to compartmentalize and got responded crisply and accurately to ACLS numerous Mode I’s before. I no longer take pared for the unexpected. aboard without more problems a few commands. the system or the Mode I sequence of events Cdr. Sizemore is the CO of VFA-86. The ship had wrapped exercis- 7KHSUHÀLJKWEULHIFDOOHGIRU Couple up: the fog es near Hawaii a week earlier and all aircraft to recover as soon as -ging was so severe just had moved into the Guam their tasking was complete. The the HUD’s combin- operating area to conduct large- overall success of my mission ing glass was coat- force-strike training. The ship was could be measured in the man- about 150 miles from the near- agement of fuel and ultimate ed with conden sation, HVWODQGLQJ¿HOGRSHUDWLQJXQ- recovery of all aircraft. First to which caused the der a “blue water” mindset. The recover were the mission tankers symbology to fade WUDQVLWLRQIURPWKHFRROGU\DLURI and the suppression-of-enemy- under the moisture 6RXWKHUQ&DOLIRUQLDWRWKHZDUP DLUGHIHQVHV 6($' SDFNDJHIRO- ZHWDLURIWKHWURSLFV¿QDOO\ZDV ORZHGE\WKHUHGDLUDQG¿JKWHUV Approach, May-June, 2009 about to get the best of me. That $VDVWULNHU,ZRXOGEHRQHRI Chad A. Gerber QLJKW,ZRXOGOHDUQZKDWLW¶VOLNH the last aircraft to recover. The to land aboard the carrier with FDUULHUDLUWUDϒFFRQWUROFHQWHU The Hornet often is described my eyes closed – not where you (CATCC) did a super job cycling as so advanced the only limiting want to be. the initial 10 to 15 aircraft down factor is the pilot at the controls. ,ZDVWKHRYHUDOOVWULNHOHDGIRU through the marshal stack. How- The aircraft has all the bells and WKHQLJKW¶VDLUZLQJVWULNHRI HYHUE\WKHWLPH,ZDVWRFRPH whistles expected of a modern ¿[HGZLQJDLUFUDIW7KHODXQFK DERDUGWKHDSSURDFKHVKDGGH- ¿JKWHUZLWKWKHRSHUDWLRQDOVLP- and mission execution went ex- graded to vectors. plicity suitable for a single-seat DFWO\DVEULHIHGRUVR,¶GOLNHWR ³6WLQJPDUVKDO9HFWRUV aviator. On a late-night recov- WKLQN7KHÀLJKWGHFNKDQGOHUKDG for recovery. Turn right to 330 ery onboard USS Ronald Reagan worked out an excellent recov- GHJUHHVGHVFHQGWRDQJHOV &91 DV\VWHPUDUHO\H[- HU\SODQZKLFKDOORZHGDQ³RSHQ you are following a Rhino in the ercised to the fullest extent of deck.” hook at six miles.” its capability saved not only the As soon as the launch was Just moments before this call DLUFUDIWEXWTXLWHSRVVLEO\WKH FRPSOHWHWKHGHFNZRXOGEH IURPPDUVKDOWKHÀLJKWKDG pilot. made ready to recover aircraft. NQRFNHGLWRϑDQGIHQFHGRXW With my standard penetration Case 3 recovery consists of a never had failed me. FKHFNVFRPSOHWH,ZDVUHDG\WR VHULHVRIOHYHORϑV KROGLQJRYHU- 2QFH,ZDVOHYHODWIHHW FRPHDERDUG)URPRXWRI KHDGPDUVKDOVWDFNDQG&9 the vectors brought me nicely IHHW,ZHQWIRUWKHDVVLJQHG DSSURDFK HQDEOLQJWKHHQYLURQ- WRDPLOH¿QDO'HVSLWHWKH IHHW:LWKRXWJLYLQJWKH mental-control system (ECS) to URDURIWKHDLUÀRZWKURXJKWKH icy-cold-cockpit conditions a sec- compensate for changes in out- ECS ducting and visible mois- RQGWKRXJKW,GHVFHQGHGZLWK side-air temperature and humid- WXUHLQWKHFRFNSLWWKH³IRJ WKHWKURWWOHVDWLGOHVSHHGEUDNH ity. The ECS works as advertised creep” on the canopy was insidi- GHSOR\HGDQGDERXWGHJUHHV 99.9 percent of the time. Unfor- RXVEHFDXVHRIWKHQLJKW¶VEODFN nose-down. The aggressive de- WXQDWHO\WKLVDUWLFOHLVEDVHGRQ EDFNGURS$WDERXWHLJKWPLOHV, VFHQWSUR¿OHWRRNMXVWDFRXSOH the other 0.1 percent. caught myself leaning forward in PLQXWHVWRDUULYHDWDQJHOV MY HORNET TRAINING the seat to get a better look at The throttles came up from idle HAS TAUGHT ME to complete WKHKHDGVXSGLVSOD\ +8' P\ WRPDLQWDLQOHYHOÀLJKWDQGWKH +$,/FKHFNVEHIRUHSHQHWUDW- primary attitude instrument. The DLUFUDIW¶VHQYLURQPHQWDOFRQWURO LQJDQDSSURDFK7KH¿UVWOHWWHU IRJJLQJZDVVRVHYHUHWKH+8'¶V system began to work overtime LQWKLVPQHPRQLF+VWDQGVIRU combining glass was coated with LQWKHZDUPWKLFNPRLVWDLUQHDU both hook and heat. Remember- FRQGHQVDWLRQZKLFKFDXVHGWKH sea level. ing to put down your hook is the symbology to fade under the :LWKPRUHWKDQKRXUVLQ easy part. Preheating the cockpit moisture. DLUFUDIWW\SH,KRQHVWO\FDQVD\ and throwing your defog handle The consoles were soaking ,¶YHQHYHUPDQLSXODWHGWKHFRFN- forward is less intuitive because wet and water was running down pit defog handle from any posi- RISDVW(&6SHUIRUPDQFH,I the displays. There was so much tion other than vertical/straight \RX¶YHSHQHWUDWHGWLPHVEH- moisture it practically was raining XS$OVR,FDQQRWUHFDOOHYHU fore without having to make an in the cockpit. Now at six miles preheating the cockpit before DGMXVWPHQWZK\ZRXOG\RXVWDUW DQGIXOO\DZDUHRIWKHSUREOHP, penetrating an approach. Most QRZ",ZDVFRPIRUWDEOHDFNQRZO- moved the canopy defog handle other Hornet pilots today will tell edging the “H” check as com- to full forward – a step that was you the same thing. The typical SOHWHEHFDXVHP\KDELWSDWWHUQV too little too late. The moisture KDGVRDNHGHYHU\WKLQJLQFOXG- “MAN” on the ECS panel seemed 7KXV6WLQJKDQGHGRYHU LQJPH,FRQWLQXHGWKHDSSURDFK WRKDYHQRHϑHFWRQWKHWHP- SLWFKDQGUROOFRQWUROWRWKHVKLS¶V and tipped over at three miles SHUDWXUH,HYHQVHOHFWHG³5$0 automatic-carrier-landing sys- IURPIHHWDVH[SHFWHG '803´IRUDQDQRVHFRQGLQ WHP $&/6 7KH0RGH,DVLWLV hoping for a silhouette of the hopes the outside air was drier FDOOHGLVDFDSDELOLW\WKDWHYHU\ FDUULHU:LWK¿QJHUVFURVVHG WKDQZKDW,KDGLQWKHFRFNSLW Hornet pilot understands but DQGDIWHUDOPRVW¿YHPLQXWHVRI $V\RXPLJKWLPDJLQHWKLVDFWLRQ rarely exercises. Many carrier WURXEOHVKRRWLQJ,KRSHGLVR- only exacerbated the situation. aviators would be happy to go lated sections of the forward ,ZDVLQDSLFNOH0\IXHOVWDWH their entire career without ever windscreen would be clear. Un- PHDQW,KDGRQHSDVVOHIWEHIRUH FRXSOLQJXSWR$&/60\SUH- IRUWXQDWHO\RQZKDWVKRXOGKDYH ,¶GKDYHWRWDQNIURPWKH5KLQR dicament is a shining example of EHHQDVWDQGDUGQLJKWUHFRYHU\ RYHUKHDG7DQN",WWKHQGDZQHG ZK\ZHDVDFRPPXQLW\VKRXOG WKHUDGDUDOWLPHWHUZHQWRϑDV, RQPHWKDWLI,FRXOGQ¶WVHHD SUDFWLFH0RGH,DSSURDFKHV SDVVHGIHHWRQHPLOHDIWRI IRRWORQJDLUFUDIWFDUULHUOLW 2QWKLVGDUNQLJKWHYHU\WKLQJ WKHVKLS,VWLOOZDV&/$5$VKLS XSOLNHD&KULVWPDVWUHH,FHU- ZRUNHG0\IXHOVWDWHZDV ³$SSURDFKLVJRQQDWDNH WDLQO\FRXOGQ¶WLQÀLJKWUHIXHO'L- ,KDGQRDELOLW\WRLQÀLJKWUH- LWDURXQGIRU,)5LQWKHFRFN- YHUW"1RWRQO\GLG,QRWKDYHWKH IXHODQGWKHQHDUHVWGLYHUWZDV SLW´,FDOOHG/HIWWRWKHGRZQ- gas to get to an isolated island PRUHWKDQPLOHVDZD\, ZLQG,WXUQHGWRDKHDGLQJRI DLU¿HOGEXWWKHUHZDVQRJXDUDQ- made the decision to land in my GHJUHHV0\ZLQJPDQZKR tee my perceived ECS problems VHOILQGXFHG,)5DLUFUDIW³FRXSOHG QRZZDVRQGHFNEURNHRXW would subside by then. Carrier up for safety.” The ride down was the NATOPS pocket checklist to UHFRYHU\",KDGWULHGWRODQG VPRRWKDVJODVVDQG,JUDEEHG back me up. Nothing seemed to RQFHDOUHDG\$&/60RGH,":HOO WKHZLUHZLWKRXWHYHUVHHLQJWKH work. The air coming out of the GHVSLWHP\UHVHUYDWLRQV,ZDV VKLS7KHVLJKWRI³´RϑP\ULJKW ECS vents was extremely warm left with no other viable option. shoulder never looked so good. and very moist – exactly what “Approach, 301, re- /&GU*HUEHUÀLHVZLWK9)$ ,GLGQRWZDQWWRIHHO6HOHFWLQJ KWWS¿QGDUWLFOHVFRPSDUWLFOHV quest Mode I,” I called. PLBP).(LVBBDLBQ X “ACLS IS DROPPING ME OFF LOW!!!” LT LUKE “SMUGGLA” JOHNSON ACLS Is Dropping Me Off Low! (cont.) DISCUSSES THE FINER POINTS OF AN September 2012 ACLS CERTIFICATION. http://www.hrana.org/documents/ What will this look like on the IFLOLS itself? Each source cell on the IFLOLS is 0.13 deg, which would put the ball about halfway down the "bottom center" cell (Fig. 2). Is this perceivable to the average pilot? I think so. Remember to PaddlesMonthlySeptember2012.pdf scan across the top of the datums and don't just stare at the picture below.

X “A QUICK ARB REFRESHER” ARB DRILL FOR A BARRICADE RECOVERY...WILL YOU BE READY?Paddles ADDRESSING THE NEEDS OF THE LSO COMMUNITY THROUGH SAFETY DISCUSSIONS, OPERATIONAL UPDATES, AND HISTORICAL READINGS. monthly ACLS Is Dropping Me Off Low!!! (by LT “Smuggla” Johnson)

As many of you have probably seen, one of our jobs in the glamorous world of carrier suitability flight test is conducting Precision Approach and Landing Systems (PALS) certifications for the carriers any time they come out of the yard or have an issue with PALS. We're basically the FAA certifiers for ACLS and ICLS; we make sure you can safely shoot an approach to the appropriate mins for each system (look 'em up if you're not positive) as well as take MODE I's to the deck. PALS cert is often conducted in conjunction with deck cert, so we try to make certain that all are happy (or at least satisfied) with the performance of needles and bullseye. What Figure 2: IFLOLS Sagger with 3.55 deg we often find is airwings complain that an "on and on" ACLS approach will drop you off at the start with a slightly sagging ball when What's the big deal? A 0.05 deg difference translates to about 7" of hook to ramp and about 4 feet at the start. Are those the system was certified that very day. Hopefully we can shed some light on why this is sometimes the case. differences in the noise? One could certainly argue that they are, particularly because a single cell is over 10 ft at the Every landing system on the boat must fall within certain tolerances to be certified for arrested landings; the IFLOLS is no exception. start and ACLS is measured to less than a foot. The bottom line is with respect to an on and on ACLS pass, the differ- We at carrier suitability cannot adjust the basic angle of the IFLOLS, but we do measure it precisely and we can easily contact the ences translate to a slightly sagging ball, and there's no life below the datums, right? people who can adjust it. Prepare yourself for the beeps and squeaks. When the IFLOLS is measured for certification, it must fall within +/- 0.05 deg of exactly 3.50 deg. More often than not, the IFLOLS falls within tolerance but it's normally on the high end (3.55 deg basic angle vice 3.50). ACLS cannot be adjusted to a 3.55 deg basic angle but it can be measured very precisely (accuracy less As pilots, our truth source is the ball (excepting pitching deck or another extenuating circumstance where paddles be- than 1 ft at the start). The ACLS glideslope can only be adjusted by engineers at the beginning of each certification to provide a pre- comes the truth source). We teach pilots to fly the ACLS at the bottom of the Velocity Vector anyway, so when the ball cise 3.50 deg glideslope; otherwise, the glideslope on all PALS (IFLOLS, ACLS, ICLS) can only be set in 0.25 deg increments (3.5 and needles don't match up perfectly, why does it even matter? I don't know if it does. But I know some people like to and 4.0 in the case of ACLS). put the thing on the thing, and centered needles should mean center ball; others like to ride the MODE I all the way to No approach is perfect, whether it be MODE II, IA or I; however, a coupled approach should provide a glideslope extremely close to touchdown, and even a sagger is uncomfortable. What if the new guy breaks out at mins with centered needles and sees 3.50 deg (particularly prior to interaction with the burble). If you fly ACLS coupled and/or on and on, and the actual basic angle of a sagging ball? Is he/she going to overcorrect? I did when I was a nugget, though I can't guarantee needles were per- IFLOLS is 3.55 deg, then you should be flying just below the centerline of the datums. Figure 1 shows a rudimentary pictorial repre- fect; they probably were. sentation of this concept. So is it a big deal? Do we change the tolerances? The tolerances used to be bigger when we had FLOLS. Regardless, I hope you gained a little knowledge of why things sometimes are the way they are. That being said, if any PALS system is doing something that you don't like, ask us about it. We have loads of data on every boat out there and engineers to look through all of it. Please feel free to email/call with any questions. Keep 'em off the ramp.

-LT Luke “Smuggla” Johnson is a test pilot with VX-23. He can be reached at [email protected] ‘Paddles Monthly’ October 2012 VX-23 PALS Discussion At the risk of geeking out too hard on Precision Approach and Landing Systems (PALS) after last month's article, "ACLS is Dropping Me Off Low!!", this month I'd like to throw out a few nuggets of information with respect to ICLS. During our last PALS cert on the Truman, several pilots remarked that flying bullseye on a Case 3 ap- proach seemed to get them to that (HX) for which we all strive, while the needles got that little sagger (refer to last month's article) for which hopefully none strive. Chances are you all learned the reasons for the comfy ICLS start (is it ever at night?) at LSO school, but if you're at all like me, you may have crammed that knowledge in a hard to reach spot to make room for something else like directions to work, your wife's phone number (even though it's stored in your phone) or in exceptional cases the latest Top Gun standard timeline.

We'll start with the ICLS antennas; the azimuth antenna is located along the drop lights, but we're not terribly concerned with that right now. The elevation antenna, however, is located on a stand that is about even with the 3-wire, aft of the island on the starboard side of the boat and a little more than 18 ft high. I'm going to try for the short version of this sto- ry – 18 ft is higher than the average hook to eye value, plus the antenna is forward of the normal HTDP. Also, the ICLS antenna is about 4 ft below our eyes in the cockpit (assuming a Hornet or Rhino).

What do all of these numbers mean? For all intents and purposes it means the center of bullseye is about 7 ft above the beam of light in the center cell of IFLOLS (see Figure 1, which I know is not to scale - thank you, former test guys). Obviously, 7 ft of difference at the ramp is a lot; so that's why you wouldn't want to fly the ICLS to the deck, because if my arithmetic is correct that would be about 21 ft of hook to ramp (I went to TPS, no big deal). This is also why the ICLS is NOT a 200 – 1/2 system; it's a 300 – 3/4 system – if that was a surprise, grab your CV NATOPS and look those weather mins up. Finally, the ICLS coverage volume is obviously finite and doesn't lie on top of the IFLOLS center cell, so as you approach the in close position, you should see bullseye race up and off of the display (if they race down, you're really high). I'm guessing you all knew this, but hopefully this was a good refresher as to the why. Continued http://www.hrana.org/documents/ PaddlesMonthlyOctober2012.pdf

Figure 1: ICLS/IFLOLS Differences So the bottom line is that if you fly a center (or even cresting) ball pass, then bullseye elevation should start to creep up- wards around 1 mile from touchdown and will really take off IC. And for one last parting shot, does it work as gouge for a decent start during CASE 1? It can, but depending largely on groove length and whether or not CATCC switched the ICLS to the correct glideslope after the IFLOLS got set to 4.0 deg for high winds, you could be in for a surprise. So use with caution. Thanks to anyone who cared enough to read and keep 'em safe, paddles. Also, I promise this will be my last PALS article… at least for a bit. -LT Luke “Smuggla” Johnson is a test pilot with VX-23. He can be reached at [email protected] VX-23 PALS Discussion Sierra Nevada to The Block III receivers automatic landing systems for are critical components on aircraft carriers and amphibious provide upgrade the AN/SPN-46 shipboard- assault ships. The system kits for carrier based precision approach and SURYLGHV¿QDODSSURDFKDQG precision-approach landing system. The AN/SPN- landing guidance for aircraft landing systems 46 precision approach landing during day/night operations and systems from Textron Inc. in adverse weather conditions. BY John Keller MILITARY & Providence, R.I., are installed The precision approach AEROSPACE ELECTRONICS on all U.S. Navy aircraft landing system can control JANUARY 2015 carriers. as many as two aircraft The AN/SPN-46 employs simultaneously in a leapfrog JOINT BASE MCGUIRE-DIX- low-probability-of-intercept pattern; as each approaching LAKEHURST, N.J.—U.S. Navy technology to decrease aircraft, being assisted by the carrier aviation experts needed the probability of passive system lands, another can be upgrade kits to improve the detection by hostile forces. acquired. AN/SPN-46 automatic carrier The AN/SPN- 46 employs The AN/SPN-46 radar landing system. They found an X-band coherent provides a Mode 1 approach. their solution from Sierra transmitter and receiver When engaged a PALS Nevada Corp. in Sparks, Nev. using monopulse tracking approach provides a hands- 2ϒFLDOVRIWKH1DYDO and Doppler processing RϑODQGLQJIRUWKHSLORWPilots Air Warfare Center Aircraft on received signals for reportedly do not use Division, Lakehurst, at Joint clutter rejection and rain it often, preferring not Base McGuire-Dix-Lakehurst, attenuation at an operating WRKDQGRϑPXFKRIWKH N.J., announced an $8.2 million range of eight nautical miles. aircraft’s controls to a contract to Sierra Nevada to The AN/SPN-46 precision computer but it is important provide as many as 16 Block III approach landing system for controller to be able to take receiver upgrade kits for the (PALS) includes the Textron control when all other systems AN/SPN-46. SPN 46 (V)1 and (V)2 fail.... http://www.hrana.org/documents/ PaddlesMonthlyMarch2013.pdf February 2013 ADDRESSING THE NEEDS OF THEPaddles LSO COMMUNITY THROUGH SAFETY DISCUSSIONS, OPERATIONAL UPDATES, AND HISTORICAL READINGS. monthly Couple-Up for Safety!! I heard a story a few days ago that reminded me of that simple phrase “Couple-up for Safety!” A Hornet was re- turning to the ship for a standard night Case III recovery. Having been flying at high altitude for an extended period of time, the aircraft rapidly descended to the ship into the hot, humid air that is the Gulf of Oman. Not surprisingly, the pilot ended up IFR in the cockpit with little relief from defogging attempts. The first attempt at recovery was terminated early when the pilot relayed that he could not see the ship at the ball call. So here’s where our simple phrase came into play. With recommendation from Paddles, the pilot coupled up for an ACLS Mode 1. The cou- pled approach, closely monitored by Paddles, resulted in an uneventful arrestment, demonstrating one of the exact situations for which the system was designed. We are taught early by our senior Paddles and the schoolhouse that the Mode 1 is to be used when the pilot’s ability to land the aircraft safely is degraded; be it IFR in the cockpit, inju- ry, 0-0 conditions, old guys & Marines (editor’s addition), or maybe even just returning to the ship after an 8 hour mission over Afghanistan. Depending on your airwing, you may not see many mode 1s at the ship. So how do you really know that it’s going to be working correctly for these situations? ...continued in: http://www.hrana.org/documents/PaddlesMonthlyMarch2013.pdf area becomes clear, the lowest the ship’s course and approximately aircraft in holding descend and 1.5 miles from the ship, a position Recovery GHSDUWWKHVWDFNLQ¿QDOSUHSDUDWLRQ known as “the 180” (because of the for landing. Higher aircraft descend DQJOHGÀLJKWGHFNWKHUHLVDFWXDOO\ operations in the stack to altitudes vacated closer to 190° of turn required at As with departures, the E\ORZHUKROGLQJDLUFUDIW7KH¿QDO this point). The pilot begins his type of recovery is based on descent from the bottom of the WXUQWR¿QDOZKLOHVLPXOWDQHRXVO\ the meteorological condi- stack is planned so as to arrive at beginning a gentle descent. At “the tions and are referred to as the “Initial” which is 3 miles astern 90” the aircraft is at 450 feet, about the ship at 800 feet, paralleling the 1.2 nmi from the ship, with 90° of Case I, Case II, or Case III. ship’s course. The aircraft are then WXUQWRJR7KH¿QDOFKHFNSRLQWIRU ÀRZQRYHUWKHVKLSDQG³EUHDN´LQWR the pilot is crossing the ship’s wake, Case I the landing pattern, ideally estab- at which time the aircraft should be Aircraft awaiting recovery hold in lishing at 50-60 second interval on DSSURDFKLQJ¿QDOODQGLQJKHDGLQJ the “port holding pattern”, a left- the aircraft in front of them. and at ~350 feet. At this point, the hand circle tangent to the ship’s If there are too many (more pilot acquires the Optical Landing course with the ship in the 3-o’clock than 6) aircraft in the landing System (OLS), which is used for position, and a maximum diameter SDWWHUQZKHQDÀLJKWDUULYHVDW the terminal portion of the landing. of 5 nmi. Aircraft typically hold in WKHVKLSWKHÀLJKWOHDGHULQLWLDWHV During this time, the pilot’s full close formations of two or more a “spin”, climbing up slightly and attention is devoted to maintaining and are stacked at various altitudes executing a tight 360° turn within proper glideslope, lineup, and “angle based on their type/squadron. 3 nmi of the ship. of attack” until touchdown. Minimum holding altitude is 2,000 The break is a level 180° turn Line up on landing area center- feet, with a minimum of 1,000 feet made at 800 feet, descending line is critical because it is only 120 vertical separation between holding to 600 feet when established feet wide, and aircraft are often altitudes. Flights arrange them- GRZQZLQG/DQGLQJJHDUÀDSVDUH parked within a few feet either side. selves to establish proper separa- lowered, and landing checks are This is accomplished visually during tion for landing. As the launching completed. When abeam (directly Case I using the painted “ladder aircraft (from the subsequent event) aligned with) the landing area on lines” on the sides of the landing FOHDUWKHÀLJKWGHFNDQGODQGLQJ downwind, the aircraft is 180° from area and the centerline/drop line. Maintaining radio silence, or “zip in an emergency situation). heading (Base Recovery Course). lip”, during Case I launches and All aircraft are assigned holding Aircraft on the standard approach recoveries is the norm, breaking DWDPDUVKDO¿[W\SLFDOO\DERXW (called the CV-1) correct from the UDGLRVLOHQFHRQO\IRUVDIHW\RIÀLJKW 180° from the ship’s Base Recovery PDUVKDOUDGLDOWRWKH¿QDOEHDULQJDW issues. Course (BRC), at a unique distance 20 miles. As the ship moves through and altitude. The holding pattern the water, the aircraft must make Case II is a left-hand, 6-minute racetrack continual, minor corrections to the This approach is utilized when pattern. Each pilot adjusts his hold- ULJKWWRVWD\RQWKH¿QDOEHDULQJ,I weather conditions are such that ing pattern to depart marshal pre- the ship makes course correction WKHÀLJKWPD\HQFRXQWHULQVWUXPHQW cisely at the assigned time. Aircraft (which is often done in order to conditions during the descent, but departing marshal will normally be make the relative wind (natural wind visual conditions of at least 1,000 separated by 1 minute. Adjustments plus ship’s movement generated feet ceiling and 5 miles visibility may be directed by the ship’s wind) go directly down the angle exist at the ship. Positive radar con- &DUULHU$LU7UDI¿F&RQWURO&HQWHU deck, or to avoid obstacles), lineup trol is utilized until the pilot is inside (CATCC), if required, to ensure to center line must be corrected. 10 nmi and reports the ship in sight. proper separation. In order to main- The further the aircraft is from Flight leaders follow Case III tain proper separation of aircraft, the ship, the larger the correction approach procedures outside of SDUDPHWHUVPXVWEHSUHFLVHO\ÀRZQ required. 10 nmi. When within 10 nmi with Aircraft descend at 250 knots and Aircraft pass through the 6-mile WKHVKLSLQVLJKWÀLJKWVDUHVKLIWHG 4,000 feet per minute until 5,000 is ¿[DWIHHWDOWLWXGHNQRWV to tower control and proceed as in reached, at which point the descent LQWKHODQGLQJFRQ¿JXUDWLRQDQG Case I. is lessened to 2,000 feet per minute. FRPPHQFHVORZLQJWR¿QDODSSURDFK Aircraft transition to a landing speed. At 3 nmi, aircraft begin a Case III FRQ¿JXUDWLRQ ZKHHOVÀDSVGRZQ DW gradual (700 foot per minute or This approach is utilized whenever 10-nmi from the ship. 3-4°) descent until touchdown. In existing weather at the ship is below Since the landing area is angled order to arrive precisely in position Case II minimums and during all approximately 10° from the axis to complete the landing visually (at QLJKWÀLJKWRSHUDWLRQVCase III RIWKHVKLSDLUFUDIW¿QDODSSURDFK 3/4 nmi behind the ship at 400 ft), recoveries are made with single heading (Final Bearing) is approxi- a number of instrument systems/ aircraft, with no formations except mately 10° less than the ship’s procedures are used. Once the pilot acquires visual contact with the approaches. A “bullseye” is area can be seen at around 1 nmi. optical landing aids, the pilot will displayed for the pilot, indicat- Regardless of the case recovery “call the ball”. Control will then be ing aircraft position in relation to RUDSSURDFKW\SHWKH¿QDOSRU- assumed by the LSO, who issues JOLGHVORSHDQG¿QDOEHDULQJThe tion of the landing (3/4 mile to ¿QDOODQGLQJFOHDUDQFHZLWKD³URJHU Automatic Carrier Landing WRXFKGRZQ LVÀRZQYLVXDOO\/LQH ball” call. When other systems System (ACLS) is similar to the up with the landing area is achieved DUHQRWDYDLODEOHDLUFUDIWRQ¿QDO ICLS, in that it displays “needles” by lining up painted lines on the approach will continue their descent that indicate aircraft position in landing area centerline with a set of using distance/altitude checkpoints UHODWLRQWRJOLGHVORSHDQG¿QDO lights that drops from the back of (e.g, 1200 ft at 3 nmi, 860 ft at bearing. An approach utilizing this WKHÀLJKWGHFN3URSHUJOLGHVORSHLV 2 nmi, 460 ft at 1 nmi, 360 ft at system is said to be a “Mode II” maintained using the Fresnel lens the “ball” call). Pilots are taught to approach. Additionally, some aircraft Optical Landing System (FLOLS), always back up their other approach are capable of “coupling” their Improved Fresnel Lens Optical systems with this basic procedure. autopilots to the glideslope/azimuth Landing System (IFLOLS), or signals received via data link from Manually Operated Visual Landing Approach the ship, allowing for a “hands-off” Aid System (MOVLAS). The Carrier Controlled Approach approach. If the pilot keeps the If an aircraft is pulled off the is analogous to ground-controlled autopilot coupled until touchdown, approach (if the landing area is not approach using the ship’s precision this is referred to as a “Mode I” clear, for example) or is waved off approach radar. Pilots are told (via approach. If the pilot maintains a by the LSO (for poor parameters voice radio) where they are in rela- couple until the visual approach or a fouled deck), or misses all the WLRQWRJOLGHVORSHDQG¿QDOEHDULQJ point (at 3/4 mile) this is referred to arresting wires (“bolters”), the pilot (e.g., “above glideslope, right of as a “Mode IIA” approach. climbs straight ahead to 1,200 feet centerline”). The pilot then makes a The Long Range Laser Lineup to the “bolter/wave-off pattern” and correction and awaits further infor- System (LLS) uses eye-safe lasers, waits for instructions from approach mation from the controller. projected aft of the ship, to give control....” The Instrument Carrier pilots a visual indication of their Landing System (ICLS) is very lineup with relation to centerline. http://en.wikipedia.org/wiki/Mod- similar to civilian ILS systems and The LLS is typically used from as ern_United_States_Navy_carrier_ is used on virtually all Case III much as 10 nmi until the landing air_operations#Recovery_operations carrier air traffic control center CATCC

Navy carriers prepare for X-47B unmanned aircraft arrival next year

http://www.navair.navy.mil/index.cfm?fuseaction=home.NAVAIRNewsStory&id=5068 Air traffic controllers aboard USS Harry S. Truman receive training and provide fleet feedback on Navy Unmanned Combat Air System Demonstration software during recent carrier sea trials. (U.S. Navy photo) Jul 19, 2012 http://www.navair.navy.mil/img/uploads/Truman1_1.JPG “Sailors control aircraft on deck inside of carrier air traffic control center aboard the aircraft carrier USS Theodore Roosevelt (CVN-71). (U.S. Navy photo)” https://news.usni. org/wp-content/ uploads/2018/03/ 1000w_q95-4.jpg L-CLASS PRECISION APPROACH reference their lateral position. JHQHUDOO\ÀRZQZLWKWKHODQGLQJJHDU AND LANDING SYSTEM (PALS) The goal of an L-Class PALS XSWRFRQVHUYHIXHO7KHXUJHWRÀ\ CERTIFICATION FHUWL¿FDWLRQLVWRYHULI\WKDWWKH to the right of the wake and make "Carrier suitability testing frequently 631631DQGOHQVDJUHHDQG the sight picture look like a CVN is LQYROYHV³XQFRQYHQWLRQDO´À\LQJ that they get the pilot safely to the almost irresistible. The location of which is certainly the case for certi- point where he can take over and the lens on the starboard side of the fying amphibious assault ships (LHA ODQGYLVXDOO\,QWKLVUHVSHFWLW¶V ship also contributes to the tenden- and LHD classes). These ships have VLPLODUWRD0RGH,,FHUWL¿FDWLRQ cy to drift right. Combine all these a Precision Approach and Landing of an aircraft carrier. Obviously factors and add in the requirement System (PALS) similar to those cur- WKH)$LVQ¶WGHVLJQHGWRWRXFK WRÀ\DQRQDQGRQDSSURDFKZKLOH rently found on any aircraft carrier GRZQRQDQ/&ODVVVRDOORIWKH simultaneously reporting range and &91 DQGUHTXLUHVLPLODUFHUWL¿FD- approaches are terminated no later DOWLWXGHGDWDRQWKHUDGLRDQGWKLV tion every two years. As VX-23 than 200 feet. The pattern is similar quickly becomes a challenging task. GRHVQRWÀ\WKH+DUULHUZHSHUIRUP WRWKDWXVHGIRU&91FHUWL¿FDWLRQ To all those who get to enjoy WKHVHFHUWL¿FDWLRQVXVLQJWKH)$ HVVHQWLDO\WKH&DVH,,,SDWWHUQZLWK WKHLU¶UDWVRQDQ/&ODVVZKLOHZH L-Class ships have a TACAN and a higher airspeed on downwind. The don’t get to interact with you as 631,QVWUXPHQW&DUULHU/DQGLQJ SLORWÀLHVWKH,&/6QHHGOHVZKLOH PXFKDVZLWK&91SLORWVZHDW 6\VWHP ,&/6 VLPLODUWRWKHV\V- cross-checking and reporting TACAN VX-23 are dedicated to ensuring WHPVIRXQGRQD&91,QVWHDGRID range and radar altitude on the that you have the most accurate SPN-46 Automatic Carrier Landing radio. Simultaneously test engineers and reliable landing aids pos-sible. 6\VWHP $&/6 KRZHYHUWKH\KDYH onboard the ship monitor the SPN- Please let us know if you have any a SPN-35 which provides a precision 35 to ensure that it matches what concerns with your ship’s systems. approach capability. They also have the pilot is reporting. Technicians :KLOHWKH/&ODVV3$/6FHUWL¿FDWLRQ an optical lens which appears similar are capable of making near real- may not help us increase our trap WRWKHOHQVIRXQGRQD&91EXW time adjustments if errors in the FRXQWLWLVFKDOOHQJLQJDQGUHZDUG- it’s located on the starboard side system are detected. LQJÀ\LQJDQGDQLPSRUWDQWSDUWRI of the ship and on the back side )O\LQJDORZDSSURDFKWRD 9;¶VVHUYLFHWRWKHÀHHW RIWKHLVODQG,QVWHDGRIDPDUNHG straight-deck boat is an interesting LT Matt “Brasso” Davin VX-23 Ship Suitability" FHQWHUOLQHLQWKHODQGLQJDUHDWKH\ experience. Since there is no possi- http://www.hrana.org/documents/ have a “tramline” which pilots use to ELOLW\RIWRXFKGRZQDSSURDFKHVDUH PaddlesMonthlyFebruary2012.pdf Chief Air Traffic Controller Ronesha Q. Nation, right, assigned to the future amphibious assault ship USS America (LHA 6), supervises Air-Traffic Controller 1st Class Fernando Montes while he stands approach controller watch from the ship’s amphibious air traffic control center. (U.S. Navy photo by Mass Communication Specialist 3rd Class Huey D. Younger Jr./ Released) http:// www.navy.mil/ ah_online/america/ index.html# [6/10] disaster and foster a safer evolu- week, a low-pressure system Bad-weather CV tion. I hope this article spurs dominated the area with ceilings approaches – ORM ready-room conversations on a at 1,000 feet or less, and visibil- topic not often discussed dur- LW\DWWZRWR¿YHPLOHVZLWKPLVW corner – operational risk LQJSUHÀLJKWEULHIVRUVTXDGURQ and haze. Because of the poor management and constant LSO lectures: Low-ceiling and weather, we conducted Case III low-visibility approach hazards. A approaches every recovery. velocity by Brian Schrum recent air-wing recovery showed $&DVH,,,DSSURDFKLVÀRZQ Trapping aboard the carrier has how inclement weather caused when the weather is less than to be the most thrilling challenge havoc to an unprepared naval IRRUFHLOLQJRU¿YHPLOH experienced by carrier-based aviator and LSO. visibility, or during night CV naval aviators. The last 15 to 18 I had not given much thought operations. The approach VHFRQGVRIDÀLJKWDUHLQWHQVH to approach minimums during a typically consists of marshalling However, the Case I, II, or III Case III arrival to the boat until, aircraft behind the ship at vari- approach leading up to the ball as an LSO, I experienced the ous altitudes and distances. Each call, at three-quarters of a mile, mass confusion that can occur aircraft is given an approach requires as much concentra- during bad weather. We often time to sequence to the deck in tion and discipline as the trap. work in a benign weather envi- a safe and expeditious manner. Perfecting the skills to operate in ronment, but we always should 3LORWVÀ\DVWDQGDUGGHVFHQW this environment puts aviators to be prepared to handle weather SUR¿OHGLUW\XSDQGLQWHUFHSWD the test each day and night, in all contingencies. 3.5-degree glide slope at three weather conditions. We were deployed on board miles--that should lead to an During our squadron ORM USS George Washington (CVN on-and-on start. Once inside sessions, we learn how to iden- 73) in the Northern Arabian Sea, seven miles, pilots can reference tify hazards and risks, make risk in support of Operation Enduring ILS (bull’s-eye) and/or ACLS decisions, implement controls, Freedom. It was the end of July, (automatic-carrier-landing system evaluate our changes, and DQG&KDG¿QLVKHGRXU¿UVW or “needles”) to guide them. If offer recommendations to avert week of ops. ‘Throughout the the pilot does not have either ILS or ACLS, he then relies upon at 350 feet or lower. down before the weather closed &$7&& FDUULHUDLUWUDI¿FFRQWURO  Our team was scheduled to in on the ship, and we went azimuth and glideslope calls, wave a midday recovery and below minimums. With more plus his self-contained approach found the weather to be a safety aircraft left to land, we thought numbers, to get him to an on- factor. Paddles made the call about our options. The ship was and-on start. On a standard for all aircraft to have their taxi working blue-water operations, ÀLJKWSLORWVZLOOXVHDOORIWKHVH light on, so the aircraft would and our nearest suitable divert aids to get aboard. If one aid is EHYLVLEOHHDUOLHU%HIRUHWKH¿UVW DLU¿HOGZDVPLOHVDZD\ malfunctioning, the approach plane arrived at the ball call--at Aircraft were returning from may be off parameters. If we one and a half miles--we would long missions, some with ord- factor bad weather into the mix, break out and make an arrest- nance aboard, which presented a pilot could have their hands full, PHQW&$7&&FDOOHGWKH¿UVWMHW us with low-fuel states and as they did on our LSO team’s on and on at three-quarters of maximum-trap weights. Fuel particular wave day. a mile, and told the pilot to call was airborne but in short supply. During these poor conditions, the ball. “Clara” was all we heard. The next event’s launch was on the CAG and squadron paddles Cricket…. Cricket…. hold while the ship and air-wing step up and keep their fellow The hairs on the back of our leadership decided what to do. aviators off the ramp. Normally, collective necks stood straight Vulture’s row saw more action paddles only passes “roger ball” up. We heard nothing for two or as people wanted to watch the and the occasional “power” calls three seconds until, suddenly, a excitement and experience the to approaching aircraft. But, MHWDSSHDUHGRXWRIWKHKD]HRQO\ deteriorating weather. Meanwhile, under degraded conditions, a moments away from taking a four aircraft tried to break out paddles talk-down can be a trap. CAG paddles gave appropri- DQG¿QLVKWKHUHFRYHU\ rewarding experience. Such was ate calls to the pilot and received Let’s stop right here and ask the case that July afternoon good responses; he safely the question, “With the weather when weather conditions sud- trapped. Great, we have one minimums continuing to drop, denly deteriorated to one one- aboard and seven more to go. MXVWKRZIDUDORQJDQDSSURDFK quarter-time visibility and ceilings We brought three more aircraft can we wave an aircraft without a paddles contact?” 4. CATCC equipment and crew operated properly, with the “Paddles contact” refers to a experience. exception of the LSO HUD used call the LSOs can make to “grab” for platform correlation of the an aircraft from CATCC and talk 5. LSO platform equipment. ACLS. With this subsystem inop- him down to the landing area. To erative, it took away one item 6. Ship’s instrument-approach help answer this question, here the LSOs could have used to help equipment. are some ORM controls for the wave the aircraft. Finally, bull’s- bad-weather hazard: What was the status of these eye was down as the ship was controls during our recovery? DZDLWLQJDSDUWWR¿[LW)RXUDLU- 1. Weather minimums for our Approach minimums, like those craft remained airborne, and we approach. ZHÀ\ZLWKDWRXUGHVWLQDWLRQ contunued to push our approach DLU¿HOGVEDFNKRPHDUHKDUGDQG minimums. a. For an ACLS approach and IDVW-XVWOLNHDWWKH¿HOGLIZH A COD diverted before get- ILS with PAR monitor, the don’t see our landing area and WLQJWKHRSSRUWXQLW\WRÀ\WKH PLQLPXPVDUHIHHWRQH cannot complete a safe landing, approach. A Hawkeye was given a half-mile visibility. we wave off--as mandated in talkdown approach by CATCC that OPNAV 3710. Both CAG paddles KDGKLPÀ\LQJWRWKHVWDUERDUG b. If ACLS and ILS are not were on the platform, providing side of the ship, despite being ZRUNLQJPLQLPXPVDUH experienced inputs throughout FDOOHGRQDQGRQ$MXGLFLRXV feet, one and one-quarter the event. The pilots were mostly waveoff call from CAG paddles PLOHVIRUMHWVDQGIHHW cruise-experienced and made kept him from getting too close one mile for props. LQIRUPHGMXGLFLRXVGHFLVLRQVDV for comfort. Our last Hornet the pilots-in-command. CATCC made his way to the ball call. 2. CAG and squadron paddles was doing its best to provide After four agonizing seconds experience levels. glide slope and azimuth calls and went by, with no sight of him, we waved him off. We never 3. Individual pilot training and had been working Case III con- saw him break out of the haze experience levels. trol for two months of our cruise. The LSO-platform equipment but heard him climb off the port side. Fortunately, everyone had a Mode 1 approach (basically an hear “paddles contact.” Through enough fuel to make it to our autopilot approach to the car- good ORM, this knowledge may QHDUHVWGLYHUW¿HOG7KHZHDWKHU rier deck)? The letter of the law save your life one day. Fly a good, eventually cleared later in the day, states that even Mode 1s can solid instrument approach in bad and it was ops normal once again. RQO\EHÀRZQWR$&/6DSSURDFK weather; this can mean the dif- How far can we wave an minimums. A deviation would ference between getting aboard aircraft in deteriorating weather require a waiver from higher or spending the night at your conditions? The textbook answer authority. divert. is as far as the approach mini- After evaluating the day’s CATCC tends to take the mums allow. If CATCC does not events, I believe we had, and heat for many issues regarding hear “paddles contact” or “roger continue to have, controls the Case III approach. The key ball” from the LSOs. CATCC is in place that are more than to addressing any issues with instructed to keep glide slope adequate to respond to adverse- &$7&&LVWRVWRSE\DQG¿OORXW and azimuth calls coming until weather conditions. However, a pilot-debrief form. That stop in the aircraft reaches weather we do have to make sure the CATCC will get the techs on the minimums. controls are operating correctly. case and repairs in the works. What if no divert was avail- The responsibility relies on great Timely feedback will assist the able? Our plan was to tank every communication between the VKLSLQPDNLQJFKDQJHVMXVWOLNH available aircraft in extremis, pilots, LSOs and the ship. As a well-written aircraft gripe. even calling in big-wing tanking LSOs, we have to train the As a paddles, I gained valu- to help until the ship found clear air wing and keep them up to able experience on the platform, sea space. If a clear area was not VSHHGRQ&9VSHFL¿FVLQFOXGLQJ waving in adverse weather found, and no tanking was avail- approach minimums. conditions. I also gained an even able, then we were to bring the Pilots must be familiar with ELJJHUDSSUHFLDWLRQIRURXUMREV aircraft lower than the minimums how far to take an approach as naval aviators. DOORZHGRUWRKDYHWKHSLORWHMHFW before waving off and must have /W6FKUXPÀLHVZLWK9)$ near the ship. WKHFRQ¿GHQFHLQSDGGOHVWR KWWS¿QGDUWLFOHVFRPSDUWLFOHVPLB +RZDERXW+RUQHWSLORWVÀ\LQJ bring them aboard when they P).(LVBBDLB “USS Abraham Lincoln (CVN 72) air traffic controllers conduct tests at Navy Un- manned Combat Air System Aviation/Ship Integration Facility (NASIF) in October at Patuxent River, Md. Using the program's Carrier Air Traffic Control Center (CATCC) simulator, controllers demonstrated the ability to operate manned and unmanned aircraft in a carrier environment using new digital message technology. (U.S.N. photo)” http :// ww w.n avai r.na vy. mil/ img / upl oad s/ DS CN0 036 _1.J PG http://www.aviationweek.com/aw/jsp_includes/articlePrint.jsp?storyID=news/aw060407p1.xml&headLine=Super%http://www.aviationweek.com/aw/jsp_includes/articlePrint.jspp?storyID=news/aw060407p1.xml&headLine=Super% 20Hornet%20Demonstrates%20Unpiloted%20Approaches20Hornet%20Demonstrates%20Unpiloted%%202 ApApprp oaoachc eses TheThereheh re werwerere nnoo cchangeshanges to the fliflightght control laws of the F/A-18F for this phase of the proprogram.gram. "Th"Thishiss wawasaas mommostlystly about autonomous command and control with aann existing, carrier-qualified platform and demonstratindemonstratingg we coucouldould concoccontroltrol it from the ship," Davis says. "For future activities, we may incorporate modifications to make the Super Hornet momoreree rreprepresentativeresentative of a tailless flying wing.wing.""

That may difdifferferferr vveveryry little from a manned aircraft's approach, except that an unmanned aircraft can operate at a higher SuSuper HornetHornet DemonstratesDemonstrates angle of attack bebecauseeccacause there's no need for a pilot to have forward vvision.ision.on ByB DavidDavidi A.A FulFFuFulghumghug m "This desdesignigngnn wowoulduldldd acactuallyctually approach the ship slower [less than 14140400k kkt.]t.]t ] thtthanhann thee SuSuperuperp Hornet does todatoday,"y," sasaysys GeorGeorgege UnpilotedUnpiloted ApproA Approachespproaches Muellner, prpresidentresie dent oofffA AAdvanceddvanced Systems within Boeing IntIntegratedegrgrratea d Defense SySystems.ystes ms. "I""Iff you look at the Super Hornet and 0303 JuneJune 20072007 the [F-35 Jointntn Strike Figighter], the actual come-across-the--endennnd-of-the-deck chharacteteristics are different from the Researchers are analyzinganalyzing data from the first "hands-off" live-flylive-fly operations around an aircraft carrier--incarrier--informationforrmatm ion ththathaat the [F-35 Joint Strike Fighter], the actual come-across-the-end-of-the-deck characteristics are different from the standpoint of whhat factors ono the aircraft produce them.. ButBuButu the end resultssa are verere y similar." could lead to a specially modified F/A-18F Super Hornet landing on a ship without a pilot touching the controlscontrttrrools in as llittleittle standpoint of what factors on the aircraft produce them. But the end results are very similar." as twotwo years.years. May's demonsdemonstrationtraatiotii n on tthehee TruTTrumanman was dictatedictatedd bbyyyt tthehe flight charactecharacteristicsrisriistics ooffft tthehe SuSSupSuperer Hornet. A pair of Boeing test pilots just completed a series of unannounced landing approaches and waveoffs with thehhe USS HHarryarrrrr y "We were flying ababoutbouto an 8-8-deg.degeg. aanglengle ooff aattack,ttataack,ckck 3.5-4-deg. glidesglideslopelopoppe aandnd ann appapproachroaacch speed of about 135-142 kt.," S. Truman operating near Norfolk, Va., on May 17-18. They closed to within 420 ft. of the carrier before conconductingndducting a Davis says. "We weweren'trenree 't pushinpushingg tthehe bouboundariesundandaries with this first set ofo dedemonstrations."monnsstrations."" ship-controlled waveoff. The test aircraft--the first two-seat F/A-18F built--has been reconfigured as a sursurrogaterogooggate unmanned combat air system (UCAS). The project parallels the company's effort to design a demonstrator foforor tthehe NavNavy'sy'ss One of the most crucicrucialall areas for a taittataillessillel ss airplane as it approaapproacheschehhes the bacbabacka k ooff the carcarrieraarrier is flflyingying throuthroughgh the burbleburble.. UCAS-D competition. However, companycompany officials contend thethe ddemonstrationemoemm nstn ratratioioni wawasn'tasn'snnn't ddesignedesis gnegnnedds sspecificallypececifiiff calc lyly forfor ththehe (The burble is a region ofof turbulencturbulencee ccreatedrreated by the carrier.carrier.)) competition or for Boeing's new X-45N design.design. "In this set of demonstrations, we really didn't get to wwhereherh reet tthathatat efeeffectfecf tti iissse eencountered,"ncoccouuntunn ered,"d,,," DDaDavisvisis sassays.ays.y HoHowever,wevwwe er, "the back ooff TheThe test was aimed at vavalidatingliddatitiingn thrththreeh eeee cruccrcrucialruciai l aareas:rearereeass: networking ooff aadvanceddvaddvanced radios between the airaircraftircracraaftt carrier anandd the carrier is one of those challenges we face in a tailless airplane." NonethNonetheless,elel ss,s reresearcherseseaearchrcchherseer ththinkhiinkinnk ththeyheyey hahavhhavee sufficiensufficientt aircraft,aircraft, auautonomousutononomoomousus flifflflightghthht ofo dadarkrk anandd bbad-weatherad-weateaatherhee caccarrierrrrier trafftrafficic ppatterns,aatterneer s, anandd iintegrationnteggrataationoonn of aiaaircraftircrr aftafa poppositionsition ddataata iintonto tthhee wind tunnel data to suggest their tailless flying wing will have "plenty of rorollll powpowerowwerer and lolongitudinalngiggitudt inainallc ccontrol."onton rol." shipboardshihiipbop ardrd aiairir traffic controllcontroller'ser'err's cconsole.onsole. "The ddifferenceifference in thttheeeF FF/A-18/A/A-A 18 andannd UCUUCASASAS iss notnot hohhoww mmuchuch cocontrolntrn rolol powppopowerwer they needneed,, bbututt whawhwhathatte eeffectorsfffffectors give it to you,you,"" AfterAftAfAfteer ggovernmentovernment officials cancanceledanncelc ed the Air Force's UCUCASASS proprprogramograram iinn ffavoravovoorro oofffa a nennewwwm mmannedaanned bombobomber,ber, ttheyheyeeyy didirectedrece tedd MueMMuellnerllnlll er says. "Di"D"Directionalirectional control power in an F/AF/A-18-188 cocomesomesmem frffromom a vertical ttail.aill. IInn a tattaillessaiilll esss aaiairplanerplane you get it from BoeingBoeingg toto workwoworkr onn a NNavy-onlyavyaavy-onono lyy effeffort.ort. other sources distributed across the airframe. TThehee amoamountmmountuun yyouou need is drivedrivenn bbyyyt ttheheh aeaeraerodynamicerodyod namici andnd iininertiaertia characteristicscharacteristics.. In reality, the farther out [on the wing] a ddifferentialifff ereere ntial control effector iiss [[asasas witwwiwithh ttheheh UCAUUCASS design], tthehehe mormoree control power "We made a companycompany decision to leveraleveragege evereverythingything we'dwe'd llearnedearnedd [i[[into]ntoo]]a a susurrogaterrogatgateeU UUCAS-DCASC -DD dedemddemonstrationemonstration usinusingg ththee it has compared to somethinsomethingg oonn the centercenterline."lini e."e" F/A-18F-1 to prove our software for autonomous command and control [C2]," says Darryl Davis, vicvicei eep ppresidentresideded ntn anda generalgeneral manager of Boeing Advanced Precision Engagement & Mobility Systems (see p. 47). "We wanted to shoshowwwt tthathath thtthee "Th"T"TheThe bburbleurburu le isnisisn't't everything," Davis nonotes.tes.." ""YouYYou can aalsolsosoo add ggustsuststs aandndnd othothertther turtturbulence.bulblb ence. TheTh cacarrierrririiere typically operates aatt technologytechnology iiss easeasilyily transferatransferableble from tthehe X-45A [f[fighterighter ssizeize UCAS] anandd X-45C [[bomberbomber ssize]ize] programs to [unmanne[unmannedd oorr 10-10-151515 kt. of wiwindindnd over the deck, but you nneedeedede to desigdesignn yyouroururr ssysystemystemms ssoo tthathat it can handle up to 30 kt.ktt.t. IIn a low-speed manned aircraft and] put ourselves in a credible position for the Navy's UCAS competition." However, company emphasisemphasis appapproachroaachch to a mmovingovivinng landinlandingg strip, yyou'veou've gogotot ttoo show adadequatedequeeq ate contrcontrololo powpowerer all the wawayy to arrestarrestment.mennt. But all ththee has shifted to make the autonomous landinglanding capabilitycapability a separate proprogramgram and therebtherebyy applicable to ananyy manned aircraft aass analyses shoshsshowh w tthathat wewwe'ree're in the high 90% ccomplianceompplliliai nce wiwiththh thetth Navy's 'oka'okayyy3 33-wire'-wi-w re' criteria--about 15-115-177 fft.tt. of dispersiodispersionn well.well. for UCUCAS-DAS-D pperformance."erformancanan e." DurinDuringg the demonsdemonstration,tratrraation, the aiaaircraftircrrcraft actuallactuallyy enencounteredcouounten red wind over the decdeckk ooff ""wellwell oveoverr 30 kt.," saysayss SSamuelamuamm el PlaPlatt,att,ttt,, prprojectoject manager for thee ssusurrogaterrogate ddemonstration.eemonstration. Company specialists also built on 2006 demonstrations of an advanced radio--the Tactical Targeting Network TechnologyTechnology (TTNT)--as the primary command and control communications link. Coupled with the X-45 work, they had thethe For the Truman demdemonstrations,emoonson tratioioions,n Mike Wallace was thethhe pilot in cocommand.mmand. Platt flew as the wewweaponsapoaap ns systems oofficer,ffiicere , oonn underpinnings for a surrogate UCAS that could be landed on an aircraft carrier.carrier. board to monitor ssystemysttemm heahealth,lthh, ssignalignal strength and dadataatata link cconnectivity.onnnnneectivity.

Land-based demonstrations beganbegan at NAS Patuxent River, Md., in November. The modified aircraft flew approaches to a "If any contingencies hahadd ccomeomeoom upup,,,t ttheyheyh were there to uncuncouplenccoouple thee ssysystemystem and take over in a fully manmannednned mode," DDavisaviviis virtual carrier positioned in Chesapeake Bay. Boeing researchers ensured that their mission control element could interface sasays.ys. "So far, the pilots neveneverr hhadaad to takttakeake over control for ananyny rreason."eason.n.n " with the Navy's shipboard air traffic control system (land-based at Patuxent River) and that the ship's system could command the aircraft, in the pattern, in both visual and instrument weather approaches. That record of no disengagemendisengagementstss coconcontinuedtinuedueedd through the dedemonstrationmonmoono strationn witwwithh no intervention from the aircrew during 1144 approaches over two dadays,ys, which aalsolsolsoo iniincludedcludedd marshalinmarshalingg oveovererrt tthehee shishshiph p dduringuring visual operations (Case I) and to a remotremotee Last month, the demonstrations shifted to the Truman, which was integrated into the system with TTNT radios and the orbit during simulated dark and bad-bad-weatherweaeathther aapproachespprpp oaches (Case III) befbeforeoreree bbebeinging vectored into a new approach. In factfact,, missionmission controlcontrol eelement.lement. TThehe Super Hornet fflewlew to tthehe sshiphip as a ppilotediloted aaircraft,ircraft, bbutut tthenhen iitt was coupcoupledled to tthehe autonomous Platt says, the focus of the demonstratdemonstrationion wawwass pprimarilyrimiimmaarily to exercise the enentiretirtit e ssetet of procedures for both Case I and IIIIII C2 system and the aircraft answered to commands issued by the shipboard operator through the ship's ATC system. operatoperations.ions.

For the Truman test, there was a requirement to staystay 660 ft. awaawayy from the emitters on the island as the aircraft went bbyy ththee The system received praise from the ship's air ttrafficrafaffficc cocontrollersontrnnt ollers and the airaircrew.creew.w ThThe data stream from the aircraft ship, Davis says. Shortly before final approach, either the ship's ATC or the Navy UCAS control operator on the ship could provided much better situational awareness to ATATCTC bbecauseecaece usesse it updates the aiaircraft'srcrrrccrraftafaftf 's's position continuouslcontinuouslyy instead of once issueissue a waveoff command. The low approach to the ship demonstrated the ability of a tactically sized aircraft to operate iinn every 3.5 sec. as provided by the ship'ship'ss rradar.adaadadad rr. ItI alsalsolsoof ffunctionsununctioions inn thethh raradar'sdard 's's 20-20220-deg.degd . bblindllind spot that extends several miles in a carrier-relevant situation and "the ability of our C2 software to command the aircraft in a completely hands-off mode," front of the ship. The aircrews liked the syssysystemysy temm bebecauseecause iti monmonitorsonitoiti rs thethh shship'ship'ip s ppositionositiot n aandnd movement 20 times a secondsecond.. he says.says. As a result, ATC voice chatter is reduced substasubstantially.ntiialla y. "You take most of the unknowns away," Platt says. "You have complete situational awareness, andd youyou don't have to talktalk to find any of this out."

While tests could have continued for three days--about 1.5 hr. at the carrier per day--the data pointsts were all cocollectedllected bbyy early in the second day. Expected approach times were falling within 1 sec. of those assigned. The test aaircraftircraft operateoperatedd with manned aircraft in the pattern above them and on the flight deck. The demonstration also providedvided two aareasreaeaas ooff ddataata that could not be simulated adequately--the actual ship's motion and operation of the advanced radiosdios onconcee ttheyheyhe wewererre on a ship, Platt says.

When X-45A operation started at Edwards AFB, Calif., controllers demanded a sterile air and groundund operations. Butt aass they gained confidence, the aircraft was integrated into normal operations.

"This demonstration takes that confidence a step further by showing they can influence the vehicle in real ttime,"imeme,," MueMuMuellneruellner says. "Either of the two controllers can tell it to waveoff, and it's gone. This shows the repeatabilityy that UUAVsAVss cacann ggiveive you" with autonomous response to contingencies the aircraft may encounter that are embedded in thehe mmissionissioion mmanagementaanageme ent system.

Flying to an arrestment on the deck will have to wait until a precision, Differential GPS system is iinstallednstalled oonn ttheheh airaircraftircraft and the ship. However, the follow-on phases are planned. The technology is expected to benefit nott jusjustst ttheheh UCAUUCUCASC S program but virtually any aircraft that lands on an aircraft carrier. As a result, Boeing will help withth risriskisi k redureductionctitiionn on the Navy's Precision Approach and Landing Systems (JPALS) development, as it would work with thee SupSuperupu er HorHornetnetnne aanandd F-35 Joint Strike Fighter. It then could be further modified to work with whatever design is selected for tthehe advadadvancedd ancced unmuunmannednmanned strike program.

Boeing also has plans to integrate the aircraft with a new deck control device so that handlers can mmoveovee airaircraftrcraaftf aaroaroundund the ship in an unmanned configuration.

"That would take some time and additional investment, but what we're doing has great applicabilityy to Super HorHornetsrnnete s aandnd other naval aviation platforms," Davis says. "It's also applicable to the land-based Broad Area Maritimeitime SurveiSurveillancellaanncee [BAMS] unmanned reconnaissance aircraft."

As for follow-on phases, if Boeing's design is selected, Davis says that in an aggressive program thehe team ccouldoululd pproceedrocroo eed ttoo arrested landings and maneuvering around the deck in two more iterations at sea. "In the first, you wwillill checheckck eveeverythingrytytthinh g out, do a lot of low approaches, then go to touchdown and bolters. In the second, you fly to an arrestment.eststmenm t.t WeW coucouldldd bbe ata the carrier arrestment in about two years."

There may be a place for the UAV management system in the U.S. Air Force as well.

"This system has great applicability to precision-navigation, autonomous aerial refueling in both thehe AAirir FoForceorcerc anandd NNavy,"avya ,," Davis says. "The Air Force Research Laboratory demonstrated it last summer using a tanker and a C-2C-211 aasssa a sussurrogaterror gatate UCAS. The technology included TTNT, Differential GPS on the C-21 and KC-135 tanker. We fleww iitt iintontot ththee ppre-contactrre-contact position in the refueling box. There's also the potential for unmanned-to-unmanned aircraft refueling.ng.

"You could use this system for collaborative manned-unmanned operations, be it strike, electronic attack or reconnaissance," Davis says. "You could have two UCASs and a couple of Super Hornets much likeke we've shown you canan do with the two X-45As. There are lots of extrapolations you could make. You could do ops with ttwowo PrePredators,dators, BAMS or whatever. That's why in the X-45A program we demonstrated multiple unmanned aircraft operatingg collaborativecollaborativelyly to prosecute a target set in a preemptive, destructive and reactive suppression of enemy air defenses." http://www.vfa-41. net/media/FA-18EF %20NATOPS.pdf

NATOPS

F/A-18E/F Shipboard Automated Landing Technology Innovation SALTI Technical Objectives Program, John Kinzer Aircraft Technology Program • Precise automated approach and glideslope control Officer ONR 351, 2 November 2011 - Reduced susceptibility to wind gusts and turbulence http://www.defenseinnovationmarketplace.mil/resources/USN%202011 - Accommodation of high sea states, higher winds from all directions, %2011%202%20Shipboard%20Automated%20Landing%20Tech.pdf degraded visual environment - Precise, predictable touchdown: reduced scatter in sink rate, “Shipboard Automated Landing Technology sideloads, touchdown spot, hook-to-ramp distance, centerline deviations • HCI for manned aircraft for optimal situational awareness, control, and Innovation (SALTI) — VISION decision making All sea based naval aircraft, manned and unmanned, fixed wing and • Ability to operate under night, degraded visual environment, and rotary wing, will utilize optimally automated ship launch and emissions control (EMCON) conditions recovery to the operating limits of the ship / aircraft system • High integrity systems for naval seabased operations • Flight operations Warfighter Payoff - Excursion: ability to conduct VTOL ops onto ships without specialized - Increased safety, reduction in mishaps modifications - More operational flexibility through expanded shipboard operating • Optimum commonality among aircraft and ship types, and ship / shore envelopes and flexible flight deck usage applications - Reduced landing intervals, bolter and waveoff rate (shorter & recovery periods, reduced fuel consumption) • Technologies - Increased shipboard sortie rates, reduced ship and aircraft fuel - Flight Control consumption, recovery tanker “give” requirements, ship and * Modified control laws for precision control * Gust sensing and alleviation squadron personnel fatigue, etc. - HCI and ship integration - Potential for common capability with DVE and obstructed LZ ops * Ship based pilot displays ashore * Cockpit displays • Aircraft / ship design and maintenance * GCS and ship systems interface - Reduced landing gear and related structure * LSE interface - Reduced number of wires / arresting gear engines - Navigation systems - Reduction in ship support systems (landing aids, displays, etc) * GPS based precision landing algorithms being worked by JPALS, - Reduction in inspection and repair for hard landings UCAS-D programs - Increased fatigue life * Supporting / alternate systems (ship and/or aircraft mounted) • Flight training • CVN: adapt existing systems/sensors, propose new sensors - reduction in training time / cost (decrease in ship landing initial • VTOL: EO/IR, radar, LADAR training, qualification, and currency requirements) - Deck motion prediction and compensation - indirect benefits may include reduced environmental impact and * CVN, L-class, and small decks – existing algorithms adequate? public complaints due to FCLPs (noise), cost of equipping, * Prediction and integration with aircraft control • CONOPS: adjustments to take advantage of enhanced precision, maintaining, and manning outlaying landing fields, etc. & efficiency, safety, envelope expansion, reduced maintenance” http://aviationspottersonline.com/landing-on-uss-george-washington-cvn-73/ USS Carl Vinson welcomes Pax River team 13 Feb 2015 USS Carl Vinson public affairs http://www.thebaynet.com/articles/pdf/50493/1 - “Members assigned to Air Test & Evaluation Squadron (VX) 23, based at Naval Air Station Patuxent River, Maryland, embarked aboard USS Carl Vinson (CVN 70) to ensure the ship and its aircraft’s Precision Approach Landing System (PALS) and Automatic Carrier Land- ing System (ACLS) are operating at their full capabilities, Feb. 1. Normally the VX-23 crew will maintain both systems before a ship departs for deploy- ment and upon its return to homeport, but due to the length of Carl Vinson’s current de- ployment, experts felt the need to inspect Vinson’s systems before the ship returned home. “This was a very unique opportunity for NAVAIR [Naval Air Systems Command] and the ship,” said Lt. Matthew Dominick, VX-23 Carrier Suitability Department project officer. “We were able to conduct flight tests while having no impact on the ship’s mission readiness and its support of Operation Inherent Resolve.” During their visit, the team conducted 21 fully automatic coupled landings with a 100 percent completion rate. “Complex pieces of equipment such as these require a unique amount of maintenance,” said Kevin Nolin, NAVAIR Patuxent River senior technical specialist. “If we receive news that the systems aren’t as accurate as they should be, we have the capacity and experien- ce to address and fix any problem that may arise. We are confident that both systems will be fully functional.”

X “KEEP’EM SAFE PADDLES” ...PARTING SHOTS FROM THE DEAN. Keep’em Safe Paddles (cont.) “WEEDS” SIGNS OFF AS LSO July 2012 SCHOOL OIC. http://www.hrana.org/documents/PaddlesMonthlyJuly2012.pdf

6. iMOVLAS – After nearly a decade of fighting for it, we finally got iMOVLAS fully funded. It will hit the fleet after I’m gone, but the dollars are there and it’s coming to a CVN near you. X “The New Dean Checks In” 7. iPARTS – You asked for a replacement to APARTS and the new system is going through DT and OT right now. We still ...CDR MATT “POTZO” POTHIER have an uphill battle to get it fully funded and made a program of record but we’re fighting the fight. TAKES THE REINS OF THE US NAVY st LSO SCHOOL. 8. LSOT Upgrade – We asked for better fidelity in the trainer and a 21 century solution to our synthetic training environment and we finally got the folks with the money to say yes. The upgrade to the trainer will begin later this year and will be fully functional sometime in 2013.

Paddles These priorities were published on July 1st, 2009 (on our newly minted website), and I am extremely proud of the staff ADDRESSING THE NEEDS OF THE LSO COMMUNITY for getting this done. In the end, a rallying cry from you (the fleet) helped us achieve these goals. And for that I thank THROUGH SAFETY DISCUSSIONS, OPERATIONAL UPDATES, you. AND HISTORICAL READINGS. monthly Like any reputable organization, we are focused on continuous improvement. And yes, I still have some itches that have yet to be scratched. In no particular order:

Keep’em Safe Paddles Shore-based IFLOLS. Despite our constant whining and nagging we can’t seem to convince the folks with the purse to get us more units. Please continue to fight this fight. To give up now would spell disaster as these Fellow BPF’s, Air Bosses, Mini’s, and supporters of the greatest vocation on the planet, things continue to age and become more and more prone to failure.

The manager has asked for the ball, and has signaled for the lefty, CDR “Potzo” Pothier. Yours truly is moving on and “Mea Culpa”. In the very recent past there has been a growing reluctance to share shortcomings or deficiencies with hanging up the paddles, so I wanted to take one last opportunity to wax poetic from my seat as the Dean of the Navy’s our friends around the fleet and, quite frankly, it scares the hell out of me. The hallmark of our profession is finest institution of higher learning. As most of you know I’ve never been at a loss for words and this will NOT be the that we only tell lies during the debrief. You have to reverse this trend and “open up the kimono” when re- exception. quired so that others don’t have to learn the same lesson themselves.

It has been an interesting ride here at the school house and I would be remiss if I didn’t publically thank our very small staff for their dedication to providing the best training possible afforded by our shoe-string budget and limited manpower. Fiscal austerity. Unsure of what the near future holds, but make no mistake about it. There are many folks out there During my tenure here, we’ve completely re-written the syllabus, superbly polished the MILCON where we reside, and that view “prep for ops” as low-hanging fruit and you will have to continue to fight for time in the pattern. grown as a staff by 100%. There have been hook slaps, landing mishaps, fouled deck landings, and most interestingly, a Flight hours are not on the rise and many of you will have to be creative to get the folks that need it time in the crusade aimed at yours truly for a change to NATOPS that ended up being rescinded. Despite the ebb and flow of the pattern, in the simulator, and in the debrief so that we can continue to operate safely behind the boat. good and bad, I wouldn’t change a thing. Because in the end, the Paddles community has become more tightly connected than it has for many moons, and that had nothing to do with us. We simply created an environment in which YOU had a Finally, your collective professionalism and talent has allowed us (the naval aviation enterprise) to enjoy one of the forum to fine tune our business and communicate freely with no fear of recourse or derision. longest periods of mishap-free flying, behind the boat, in history. (I hope all of you are rapping your knuckles on wood right now). Now don’t f@#$ it up. In addition, the paddles community is one of the last bastions of fraternity-like And exciting times are on the horizon. During the course of the next few years, F-35’s will land on the boat, an un- communities left in the Navy. Please continue to cling to that manned vehicle will conduct a cat and trap, and at least 3 nations will join the ranks of tailhook aviation. Make no mis- tradition and wear the float coats take about it; I’d stick around if I could. With that being said, the community is in extremely good hands with the arrival proudly. of the new Dean. I look forward to buying each of In order to feel good about myself and feel validated about having come full circle. Let me share with you a few of the you a cold beverage should our priorities I outlined within the first few weeks of my arrival: paths cross with my retiree money and as usual… 1. Curriculum Overhaul – the entire syllabus (soup to nuts) has been updated, changed, and improved in order to offer

students the training that they need. Keep ‘em off the ramp and in the 2. LSO & CV NATOPS rewrite – The 2011 release of both of these pubs were the largest single rewrite in the last 10 spaghetti. years.

3. LSO PCL publication – The beta version hit the fleet last year and we are working on version 2 currently. V/R ‘HOOK 4. LSO Standard Briefs – Available for download from the website, these briefs ensure that there is commonality of pur- pose irrespective of air wing or coast. Weeds 5. LSO Reference Manual – The new manual was released in 2010 after more than a decade hiatus. It is our “Top Gun” SLAP’ Manual and has all of the information an LSO needs in a searchable format (PDF). Over Page The black skid marks A clearer view of The good news are where the hook point is that he's the jet's marks on the correcting to tires round down. centerline. touched down, less than 20 feet from the ramp.

https://www.facebook.com/media/set/? set=ms.c.eJw9yskNADAIA8GOIpvDQP~_N5YGS52iXYghtyEZNH67hw6D7s5dFhb5z ~%3B3zWdlx9zw~%3B5.bps.a.161460767247470.35282.161036483956565&type=1

Carrier After hitting the ramp, the hook Landing point skipped along the deck. Consultants The two cuts in It had to travel April 20, 2011 the paint of the nearly 200 feet ramp are where to get to the first ‘HOOK SLAP’ the sides of the wire. hook point touched down. This is called a "hook slap". Joint Precision Approach and Landing CVN Simulation JPALS https://www.youtube.com/watch?v=ajZGPSVlWm4 JPALS Precision Approach and Landing Expeditionary for USAF https://www.youtube.com/watch?v=iTtVf-qZVro

See F-35C JPALS CVN Carrier Approach Simulated HMDS View https://www.youtube.com/ watch?v=tJ3lHvv-v0c Northrop Grumman joins Honeywell in project to upgrade Navy shipboard aircraft landing systems – 10 Oct 2013 – John Keller http://www.militaryaerospace.com/articles/2013/10/northrop-jpals-upgrade.html - “PATUXENT RIVER NAS, Md., 10 Oct. 2013. Air traffic control experts at the Northrop Grumman Corp. Elec- tronic Systems segment in Woodland Hills, Calif., is joining the Honeywell Inc. Aerospace sector in Clear- water, Fla., on a project to upgrade precision landing systems aboard U.S. Navy aircraft carriers & amphib- ious assault ships. Officials of the Naval Air Systems Command (NAVAIR) at Patuxent River Naval Air Stat- ion, Md., have announced their intention to award five-year contracts to Northrop Grumman and Honeywell to upgrade & improve Navy Precision Approach Landing Systems (PALS) on carriers & big-deck amphibs. The contracts to Northrop Grumman and Honeywell have yet to be negotiated, and should be awarded in February, Navy officials say. The contracts, which will be basic ordering agreement (BOA), will be for ser- vices and materials to fabricate, modify, repair, replace, upgrade, and improve PALS components, assemb- lies, and associated hardware. PALS provides precision landing information to air traffic controllers and pilots during final approach while landing aircraft aboard aircraft carriers and amphibious assault ships. Northrop Grumman and Honeywell are to return the [PALS] system to a level of serviceability compar- able to a new system, and will include previously produced and delivered navigation and communication systems and equipment, to include fault isolation, assembly, disassembly, and refurbishment of parts, com- ponents, assemblies, and material for the PALS navigation and communication systems. Northrop Grum- man and Honeywell are the original manufacturers of the navigation, communication, and guidance equip- ment, and the companies are the only qualified providers of the necessary work, Navy officials say. JPALS is an all-weather landing system based on real-time differential correction of the GPS signal, augmented with a local area correction message, and transmitted to the user via secure data links. The onboard receiver compares the current GPS-derived position with the local correction signal to deliver a three-dimensional position that is accurate en- ough for all-weather approaches via an instrument landing system (ILS)-style display....” https://gps.stanford.edu/research/early-research/jpals (1*,1((5,1* *36/DE -RLQW3UHFLVLRQ$SSURDFKDQG/DQGLQJ6\ႋ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±FPUHODWLYHWRDPRYLQJSRLQW RUVHWRISRLQWV DERDUGDVKLSZKRVHORFDWLRQLVLQFOXGHGLQWKHLQIRUPDWLRQEURDGFDVWWRDLUERUQHXVHUV

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¶VRQJRLQJUHVHDUFK JPALS Guides An F/A-18A Hornet To First EDVHGWHVWLQJRI-3$/6KDVGHPRQVWUDWHGERWKPDQXDODQG AutomaticLanding Aug. 30, 2000 Raytheon PR IXOO\DXWRPDWLFKDQGVIUHHDSSURDFKHVDOOWKHZD\WRWRXFK- GRZQ http://www.defense-aerospace.com/article-view/release/2840/f_18a-makes-automatic-landing-with-jpals-(aug.-31).html Glenn Colby, the Navy's technical director of the JPALS pro- https://tinyurl.com/y4etclmb gram, said, "During thisfirst phase of JPALS, the primary Raytheon Company completed a major milestone last month focus was to achieve the accuracy and robustnessneces- during shore-based flighttrials of its Joint Precision Approach sary to support shipboard approaches, including fully auto- and Landing System (JPALS) technologydemonstrator. The matic landings." flight trials, conducted by the Naval Air Systems Command (NAVAIR) at NAS Patuxent River, Md., achieved the first Colby further said, "The Navy and Raytheon have been automatic landings in an F/A-18A Hornet using the Global working together to developthe necessary techniques to Positioning System (GPS)-based JPALS system forguidance. make this system a reality. The ship stabilization andair- craft integration processing has been implemented in a system developed byNAVAIR called the Naval Avionics The JPALS system combines the satellite-based GPS, data Platform Integration Emulator(NAPIE), which allows link and computertechnology to yield an integrated, multi- the decision makers to evaluate operationally relevant per- function air traffic control system thatprovides landing, sur- formance early in the testprogram." veillance, TACAN-like navigation and two-way datacomm- unication. The result is a simple, low-cost and highly reliable Captain Jim Campbell, head of Air Traffic Control System system that iscompatible with the Navy's future ship de- Development at NAVAIR,said, "We had only planned to be signs and aircraft equipage. The above deck,QRQURWDWLQJ post-processing data from the flight tests at thistime. In- DQWHQQDVHWLVFRPSDWLEOHZLWKWKHVPDOOHUVXSHUVWUXFWXUHV stead, the maturity of the Raytheon prototype & the NAPIE RIIXWXUHVKLSGHVLJQVDQGVLPSOLILHVLQVWDOODWLRQDERDUGH[- integrationsystem have allowed us to perform production- LVWLQJVKLSVRIDOOFODVVHV representative Mode I landings onshore well ahead of plan. We are now scheduled to conduct flight tests aboard the /LHXWHQDQW&RPPDQGHU&KULV0F&DUWK\FKLHIWHVWSLORWIRU USSEnterprise in November 2000. This is a significant acc- -3$/6VDLG7KH-3$/6V\VWHPKDVPDWFKHGRUH[FHHGHG omplishment given the extremedifficulty of developing a WKHSHUIRUPDQFHRIWKHFXUUHQW$XWRPDWLF&DUULHU/DQGLQJ shipboard auto-landsystem and demonstrates what can be 6\VWHP(QKDQFHGSHUIRUPDQFHKDVEHHQGHPRQVWUDWHGLQ achieved when top technical talent from theNavy and its HDVHRIXVHFRXSOHXSFDSDELOLW\DQGULGHTXDOLW\6KRUH contractors work as a team." Who’s on the Ball Case III approach and, reaching QRWEXWPHLQ$WDERXW - communication breakdown SODWIRUPDWIHHWVZLWFK WKHVDPHWLPHP\¿QDOFRQWURO- while landing on carrier to assigned button 17 (chan- OHUORFNVWKHQH[WKLWRQWKH QHO% 'RZQLQ&$7&&DQ VFRSHPLVWDNHQO\ORFNLQJWKH by Jeff Blake intermittent Mode II from my 7RPFDWDWLWVWLSRYHU(YHU\WKLQJ …from high above the glides- aircraft is about to produce DSSHDUVQRUPDOLQP\GDUN lope to well below, all to mass confusion. With no Mode FRFNSLWZKHQDWMXVWRXWVLGHD the tune of blood-curdling ,,KLWIURPP\+RUQHWWKH³0U mile, I get indications of ACLS SRZHUFDOOVDQGWKHQ¿QDOO\ +DQG´RSHUDWRUQHJOHFWVWR ORFNRQ,UHSRUWWKHQHHGOHV the waveoff. In the cockpit, DGGWRWKHOLVWRIDLUFUDIW VOLJKWO\XSDQGRQDQG&$7&& I heard none of it… on the approach. I proceed on FRQFXUV(DFKDLUFUDIWLVQRZ We’ve reached the midpoint the approach. At three miles, I À\LQJQHHGOHVLQWHQGHGIRUWKH of our deployment to the commence tipover on the ILS other aircraft. Mediterranean and the Arabian bullseye, disappointed that You can imagine the confu- Gulf. After an uneventful night &$7&&LVXQDEOHWRORFNP\ sion on the platform when OPFOR hop, I’m spending my aircraft for the ACLS approach. WKH%RVVFDOOVRYHUWKH0& time in marshal with the typical 0HDQZKLOHLVYHFWRUHG ³7RPFDWRQHPLOH$OSKD´ excitement and apprehension from the bolter pattern two 3DGGOHVLVORRNLQJDWD+RUQHW of the upcoming night trap. I’m miles in trail. EHDULQJGRZQZLWKDERXW À\LQJDLUFUDIWD+RUQHW 'XHWRWKHODFNRI,))IURP VHFRQGVRIÀ\LQJWLPHXQWLOWKH with a full-up system and no my aircraft, only one other WUDS7KHDUUHVWLQJJHDUIUHVQHO problems of note (later analysis SHUVRQQRZNQRZVWKDW,¶P lens, and paddles radios have will reveal an intermittent IFF). ¿UVWLQOLQHDQGWKDW¶VP\¿QDO DOOEHHQVHWWLHUD7RPFDWRQ Also airborne and playing a vital FRQWUROOHU7KH7RPFDW¶V¿QDO channel A. Paddles desperately UROHLVDLUFUDIWDQ)% FRQWUROOHUORFNVWKHQH[WKLWRQ scrambles to reset the gear and I’ve commenced a normal his screen, which of course is OHQVIRUD+RUQHWDQGLQOLHX of the incorrect lens setting, FDOO RQFKDQQHO% DV,VWDUWWR 7KHSKRQHVDUHQRZULQJLQJ VWDUWVWDONLQJGRZQWKH+RUQHW correct the high but receive no RIIWKHKRRNLQ&$7&&ZLWK Unfortunately, the LSO radios response. Again I call the ball- everyone, including the boss are never switched to channel -now it’s coming down toward and the captain of the ship, %VR,KHDUQRWKLQJEXWVLOHQFH the center. Still no response ZDQWLQJWRNQRZZKDWWKHKHFN +HUH¶VWKHFDOOWRWKH7RPFDW IURPSDGGOHV,PDNHRQHODVW MXVWKDSSHQHG RQFKDQQHO$ ³WKUHH ball call, then push the throttles %DFNLQWKHUHDG\URRP TXDUWHUVRIDPLOHFDOOWKHEDOO´ to mil for an in-close waveoff DIWHUWKHÀLJKWWKHVWRU\VORZO\ 7KH7RPFDW5,2UHSOLHV³, MXVWDVWKHKDSS\OLJKWVVLJQDO unfolds, and it becomes very GRQ¶WWKLQNVR´DQGGHVHOHFWV me that paddles agrees with apparent how close tonight WKH$&/63DGGOHVKHDUV¶V that decision. ZDVWRDPLVKDS7KH3/$7 comment (on channel A) and As I clear the ship and climb camera replay tells a chilling interprets it as a ball call. DZD\,¶PVWUXFNE\WKHHHULH WDOH,ZDWFKP\+RUQHWVHWWOH 0HDQZKLOHLQ,¶YHGHVH- symbology of needles remain- from high above the glideslope OHFWHGWKH,/6DQGDPÀ\LQJWKH LQJRQP\+8'UHPDUNDEO\ to well below, all to the tune QHHGOHVLQVWHDG(QJURVVHGLQ VWLOOVKRZLQJPH³RQDQGRQ´ of blood-curdling power calls, À\LQJDQRQDQGRQSDVV,¶P Strange! Confusion sets in; I DQGWKHQ¿QDOO\WKHZDYHRII,Q focused on the needles. At half deselect the needles and con- WKHFRFNSLW,KHDUGQRQHRILW a mile, I realize nobody has WLQXHZLWK125'2SURFHGXUHV saw a stable centered-needles told me to call the ball. As I convinced that I must have lost DSSURDFKDQGWRRNP\RZQ transition my scan to the ball, my radios. In the boiler pat- waveoff only because I hadn’t I’m surprised to see the lens tern abeam the ship, my radios KHDUGD³URJHUEDOO´,UHPHP- showing what appears to be ¿QDOO\FUDFNOH³SDGGOHV ber the ball coming down but a nearly clara high pass, with sorry about that… we had a did not recognize how rapidly it the ball barely visible on the little problem with the lens, was falling. WRSRIWKHOHQV,PDNHP\EDOO ZH¶OOJHW\RXQH[WWLPH´ :KDW¿QDOO\EURNHWKLVHYLO chain of events was the waveoff will now assist in correlation and )LQDOO\FURVVFKHFNFURVV lights from paddles and a sense SURSHURUGHURI³0U+DQG´ FKHFNFURVVFKHFN,GLGQ¶WGR LQWKHFRFNSLWWKDWVRPHWKLQJ What could I have done? it, and the ultimate responsibil- MXVWZDVQ¶WULJKW First, I could have listened to ity for this near-miss rests with :KDWOLQNVLQWKHFKDLQFRXOG ZKDWZDVVDLGQRWMXVWZKDW P\EUHDNGRZQ%HKLQGWKHVKLS have been severed earlier? First, ,H[SHFWHGWRKHDU7KH$&/6 RQDGDUNQLJKW\RXRZHLWWR an intermittent transponder was ORFNRQRIP\+RUQHWZDV yourself to use everything at the catalyst to this entire melee. clearly predicated by a call from your disposal: ILS and ACLS ,QRZPDNHLWDKDELWLQPDUVKDO WKHFRQWUROOHUWKDWWKHORFNRQ correlation, self-contained WRFKHFNDQGGRXEOHFKHFNWKDW was at three miles, not one. I DSSURDFKQXPEHUV96,'0( ,¶PVTXDZNLQJDOOPRGHVDQG heard the call and reported and, ultimately, the world’s FRGHV%HDFXWHO\DZDUHWKDWLI the needles, but never made greatest glideslope indicator, your IFF is being called intermit- the correlation between the the fresnel lens. As a nugget tent or inoperative, you may WZRPLOHVSOLWWKDW&$7&&KDG KDOIZD\WKURXJKP\¿UVWFUXLVH be susceptible to a sequencing called. I heard what I wanted my scan was unfortunately still problem on the approach. One to hear, not what was actually developing. On this approach, VROXWLRQLVDGGLWLRQDO&$7&& FRPPXQLFDWHG7KH7RPFDWGLG I’d put all my marbles into one training and oversight, to hear the discrepancy on their bag, the ACLS; after all, nee- prevent the inadvertent ACLS ¿QDOORFNRQFDOOEXWPHUHO\ dles don’t lie, right? Well, that ORFNRIWKHZURQJDLUFUDIW:H made a sarcastic comment and night they weren’t lying, but the also decided that the Air Ops deselected the ACLS. If you’re story they were telling was not status board should list recov- aware that something’s wrong, intended for me. ering aircraft in order, rather WKHQVSHDNXSGH¿QLWLYHO\

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EHHVWDEOLVKHGPDNLQJWKHV\VWHP GXULQJ&DVH,DSSURDFKHVSURYLGLQJ cfm?fuseaction=home.download&id=824 2 PALS Certification • SPN-46 Automatic Carrier Landing System (ACLS) – All CV/CVN ships • Includes “hands-off” automatic landing • SPN-41 Instrument Control Landing System (ICLS) – CV/CVN and LHA/LHD ships • Provides “needles” indication • AN/SPN-35 Precision Approach Radar – LHA/LHD ships • Provides ship-based controller “talk down”

approach capability to all aircraft http://www.dtic.mil/ndia/2007 test/Fischer_SessionH4.pdf STRIKE TEST NEWS Air Test years, early in the workup cycle as The ACLS can be set to either and Evaluation Squadron 23 SDUWRIWKH)OLJKW'HFN&HUWL¿FD- 3.5 or 4° glideslope, and it is nor- Newsletter 2012 Issue tion. Our goal is to verify that the PDOO\YHU\JRRGDWÀ\LQJWKDWFRP- JOINT PRECISION APPROACH AND IFLOLS, SPN-41 (Instrument Car- manded glideslope. Typical verti- LANDING SYSTEM (JPALS) LT Luke rier Landing System, or ICLS) and cal error at ¾ nm is less than a “Smuggla” Johnson [page 19] SPN-46 (Automatic Carrier Landing foot. In fact, the ACLS is usual- ”...Shore-based testing began in System, or ACLS) function proper- ly more accurate and precise than early July 2012 with a Beechcraft ly, are aligned with each other, and the IFLOLS. The IFLOLS is aligned King Air 100 series aircraft provid- lead the pilot to a good start. We to a tolerance of +/-0.05°, which ing a low cost airborne testing lab- check the average ACLS Mode I equates to almost 4 feet at ¾ nm, oratory for JPALS. Further shore- hook touchdown point and tweak it and a single IFLOLS cell at the based testing with legacy F/A-18’s if necessary. As part of this process same distance covers about 10 feet LVH[SHFWHGWREHJLQODWHUWKLV¿V- ZHÀ\GR]HQVRI0RGH,DSSURDFKHV of elevation. Remember that there cal year with at-sea tests beginning over a three day period. Additional- is no center cell on the IFLOLS: in spring of 2013 onboard CVN-77. ly, VX-23 troubleshoots PALS anom- you are either looking at the high- Though a fully integrated JPALS air alies when they occur. Sometimes center/”cresting” cell or the low- wing is not expected for sometime, there is a hardware-related root center/”sagging” cell. Most IFLOLS both contractor and VX-23 person- cause which needs to be corrected, are aligned just a little on the high nel are already working closely with but sometimes concerns result from side, which means that more often WKH/626FKRRODQGRWKHUÀHHWDV- pilot misconceptions or unrealistic than not during the Mode I you are sets to ensure delivery of a quality expectations. on glideslope but looking at the system that will provide enhanced Whether or not you’re a fre- low-center IFLOLS cell. FDSDELOLW\WRÀHHWXVHUV´ quent Mode I user, it is a valuable 0RVWSUR¿FLHQWSLORWVZLOOQRWDF- SHIP SUITABILITY PROJECT TEAM “tool” with the capability to recov- cept being low, and are more likely LCDR Robert “Timmay!” Bibeau, HUDLUFUDIWGRZQWR]HUR]HURFRQ- WRÀ\WKHKLJKFHQWHUFHOOGXULQJXQ- Ship Suitability Department Head ditions. Understanding a few basic coupled passes. Additionally, experi- ”...MANAGING MODE I EXPECTATIONS concepts about how the system op- enced pilots often try to “crest” the [page 17-18] erates is crucial. The “99 taxi lights EDOORUÀ\DORQJWKHERXQGDU\EH- 9;FHUWL¿HV3$/6IRUDOO&91V on” call is too late to consider how tween two adjacent cells in order We usually do this about every two WRÀ\WKH0RGH, to see ball movement and more precisely determine glideslope. To a and throttles will still move as the the trends noted above increases. SLORWRU/62XVHGWRÀ\LQJRUZDYLQJ jet works to maintain this descent Settles tend to increase in magni- uncoupled passes, a Mode I often rate, but the system is no longer WXGH5KLQRVWHQGWRJHWDOLWWOHÀDW- looks a little low all the way, when actively updating the descent rate ter at the ramp, overcorrecting for the reality is that normal uncoupled to target the desired hook touch- the settle in the burble and often passes tend to average a little high- down point. Any unpredicted dis- landing long and right with the oc- er than the nominal glideslope. WXUEDQFHVLQWKHÀLJKWSDWKLQWKH casional bolter. Hornets try to do Much like your FNG, the Mode I ODVWVHFRQGVRIÀLJKW IRUH[DP- the same, but often don’t have the does not anticipate the burble. The SOHGXHWRVKLIWLQJZLQGVRUDLUÀRZ power to recover from the settle V\VWHPDWWHPSWVWRÀ\FRPPDQGHG around the ship) are not correct- and tend to land a little short. glideslope and reacts to any devia- ed for. The system is often still re- These behaviors are gener- tions as they occur. The system re- acting to the burble when it enters al trends. Ultimately it’s up to the acts very quickly to very small de- FRPPDQGIUHH]H,IWKHDLUFUDIWKDV pilot and LSO to decide the accept- viations, but there is still some lag settled in the burble, the command- able magnitude of deviation during GXHWRWKHODZVRISK\VLFVDQGÀLJKW HGGHVFHQWUDWHLVVKDOORZHGWR¿[ a Mode I, and the pilot must always control/engine response time. Often WKHORZDQGWKHQIUR]HQUHVXOWLQJ be ready to take over manually this will result in a little settle as the LQDÀDWÀLJKWSDWKDFURVVWKHUDPS when required. Understanding the aircraft passes through the burble. Put all of these effects together, and normal behavior of the ACLS Mode I The magnitude of this settle tends a “typical” Mode I pass on most can help manage expectations and to increase with the strength of the ships looks a little low all the way, better prepare the pilot and LSO for burble, and is more noticeable with with a little settle in close and a lit- deviations when they occur. VX-23 axial or starboard winds. WOHORZÀDWDWWKHUDPS is always available to discuss PALS Shortly before touchdown the 'XULQJD3$/6FHUWL¿FDWLRQZH performance. If you notice a trend SPN-46 antennas lose the ability to attempt to tune the Mode I touch- of questionable Mode I performance, track the aircraft due to the rapidly down point for ideal winds. When or experience even a single un- changing line of sight. 1.5 seconds winds are less than perfect Mode I safe Mode I, please don’t hesitate to prior to touchdown the system en- performance tends to degrade. As contact us....” WHUV³FRPPDQGIUHH]H´DQGZLOODW- winds become more starboard the http://www.navair.navy.mil/ tempt to hold the last commanded strength and position of the bur- nawcad/index.cfm?fuseaction UDWHRIGHVFHQW7KHÀLJKWFRQWUROV ble change, and the magnitude of =home.download&id=670 STRIKE TEST NEWS Air Test and ZHRQO\FRPHRXWHYHU\WZR\HDUVIRU SRUWDQGVWDUERDUGVLGHV6RPHVKLSV Evaluation Squadron 23 Newsletter YHUL¿FDWLRQVDQGWKHUHLVQRFOHDUUH- VWLOOKDYHWKHWUDGLWLRQDO³ZKLUO\ELUG´ 2013 Issue [produced 11 Oct 2013] SODFHPHQWIRU$&/6LQWKHQHDUIX- RQWKHQDYLJDWLRQSROHEXWLWGRHVQ¶W WXUHLWIDOOVRQWKHVKLSDQG$LUZLQJWR IHHG0RULDK$QDFWXDODQHPRPHWHU Precisions Approach & Landing System (PALS) Mode I Performance & Winds UHFRJQL]HZKHQWKHV\VWHPLVPLVEH- ORRNVOLNHDWKUHHSURQJHGIRUNZLWK KDYLQJDQGUHSRUWLWWRXVVRZHFDQ QRPRYLQJSDUWVWKDWPHDVXUHVWKH LCDR Pat “ WHO?” Bookey MORIAH HYDOXDWHDQG¿[LW6RPHWLPHVWKHUH ZLQGPDJQLWXGHDQGGLUHFWLRQYLDVRQLF You’ve probably seen us borrowing DUHKDUGZDUHUHODWHGSUREOHPVZKLFK 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In early April, ARINC Engineering Using the new LDGPS under jamming conditions, the C12J readies to touch down at
JP Services successfully flight tested a Holloman AFB, NM, on April 5. The system’s nominal accuracy is about 2 m. new precision approach and landing AL system designed to withstand elec- tronic jamming that military aircraft S may encounter in combat situations. The flight tests were conducted at https Holloman Air Force Base, NM. A U.S. Air Force (USAF) C12J ARINC’s jam-resistant JPALS demo takes flight These two trailers contained the
:// aircraft equipped with ARINC’s new Aerospace Engineering






June 2004 Local Area Differential Global electronics testbed and ground
www Positioning System (LDGPS) made station used for the LDGPS test
multiple precision approaches while flights. Two
external
differential- .sae. electronic jamming was activated. The GPS receivers are
located in the LDGPS used for the flights is a field about 150 ft
away. Electronics org/ technology demonstration testbed in the trailers
picked up the local designed to provide a vertical jamming
signals, mitigated them, aero accuracy for Category II approaches and
generated clean differential- of 5.3 m, even when subjected to GPS data that was sent to the
mag/ GPS jamming. Ground tests of the system were completed at Holloman The NAV aircraft by data link. techf AFB in March. Pallet of ARINC’s Director of Satellite Naviga- is a joint effort to develop a next- “Many weapons systems today rely ARINC’s tion and Air Traffic Control & generation precision approach and ocus heavily on GPS positioning, and that LDGPS is Landing Systems. landing system for the Department of makes the threat of GPS jamming a prepared for The technology uses multiple jam- Defense. LDGPS is focused on key risk area,” said Tom Sanders, a ground test. resistant GPS receivers on the ground enhancing flight operations on land. /06-2 After ground
and a single anti-jam GPS receiver in In a parallel effort, ARINC is testing was the air to provide an accurate developing a Shipboard Relative GPS 004/ completed in “differential GPS” position. The (SRGPS) demonstration system aimed March, the aircraft receives needed GPS correc- at enhancing naval shipboard flight 2-24- pallet shown tions from the ground over a VHF operations. According to the com- was placed on data link system. pany, JPALS is currently in a technol- 5-25. board a
USAF The USAF LDGPS project is part of ogy maturation and risk-reduction C12J for the the Joint Precision Approach and phase, with system development pdf flight tests. Landing System (JPALS) program that planned for fiscal year 2006. Riester's staff has nearly two years to refine the operational plan US Navy to guide JPALS for JPALS. In April 2006, the programme faces a go-ahead decis- ion to enter a four-year system development and demonstration back on track 01 JUN 2004 STEPHEN TRIMBLE phase. At that point, says Riester, the navy programme may be https://www.flightglobal.com/news/articles/ merged into the same contract as the USAF version, which has us-navy-to-guide-jpals-back-on-track-182368/ already been awarded to Raytheon. The US Navy is working to get a $2.3 billion Although stuck in pre-development, navy JPALS has already project to develop a GPS-aided landing achieved several breakthroughs. First, its relative GPS signal system for aircraft on ship decks back on technology - linking an F/A-18 and the USS Theodore Roosevelt - completed the first "hands-off" carrier landing three years ago. track after funding shortfalls delayed initial Last month, ARINC also tested a secure VHF datalink that fielding by six years. Interested companies should permit JPALS transmissions despite jamming attempts. will be briefed on the revised schedule next Baseline requirements for JPALS include transmitting the ship's month, while the navy plans a new round of location out to 370km (200nm), allowing an aircraft carrier to track risk-reduction flight tests for early next year. up to 50 aircraft within 50nm and providing precise location data The navy version of the Joint Precision Approach Landing System on landing to within 15cm (6 in). The system is based on the Ship- (JPALS) was to become operational in fiscal year 2007 but is not borne Relative GPS (SRGPS) signal which establishes a fixed now expected to come online until at least 2013, says navy pro- point on the carrier as the ground-truth for navigation and broad- gramme manager Capt Pete Riester. A land-based version of the casts the co-ordinates and error readings to aircraft with JPALS- system is also being developed for the US Air Force. equipped receivers.

How JPALS will be fielded initially - as either a land-, aircraft- or Because the technology can correct for the aircraft carrier's move- ship-based system - is still under debate, but the basic concept is ment in six axes of motion, SRGPS also is considered a prime "more than likely that a [Boeing F/A-18] Hornet must be able to candidate to guide unmanned air vehicles during formation flying land on one of my carriers," says Riester. Plans to add JPALS to and autonomous refuelling. Sierra Nevada, which designed the helicopters, cruisers and destroyers have been delayed indefinitely SRGPS signal used during the F/A-18 hands-off landing in 2001, for funding reasons. plans to perform an autonomous refuelling mission later this year. 1DY\DVNV5RFNZHOO&ROOLQVIRUDGYDQFHG 7KHV\VWHPZLOOKHOSODQGIL[HGZLQJDLUFUDIWDQGKHOLFRSWHUVLQEDG SURWRW\SHGLIIHUHQWLDO*36IRU-3$/6ULVN ZHDWKHUE\VXEVWLWXWLQJSUHFLVHGLIIHUHQWLDO*36WHFKQRORJ\IRUWKH UHGXFWLRQ $XJXVW-RKQ.HOOHU 5)EHDFRQVXVHGLQROGHULQVWUXPHQWODQGLQJV\VWHPV7KH5D\WK https://www.militaryaerospace.com/articles/2015/08/collins-differential-gps.html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ot Just LAAS in Navy Uniform by William Reynish | Oct 1, 2002 | http://www.aviationtoday.com/print/ av/issue/feature/JPALS-Not-Just-LAAS-in-Navy-Uniform_12893.html

-- "The seagoing Joint Precision Approach and Landing System for the U.S. Navy provides much more than GPS differential accuracy corrections. It uses data link to give pilots a plethora of data from a host of sources. When the U.S. Department of Defense opted for the Joint Precision Approach and Landing System (JPALS) in the mid-90s, most observers understood that this would be the military’s version of the GPS- based Local Area Augmentation System (LAAS), which is being developed for the Federal Aviation Administration (FAA). And to a certain extent, it will be. When deliveries commence around 2010 to the Army, Air Force, Marine Corps and Navy, land-based JPALS installations will closely resemble the FAA system. Extraordinary Environment [Full article on next page+1] But the seagoing JPALS will be a horse (or a LAAS) of a different color. One of the biggest differences will be its data links. For, as development has evolved, carrier-based JPALS has become a generic term applied to a wider data link environment than just the automatic landing portion.... In fact, the Navy’s seagoing JPALS will be the centerpiece of a dedicated, data link-based, communications, navigation and surveillance/air traffic management (CNS/ATM) system, which will be aboard each of its 12 carriers. The Navy needs such a capa- bility to provide safety, airspace management and, of course, surveillance protection against adversaries, as the vessel moves away from the mainland and across oceans, often towards unfriendly territory. In a way, it will be like picking up a complete FAA air route traffic control center (ARTCC) from the main- land, along with all its radars and infrastructure, and shoehorning it into an aircraft carrier. And since the carrier’s raison d’etre is to extend military air power in all weather, you could even say that the seagoing JPALS’ ultimate purpose is to thread the tip of an autolanding aircraft’s arrester hook through an imaginary 9-square foot (0.83-square meter) box centered precisely 14 feet (4.3 meters) above the pitching and rolling stern of a carrier in very low visibility, by day or night.... Satellite Based Augmentation System GPS Satellites (SBAS)

CCA Coverage 60 NM 2 SBAS 200 NM Signals

Approach Ship Coverage Location 3 10 NM Coverage 1

A B Joint Precision Approach

Marshal andLanding System (JPALS) Wave off Supports At Least 50 Aircraft Program Update 15 June 2011

1 Supports precision approach within 10 NM, 360 deg around the ship, Downlink to ship provides for GBAS VHF Data CATCC/AATCC, LSO and Primary Flight Control to Broadcast (VDB) monitor approach. Supports autoland (ACLS Collocated replacement) Nets

2 Two-way datalink with ship when within 60 NM supports NATOPS requirements under all conditions. Position http://www.afceaboston.com/documents/events/cnsatm2011/Briefs/03- reports supplement radar and IFF data in Carrier A ATC* and GPS Augmentation, Control Area (CCA) displays Wednesday/Wednesday-PM%20Track-1/01-Faubion-JPALS%20Prog%Navigation Data Ground-Based Augmentation Distribution A. 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E    &  & &#&   R complete pilot control." &  &%2$$  2! &$ $"  & $  &*% 97/.7 ! &!- %%%    3 &  %& - #& %$&":$ 6 3%  # #&     & #!97/. & # *  #   &2! &  "  &    & $  !  #&   $    .9 $$#& #  &  &2 0$%  https://shopping.advcs.com/art *  # A> &&!  $   $+ +>   "*&& &&"     $ R  icles/Bullhorns/Bullhorn42.htm   $A>B &&    E  1 1 + , 1#%     New Project: Land-Based Joint Precision Approach & Landing System Requirements • Service Interoperable • Multiple Runway Configuration • Mobile; Supports all Landing Ops 200 FT DH • Replaces Legacy Systems (ACLS, PAR, ILS) CAT I DH = Decision 100 FT DH CAT II Height (Land 2,862 ft or NOT) 0 FT DH http://www.afcea CAT III boston.com/ 150 ft 954 ft documents/events/ nh09/653%20ELSW.pdf .af.mil/news/story_print.asp?id=123246189 http://www.hanscom With this smaller footprint, LB JPALS would require less manpower to set up or maintain than current systems. Other services also currently use precision approach radar, but these systems are not compatible with civil Land-based precision approach aircraft and are planned to be among the first systems that will be phased out and replaced by JPALS. system program resumes 10 March 2011 Some remotely piloted vehicles also use the same GPS-based technology, and fielding JPALS would provide by Patty Welsh them the ability to land at any DoD airfield. 66th Air Base Group Public Affairs "We want to try to collaborate to get to as common a solution as possible across all services, and across all 3/10/2011 - HANSCOM AIR FORCE BASE, aircraft within the Air Force, as well," said Mr. Pierce. "We want to meet everybody's needs." Mass. -- The land-based Joint Precision Approach and Landing System, or LB JPALS, is getting back on track LB JPALS capability would be installed in existing navigation system avionics. Avionics risk reduction efforts after budget cuts. In January 2011, the deputy secretary are ongoing across all the services, and there is an Aircraft Integration Working Group that meets quarterly to of Defense issued the Resource Management Directive- coordinate these efforts. 700 which restored full funding to the program. "We are looking forward to be able to do flight demonstrations with our prototype data link and civil capability JPALS is a family of systems that will provide precision military avionics toward the end of the calendar year," said Mr. Pierce. "The goal is to drive down integration approach and landing capability for all of the costs by sharing the same basic technology across the services." Department of Defense. It will operate in land-based This graphic depicts the concept of operations for the Joint fixed and tactical environments, sea-based Precision Approach and Landing System, or JPALS. The Collaboration with the FAA has also been in the works, leading to a possible interagency procurement of the environments and, eventually, a back-packable system land-based JPALS program recently had its funding restored FAA civil technology to provide the civil interoperable portion of the LB JPALS. and a request for information was sent out March 2, 2011. will support special operation environments. An Industry Day will be held April 5, 2011. (Courtesy graphic) "Since the technology is so mature, our primary focus is managing our way through the various acquisition and While the Navy is the lead executive service for the JPALS family of systems and working on the sea-based milestone processes, and collaborating with the FAA," said Sandy Frey, deputy program manager. version, the Air Force is responsible for the LB JPALS that will provide this GPS-based approach and landing capabilities. Some recent successes the program has seen were technology readiness affirmation from the Director of Defense Research & Engineering and selection of a data link standard that will be the key to JPALS "Today, each service - the Army, the Navy, the Air Force - has one or more unique solutions," said Col. Jimmie interoperability between all the services. Schuman, Aerospace Management Division senior materiel leader. "JPALS is an interoperable system that will be used by all the services and civil aircraft." In the future, plans are for the LB JPALS to support not only straight-in approaches to the runway, but curved, segmented approaches or specialized approaches. The underlying technology is a differential global positioning system, the same technology Honeywell used for their civil product that was certified for use in September 2009 by the Federal Aviation Administration (FAA). "This will provide much more flexibility for the warfighter to react to their current situation," said Ben Brandt, JPALS lead engineer, MITRE. The program office is working toward procuring a military version of this technology, which will include employing an encrypted data link and GPS P(Y) code, or secure military code, with anti-jam capability. Work is The program office is currently working on a draft acquisition strategy. A request for information was sent out also being done to ensure interoperability with the civil community. on March 2 and an Industry Day is being planned for April 5.

"Currently you have to install an ILS [instrument landing system] for every runway end," said Brian Pierce, "We have been waiting a long time to get to this point and we're ready to move along to the next steps," said aircraft integration lead, Jacobs Technology. "With JPALS, you would only need one system to support the Ms. Frey. "We want to ensure the goal of common solutions becomes a reality." entire airfield." “...In the future, plans are for the LB JPALS to support not only straight-in approaches to the runway, but curved, segmented approaches or specialized approaches....” http://www.navsource. org/archives/02/027135.jpg “‘Salty Dog 110’ from Naval Strike Aircraft Test Squadron 23 (VX-23) prepares to land on USS Theodore Roosevelt (CVN-71). Official US Navy photo. This picture was possibly taken in April 2001, when the Joint Precision Approach Landing System (JPALS) test team successfully performed the first global positioning system (GPS)- based automatic M. B. Suhrahmanyam, Finite Horizon H ’ and Related Control Problems: landing to an aircraft carrier. “Design of the F/A-18A Automatic Carrier Landing System: Ch.6: The Based on GPS, JPALS is intended aircraft needs to arrive at the touchdown point with proper sink speed for military aircraft including manned and position in space to closely match the position and vertical motion and unmanned fixed-wing, vertical takeoff and landing of the carrier deck touchdown zone. Aircraft hook should impact the (VTOL), and rotary- wing aircraft, and is deck between No. 2 and No. 3 arresting cables. The sink speed must be designed to replace tactical air 10-14 ft /sec....” navigation (TACAN) systems and augment the current automatic carrier landing system (ACLS) and instrument carrier landing system (ICLS).” http://www.navsource. org/archives/02/71.htm A Robust GPS/INS Kinematic Integrity Algorithm for Aircraft Landing Alison Brown and Ben Mathews, NAVSYS Corporation: http://www.navsys.com/Papers/06-09-002.pdf

- “ABSTRACT Next generation GPS receivers will take advantage of Spatial processing from a Controlled Reception Pattern Antenna (CRPA) and Ultra-Tightly-Coupled (UTC) and Tightly–Coupled GPS/inertial signal processing to improve their robust- ness to interference and their performance in a multipath environment. This introduces the potential for failure modes to be introduced into the GPS solution from the Spatial processor, GPS signals or Inertial Measurement Units (IMUs). For high integrity applications such as nonprecision approach or precision approach, the integrated GPS/Inertial receiv- er must be designed to perform fault detection and exclusion of any hazardously misleading information.... INTRODUCTION The Joint Precision Approach and Landing System (JPALS) Shipboard Relative GPS concept (SRGPS) is illustrated in Figure 1. The goal of the SRGPS program is to provide a GPS-based system capable of automatically landing an aircraft on a moving carrier under all sea and weather conditions considered feasible for shipboard landings. The presently utilized Aircraft Carrier Landing System (ACLS) is a radar-based system which was developed more than 30 years ago and has a number of limitations that make the system inadequate to meet present and future ship- based automatic landing system requirements. The goal of SRGPS is to monitor and control up to 100 aircraft sim- ultaneously throughout a range of 200 nautical miles from the landing site. Integrity monitoring is especially impor- tant for the last 20 nm of an approach and accuracy requirements are 30 cm 3-D 95% of the time. The SRGPS architecture provides a precision approach and landing system capability for shipboard operations equivalent to local differential GPS systems used ashore, such as the FAA's Local Area Augmentation System (LAAS). A relative navigation approach is used for SRGPS with the "reference station" installed on a ship moving through the water and pitching, rolling, and yawing around its center of motion. In addition, the ship's touchdown point may translate up/down (heave), side-to-side (sway), and fore and aft (surge). Since the shipboard landing en- vironment is much more challenging than ashore, the SRGPS approach must use kinematic carrier phase tracking (KCPT) to achieve centimeter level positioning relative to the ship’s touchdown point. Next generation GPS systems designed for JPALS and SRGPS operations are expected to have performance advantages over previous generation user equipment (UE). While these designs will meet the objective of high anti- jam (A/J) and high accuracy performance, they must also implement integrity monitoring to be able to use the KCPT solution to support precision approach and landing....” http://www.navsys.com/ Papers/06-09-002.pdf Northrop Grumman's inertial measurement unit selected for Joint Precision Approach and Landing Systems program – 22 May 2010 John McHale http://www.militaryaerospace.com/articles/2010/05/northrop-grumman-s.html -- “WOODLAND HILLS, Calif., 22 May 2010. Raytheon selected Northrop Grumman Corp. to supply the inertial measurement solution for the Joint Precision Approach & Landing Sys- tems (JPALS) Shipboard Reference program. Under this contract, Northrop Grumman's Navigation Systems Division will deliver 18 LN-270 inertial navigation systems (INS) for the engineering and manufacturing development phase of the JPALS Increment 1A Shipboard Reference System (SRS). Future production orders are anticipated to be considerable, Northrop Grumman officials say. The first LN-270 unit will be delivered in early 2011. JPALS, designed and developed by Raytheon under a U.S. Navy contract, is an all- weather, all-mission, all-user landing system based on local area differential Global Posit- ioning System (GPS). JPALS works with GPS to provide accurate, reliable, landing guid- ance for fixed and rotary wing aircraft and supports fixed-base, tactical, and shipboard ap- plications. For the SRS, each JPALS-equipped ship will employ three Northrop Grumman fiber optic gyro-based LN-270 INS units to measure the ship's motion. "Northrop Grumman's LN-270 is a versatile solution for any application that requires highly accurate navigation, pointing or dependable stabilization -- whether it be on land or sea," says Gorik Hossepian, vice president of navigation and positioning systems for Northrop Grumman's Navigation Systems Division. The in-production LN-270 INS is a nav- igation system with low lifecycle costs because it requires no scheduled maintenance dur- ing its rated lifetime, company officials say.” ‘Automated Carrier Landing of an Unmanned Combat Aerial Vehicle Using Dynamic Inversion’

Ship Degrees of Freedom: The ship rotational degrees of freedom are termed roll, pitch, & yaw. In the translational degrees of freedom, up and down motion is http://www.dtic.mil/cgi-bin/GetTRDoc? Location=U2&doc=GetTRDoc. called heave, forward to aft motion is called pdf&AD=ADA469901 surge, & port to stbd motion is called sway.” EMALS TESTING Carrier Launch System Passes Initial Tests Jun 7, 2010 By Bill Sweetman http://www.anahq.org/articles/Bullhorns/Bullhorn76July152010.htm#F35

- “...The carrier will be part of the process of introducing a landing guidance system to the Navy: the Joint Precision Approach and Landing System (Jpals). It will be one of the first ships with Jpals, which is slated to be on all carriers and large amphibious transports by 2018. The second Ford-class ship, CVN-79, is due to be the first carrier without SPN-41 and SPN-46 radars, which provide carriers with an automatic landing capability. Adoption of Jpals is urgent for the Navy because current radars will not be supportable after the early 2020s. Jpals is also associated with the F-35C, because the fighter's reduced radar cross-section means that current radar-based autoland- ing systems cannot acquire it. The installation of Jpals on carriers will match ser- vice entry of the F-35C. The first increment of Jpals will be qualified for flight guid- ance down to 200 ft. and 0.5-mi. visibility. Accuracy is intended to be sufficient for an automatic landing, and that capability is being demonstrated as part of the Northrop Grumman X-47B Navy Unmanned Combat Air System program. The key to its accuracy is shipboard-relative GPS, which uses two GPS receivers – one forward of the island on the starboard side and the other on the portside stern. The space between the sensors and their relative location allows the system to measure the position of the ship accurately and track its movement-speed, pitch, roll and heave – with the aid of three Northrop Grumman LN-270 inertial reference units. Using the same differential GPS technique, Jpals also provides an accurate aircraft position. A data link allows the system to transmit automatic landing guidance.” [JPALS] Airfields Afloat: The USA’s New Gerald Ford Class Super-Carriers

Jun 05, 2013 Defense Industry Daily staff https://www.defenseindustrydaily.com/design-preparations-continue-for-the-usas-new-cvn21-supercarrier-01494/ - “May 29/13: JPALS. Raytheon in Fullerton, CA receives a $14.6 million cost-plus-incentive- fee contract modification for the Joint Precision Approach and Landing System (JPALS), maintenance Design Phase II. They want to change the design to allow for increased organ- izational level maintenance (i.e. on board ship) of JPALS Increment 1A ship systems...... May 24/13: JPALS. The Pentagon finally releases its Dec 31/12 Selected Acquisitions Report external link [PDF]. For JPALS, which began development in 2008: “Joint Precision Approach and Landing System (JPALS) Increment 1A – Program costs increased $106.8 million (+10.7%) from $996.0 million to $1,102.8 million, due primarily to additional engineering effort for algorithm refinement and development of an alternate configuration for the JPALS Inc 1A ship system variant, resulting in a smaller footprint for air capable ships (small combatants) (+$84.5 million). Additional increases were attributable to an extension of the procurement and installation profile from FY 2018 to FY 2020 (+$15.3 million) and a related increase in support costs (+$2.3 million), and a quantity increase of 1 system from 26 to 27 systems (+$7.5 million) and associated estimating allocation (-$1.4 million). These increases were offset by a decrease in initial spares requirements (-$1.5 million).” The GPS-centric JPALS will be installed well beyond the Ford Class external link – in- deed, beyond the US Navy. This technology may become a separate article, but for now we’re adding it here as a key CVN-21 technology, which will play a critical role in handling F-35 fighters and UAVs. A JPALS 1A Milestone C production decision is expected in Fall 2013” 861DY\&RPSOHWHV-3$/6The Navy conducted EMD demonstrations aboard the Roosevelt from November 9 to 19, logging approximately 30 flight test hours and 60 completed autolands to the deck using two F/A-18Cs operated by its VX-23 air test and evaluation squadron. The jets 6KLS%DVHG(0'3KDVH were equipped with Jpals “functionally representative” test kits.

The Jpals ship system includes multiple racks of equipment inside the ship and multiple GPS and UHF antennas on the mast, according to the Naval Air Systems Command (Navair), the contracting authority for sea-based Jpals. The system includes integrated processing, maintenance and monitoring systems and redundant UHF datalinks, inertial sensors and GPS sensors to achieve high reliability and availability. “Jpals is networked with legacy shipboard landing systems, but is capable of operating independently of those systems,” Navair said.

Arinc, which served as lead technical contractor to the Navy during technology BILL CAREY-DQ development of the system, said Jpals will integrate with the AN/TPX-42 air traffic $,1'()(16(3(563(&7,9( control console, the AN/SPN-46 automatic carrier landing system, the AN/SPN-41 instrument landing system, the landing signal officer display system, the improved The U.S. Navy recently completed engineering Fresnel lens optical landing system, the aviation data management and control system, and manufacturing (EMD) development of the and the Moriah Wind System. Last year, Rockwell Collins acquired Arinc. ship-based component of the Joint Precision In July 2008 Navair awarded Raytheon a $232 million contract for Jpals system Approach and Landing System (Jpals). The EMD development and demonstration, to include the delivery of eight ship system phase of Jpals Increment 1A for ship systems engineering development models and four aircraft system test avionics sets. Rockwell included auto landings by F/A-18C Hornets to Collins, a major subcontractor, provides its digital integrated GPS anti-jam receiver. the deck of the aircraft carrier USS Theodore The Navy’s VX-23 air test and evaluation Roosevelt. The Increment 1B phase calls for Defense budget uncertainty has delayed a Milestone C decision that would begin low- squadron flew 60 autolands to the deck of the USS Theodore Roosevelt using the Joint Precision integrating the system on aircraft. rate production of the system, according to Navair. Congress authorized $194.7 million Approach and Landing System. (Photo: Navair) for the program in the Fiscal Year 2014 National Defense Authorization Act passed in Jpals is a GPS-based precision approach and landing system that will help ship- and December, some $10 million less than the President’s request. The DoD has land-based aircraft land in all weather conditions, providing guidance to 200 feet programmed funding for Jpals over the entirety of its five-year future-years decision height and half-nautical-mile visibility. It is a tri-service program with defense program. multiple increments to include Air Force and Army requirements, eventually replacing “several aging and obsolete aircraft landing systems with a family of systems that is Future development efforts are focused on supporting integration of Jpals with the F-35 more affordable and will function in more operational environments,” according to the Joint Strike Fighter and on improving support for unmanned aircraft systems, Department of Defense (DoD). 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GHILQHGDVPHDQFRUUHFWLYHPDLQWHQDQFHWLPHLVRQWUDFNWRPHHWUHTXLUHPHQWV Conclusion:7KH-3$/6ULVNUHGXFWLRQHIIRUWVWRVXSSRUWWKH)DQG8&/$66DUHRQWUDFNWR x Program Protection Plan (PPP) ±7KH-3$/6SURJUDPPDQDJHUDSSURYHGWKH,QF$333LQ EHJLQLQ)<'$6' 6( DVVHVVHVWKHSURJUDPSODQVDQGSURFHVVHVDVDGHTXDWHWRVXSSRUWWKH 2FWREHU7KHQH[W333XSGDWHZLOOVXSSRUWWKH)<06%IRUWKHUHVWUXFWXUHG-3$/6 -3$/6SURJUDP SURJUDP Data as of 4th quarter FY 2014 - DoD Systems Engineering FY 2014 Annual Report JPALS Overarching Joint Program Strategy

CVN Inc-1A 200 ft/ ½ NM Joint A/C LH-CLASS (SRGPS) Shipboard Relative GPS Integration Guide DDG-1000

Inc-1B Sea-Based Lead Platforms Operational A/C Integration

Inc-2 200 ft/ ½ SM – Land-Based Fixed and Tactical/Mobile (LDGPS) Local Differential GPS (FAA certifiable, Auto-Land) Overarching Joint Program Strategy Future Landing System JPALS End State Incremental Precision/Capability 1 Medium Earth Orbit

Inc-3 100 ft/ ¼ SM – Auto-Land Mobile/Fixed –LDGPS

200 ft/ ½ NM – Auto-Land Sea-Based –SRGPS 3 Inc-4 100 ft/ ¼ NM – Auto-Land Sea-Based –SRGPS (UAV Support) JPALS Inc-5 Man-Pack –LDGPS 2 at Sea (Marine Corps/Army) CON Inc-6 Autonomous 3 OPS Enhanced Vision System (EVS) Over- Inc-7 Upgrade to Sea-Based back-up systemm 2 view 3 2 (DoD and Civil http://www.f-16.net/f-16_forum_download-id-17065.html Interoperability) • Current CDD includes Increments 1 and 2 ALSO Three System Components: • Only Increment 1 validated by JROC http://www.afceaboston.com/documents/ 1 GPS2 Ground Station 3 A/C Integration events/cnsatm2008/Briefings/Thurs/Track%203-PM/1%20JPALS%20CNS%20ATM%206.23-26.08.pdf AN/TPX-42A(V)14 DAIR AN/SPN-41/41A ICLS AN/SPN-43C ASR (Direct Altitude and Identity Readout) (Instrument Carrier Landing System) (Air Surveillance Radar)

Shipboard ATC Systems AN/SPN-46 ACLS AN/SPN-35B/C PAR (Automatic Carrier TACAN (Precision Approach Radar JPALS will replace Landing System) for LHA/LHD class ships) legacy radar-based PAL systems SPN-46 SPN-35 TACAN JPALS Compared to GPS Guided Munitions 15 JPALS Accuracy Requirements meters Joint Standoff 12 JPALS Requires Augmented GPS Weapon (JSOW) 9 Joint Direct Attack Munition (JDAM) Better Guidance Quality (GQ) required as the aircraft gets lower 6 and closer 3 -15 -12 -9 -6 -3 Land-Based JPALS meters Even better GQ required Sea-Based JPALS 3 6 9 12 15 18 21 24 27 30 33 36 39 -3 when the runway is small and/or -6 moving (e.g., an aircraft carrier)

-9 SRD Threshold: 200 ft/ ½ mi

-12 SOO Objective: AutoLand Demo

-15 Sea-Based JPALS requires • Accuracy 22x and 94x greater GQ • Integrity accuracy than JSOW and • • Ao/Continuity JDAM, respectively Cat I • DH

• Cat II Protection • DH Levels Alert Limits http: // JPALS Overview acas t.grc .nas• A network-centric a.go concept to support v/ landing ashore and all wp- phases of flight in the cont shipboard environment ent/ • Covert, secure, anti-jam uplo Low latency, high ads/ • integrity, fault-tolerant icns/ 2002• Responsibility for all /09/ approach modes with Sess vertical navigation ion_ Interoperable D2-4• _Wal • Services I-CNS lace. • Allies Technologies Conference Briefing 1 May 2002 pdf • Civil airspace 4 JPALS (Navy Applications)

General: Recoveries with no Joint Strike Fighter (JSF) limitations due to sea state or weather

• Automatic Landing • Land to any spot (LH) • Position/trend to CATCC, LSO • Primary mode: automatic takeoff • Approaches for all aviation ships and landing • Shore DoD/ Civil interoperability • 360 deg coverage

Naval UCAV Future Carriers (CVNX)

• Very high safety and reliability • No rotators; lower RCS • Fully automatic flight in CCA • Eliminate unique signals • ATC control via digital data • Increase growth margin • See and avoid manned aircraft • Reduce workload 5 Concept of Operations for the Carrier at Sea

‘TACAN’ coverage 200 nm ATC coverage 50 nm Ship to Air data link Two-way data comm provides relative nav to ship within 50 nm;nm (TACAN) to 200 nm ADS position reports 5 m relative accuracy20 nm 1-2 mmeters relative relative accuracy accuracy Approach Approach 20 nm Collision Avoidance coverage State reports provide Landing System Collision Avoidance and Accuracy (0.3m 95%) Marshal Cockpit Display of Traffic in 360 deg, 20 nm Information (CDTI) at 20 nm

Standard NATOPS arrivals or direct Guidance 4-D routing (best off the cat time/ fuel mgmt) & departure 30 nm Ashore CASE II/III, CASE I, ICAO/ NATO compatible bolter and waveoff approach capability patterns supported within 30 nm of airfield

6 How JPALS Works

Differential GPS gives relative position with high accuracy and integrity Inertial Navigation System data used to compensate for ship’s motion

Translation Roll Pitch Surge Heave COMSEC and “Featureless” Spread Spectrum protect the signals Sway ?

Yaw

7 JPALS Architecture

Ground Equipment Airborne Equipment

Fixed/Civil/ International

C/A-Code VHF Antenna WAAS & LAAS Electronics

Tactical/ Special Mission Y/M Code, Beam- forming Anti-Jam VHF GPS/ VHF Data INS Broadcast Data Link

Y/M Code, Beam- UHF Shipboard forming Anti-Jam Mission Display Computer Two-Way UHF LPI data link ATC & Landing 8 JPALS CNS/ATM Functions

• JPALS Performs Four Primary Functions: Test results of F/A-18 auto- • Communications land trials for aircraft carrier • Navigation operations - Abstract: Raytheon and the US Navy con- • Surveillance ducted aircraft carrier precision • Air Traffic Management approach trials using the F/A-18 as the test platform. These trials are part of the Navy Joint Precision • JPALS Replaces or Enhances Today’s Systems: and Landing System (JPALS) ef- • Provides LPI Communications fort to demonstrate Global Posi- tioning System (GPS) technology • Replaces Navigation: TACAN, ACLS, ICLS for aircraft carrier precision ap- • Enhances Surveillance: AN/SPN-43, AN/UPX-29 proach. The team achieved the historic milestone of the first fully • Provides ATM: Assists ATC Controller Tasks coupled approach and landing to the ground in an F/A-18 using a • JPALS Employs/Integrates Technologies: GPS-based navigation solution…. The test and analysis results show • GPS/INS that GPS technology provides the • Digital Data Link quality needed to perform relative precision approaches in an aircraft • Voice Synthesis/Voice Recognition carrier environment.” • Fault-Tolerant Processors http://ieeexplore.ieee.org/xpl/ freeabs_all.jsp?arnumber=931358 • ATC Application-specific Algorithms 9 Shipboard Relative GPS Functions

Automatic Carrier Landing System (ACLS) “The ACLS is If the pilot keeps the autopilot coupled until touchdown, this is similar to the ICLS, in that it displays “needles” that referred to as a “Mode I” approach. If the pilot maintains a indicate aircraft position in relation to glideslope and SRGPS Communication couple until the visual approach point (at ¾ miles) this is final bearing. An approach utilizing this system is said to referred to as a “Mode IIA” approach.” be a “Mode II” approach. Additionally, some aircraft are Services http://en.wikipedia.org/wiki/ capable of “coupling” their autopilots to the glideslope/ Modern_United_States_Navy_carrier_air_operations azimuth signals received via data link from the ship, allowing for a “hands-off” approach. Navigation, Air Traffic Navigation Surveillance G&C Management G&C: Guidance and Control Ship Relative CCA Flight CCA: Carrier Navigation Surveillance Information Control Area CDTI: Cockpit Precision Controller-Pilot CDTI Display of Traffic Approach Data Link Information

PrecisionDeck Traffic Inform. Endurance OperationsApproach Service Management

Functions have derived Approach Airspace GPS Nav requirements Monitor Management

Ramp Strike Prevention Sys 10 JPALS ATM Services

• Flight Information Service (FIS): Automated meteorological data, including wind speed and direction over deck, temperature, humidity, barometric pressure.

• Traffic Information Service (TIS): Primary and secondary radar tracks from off- board sensors providing CDTI and collision avoidance.

• Controller Pilot Data Link Control (CPDLC): A set of commands to the airborne platform which can be initiated either via manual operation, by voice command, or automatic via Auto ATM. Proper handling of “transfer of cont for unmanned operations.

• Endurance Management Air Traffic System (EMATS): Given a flight plan, algorithms compute optimum time of arrival, schedule unmanned platforms with other manned aircraft. A display tool provides time of arrival status information to the controller or Mission Control System (MCS) operator with 4-D routing.

• Airspace Management: Automated system assigns airspace regions to aircraft. System monitors the aircraft, projects aircraft state appropriately. Upon detection of impending spill-out, the system generates alarm to CPDLC, MCS operator, or to the unmanned platform itself. 11 JPALS Surveillance Services

• Shipboard Tracking: Within 50 nm, JPALS displays manned and unmanned platforms on controller consoles from integrated dependent surveillance SRGPS track information with primary radar and IFF.

• Cockpit Display of Traffic Information (CDTI): Includes embedded collision avoidance function for manned and unmanned platforms. Operators have information on all local traffic, including 3-D relative range, bearing, and acceleration.

• Shipboard Approach Monitor: Airborne platforms are accurately monitored with automated CAS functions, MCS display, and/or final approach display.

• Ramp Strike Prevention System: An approach monitor function which includes projection of aircraft state and variable alarm limits for LSO monitoring and/or as a part of vehicle flight control system integration.

12 Link System Design and Navigation Service

Low-Rate LPI Uplink Data • Ship State 200 to 200 nm • Ship State 50 Low-Rate Uplink/Downlink • Ship State 20 data to 50 nm • GPS Block ID NAV • GPS Pseudorange • GPS Carrier Phase • Ship Motion 20 Hz COMM • Ship Motion 1 Hz • Ship Motion 0.2 Hz • Air State Report Medium-Rate Air-Air Data SURV • Air Monitor Report • ATM Uplink 50 • ATM Uplink 20 VOICE Medium-Rate ATM • ATM Uplink 10 Uplink/Downlink Data • Request/Reply within 10 nm LOS range approx 30-40 Transmit Range (nm) 10 20 50 100 200 nm Navigation Service: • En route (GPS stand alone) guidance to 10m lateral, 20 m vertical • Relative Shipboard Approach Guidance <5m lateral guidance out to 200 nm < 15 cm 3-D guidance within 10 nm <2 m lateral guidance within 50 nm < 10 cm deck handling navigation 13 Examples of Data Link messages

Start / Taxi / Departure Msn Check- Approach Trap / Alert Launch in Maint Log-on Weight 4D guide, CPDLC TAC D-ATIS / 4D guide & CPDLC Weight On departure reports -AN PIM arrival reports Wheels Ships Status Updated CLNC/ CPDLC Weight / approach BIT Information WX/Position of Marshal data (D-ATIS Intended equivalent) Movement (PIM) (BIT) Built Weight Off Maintenance data Weapons / Maintenance / WX Maintenance In Test Wheels systems / data data & deck fuel status troubleshoot Situational Collision CAF/ SA / tanker Hot/drop Tanker hawk / Log-off Awareness Avoidance position areas position & (SA) Function CAF/SA guidance / CAF / (CAF) SA 14 Navigation System Performance

• Shipboard landings require Lab Tests Threat Scenarios more stringent levels of accuracy and integrity than ashore. • Accuracies of less than 15 cm with integrity assurance of no more than 1.1 meter error in 10 million landings. Performance Simulations • Also require high levels of availability in the presence of hostile or own interference. Flight Test Results • Current anti-jam techniques sacrifice accuracy and are not compatible with high integrity or carrier phase systems.

15 One of two F/A-18C Hornets from Air Test and Evaluation Squadron (VX) 23 lands aboard USS George H.W. Bush (CVN 77) during the recently com- pleted round of Joint Precision Approach and Landing System (JPALS) testing this spring. JPALS is an all-weather landing system based on differ- ential GPS information for land- and sea-based aircraft. (U.S. Navy photo) Jun 27, 2013 http://www.navair.navy.mil/img/uploads/JPALS_landing_1.PNG

NAVAIR Flight Ready: Joint Precision Approach and Landing System 29 Jan 2014 “Engineers at Naval Air Station Patuxent River, Md., discuss the successful evolution of the Joint Precision Approach and Landing System (JPALS). Learn more about this innovative technology from inception to the first shipboard landing on USS Theodore Roosevelt (CVN-71).” https://www.youtube.com/watch?v=B6q49h_dC0U

MARINE AIR COMMAND AND CONTROL SYSTEM (MACCS) PLAN | MARINE AVIATION PLAN 2015 | Precision Approach Landing Capability Roadmap – “This effort has been established as a transition from precision approach radar (PAR) systems to emerging Global Positioning System (GPS) technology in order to provide Marine Corps Aviators a self-contained cockpit “needles” precision approach in all operational environments (expeditionary, ship, and shore). Joint Precision Approach Landing System (JPALS), due to the current fiscal environment, was dramatically scaled back to fund ship systems only. For the Marine Corps, this will provide a precision capability on all LHA and LHD amphibious carriers to support the F-35B, and on all CVNs to support the F-35C. Marine aviation will leverage maturing GPS technology to bring a self-contained precision approach landing capability (PALC) that is world-wide deployable.” https://marinecorpsconceptsandprograms.com/sites/default/files/files/2015%20Marine%20Aviation%20Plan.pdf Requirements For GPS-Based Aircraft Carrier Precision Approach & Landing Sep 15-18, 1998 Greg Johnson & Ian Gallimore https://www.ion.org/publications/abstract.cfm?articleID=2983 Abstract: The FAA is currently developing requirements and specifications for a Category I-III approach and landing system. The Navy also requires an equivalent approach and landing system for aircraft carrier flight operations. However, there are several challenges for a GPS based shipboard landing system over and above its shore-based counterpart. The touchdown point and GPS reference station are in motion through six degrees of freedom. No assumptions can be made on the dynamics of the ground station because the ship's acceleration bandwidth is as wide as a typical aircraft on approach, which makes correcting for data link latency difficult. The multipath environment is much more complicated because of the multitude of reflecting surfaces on the aircraft carrier. The ship- board landing system must be much more accurate than the Category III shore based landing system, because the touchdown window only is only 40 meters long. The aircraft must be traveling at a speed that will not stall the aircraft, because the aircraft must be able safely fly away from the deck in the event it fails to attach its tail-hook to one of four arresting wires. Because of the high speed and short landing window, the position solution must not be in error by more that one foot vertical. The data link must be able to support high rate GPS and inertial measurement data that is required for approach & landing in addition to exhibiting Low Probability of Intercept (LPI) characteristics. Raytheon Navigation & Landing Systems has developed prototype approach and landing system which features an LPI data link and a high accuracy carrier phase based position solution. This prototype has been tested and delivered to the Naval Air Warfare Center (NAWC), Patuxent River, MD. This paper will describe the technical requirements of a ship-based approach and landing system and the past test activities, us- ing the NAWC prototype, that support the development of these requirements. - Published in: Proceedings of the 11th International Technical Meeting of the Satellite Division of The Institute of Navigation (ION GPS 1998) Nashville, TN Pages: 541-550 Why Accuracy is so important! Summary • The shipboard component of JPALS combines state of the art navigation technologies • GPS surveying technology • Aviation integrity concepts from civil aviation • Advanced military beam-forming anti-jam systems • Integration of kinematic GPS with inertial systems • Increases safety, efficiency and reduces vulnerability with CNS technologies provided with a LPI link • Meets critical mission need for future aircraft and ships (JSF, UCAV, CVNX...) U.S. NAVY AIRCRAFTHISTORY http://thanlont.blogspot.com.au/2016/09/ how-hard-is-it-to-land-on-aircraft.html How Hard is It to Land on an Aircraft Carrier? 6HS7RPP\+7KRPDVRQ

I was recently asked "How hard is it to land on an aircraft carrier?" I regret to say that I don't know personally. My only pilot experience in that regard is making an approach and landing a Lockheed S-3 in a Navy flight simulator. My only actual carrier landing was as self-loading freight facing backwards in the cabin of a Grumman C-2 Greyhound transport. (I can say in that case there was an unsettling amount of flight control activity and throttle changes on short final before a very firm arrival and impressively short stop.)

However, I have a lot of second-hand knowledge based on reading books/articles, an overnight stay on an aircraft carrier being used for day and night carrier qualifications, listening to naval aviators, etc. The degree of difficulty also depends on the era. In the beginning, landing speeds were much slower and crashes less dramatic, at least as far as the pilots were concerned. As airplanes got bigger and heavier, higher landing speeds were required and crashes became much more colorful. The introduction of jets reached the upper limit of practicality and the Navy was in danger of exceeding it.

The angled deck and the mirror-landing concept were adopted just in time to restore a reasonable amount of repeatability to the landing process. (The fact that carriers were getting bigger and bigger was also beneficial.) The latest automated landing systems now being qualified promise to make the carrier landing a non-event, the equivalent of the self-driving car.

For the time being, however, a carrier landing requires a high degree of precision with potentially fatal How big is the opening? About 20 feet by 20 feet. The target height for the end of the tail hook at the target consequences for getting it wrong, similar to a high-wire circus act without a net or safety harness. The angle of descent is about 14 feet above the ramp. Being only four feet or so higher means missing the last wire precision required is akin to flying under a low bridge, a high-risk and foolhardy maneuver. Hitting the bridge, its and having to take off again, a bolter. supports on either side, or the water is likely to be fatal.

The width of the opening is constrained by the imperative to keep either wingtip safely distant from the "foul The penalty for being too high in the event of a carrier landing is not fatal but means not being able to land on line" that other airplanes and equipment are kept behind. In other words, the naval aviator can touch down as that approach. Another is required, prolonging the time the carrier has to spend on that course and potentially much as 10 feet on either side of the center line as long as the sideward drift, if any, is toward the center line delaying the subsequent launch cycle. and not away from it. Being a bit too far off to the left or right on a carrier landing is almost as bad as hitting the bridge supports. It risks a crash into parked airplanes on either side of the landing area and/or going off the deck into the water. However, simple passing through the imaginary opening about 20 feet high and 20 feet wide is not sufficient. At that instant the airplane must also be traveling at the target airspeed and with the target rate of descent so as Being too low is the worst, resulting in a ramp strike. A bit too low might just mean damaging the tail hook, to put the tailhook on the deck between the second and third wires. Being too fast or at too shallow a rate of which requires a diversion to a shore base or a landing on the carrier using the barricade which again disrupts descent means touching down beyond the last of the four wires and boltering; too high a rate of descent, while carrier operations. Hitting the ramp with the airplane itself is frequently fatal. insuring that the hook touches the deck before the last wire, risks exceeding the strength of the landing gear. It helps that the target rate of descent, while high—about eight knots or nine miles per hour—is not much more than one third of the demonstrated capability of the landing gear. Landing gear strength is one of several differentiators between airplanes designed for carrier operations versus those that fly from airfields. The stronger landing gear means that the naval aviator does not have to, in fact should not, flare to decrease the rate of descent as part of the landing because not flaring increases touchdown accuracy.

It doesn't help that a lot of time is not allowed to get lined up with the opening and stabilized at the target airspeed and rate of descent. There is often a compelling reason to get all the airplanes aboard in as short a time as possible (for one thing, the carrier has to be headed into the wind for landings and that may very well not be the direction that the battle group needs to go). As a result, the time allotted for the final approach is on 15 to 18 seconds in daytime.

Moreover, unlike an opening under a bridge, the one that the naval aviator must pass through is moving. Even the biggest carriers are affected by stormy or ocean-swell conditions: depending on the sea state, a carrier can move in six different ways—pitch, roll, yaw, heave, sway, and surge—in various combinations. Although the ship movement isn’t quite random, it is not really predictable either. The current big-deck carriers, at least, don’t move quite as much as the smaller ones did.

The rate of change of a big-deck carrier from one extreme to another is also usually relatively slow. Nevertheless, under certain sea conditions, the ramp can move about 20 feet, the height of the imaginary opening, or more in only 10 seconds.

There is also the added degree of difficulty of having to fly "under the bridge" at night from time to time, with only a few lights as guidance as to the location of the opening. As a result, the final approach is then lengthened to about 25 seconds.

Although the naval aviator is alone in the cockpit, he or she is assisted by the advice and counsel of a Landing Signal Officer (LSO) standing on the deck who monitors the approach and can often detect an unacceptable trend developing with it or with carrier motion before the aviator does. The LSO's command to abandon the attempt, a wave off, must be complied with.

Tom Wolf in his book, The Right Stuff, observed that test pilots and race car drivers are not preternaturally brave or foolhardy but instead have convinced themselves that they have the skill and knowledge to not crash as opposed to those who have. Prospective naval aviators go through a training program that is designed to instill that level of confidence in them. It also ruthlessly eliminates individuals potentially inadequate to the task. (For more on this, see my book, Training the Right Stuff, HERE.) JPALS Test Aboard USS Abraham Lincoln The naval aviator prowess at carrier landing continues to be closely monitored during his career by the LSOs, squadron commanders, and the Carrier Wing Commander for poor performance at sea. The result is a very low [video: night landing stress quote] crash and casualty rate in what is widely regarded as the most demanding aviator skill, the carrier landing. https://www.youtube.com/watch?v=ey4qs-8TjfY Carrier Deck Landing Area

Touchdown Points - Coupled to the Deck April 23-24, 2001 - USS Theodore Roosevelt (CVN-

-40

-30 Target Touchdown Point

-20

3.5° Glide Slope -10 Runway Y- Coordinate 0 (Feet)

10

20

30 Wire 1 Wire 2 Wire 3 Wire 4

40

60 40 20 0 -20 -40 -60 Runway X-Coordinate (feet) 1 Wire Targeted Hook 2 Wire Touch Down Point Between 2 & 3 Wires 3 Wire

4 Wire 40 ft Between Wires17 JPALS Testing Success

• Conducted shipboard test of • Flew LAAS avionics (FedEx 727) SRGPS aboard the USS Roosevelt using the JPALS Ground Station (CVN-71) accomplishing 10 fully to perform 10 auto-coupled auto-coupled landings in Apr ‘01. landings Aug ‘01. • Completed 276 approaches at Holloman AFB in clear air and jamming conditions Jul-Aug’01.

Automatic Shipboard Landing Civil Interoperability

Precision Approach in Jamming

18 International Cooperation

• UK has companion program (UK-JPALS) • MOU in work with United States • UK testing STOVL implementation to support JSF • Data Exchange agreement with Flight Testing of JPALS Autolands Germany in UK VAAC Harrier • Interest within Spain, Italy, and France JUMP to VAAC • NATO HARRIER INFO • Precision Approach and Landing System decision planned for Oct 2002 • New group established to work ship standards

19 June 21,  ()**+ ", &       ,'+&'(*) 92%&&.&& &&&" $&&  $&# 2011 By: 9.+, 96, < .( > -+ ! " &   / # & . &  &! 2 Bill Carey & 6 #%    9.+, O  "%   2!P 60$2! http:// 92%&&.&&!".$ $ $ %2 www.ain  &!-+  & #% $(>  online.com/ :$! 2 # & "& $"&$$/ #  news/single- $  news-page/ 69.+, (>  $&" !$&#    485):$ ! #*# <  =,-5E article/ &   $"&# "  92%&&.&& &# paris-2011-  < ! 9.+,  $,;+ &   $ rockwell- &, 6  #&##$# %%  "& $% $   collins- 6(>  $ % $  $ delivers-first- $ $& &% # "   "&  ! software- &  " #! 92%&&.&& 7%&& defined- $   &$#! % #!"   arc-210- & % # "& radio-30178/ O69.+, (>  2&$ "& # %2   $ &  &   " & !P 0$G!92%&&.&& &   .$ $ O7 # &  %     :$   "&!& "& $%2&$      P JPALS next page 0$2 92%&&.&& &  5) " 2 ! %9.+,  O    P / #   ) 6  &$ &    . ($  7$&$ & &$ 9.+, 96,;>,. ! J 2% O6 !P / #  )! %&&     D#$ &&! $$  %&& "  %!0$2  7 & & *  & (> !   & * ! -5@ & !4++& )8,;!),> ),@ 6 * &# "$< (>  !&$ P &%  & $97& 1 !+ %&#- +  B -+,  7  "+ ;!9 %  %  A+<<&&  #&     !   &$92%&& .&&!/ ($   7. 9   "  L    0$2 92%&&.&&    / #  "  )% &#%$&"$&+ ,+! &&%$ #&   "  "&2 6 #& S %$&" & &+ ,= PMA-213 Celebrates New GPS-Based Landing System Progress http://www.thebaynet.com/news/index.cfm/fa/viewstory/story_ID/25955 | Patuxent River, MD - Jan/24/2012

- “The latest in a series of Engineering Development Models (EDM) of a technology that promises to revolutionize how the DoD safely lands its aircraft was unveiled by the Naval Air Traffic Management Systems Program Office (PMA-213) during a dedication ceremony here Jan. 11. “We now have real, testable hardware after several years of conceptual modeling and design,” Capt. Darrell Lack, PMA-213 program manager, told the group gathered to celebrate the latest advancement of the Joint Precision Approach and Landing System (JPALS). “We will retire aging, radar-based, precision-approach and landing systems that are experi- encing increasing obsolescence issues and evolve into a GPS-based precision-approach and landing system,” Lack said. “This system will provide secure performance at sea, on land and in expeditionary environments with increased operational availability and interoperability.” PMA-213 received the second JPALS EDM in October and plans to install it on all CVN, LHD and LHA class ships as part of “Increment 1A.” The system offers critical enabling technology for the CVN-78 ship class, F-35 Lightning II Joint Strike Fighter & Navy unmanned air systems, while allowing retirement of costly, radar-based systems, Lack said. JPALS-compliant aircraft will be compatible with the civil aviation, GPS-based infrastructure when fielded. EDM-2 is the initial production representative unit of the AN/USN-3(V)1 JPALS, consisting of four shipboard-suitable equipment racks and multiple GPS and UHF data-link antennas. A team, including the JPALS prime contractor Raytheon Network Centric Systems and NAWCAD Research & Engineer- ing personnel will integrate the unit into the System Integration Lab at the Landing Systems Test Facility for further development. With Navy, Air Force and Army participation, JPALS will provide a family of interoperable systems for civil and multinational, manned and unmanned aircraft. A JPALS increment 1A Test Readiness Review is scheduled for April and a Milestone C review to enter production is planned in fiscal 2013.” NavAirSysCom Core Avionics Master Plan 2011 3. Funded Enhancements and Potential Pursuits. Digitally Augmented GPS-based Shipboard Recovery (JPALS). (2015) JPALS is a joint effort with the Air Force and Army. The Navy is designated as the Lead Service and is responsible for implementation of shipboard recovery solutions (Increment 1). JPALS will be installed on the newest carrier and its air-wing aircraft (F/A-18E/F, EA18G, E-2C/D, and MH-60 R/S). F-35 Joint Strike Fighter (JSF) Block 5 will be equipped with a temporary solution that will provide needles to the operator to enable a “JPALS assisted” approach. However, the interim solution will not equip the aircraft to broadcast its position in a manner that can be monitored by JPALS equipment on the ship. Legacy radar will have to be used for the shipboard monitoring of the approach. JPALS will eventually replace the ACLS on carriers, SPN-35 radars on LH Class Amphibious ships, and ILS, TACAN, and Precision Approach Radar (PAR) systems at shore stations. JPALS will be interoperable with civil augmentation and FAA certifiable. Shipboard JPALS will use Differential GPS (D-GPS) to provide centimeter-level accuracy for all-weather, automated landings. D-GPS provides a SRGPS reference solution for the moving landing zone. A JPALS technology equipped F/A-18 has demonstrated fully automated recoveries to the carrier. JPALS will also enable silent operations in Emission Control (EMCON) environments. http://www.navair.navy.mil/pma209/_Documents/Camp_2011.pdf JPALS team wins DoD award Nov 13, 2012 http://www.navair.navy.mil/index.cfm?fuseaction=home.NAVAIRNewsStory&id=5175

- “NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Md. — NAVAIR’s Joint Precision Approach & Landing Systems (JPALS) team was recognized Oct. 25 as one of the Defense Department’s top five systems engineer- ing teams during a ceremony in San Diego. The team, part of Naval Air Traffic Management Systems Program Office (PMA-213), was presented the award by the National Defense Industrial Association. The award repre- sents the recognition of significant achievement in Systems Engineering by teams of industry and government personnel. “Each year, we recognize excellence in the application of systems engineering discipline and implementation of systems engineering best practice that result in highly successful Department of Defense programs,” said Steve Henry, National Defense Industrial Association Systems Engineering Division chair- man. “The selection of the Joint Precision Approach & Landing System (JPALS) Increment 1A Ship System program reflects highly on the collaboration & engineering efforts of the JPALS government & contractor team.” JPALS uses GPS and two-way data links for navigation and landing approaches for carrier-based aircraft and helicopters landing in harsh weather. “One of the best practices that won the team this award is that the JPALS program required the use of Modeling and Simulation where requirements validation via test and demonstration was impossible,” said Michael Primm, JPALS guidance quality lead, PMA-213. “Given the importance of the M&S program to JPALS, extensive verification, validation and accreditation was completed upfront and early to ensure a robust and accurate M&S environment was available.” “I could not be prouder of our JPALS team,” said Capt. Darrell Lack, PMA-213’s program manager. “This first time award validates the dedicated work of PMA-213 and our industry partners.” JPALS is a critical technology for the Navy that will allow ship and land based aircraft to safely land in all weather conditions and in conditions where enemy forces may try to jam GPS signals, added Lack. “This award represents the outstanding teaming relationship that has existed since the JPALS 1A contract was awarded in 2008,” said Lee Wellons, JPALS government chief engineer. The government JPALS 1A team with our industry partners Raytheon and Rockwell Collins not only utilized the solid systems engineering practices but also demonstrated exceptional organizational alignment and communication processes, Wellons said. The next significant milestone for the JPALS team is reaching Milestone C in the fall of 2013. Milestone C is the decision to authorize full production & fielding of the JPALS system.” Navy Completes Initial more accurate than the existing pilot however will be to continue devel- Development of New DLGVRQERDUGWKHFDUULHU opmental work for supporting the The Navy had tested the JPALS F-35C and unmanned aircraft on- Carrier Landing System onboard the USS George Bush ERDUGDFDUULHU-3$/6LVSDUWLFXODUO\ 22 Nov 2013 Dave Majumdar (CVN-77) earlier in July to verify the important for the Unmanned Carrier system’s capability to support man- Launched Airborne Surveillance and The U.S. Navy has completed the XDOODQGLQJV7KHODWHVWWHVWLQJRQ- 6WULNH 8&/$66 SURJUDP initial development of the Joint board the Roosevelt was to demon- While the Northrop Grumman Precision Approach and Landing strate the system’s ability to support X-47B Unmanned Combat Air Sys- System (JPALS), Naval Air Systems DXWRPDWLF³KDQGVRϑ´ODQGLQJVRQ tem Demonstrator (UCAS-D) uses a &RPPDQG 1$9$,5 RϒFLDOVWROG USNI News. ERDUGDFDUULHU similar prototype ship-relative GPS- The system is designed to aid pi- For the Navy, the development based landing system technology, it lots landing in inclement weather of the JPALS is the huge step for- is not the same system as an opera- conditions and will eventually replace ward for integrating new aircraft into WLRQDOO\GHSOR\DEOH-3$/6³7KHSUR- the current Instrument Carrier Land- WKHFDUULHUDLUZLQJ³/HJDF\V\VWHPV JUDPRϒFHFRQWLQXHVGHYHORSPHQW ing System (ICLS) and the Automat- cannot support UAS [Unmanned Air in support of the UCLASS and F-35 ic Carrier Landing System (ACLS) Systems], and [the Lockheed Mar- programs as well as multi-platform onboard the service’s aircraft carri- tin Joint Strike Fighter] F-35 was de- DYLRQLFVLQWHJUDWLRQ´+DUWZURWH HUÀHHW VLJQHGZLWK-3$/6FDSDELOLWLHV-3$/6 7KH1DY\ZLOOEHWKH¿UVWVHU- “The current Engineering and Increment 1 is based on ship relative YLFHWR¿HOGWKHQHZODQGLQJV\VWHP Manufacturing Development (EMD) *36WHFKQRORJ\´+DUWVDLG RQWKH)&³,QLWLDO-3$/6¿HOGLQJ HϑRUWZDVFRPSOHWHGWKLVPRQWK While the initial development LVVFKHGXOHGLQVXSSRUWRI)&¿UVW with the highly successful ship- is now complete, the Navy still has GHSOR\PHQW´+DUWZURWH³+RZHYHU board autoland testing on USS The- ZRUNWRGRWR¿QLVKDOOVHYHQLQFUH- sequestration and continuing reso- odore Roosevelt (CVN-71),” NAVAIR PHQWVRIWKH-3$/6FDSDELOLW\7KH lution associated budget uncertainty spokeswoman Marcia Hart said in a system will also eventually support ZLOOOLNHO\LPSDFWSURMHFWHGSODQV´ VWDWHPHQWSURYLGHGWR861,1HZV ÀLJKWRSHUDWLRQVRQERDUGDPSKLEL- Eventually, the USAF and the The core of the JPALS technology is RXVDVVDXOWVKLSVDQG86$LU)RUFH USMC will also use the JPALS for an extremely precise ship-relative DLU¿HOGV WKHLURSHUDWLRQV NAVAIR’s immediate focus ŚƩƉ͗ͬͬŶĞǁƐ͘ƵƐŶŝ͘ŽƌŐͬϮϬϭϯͬϭϭͬϮϮͬŶĂǀLJͲĐŽŵƉůĞƚĞƐͲ GPS-based system which is much ŝŶŝƟĂůͲĚĞǀĞůŽƉŵĞŶƚͲŶĞǁͲĐĂƌƌŝĞƌͲůĂŶĚŝŶŐͲƐLJƐƚĞŵ Collaborative efforts yield essential data, Lightning II and a Joint Precision Approach and Landing System (JPALS) reduce risk during early CATBird JPALS testing test facility at Naval Air Station Patuxent River, Maryland in 2014.

Over the past three months, the Landing Systems Test Facility also hosted CATBird to prepare for the second developmental test (DT-II) ship trials of the F-35C Lightning II scheduled for later this year.

“Initial testing with the JPALS ship system was very successful and met F-35 Lightning II primary test objectives,” said Lt. Cmdr. Chris Taylor, co- lead for the JPALS Integrated Product Team at the Naval Air Traffic Management Systems (PMA-213) program office. “Follow-on testing in April and May was also successful in capturing essential data that will deliver F-35 UDB risk reduction to developmental testing with the JPALS ship system.” http://www.navair.navy.mil/index.cfm? A key feature of the former commercial airliner is its ability to transport a team of test engineers in its flying laboratory specially equipped to fuseaction=home.NAVAIRNewsStory&id=5937 integrate, test, and validate mission systems avionics for the F-35

The F-35 Cooperative Avionics Test Bed (CATBird) supports software development for upcoming F-35B/C developmental Lightning II. The use of CATBird enables the team to test mission systems and operational tests, including the elements of the Joint Precision Approach and Landing System (JPALS). When fully in a dynamic environment and apply real-time modifications the same day implemented, JPALS will benefit carrier-based air traffic control by enabling automatic carrier landings (auto-land), enhancing aircraft position reporting, and increasing Tactical Air Navigation (TACAN) functionality. (U.S. Navy photo courtesy of Lockheed Martin) or even hours after a test flight. May 28, 2015 NAVAL AIR SYSTEMS COMMAND, At present, CATBird is supporting the development of software scheduled PATUXENT RIVER, Md. – Teamwork for release this year. The software is part of the Block 3F software PEO(T) Public Affairs between government and industry teams build for upcoming F-35B/C developmental and operational tests. advanced the Navy’s capability to recover The F-35 is currently integrating the UHF Data Broadcast (UDB) radio with aircraft in all weather conditions — a vital solution aimed at protecting people and the JPALS ship system as an interim solution during equipment while enhancing the flexibility, development of an auto-land capability into the JPALS power projection, and strike capabilities of ship system. This capability will allow the Navy to carrier air wings. recover aircraft in all-weather conditions by removing

Team members of the F-35 The F-35 Cooperative Avionics Test Bed human error from the carrier landing process. Lightning II Cooperative (CATBird), a modified Boeing 737-330, Avionics Test Bed (CATBird), a accomplished initial connectivity and To date, UDB tests have been a success due to the collaboration between modified Boeing 737-330... datalink testing between the F-35 PMA-213 and industry partners, Taylor noted. Clearly, Wilson’s prior experi- PAX PIONEERS …Carrier trials ence will be very important as the July 2018 Jamie Hunter BAE Systems leads the operations ,7)WDNHVWKH¿UVW)%VRXWWR DQGSODQQLQJIRU6729/ÀLJKWWHVW the huge new Royal Navy aircraft BAE Systems has played a central on the F-35B. First-of-class tri- FDUULHU³:HSODQWRÀ\HYHU\SLORW role in the F-35 Integrated Test als for the Queen Elizabeth-class every day for six days a week and Force and will continue to do so carrier (QEC) with the F-35B are WKHUHZLOOEHVRPHVSHFL¿FHYHQWV as future capabilities are rolled scheduled to begin in late Sep- that I’ll have keen interest in; for out. Jamie Hunter spoke to two WHPEHUWKLV\HDURϑWKHHDVWFRDVW example, the shipboard rolling ver- VLJQL¿FDQWPHPEHUVRIWKH8.WHVW RIWKH86³:HZLOOIXOO\HPEDUN tical landing [SRVL] is where the team…. onto the ship with around 200 engineering is both complex and …As part of the SDD, the test personnel from Pax,” says Peters, fascinating.” team conducted six at-sea de- with assistance from No 17 TES $VNHGDERXWWKH¿UVWWLPHDQ) tachments and performed more DW(GZDUGV³:HZLOOWDNHWZR 35B will land on HMS Queen Eliza- than 1,500 vertical landing (VL) test F-35Bs from here aboard the beth, Wilson says that it will be a tests with the F-35B. The develop- Queen Elizabeth this year for two vertical landing (VL) onto the deck. PHQWDOÀLJKWWHVWWHDPFRPSOHWHG periods of approximately four week ³7KH¿UVWODQGLQJZLOOEHDVLGH 183 weapon separation tests, 46 trials, which will be conducted step to VL and we don’t expect weapons delivery accuracy (WDA) back-to-back with a short break in any surprises. We’ve done a lot of WHVWVDQGPLVVLRQHϑHFWLYHQHVV the middle. Another six-week pe- this type of work before – there’s tests, which included numerous riod will follow next year in the au- enough read-across between the multi-ship missions that pitted up tumn timeframe.” 860DULQH&RUSVFDUULHUVDQGWKH to eight F-35s against advanced ‘Wizzer’ Wilson is set to play a Queen Elizabeth – so we know how threats…. FUXFLDOUROHLQWKH4(&WULDOV³,¶YH the jet operates around the ship «7KH6'')ÀHHWZLOOGUDZ been to three prior F-35B ship tri- and we are comfortable with the down slightly, and due to obsoles- DOVDVDÀ\LQJWHVWSLORW,¶PQRW modelling and that events will go cence issues new aircraft are ex- the project pilot for QEC – that is as the simulator shows us. pected to join the test force from Sqn Ldr Andy Edgell – but I’ll be ³7KHUHDUHPXOWLSOHOHYHOV 2023…. one of the four pilots.” RIÀLJKWFRQWURODXJPHQWDWLRQ through the systems automation ship. The main challenge is physi- completed the third phase of test- that we have in the F-35. The pi- FDOO\VWRSSLQJRQWKHÀLJKWGHFN LQJLQZHZLOOKDYHÀRZQLQ lot essentially invokes the level in a safe fashion. It’s all about the up to sea state 6 with 50kts of of augmentation they want. So, À\LQJTXDOLWLHVWKHIULFWLRQRQWKH wind over the deck, with big cross- there’s a fairly large matrix of test deck, the visual landing aids and winds and the ship pitching and SRLQWVIRUHDFKHYHQW8VXDOO\JR- how the helmet mounted display rolling.” LQJWRDVKLSIRUWKH¿UVWWLPH [HMD] performs.” 7KH¿UVWHPEDUNDWLRQLQ6HS- you’d expect to start out with mini- Previously known as the Bed- tember is designed to provide suf- mum levels of augmentation. ford Array, the SRVL Array is a set ¿FLHQWFOHDUDQFHVWRHQDEOHWKH The aircraft cannot ‘hook up’ of visual aids on the deck that the GHFODUDWLRQRI8.,2&7KHVHFRQG to the Queen Elizabeth at this pilot must line up with the HMD SKDVHZLOOJLYHµLQLWLDOÀHHWFOHDU- point – the F-35 has the capa- symbology. Wilson says that align- ances’, while the third is expected bility but the ship doesn’t yet LQJWKHWZRLV³WULFN\´:KLOHSURY- to pave the way for ‘full capability’. have JPALS [the GPS-based ing out the SRVL modelling isn’t ³:H¶YHEHHQZRUNLQJRQWKLVIRU Joint Precision Approach and a focus of the initial embarkation, \HDUV´3HWHUVVXPVXS³2XUVLPX- Landing System]. However, Wilson says if the conditions are lator at Warton has full ship inte- some systems on the aero- right, there may be a chance for gration and it’s played a large part plane can interpret data from an early look at this. in the pilot and LSO [landing sig- the carrier, such as determin- In addition, the ski jump will QDOVRϒFHU@WUDLQLQJDQGWKHFRUH ing its speed. JPALS is ulti- also feature on every launch. Wil- prediction work. mately designed to give the son says the F-35 suits the ski ³7KH4(&DQG8.ZHDSRQVZRUN F-35 auto-land capability; the MXPSZHOO³LW¶VDYHU\VWUDLJKW is where we are all focused to pilot would simply press a but- forward manoeuvre for the pilot.” build on that baseline SDD. For the ton and the aircraft lands. Peters adds a little more detail: 8.QRZLW¶VDOODERXWWKHQHZPDUL- ³:HZLOOÀ\GRZQWKHGHFNFHQ- ³:H¶OOVWDUWRϑLQWKHKHDUWRIWKH time capability and expanding our treline for SRVL, and our modelling ÀLJKWHQYHORSHIRUWKHDLUFUDIWDQG combat potential.” for this work is very good, but we the ship, with fairly nominal winds know we are going to learn some down the deck and steady ship F-35 The Fighter Revolution things when we actually get to the motion. But, by the time we’ve Special Edition July 2018 http://t.co/bk KAfGGsLA

USN IOC 2018 with 3F + JPALS Manual Landing

“... [US] Joint Publication 1-02 (JP 1-02) titled Department of Defense Dictionary of Military and Associated Terms provides standard US military and associated terminology for the DoD as a whole, including the joint activity of the US Armed Forces in both joint and allied operations... it defines IOC as: "The first attainment of the capability to employ effectively a weapon, item of equipment, or system of approved specific characteristics that is manned or operated by an adequately trained, equipped, and supported military unit or force."...” http://www.dtic.mil/get-tr-doc/pdf?AD=ADA488114

Capability Delivery Plan April 2013 UNCLASSIFIED Yellow font = New compared to “As Is” 2007 Architecture Spectrum Demographics Geo-political Navwar Environment Interference Weather Technological Fiscal

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NAVCEN PNT Evolved Baseline (2025) Beacons Navy Ford (CVN-78) Class Aircraft Carrier Program: Background and Issues for Congress Ronald O'Rourke, Specialist in Naval Affairs 09 Apr 2014 http://www.scribd.com/document_downloads/218874026?extension=pdf - “...JPALS [Joint Precision Approach and Landing System] • The Navy has proposed to the USD(AT&L) Milestone Decision Authority that the program be restructured from its current, land- and sea-based, multiple-increment structure to a single increment focusing on sea-based requirements primarily supporting JSF [Joint Strike Fighter; aka F-35] and future Unmanned Carrier Launched Airborne Surveillance and Strike aircraft. Under this proposed restructuring scheme, there will be no retrofitting of JPALS on legacy aircraft and the Navy will need to maintain both the legacy approach and landing system and JPALS onboard each aircraft- capable ship. JSF • The arresting hook system remains an integration risk as the JSF development schedule leaves no time for dis- covering new problems. The redesigned tail hook has an increased downward force as well as sharper design that may induce greater than anticipated wear on the flight deck. • JSF noise levels remain moderate to high risk in JSF integration and will require modified carrier flight deck pro- cedures. - Flight operations normally locate some flight deck personnel in areas where double hearing protection would be insufficient during F-35 operations. To partially mitigate noise concerns, the Navy will procure new hearing protection with active noise reduction for flight deck personnel. - Projected noise levels one level below the flight deck (03 level), which includes mission planning spaces, will require at least single hearing protection that will make mission planning difficult. The Navy is working to mitigate the effects of the increased noise levels adjacent to the flight deck. • Storage of the JSF engine is limited to the hangar bay, which will affect hangar bay operations. The impact on the JSF logistics footprint is not yet known. • Lightning protection of JSF aircraft while on the flight deck will require the Navy to modify nitrogen carts to in- crease their capacity. Nitrogen is used to fill fuel tank cavities while aircraft are on the flight deck. • JSF remains unable to share battle damage assessment and non-traditional Intelligence, Surveillance, and Recon- naissance information captured on the aircraft portable memory device or cockpit voice recorder in real-time. In addit- ion, the CVN-78 remains unable to receive and display imagery transmitted through Link 16 because of bandwidth limitations. These capability gaps were identified in DOT&E’s FY12 Annual Report. The Combatant Commanders have requested these capabilities to enhance decision-making....” http://www.rand.org/pubs/ monographs/MG1171z8.html JPALS FUTURE http://www.f-16.net/forum/ download/file.php?id=23983 USN Program Guide 2013 Joint Precision Approach and Landing System (JPALS) https://www.navy.mil/navydata/policy/seapower/npg13/top-npg13.pdf Description The JPALS is a joint DoD effort with the Air Force and Army. The Navy assumed the lead service role in March 2007. JPALS fulfills the need for a rapidly deployable, ad- verse weather, adverse terrain, day-night, survivable, DoD/civil/internationally inter- operable, and mobile Precision Approach and Landing capability that can support forward presence, crisis response, and mobility needs. Sea-based JPALS consists of a GPS/INS-based precision landing system component (Shipboard Relative GPS or SRGPS) with a two-way data-link and an independent backup system. JPALS provides critical enabling technology for several naval programs such as CVN/LH type ships, JSF, and unmanned systems (UCLASS). *Sea-based JPALS will also be installed on all air-capable surface ships, carrier air wing aircraft, and DoD aircraft capable of operating from Navy ships. JPALS will replace the Automatic Carrier Landing System (ACLS) on nuclear aircraft carriers, SPN-35 on LH type amphibious ships, and various approach systems ashore, including Instrument Landing Systems (ILS), TACAN, and fixed and mobile Precision Approach Radar (PAR). JPALS land- based systems and aircraft systems will also be civil interoperable and FAA certifiable. *[Since amended to ONLY F-35C/CVNs & F-35B/LHA/CVFs + UAVs]

- Status: JPALS completed MS B in June 2008, with contract award on September 15, 2008. Sea-based JPALS IOC is 2016. The system is on schedule for installation in CVN 78, the lead ship of the Gerald R. Ford new-design aircraft carrier program. Developers: Raytheon Fullerton, California USA - Partnering developers include Rockwell Collins” [JPALS] Aeronautics and Space Report of the President Fiscal Year 2014 Activities NASA https://history.nasa.gov/presrep2014.pdf “...Aircraft Safety and Survivability [JPALS on page 65] The Navy recently completed a technology demonstration of the Joint Precision Approach and Landing System (JPALS). The ship-based JPALS included auto landings by F/A-18C Hornets on the deck of the aircraft carrier USS Theodore Roosevelt. JPALS is a GPS-based precision approach and landing system that will help ship-based aircraft land in all weather conditions, initially providing guidance to a decision height of 200 feet and half-nautical-mile visibility. While JPALS was originally a tri-service program with multiple in- crements, it has been restructured into one increment to support the F-35B and F-35C, as well as UCLASS aircraft. JPALS will allow for coupled, auto-landing functionality via two-way data link. A dramatic reduction in pilot workload during F/A-18 carrier landings was demonstrated in flight simulations at the Naval Air Warfare Center, Aircraft Division, Patuxent River, Maryland. Sponsored by the Office of Naval Research, the Maritime Augmented Guidance with Integrated Controls for Carrier Approach and Recovery Precision Enabling Technologies (MAGIC CARPET) project developed a combination of integrated direct lift control, flight path control augmentat-ion, & ship-relative heads- up display, which allowed pilots to consistently conduct precision landings on the carrier with mini- mal pilot compensation. This capability is now planned for implementation in operational F/A-18E/F/G &F-35C[called DFP] aircraft. Greater ease in carrier landings will result in enhanced safety and the ability to shift valuable training resources from carrier qualification to complex mission training....” JPALS & GPS | Video Transcript: NAVAIR Airwaves – 11 Dec 2013 http://www.navair.navy.mil/index.cfm?fuseaction=home.download&key=0BF0F3FD-D94F-4266-A0F8-2886C2A166AD “USS Theodore Roosevelt Sailors get a first-hand look at the carrier deck of the future as both X-47 unmanned aircraft get underway with the ship...... The future landing system for the Navy and Marine Corps exceeded ex- pectations during its latest test period at sea. Video: http://www.navair.navy.mil/index.cfm?fuseaction=home.VideoPlay&key=AE13198E-CAFF-473F-9B29-77E6FE1F02E4 JPALS is a precision based landing system based on GPS technology. Two surrogate F/A-18 aircraft were outfitted with the system and successfully performed multiple landings onto the deck of USS Theodore Roose- velt. The tests demonstrated JPALS ability to support hands-free auto land onto a moving carrier, which is im- portant for the systems’ future installation on the F-35 and unmanned aircraft. Capt. Darrell Lack/program manager PMA-213, Naval Air Traffic Management Systems We had over 50 precision approaches and landings, primarily to a touch-and-gos just for speed of data. We also had some traps, some arrested landings, but the system on the performance that we saw it was landing precis- ely where we were asking it to land, where it had been programmed to land and the pilot reports that came back from the most recent test phase, it was very gentle, it was a gentle landing. It acted just like the legacy systems only a little bit better; right so, over all it was a very big success. Paul Sousa/assistant manager for T&E JPALS We are out there testing for a reason. We gathered all this data, which is going to be key to the future develop- ment of JPALS to support the future platforms like F-35 and UCLAS. So the data we did during this at-sea dem- onstration is key for future development of JPALS. JPALS is designed to be interoperable across aircraft plat- forms. It is an upgrade to the current landing system which relies on radar to calculate a touchdown point onto the deck of a ship.” + Video: http://www.navair.navy.mil/index.cfm?fuseaction=home.VideoPlay&key=54782BD3-210A-44F3-9D83-0705593983D5 “GPS is a wonderful technology, but how do you navigate if you lose your satellite signal? Scientists at the atomic magneto-optical trapping lab are trying to develop an ultra-precise technology that will enable pilots to navigate in the absence of GPS. Lasers are used to cool atoms to within a few mil- lionths of a degree above absolute zero, which slows them down and makes them much easier to manipul- ate. When rotated or accelerated, the highly sensitive atom wave provides information about its surrounding environment. This same basic science can be used to detect magnetic fields. Once the basic science is dev- eloped, it will need to be engineered down to a portable size that can be used by the warfighter...” Extreme Miniaturization: Seven Devices, One Chip to Navigate without GPS 10 Apr 2013 http://www.darpa.mil/NewsEvents/Releases/2013/04/10.aspx

- “The U.S. Military relies on the space-based Global Positioning System (GPS) to aid air, land and sea navigation. Like the GPS units in many automobiles today, a simple receiver and some processing power is all that is need- ed for accurate navigation. But, what if the GPS satellites suddenly became unavailable due to malfunction, en- emy action or simple interference, such as driving into a tunnel? Unavailability of GPS would be inconvenient for drivers on the road, but could be disastrous for military missions. DARPA is working to protect against such a scenario, & an emerging solution is much smaller than the navigation instruments in today’s defense systems. DARPA researchers at the University of Michigan have made significant progress with a timing & inertial measurement unit (TIMU) that contains everything needed to aid navigation when GPS is temporarily unavail- able. The single chip TIMU prototype contains a six axis IMU (three gyroscopes and three accelerometers) and integrates a highly-accurate master clock into a single miniature system, smaller than the size of a penny. This chip integrates breakthrough devices (clocks, gyroscopes and accelerometers), materials and designs from DARPA’s Micro-Tech-nology for Positioning, Navigation and Timing (Micro-PNT) program. Three pieces of information are needed to navigate between known points ‘A’ and ‘B’ with precision: orientation, acceleration and time. This new chip integrates state-of-the-art devices that can measure all three simultaneously. This elegant design is accomplished through new fabrication processes in high-quality materials for multi-layered, packaged inertial sensors and a timing unit, all in a tiny 10 cubic millimeter package. Each of the six microfabricated layers of the TIMU is only 50 microns thick, approximately the thickness of a human hair. Each layer has a different function, akin to floors in a building. “Both the structural layer of the sensors and the integrated package are made of silica,” said Andrei Shkel, DARPA program manager. “The hardness and the high-performance material properties of silica make it the material of choice for integrating all of these devices into a miniature package. The resulting TIMU is small enough and should be robust enough for applications (when GPS is unavailable or limited for a short period of time) such as personnel tracking, handheld navigation, small diameter munitions and small airborne platforms.” The goal of the Micro-Technology for Positioning, Navigation and Timing (Micro-PNT) program is to develop technology for self-contained, chip-scale inertial navigation and precision guidance. Other recent breakthroughs from Micro-PNT include new microfabrication methods and materials for inertial sensors.” 1RUWKURS*UXPPDQ'HPRQVWUDWHV0LFUR*\UR3URWR- http://gpsworld.com/northrop-grumman- W\SH IRU'$53$3URJUDP demonstrates-micro-gyro-prototype - %\*36:RUOGVWDII2FW -for-darpa-program/ 1RUWKURS*UXPPDQ&RUSRUDWLRQKDVGHY eloped and demonstrated a new micro- Nuclear Magnetic Resonance Gyro (micro- 105* SURWRW\SHIRUWKH'HIHQVH$GYDQF HG5HVHDUFK3URMHFWV$JHQF\ '$53$  SURYLGLQJSUHFLVLRQQDYLJDWLRQIRUVL]HDQG SRZHUFRQVWUDLQHGDSSOLFDWLRQV

7KHGHYHORSPHQWRIDKHUPHWLFDOO\VHDOHGPLFUR105*WKDWPHHWVSUHFLVLRQ navig ation requirements along with a successful prototype demonstration marksthe fourth and final phase of DARPA’s Navigation-Grade Integrated MicroGyroscopes (NGIMG) program. The culmination of the eight-year program is a micro-NMRG that offers near navigation-grade performance for the next generation of high- precision inertial sensors. Northrop Grumman’s micro-NMRG technology uses the spin of atomic nuclei to detect and measure rotation, providing comparable performance to a navigation-grade fiber-optic gyro in a small, lightweight, low-power package. Additionally, the gyro has no moving parts and is not inherently sensitive to vibration and acceleration. The technology can be used in any application requiring small size and low power precision navigation, including personal and unmanned vehicle navigation in GPS-denied or GPS-challenged locations. “Our miniature gyro technology offers unprecedented size, weight and power savings in a compact package, exceeding program requirements,” said Charles Volk, vice president of Northrop Grumman’s Advanced Navigation Systems business unit. “This important tech- nology can help protect our warfighters by offering highly accurate positioning information, regardless of GPS availability.”

The NGIMG effort is part of DARPA’s Micro-Technology for Positioning, Navigation and Timing program that aims to develop technology for self-contained, chip-scale inertial navi- gation and precision guidance. Northrop*UXPPDQEHJDQWKHILUVWSKDVHRIWKH1*,0* HIIRUWLQ2FWREHUDQGKDVFRQVLVWHQWO\PHWRUH[FHHGHGWKHSHUIRUPDQFHJRDOVRI HDFKSURJUDPSKDVH ‘A win/win for the carrier JPALS! and aircraft teams’ https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/33820/desider_44_Jan2012.pdf

continued from page 17 We’ve taken the flight deck, and started the aircraft will be equipped with Joint again. After the decision was made to Precision Approach and Landing System included “Basically we are dealing with a move to the Carrier Variant we had a (JPALS) which will guide the aircraft completely different method of landing," period of looking at variable equipment down to a point where the pilot can take said Pete Symonds of the Aircraft Carrier selection before we started the work. We over and land the aircraft manually. Alliance. now have the flight deck at what we call Future upgrades intend to allow JPALS “With STOVL landing you stop and level two maturity, so effectively the big to actually land the aircraft without pilot land; CV landing is land and stop. So bits are already fixed. The design of the input in very poor weather.” it’s a completely different set of lights flight deck is pretty well sorted.” Testing He added: “A new flight control in completely different positions. Then will soon move to other simulators to test system, combined with new symbology the aircraft is different. We’ve built a recovery of helicopters to the carriers. in the helmet mounted display, looks new model into the system as clearly the From DE&S’ Joint Combat Aircraft to drastically reduce pilot workload control laws are different with many point of view the F-35C will be equally on a manually flown approach. This different characteristics including an capable from sea or land. “The current technology is being investigated by the arrester hook.” focus for the JCA team is ensuring the US and UK, and if successful will see a The team has adapted well to the aircraft is integrated onto the carrier in major reduction in the training required changes though. “From the ship point of the most optimal way,” said Wg Cdr Willy to keep pilots competent at landing on view it has been an easier task to organise Hackett, the team’s UK Requirements aircraft carriers from the middle of the the lighting system as we are now Manager. next decade. following how the Americans do it. The “This aircraft will be the first stealth “Once this new technology is invested American layouts have been our starting platform to operate from an aircraft in the F-35C the pilot will be able to point and we’re trying to improve on carrier which will bring new challenges. focus on the mission to an even greater them,” said Mr Symonds. Recovering an aircraft to a small moving extent than is possible now in the current “And we’re helped by the fact that airfield, especially at night or in poor generation of carrier variant aircraft. UK the actual size of the carrier flight deck weather, has always focused the mind of JCA squadrons will therefore be more was driven by the requirement to be any pilot who has flown at sea. operationally focussed than current adaptable. The STOVL ship could have “The F-35 will bring new technology generation sea-based aircraft and will been smaller but the adaptable design which in time will make landing on an keep UK airpower at the front rank of was driven by the size of the runway, aircraft carrier just another routine part military powers.” which was needed to recover the aircraft. of the mission. On entry into service So who wins from the current carrier

Landing on the QEC carrier – what the pilot sees

AIRCRAFT APPROACH the stern as the carrier steams into the wind. Pilots aim for the second or third of the arrester wires, the safest, most effective target, writes Steve Moore. Aircraft are guided by deck personnel – the Landing Signal Officers – via radio and the collection of lights on deck. When the aircraft has landed the pilot powers up the engines to make sure that, if the tailhook doesn’t catch a wire, the plane is moving fast enough to take off again. Pilots will look at the Improved Fresnel Lens Optical Landing system – the lens – for guidance, a series of lights and lenses on a gyroscopically stabilised platform. Lenses focus light into narrow beams directed into the sky at various angles. Pilots will see different lights, depending on the plane’s angle of approach. On target, the pilot will see an amber light in line with a row of green lights. If the amber light is above the green, the plane is too high; below green it is too low. Much too low and the pilot will see red lights. So how did I do? My first attempt saw my F-35 scream way past the carrier, too fast, too high, and with no hope of landing. A second was just as wayward, overshooting by a distance and just missing the island superstructures necessitating a stomach-churning go-around. A third and final approach needed a last-second drop in height, allowing me to find the last of the arrester wires, ending in a landing more akin to Fosbury than any of the elite pilots who have been using the simulator for their landings. What was that about four football pitches? https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/33820/desider_44_Jan2012.pdf Pictures: Andrew Linnett A Message from Lorraine Martin 20 Aug 2015 https://www.f35.com/assets/uploads/documents/16121/f-35_weekly_update_8-20-15.pdf “...Back in the states, CF-3 at Pax River completed the first Joint Precision Approach and Landing System (JPALS) approaches with an F-35. This mission is an important part of the shore-based workups the Pax ITF team is required to accomplish in preparation for the upcoming F-35C ship trials this fall. JPALS will primarily be used by pilots during night time & poor weather ship board landing operations....”

ä The flight deck has about 250 metres testing? Back to Mr Symonds – “Well of runway distance for landing actually it’s both the Aircraft Carrier aircraft. A runway on land would be Alliance and the Joint Combat Aircraft around 12 times longer. And doesn’t teams,” he said. “From the aircraft side move. the team has to be satisfied it is safe to ä Landing on a carrier deck pitching up operate the aircraft at sea efficiently. and down by up to 30 feet in a rough So in terms of the JCA safety case, it is sea can be daunting enough. A pilot critical that we are able to demonstrate has to place the aircraft’s tailhook in a safe F-35C recovery operations. precise part of the deck 150 feet long “From the ACA perspective, we by 30 feet wide to catch the arrester have to prove that the ship is safe to wires, and do it at night too. operate the aeroplane so we have to provide sufficient visual landing aids ä The arresting wire system can stop to demonstrate to our safety case that a 25-tonne aircraft travelling at 150 it works. Both teams must be confident miles per hour in just two seconds in a that what we will be putting on the deck 300-feet landing area. Deceleration is works. We will be making sure it is a win/ up to 4Gs. win for both teams.” “...the aircraft will be equipped with Joint Precision Approach & Land- ing System (JPALS) which will guide the aircraft down to a point where the pilot can take over and land the aircraft manually. Future upgrades intend to allow JPALS to actually land the aircraft without pilot input in very poor weather.”...” December 2012 Paddles http://www.hrana.org/documents/ PaddlesMonthlyDecember2012.pdfmonthly Joint Precision Approach and Landing System (JPALS) As of this writing, a JPALS engineering unit is being installed onboard the USS George H.W. Bush (CVN-77) for at-sea test and evaluation with an F/A-18, MH-60, and King Air test aircraft in early 2013. This takes the next step beyond the Figure 1: JPALS Increment 1 Operational Concept Graphic LSO OAG presentations, Fleet Project Team forums, and technology demonstrations, and gives Paddles the opportunity JPALS brings a number of benefits to the fleet, some of which are presented below for the fixed wing pilot/LSO per- to view the next generation precision approach and landing system at work in the operational environment. spective: Designed to replace aging sea-based and land-based aircraft landing systems, JPALS is a GPS-based system to provide x Once the pilot tunes in and the aircraft is processing the data link, he gets instant feedback that JPALS is up and run- enhanced joint operational capability in a full spectrum of environments ranging from CAVU to Sea State 5 in all weath- ning versus having to wait until flying into the ICLS/ACLS region behind the ship. ers in a hostile environment. By complying with the International Civil Aviation Organization (ICAO) for Ground Based x JPALS slaves to the IFLOLS setting for nominal hook touchdown points for each cross deck pendant allowing the Augmentation System (GBAS) and Space Based Augmentation Systems (SBAS), JPALS provides an interoperable civil pilot to not only change glide slope, but even target a specific wire. For MOVLAS, JPALS uses the last command- divert capability. JPALS incorporates both encrypted data link and GPS anti-jam technology with high levels of accura- ed IFLOLS HTDP setting prior to switching to MOVLAS. cy, reliability and capabilities beyond what we have today. x The legacy “System Waveoff” has been eliminated, so the pilot can degrade (and uncouple as applicable) to another NAVAIR is developing JPALS with an incremental strategy to meet all requirements from replacing the SPN-46, SPN- approach means and not view a flashing W/O with a JPALS malfunction. Protection levels are established, but the 35, and PAR for manned aircraft to landing unmanned aircraft both ashore and at sea. The first step of which is to platforms and aviation community are still developing specific degrades and alert indications. achieve 200 ft. decision height with ½ NM visibility at CVN and L-Class ships. x Air Boss/LSO initiated waveoff will continue to be displayed as a waveoff to the pilot within 1 NM and on final approach (except for F-35 with UDB). System Overview x Although the system retains the legacy requirements of Closed Deck and CATCC waveoff, with the exception of the Figure 1 (on page 2) depicts the Operational Concept of the nodes and information exchange for JPALS Increment 1. The UDB system they are now displayed as a “Discontinue Approach.” The JPALS Incremental acquisition approach JPALS data link provides shipboard information for the aircraft to determine a Relative Navigation (RelNav) location to includes a non-GPS based back-up system. the ship. Landing Signal Officer Display System (LSODS) Integration The development schedule calls for two separate data links for JPALS. For Increment 1, the JPALS UHF data link is for JPALS interfaces with a number of legacy systems on the ship to provide operators the required information to conduct the air wing aircraft (F/A-18 E/F, EA-18G, E-2D, C-2A, MH-60R/S and other future platforms) with a line of sight limit launch and recovery operations with JPALS equipped aircraft. The F-35 UDB does not have a surveillance downlink, of 200 NM (for RelNav). Within 60 NM, the aircraft logs into the network and initiates two-way data link for aircraft parameters to be sent to the ship for surveillance and air traffic control. Within 10 NM, the high rate data link provides so it depends on other systems to provide controller and LSO display information. As briefed at the LSO OAG this the required precision navigation (20 cm vertical accuracy). The F-35B/C requires an interim capability, a separate one- year, the F-35 UDB approach to the CVN will be limited to 300 ft. and ¾ NM, achieving only 200 ft. and ½ NM with an way data link, called the UHF Data Broadcast (UDB), which provides RelNav for the pilot out to 30 NM and supports ACLS Mode III lock-on to display ACLS final approach data to the operators. The F-35 is implementing a flight direc- precision approach out to 10 NM, as well as on-deck RF alignment. tor with UDB, but does not plan to couple the flight control system on UDB approaches. JPALS data populates the LSODS to display an approaching aircraft very similar to the way SPN-46 depicts it today. The LSO School, NAWC Lakehurst, and Naval Air Traffic Management Systems (PMA213) coor- dinated to integrate a small change depicting JPALS equipped aircraft on approach and whether or not the “...JPALS slaves to aircraft is coupled. This is displayed in the line-up section of the LSODS screen, as shown in Figure 2: the IFLOLS setting for nominal hook touchdown points for each cross deck http://www.hrana.org/ documents/Paddles MonthlyDecember2012.pdf pendant allowing

The conventional display is portrayed on the right, showing tail number and button. With JPALS incorpo- rated, additional lettering to the right of the “button” shows: “JC” if JPALS Coupled (AFCS engaged), a “J” if JPALS aircraft not coupled, and the lower is SPN-46 Mode I, II, or III (III depicted). The lower panel of the pilot to not only the LSO Workstation Control Panel continues to carry only a SPN-46 function, as there is no Lock-on or System Waveoff with JPALS. Program Coordination change glide slope, In addition to the at-sea testing onboard CVN-77, JPALS testing continues ashore at the Landing Systems Test Facility in Patuxent River, MD. Although production JPALS will begin with CVN installs in 2015, it will take time for the C-2A, E-2D, F/A-18 E/F, EA-18G, and MH-60R/S platforms to integrate JPALS. CVN-79 is expected to deploy without SPN-46, so until that time, both JPALS and SPN-46 will co-exist during the transition. but even target a PMA213 looks forward to continue coordination with OPNAV, platform OEMs, the air traffic controller and the LSO community to field a system that meets the operator needs as the next generation precision landing system. LSO involvement is critical to success, and details of aircraft integration procedures will continue to be briefed to the fleet for feedback. - Ken “Waldo” Wallace is a former Tomcat pilot and currently the JSF and JPALS liaison for Navy specific wire....” PMA-213 at Coherent Technical Services Core Avionics Master platform cockpits to provide a Digital DQGDQWLVSRR¿QJFDSDELOLW\0*8(DQG Plan 2012 Appendix A-3 )OLJKW(QYLURQPHQW ')( ZLWKWKHOHYHO NAVWAR development are managed by of integrity to support precision naviga- the U.S. Air Force led GPS Directorate - Navigation 3 WLRQLQDOOSKDVHVRIÀLJKWDQGZHDWKHU DQG30:$UHVSHFWLYHO\ conditions. ”...Baseline to Objective *368VHU(TXLSPHQW 8( KDV Mandates and Milestones: Transition Strategy (continued). HYROYHGVLJQL¿FDQWO\RYHUWKHODVWGH- JPALS Ship-based Initial Opera- FDGH7KHODWHVWDOOLQYLHZUHFHLYHU Radars are currently the primary en- tional Capability (IOC). (2017)7KH modules incorporate Selective Availabil- abler for precision approach and recov- 861DY\LVWKHOHDGIRUWKH-RLQW6HU- LW\$QWL6SRR¿QJ0RGXOH 6$$60 *36 ery in low ceiling, low visibility condi- YLFH-3$/6SURJUDPDQGLVUHVSRQVLEOH UHFHLYHUFDUGVWRSUHYHQWVSRR¿QJDQG WLRQV$XWRPDWHGKDQGVRII¿[HGZLQJ for the development of the shipboard enhance security of crypto keys. Addi- approach to the carrier deck using dif- VROXWLRQ-3$/6ZLOOGHSOR\HGRQWKH tional robustness and enhancements ferential GPS has already been demon- newest aircraft carrier and its assigned are being achieved through the Nav- strated using relative GPS. Insertion of carrier aircraft, including C-2A, E-2D, LJDWLRQ:DUIDUH 1$9:$5 SURJUDP WKLVFDSDELOLW\UHTXLUHVVLJQL¿FDQWSODW- ($*)$())DQG0+56 IRUPPRGL¿FDWLRQV7KH-RLQW3UHFLVLRQ with the integration of Controlled Re- $SSURDFKDQG/DQGLQJ6\VWHP -3$/6  FHSWLRQ3DWWHUQ$QWHQQDV &53$V WKDW Required Navigational Perfor- Program is developing these technol- SRVVHVVVLJQL¿FDQWO\LPSURYHGDQWLMDP mance (RNP)–2 above FL290 in ogies to replace the antiquated radar characteristics, such as the GAS-1 and National Airspace System (NAS). Automated Carrier Landing System Advanced Digital Antenna Production (2018) RNP is a form of performance- $&/6 HTXLSPHQWWKDWLVIDFLQJREVR- $'$3 7KHQH[WJHQHUDWLRQRI*36 based navigation that calls for accura- lescence and driving high sustainment 8(NQRZQDV0LOLWDU\*368VHU(TXLS- cy of position location on a GPS route FRVWV7KLVFDSDELOLW\LVEHLQJGHYHO- PHQW 0*8( ZLOOUHSODFHOHJDF\FRP- WREHZLWKLQDVSHFL¿HGQXPEHURIQDX- oped for rotary wing platform recovery ponents and be capable of processing WLFDOPLOHV QP RILQWHQGHGSRVLWLRQ to single spot ships, and is considered ERWKWKHQHZ0&RGHVLJQDODQGOHJD- 513FRPSOLDQFHUHTXLUHV¿GHOL- a key element of unmanned air vehi- F\*367KH0&RGHVLJQDOSRVVHVVHV ty of position accuracy to ensure prop- FOHRSHUDWLRQVDWVHD-3$/6LVSODQQHG HYHQIXUWKHULPSURYHGDQWLMDPFKDUDF- HUFRQWDLQPHQWIRUDOOPRGHVRIÀLJKW to replace precision approach systems WHULVWLFVDQGZLOOEHDYDLODEOHH[FOXVLYH- 7KH*36UHFHLYHUPXVWSURYLGH,QWHJ- at military installations and to provide O\IRUPLOLWDU\XVH$GGLWLRQDOO\0*8( rity using Receiver Autonomous Integ- a capability for all-weather recover to integration will incorporate an en- ULW\0RQLWRULQJ 5$,0 ZKLFKHQVXUHV WHPSRUDU\H[SHGLWLRQDU\DLU¿HOGVDQG hanced security architecture which pro- that all of the satellites being utilized to ODQGLQJ]RQHV7KHVWUDWHJ\LVWRHYROYH vides for layered information assurance determine position are providing useful GDWD7KH)HGHUDO$YLDWLRQ$GPLQLVWUD- aircraft will utilize data-linked ship po- planned to implement supplemental WLRQ )$$ ZLOOUHTXLUH513 DFFXUDWH sition and altitude information to es- ground-based signals (Local Area Aug- ZLWKLQDFLUFOHZLWKDUDGLXVRIWZRQP  WDEOLVKPRUHHI¿FLHQWDLUFUDIWPDU- PHQWDWLRQ6LJQDO±/$$6 WKDWZRXOG IRUDOORSHUDWLRQVDWRUDERYH)/LQ shalling procedures and approaches utilize one-way unique military data- the NAS (similar to Continental Unit- WRWKHVKLS¶V([SHFWHG)LQDO%HDULQJ link information for GPS augmenta- ed States – CONUS, but also includes ()% 7KH65*36OLQNEHWZHHQWKH tion to enable precision approach capa- $ODVNDDQG+DZDLL E\ VKLSDQGWKHDLUFUDIWRQWKH()%ZLOOHQ- bilities, but that initiative and solution able the aircraft to perform very later- strategy has been deferred. Instead, JPALS Land-Based IOC. (2018)7KH ally and vertically precise approaches -3$/6HTXLSSHGQDYDODLUFUDIWZLOOSHU- Air Force is charged with development to the ship in all weather and all tacti- form GPS augmented precision ap- RIODQGEDVHG-3$/6JURXQGVWDWLRQV cal conditions to minimize aircraft re- SURDFKSURFHGXUHVDWFLYLOLDQDLU¿HOGV Differential GPS will be used to provide covery time. Utilization of tighter pat- E\OHYHUDJLQJ6DWHOOLWH%DVHG$XJPHQ- an additional military PPS datum refer- terns has already demonstrated time WDWLRQ6\VWHP 6%$6 :LGH$UHD$XJ- HQFHVLJQDOYLDDQHQFU\SWHG8+)GD- and fuel savings in commercial airport PHQWDWLRQ6\VWHP :$$6 VLJQDOV talink, and an additional civil interop- operations, and should provide simi- which will not require a datalink to re- erable SPS datum reference signal via ODUEHQH¿WVLQ&91DQGPXOWLVSRWDP- ceive the correction signal. Air Force is D9+)GDWDOLQNRU6$7&20VLJQDO$ SKLELRXVVKLSRSHUDWLRQV-3$/6SUHFL- WKHOHDGIRUWKLVSURJUDP86$)0RELO- ¿[HGVWDWLRQZLOOEHLQVWDOOHGDWHYHU\ sion navigation will require 24 channel ity and Combat Commands are negoti- 'R'DLU¿HOGWKDWFXUUHQWO\KDVSUHFL- GPS receiver upgrades and processing ating the necessity and prioritization of sion approach capability. A deployable upgrades that enable procesing both UHVRXUFHVWRHQDEOH0*8(WRVXSSRUW variant will be developed for remote //336*36VLJQDOV7KH¿UVWSODW- this functionality, but it is still currently locations.... IRUPSODQQHGWRXWLOL]H-3$/6IRUPDU- tracking as a part of the program of re- shalling will be the Unmanned Carri- FRUGIRUDYDLODELOLW\WRFRQ¿JXUHGXVHUV ...3. Funded Enhancements and er-Launched Airborne Surveillance and LQ Potential Pursuits. 6WULNH 8&/$66  Digitally Augmented Ship Approach ...D. Recovery. 'LJLWDO$LU¿HOG6HTXHQFLQJ -3$/6  Sequencing (JPALS). (2018)-3$/6 (2018)$LUFUDIWWKDWDUHFRQ¿JXUHG will provide for increased ship-to-air- 1. Current Capabilities. ZLWK-3$/6ZLOOEHDEOHWRLPPHGLDWH- craft relative position accuracy to sup- ly take advantage of improved ap- Current shipboard ACLS radars have port ship recovery operations using SURDFKVHTXHQFLQJZKHQ-3$/6XQLWV critical reliability and obsolescence is- 6KLSERDUG5HODWLYH*36 65*36 $IWHU are established at shore bases. Shore sues. Naval aircraft use Link 4A to launch and during recovery operations, EDVHG-3$/6DWPLOLWDU\DLUVWDWLRQVKDG conduct assisted approaches and UHFRYHULHV7KHPRVWDGYDQFHGWDFWLFDO ,QQRYDWLYH5HVHDUFK 6%,5 HIIRUWVLQ- used for the shipboard monitoring of MHWVKDYHKDQGVRIIUHFRYHU\FDSDELOLW\ FOXGH/DVHU5DGDU /$'$5 0LOOLPHWHU WKHDSSURDFK7KH8QPDQQHG&DU- +HOLFRSWHUVGRQRWKDYHDXWRPDWHGUH- :DYHOHQJWK 00: DQG3DVVLYH00: rier-Launched Aircraft Surveillance covery. Only the largest surface vessels 300: RURWKHUIXVHGVSHFWUXPVHQ- DQG6WULNH 8&/$66 ZLOOEHWKHVHF- offer precision approach. Some air- sors that can “see through” airborne RQGSODWIRUP,WZLOOEHIRUZDUG¿WZLWK craft employ Instrument Landing Sys- SDUWLFOHVWRLQFUHDVH6$7KHFKDOOHQJH IXOOIXQFWLRQDOLW\-3$/6ZLOODOVREHLQ- WHPV ,/6 WUDQVFHLYHUVIRUSUHFLVLRQ will be to affordably leverage limit- stalled on air-wing aircraft (C-2A, E- DSSURDFKHVWRHTXLSSHGDLU¿HOGV0RVW HGH[LVWLQJRQERDUGVHQVRUVRUWRGH- &'($*)$()DQG0+ FLYLODLU¿HOGVDUHHTXLSSHGZLWK,/6DS- sign something that is small and light 56 WRVXSSRUW&91DURXQG SURDFKHVEXWPRVW1DY\DQG0DULQH enough to practically integrate which -3$/6ZLOOHYHQWXDOO\UHSODFHWKH &RUSVDLU¿HOGVW\SLFDOO\DUHQRW$LU- GRHVQRWDIIHFWÀLJKWSHUIRUPDQFH $&/6RQFDUULHUV631UDGDUVRQ/+ craft not equipped with ILS are limit- margins. Class Amphibious ships, and may re- ed to locations with precision radar for SODFH,/67$&$1DQG3UHFLVLRQ$S- alternative low weather ceiling emer- 3. Funded Enhancements and SURDFK5DGDU 3$5 V\VWHPVDWVKRUH gency divert recoveries. Receivers that Potential Pursuits. VWDWLRQV-3$/6ZLOOEHLQWHURSHUDEOH work ILS frequencies must be equipped with civil augmentation and FAA cer- Digitally Augmented GPS-based ZLWK¿OWHUVWRSUHYHQW)0VWDWLRQLQWHU- WL¿DEOH6KLSERDUG-3$/6ZLOOXVH'LI- Shipboard Recovery (JPALS). IHUHQFH7KH3&LVWKH¿UVW1DY\DLU- IHUHQWLDO*36 '*36 WRSURYLGHFHQ- (2017)-3$/6LVDMRLQWHIIRUWZLWKWKH FUDIWFHUWL¿HGWRÀ\*36EDVHG6,'6 timeter-level accuracy for all-weather, $LU)RUFHDQG$UP\7KH1DY\LVGHV- 67$56DQG513DSSURDFKHV automated landings. D-GPS provides a ignated as the Lead Service and is re- SRGPS reference solution for the mov- sponsible for implementation of ship- 2. Advanced Research and LQJODQGLQJ]RQH$-3$/6WHFKQROR- board recovery solutions (Increment Technology Development. J\HTXLSSHG)$KDVGHPRQVWUDWHG  7KH)-RLQW6WULNH)LJKWHU -6)  fully automated recoveries to the car- Degraded Visual Environment %ORFNZLOOEHWKH¿UVW-3$/6FRQ¿J- ULHU-3$/6ZLOODOVRHQDEOHVLOHQWRS- (DVE) Recovery. (2010-2012)7KH ured platform. It will start with a tem- HUDWLRQVLQ(PLVVLRQ&RQWURO (0&21  Naval Aviation Center for Rotorcraft Ad- porary solution that will provide nee- environments. YDQFHPHQW 1$&5$ RI¿FHDQG30$ GOHVWRWKHRSHUDWRUWRHQDEOHD³-3$/6 +YDULDQWV DUHDQDO\]LQJWHFKQROR- DVVLVWHG´DSSURDFK7KHLQWHULPVROX- 'LJLWDOO\$XJPHQWHG&LYLO$LU¿HOG gies and system options that can pres- tion will not equip the aircraft to broad- Recovery (JPALS). (2018) Every air- ent an affordable near term solution cast its position in a manner that can FUDIWWKDWLVHTXLSSHGZLWK-3$/6FDSD- IRUWKLVFDSDELOLW\JDS7HFKQRORJLHV EHPRQLWRUHGE\-3$/6HTXLSPHQWRQ bility for ship operations will automat- EHLQJWHVWHGLQPXOWLSOH6PDOO%XVLQHVV the ship. Legacy radar will have to be LFDOO\EHDEOHWRFRQGXFWFLYLODLU¿HOG GPS precision approaches. UCLASS that will enable precision recovery in ,QFUHPHQW,$ -3$/6ZLOOLQLWLDOO\EH ZLOOEHWKH¿UVWHTXLSSHGDLUFUDIW7KH\ UHPRWHH[SHGLWLRQDU\ORFDWLRQV deployed on the newest aircraft carri- ZLOOEHDEOHWRXVH6DWHOOLWH%DVHG$XJ- er and its assigned aircraft, including PHQWDWLRQ6\VWHPV 6%$6 VXFKDVWKH ...2. Advanced Research and &($*(')$())DQG FAA’s WAAS, the Indian GPS and GEO Technology Development. 0+56 $XJPHQWHG1DYLJDWLRQ *$*$1 WKH Military Space Signal and User JPALS Land-Based IOC. (2018)7KH -DSDQHVH0XOWLIXQFWLRQDO6DWHOOLWH%DVHG Equipment Enhancements. (2010- Air Force is charged with development Augmentation System, or the European 2013) Smaller GPS antennas and AE RIODQGEDVHG-3$/6JURXQGVWDWLRQV Geostationary Navigation Overlay Ser- are being developed for space-con- ,QFUHPHQW,, 'LIIHUHQWLDO*36ZLOO YLFH (*126 ZKLFKZDVUHFHQWO\DFWL- strained aircraft and small Unmanned be used to provide an additional mil- YDWHG-3$/6ZLOODOVREHLQWHURSHUDEOH $HULDO6\VWHPV-3$/6FRPSDWLEOH itary PPS datum reference signal via ZLWK)$$FLYLO*URXQG%DVHG$XJPHQWD- beam-steering AE is also being devel- 6DWHOOLWH%DVHG$XJPHQWDWLRQ6\VWHP WLRQ6\VWHPV *%$6 ZKLFKDOVRXVHV RSHGIRU-3$/6SODWIRUPV 6%$6 :LGH$UHD$XJPHQWDWLRQ6\V- differential GPS to enhance GPS signal WHP :$$6 VLJQDOV$¿[HGVWDWLRQZLOO correlation for improved position accu- EHLQVWDOOHGDWHYHU\'R'DLU¿HOGWKDW UDF\-3$/6DGGVWKHSURWHFWHGPLOLWDU\ Appendix A-4 Coopera- currently has precision approach capa- 336*36VLJQDODQWLMDPDQG8+)GDWD- tive Surveillance bility. A man-pack variant may be de- link to military approaches but the Civil veloped for remote locations.... approaches will utilize the unprotected ...Mandates and Milestones: SPS signal. Civil system interoperabili- Joint Mode 5 Initial Operational Ca- ...2. Advanced Research and ty will enable aviators to use hundreds pability (IOC). (2015)7KH0DUFK Technology Development. RIDGGLWLRQDOGLYHUWDLU¿HOGRSWLRQV7KH -RLQW5HTXLUHPHQWV2YHUVLJKW Air Force is designated to develop and &RXQFLO0HPRUDQGXP -52&0  Military Collision Avoidance (Mode LPSOHPHQWVKRUHVWDWLRQ-3$/6FDSD- FDOOVIRU0RGH-RLQW,2&LQ 5). (2011-2012)$6PDOO%XVLQHVV,Q- ELOLW\2QH-3$/6ODQGEDVHGXQLW ,Q- DQG)XOO2SHUDWLRQDO&DSDELOLW\ )2& LQ QRYDWLYH5HVHDUFK 6%,5 SURMHFWVLV FUHPHQW FDQUHSODFHDOOWKHH[LVW-  H[SORULQJXWLOL]DWLRQRI7$&$1$LUWR ing non-precision approach beacons Air mode to perform aircraft collision and precision radars required for each JPALS Ship-based Initial Opera- avoidance functions within the bat- PDMRUUXQZD\SURYLGLQJLQFUHDVHGFD- tional Capability (IOC). (2017)7KH WOHVSDFH7KLVXWLOLW\ZDVUHSRUWHG- pability for less capital investment and 861DY\LVWKHOHDGIRUWKH-3$/6SUR- ly demonstrated by Spanish F-18 air- VXVWDLQPHQWFRVWV7KH$UP\LVGHYHO- gram, and is responsible for the de- craft. Algorithms were developed to RSLQJSRUWDEOHWDFWLFDO-3$/6V\VWHPV velopment of the shipboard solution place a ‘range bubble’ around aircraft EDVHGXSRQSUR[LPLW\WRDQRWKHUFRRS- from all on-board sensors, as well as ...Structural Prognostics and Health erating aircraft who was also operat- from tactical information data-linked Management. (2015)-RLQW6WULNH LQJRQ7$&$1XVLQJDVSHFL¿FFKDQQHO from outside sources. If multiple sensor )LJKWHU -6) ZLOO¿HOG6WUXFWXUDO3URJ- separation. track parameters are similar, a contact QRVWLFVDQG+HDOWK0DQDJHPHQW 3+0  attribute can be considered more reli- capability in support of mission sortie 3. Funded Enhancements and able than if it were derived from a sin- JHQHUDWLRQUHDGLQHVVREMHFWLYHV:LUH- Potential Pursuits. gle source data point. Similarly, intel- lessly downloaded parameters will in- ligence and sensor data combinations FOXGHIXHOVWDWHDPPXQLWLRQVWDWHH[- Improved Ship and Shore Approach can be used to discount parameters pendables state, and component health Sequencing (JPALS). (2018))% that may not be as reliable from a sin- conditions requiring maintenance in and C early block deliveries will em- gle range or condition limited sensor, or order to minimize turnaround time. SOR\DRQHZD\-3$/6GDWDOLQNLQWHJUD- one that may be getting spoofed. Auto- Real time, accurate down-link of spe- tion to facilitate Shipboard Relative GPS mated fusion will produce a higher con- FL¿FFRPSRQHQWFRQGLWLRQVVXSSRUWV 65*36 DLGHGUHFRYHULHV%ORFNIRXU ¿GHQFHIDFWRU&,'VROXWLRQ &%0>&RQGLWLRQ%DVHG0DLQWHQDQFH@ RU¿YHZLOOLQFRUSRUDWHWKHIXOOWZRZD\ ZKLFKZLOOVLJQL¿FDQWO\HQKDQFHUHDGL- datalink, which will enable ship control- ness by enabling maintainers to move lers to manage improved marshalling Appendix A-5 Flight from time-scheduled removals and in- IRUPRUHHI¿FLHQWUHFRYHULHV8WLOL]DWLRQ Safety spections to removing items only when of tighter patterns has already demon- ...Shipboard Recovery Animation. required. Removing components only strated time and fuel savings in com- (2020) 7KHFXUUHQW0)24$>0LOLWDU\ when they have achieved their toler- mercial airport operations, and should )OLJKW2SHUDWLRQV4XDOLW\$VVXUDQFH@ ance limit of safe operations can also SURYLGHVLPLODUEHQH¿WVLQFDUULHUDQG program of record does not include UHWXUQVLJQL¿FDQWFRVWDYRLGDQFHVE\ multi-spot amphibious ship operations. FRPSOH[DQDO\VLVDQGVRIWZDUHGHYHO- H[WHQGLQJWKHOLYHVRIWKHSDUWVEH\RQG )RUPRUH-3$/6GHWDLOVVHHWKH1DYL- opment required to enable the abili- their engineering estimates, there- JDWLRQDSSHQGL[>H[FHUSWVUHOHYDQW ty to visualize takeoffs or landings in by reducing the costs of repairs or re- WR-3$/6DERYHDOUHDG\@ the highly dynamic shipboard environ- SODFHPHQWV&%0PD\DOVRUHVXOWLQ Fused Sensor and Tactical Data PHQW0)24$,QFUHPHQWLVSODQQHG reduced requirements for spares in- Collaborative Combat ID (CID). to include enhancements that would in- ventories or deployed spare support (2015)7KHIXVLRQVHUYHULQWHJUDW- corporate ship position and motion into footprints....” HGLQWRWKH-RLQW6WULNH)LJKWHU -6)  the visualization module to enable ac- hosts software that combines and com- FXUDWHSRUWUD\DORIDÀLJKWGXULQJHP- http://www.navair.navy.mil/pma209 /_Documents/CAMP_2012_Final.pdf pares target track information obtained barked operations.... Two U.S. arms programs face live-or-die reviews after costs jump 18 Apr 2014 Andrea Shalal http://uk.reuters.com/article/2014/04/17/us-usa-military-arms-idUKBREA3G2II20140417 “...a precision ship-landing system built by Raytheon Co face mandatory reviews that could lead to their cancellat- ion after quantity reductions drove unit costs sharply higher in 2013, the Pentagon announced on Thursday...... The cut in quantities of Raytheon's Joint Precis- ion Approach and Landing System (JPALS) came after the Army and Air Force decided to pull out of the joint program, which resulted in the need for 10 fewer shore-based training systems, the report said. The cost increase in the JPALS program also was partly due to an extension in the development program aimed at increasing the capability of the system, and higher material costs....” 6XPPDU\RI)<'7 ((QJDJHPHQWDQG$VVHVVPHQWV -RLQW3UHFLVLRQ$SSURDFKDQG /DQGLQJ6\VWHP -3$/6  x '$6' '7 ( RYHUVHHVWKHLQWHJUDWHGWHVWSURJUDPSKDVHDQGDVVHVVHVV\VWHPFDSDELOLW\DQG DASD(DT&E) FY 2013 Annual Report SHUIRUPDQFHDVVDWLVIDFWRU\EDVHGRQVKRUHDQGVKLSEDVHGSHUIRUPDQFH-3$/6KDV 1DY\±-3$/6 GHPRQVWUDWHGWKHFDSDELOLW\WRJXLGH1DY\DLUFUDIWWRWRXFKGRZQZLWKLQSUHFLVLRQVWDQGDUGV 0DUFK  x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x .H\GHYHORSPHQWULVNDUHDVLQFOXGHLQWHJUDWLRQRQWKH)DQG8&/$66DLUFUDIW%HFDXVHRI SUHFLSLWDWLRQ DQGXQOLPLWHGYLVLELOLW\ WKH DLUFUDIW GHYHORSPHQWF\FOHLQWHJUDWLRQRQWKHVHSODWIRUPVZLOOIROORZ,2& RIWKHVKLSEDVHG WRREVFXUHGVNLHVZLWK*36MDPPLQJ -3$/6 KHDY\SUHFLSLWDWLRQDQGORZ x 7KH-3$/6SURJUDPGLGQRWUHTXHVWDZDLYHURUGHYLDWLRQIURPUHTXLUHPHQWVLQWKH7(03 YLVLELOLW\ ³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http://www.acq.osd.mil/dte- FRQWLQXHV WR SXUVXH WKLV FDSDELOLW\ IRU /HDG'7 (2UJDQL]DWLRQ 1$:&$'$,5 trmc/_Docs/DTE/DTE-FY2013- AnnualReport-March2014.pdf LQFRUSRUDWLRQ LQ WKH )%& DQG WKH 6XPPDU\RI)<'7 ($FWLYLWLHV x 7ZR1DY\)$&DLUFUDIWDQGDQ0+6KHOLFRSWHUXQGHUZHQWWHVWVSHFLILFPRGLILFDWLRQV WR 8&/$66 V\VWHP RQERDUG 1DY\ VKLSV VXSSRUWWKHDQGEH\RQGLQWHJUDWHGWHVWSHULRGV x 0D\±-XO\30$ZLWK+;DQG9;FRPSOHWHG LQLWLDOVHDEDVHGWHVWLQJ 7KH 1DY\ SURSRVHV WR UHVFRSH WKH FRPSULVLQJPRUHWKDQDSSURDFKHVZLWK-3$/6HTXLSSHGVXUURJDWHWHVWEHG0+6DQG )$&DLUFUDIWRQ866*(25*(+:%86+ &91  VWUXFWXUH RI -3$/6 WR UHIOHFW WKH IRFXV x 2FWREHU9; VXFFHVVIXOO\FRPSOHWHGDQLQLWLDOGHPRQVWUDWLRQRIWKHDXWRODQGPRGHLQ WKH)$& ZLWKDSSURDFKHVWRWRXFKGRZQDWWKHODQGLQJ V\VWHPVWHVWIDFLOLW\DW1DYDO$LU RQ ) DQG 8&/$66 DV IRUZDUGILW SODW 6WDWLRQ3DWX[HQW5LYHU0DU\ODQG x 1RYHPEHU9;FRQGXFWHGDGGLWLRQDOULVNUHGXFWLRQIOLJKWVXWLOL]LQJWKH-3$/6HTXLSSHG )$&RQERDUG8667+(2'25(5226(9(/7 &91 WRGHPRQVWUDWHWKHDXWRODQG IRUPV FRPELQLQJ WKH SUHYLRXV SODQQHG FDSDELOLW\RI WKH('0 x -3$/6GHPRQVWUDWHGWKHDELOLW\WRVXSSRUWIXOO\DXWRPDWLFDSSURDFKHVDQGODQGLQJVWRDQDLUFUDIW PXOWLSOH LQFUHPHQWV RI GHYHORSPHQW LQWR FDUULHULQDQRSHUDWLRQDOHQYLURQPHQWDQGXQGHUDYDULHW\RIZHDWKHUFRQGLWLRQVDQGVHDVWDWHV FRQGXFWLQJPRUHWKDQPDQXDODQGIXOO\DXWRPDWLFODQGLQJVDERDUG&91  D VLQJOH LQFUHPHQW´ Joint Precision Approach and Landing System Increment 1A (JPALS Inc 1A) JPALS Inc1A Program Mar 2015 future increments, and eliminated both the GAO DEFENSE ACQUISITIONS Assessments Technology, Design, and Production Maturity integration of JPALS with other sea-based legacy of Selected Weapon Programs In June 2014, the JPALS program was restructured aircraft and the land-based version of the system. JPALS Increment 1A is a Navy-led program to to accelerate the development of aircraft auto-land These changes increased the development funding develop a GPS-based landing system for aircraft capabilities. The program's technology and design required for auto-land capabilities and reduced carriers and amphibious assault ships to support maturity will need to be reassessed to account for system quantities, resulting in unit cost growth and operations with Joint Strike Fighter and Unmanned this alteration of capabilities, and the program has a critical Nunn-McCurdy unit cost breach reported in Carrier-Launched Airborne Surveillance and Strike not yet determined what changes are required. March 2014. The Under Secretary of Defense for System. The program intends to provide reliable Acquisition, Technology, and Logistics certified the precision approach and landing capability in Prior to this restructuring, the program had restructured program and directed the Navy to adverse environmental conditions. We assessed completed a number of activities to mature its continue risk reduction efforts to incorporate the increment 1A, and as a result of restructuring, technology and design. JPALS Increment 1A began auto-land capabilities and return for a new previously planned additional increments are no development in July 2008, and, according to development start decision no later than June 2016. longer part of the program. program officials, the two currently identified critical http://www.gao.gov/assets/670/668986.pdf The Navy plans to conduct a preliminary design technologies were demonstrated in a realistic review for the new system in fiscal year 2016 and a Concept System development Production environment during sea-based flight testing in 2013. critical design review in fiscal year 2017. JPALS functionality is primarily software-based, and Development GAO Restructured Restructured Restructured Initial the program's baseline software development and start review development start design review low-rate decision capability Program Office Comments (7/08) (1/15) (6/16) (3/17) (3/19) (TBD) integration efforts were complete as of April 2012. JPALS Increment 1A held a critical design review in In commenting on a draft of this assessment, the December 2010 and released its all of its expected program noted that it concurred with our review. The Program Essentials Program Performance (fiscal year 2015 dollars in millions) design drawings at that time. The program began Nunn-McCurdy unit cost breach was a direct result Prime contractor: Raytheon As of Latest Percent testing a system-level prototype in July 2012, 19 of a reduction in quantities and an acceleration of Program office: Lexington Park, MD 07/2008 08/2014 change months after its critical design review. Sea-based auto-land capability into the JPALS baseline. The Research and development cost $838.9 $1,563.6 86.4 Funding needed to complete: testing of the system in its current configuration quantity reduction was due to changes in the R&D: $641.5 million Procurement cost $225.8 $504.2 123.2 planned transition to GPS-based landing systems. Procurement: $525.8 million Total program cost $1,072.1 $2,075.1 93.6 began in December 2012, and program officials Program unit cost $28.976 $76.857 165.2 reported completing 108 approaches as of July The Navy decided to terminate both JPALS legacy Total funding: $1,167.3 million aircraft integration efforts and ground based Procurement quantity: 17 Total quantities 37 27 -27.0 2013, with no major anomalies identified. The Acquisition cycle time (months) 75 TBD TBD program also completed 70 ship-based auto-landing systems, and accelerate auto-land capabilities to The latest cost data do not reflect the June 2014 restructuring of the program as a new acquisition meet Joint Strike Fighter and Unmanned Carrier- program baseline has not been approved. demonstrations using legacy aircraft as of November 2013. According to JPALS officials, the Launched Airborne Surveillance and Strike System Attainment of Product Knowledge Increment 1A program has not identified any critical requirements. The Joint Strike Fighter will utilize JPALS Increment 1A began development in July JPALS interim capability as part of its Block 3F As of January 2015 manufacturing processes, as the system's hardware 2008, and both of the program's currently is comprised primarily of off-the-shelf components. software, and the Unmanned Carrier-Launched Resources and requirements match identified critical technologies were demonstrated The program has accepted delivery of eight Airborne Surveillance and Strike System will utilize in a realistic environment during flight testing in ● Demonstrate all critical technologies in a relevant engineering development models, seven of which JPALS as a baseline capability for its precision environment 2013. Program officials reported completing were considered production-representative. approach landing requirement. The restructured baseline software development as of April 2012. ● Demonstrate all critical technologies in a realistic JPALS eliminates future incremental development. environment The program began system-level development Other Program Issues ● Complete preliminary design review testing in July 2012 and sea-based testing in In 2013, the Navy conducted a review of its Product design is stable December 2012, completing 108 approaches as precision approach and landing capabilities to of July 2013 with no major anomalies reported. ● Release at least 90 percent of design drawings address budget constraints and affordability According to program officials, no critical ● Test a system-level integrated prototype concerns. In light of these concerns, as well as manufacturing processes have been identified as Manufacturing processes are mature other military service and civilian plans to continue JPALS relies primarily on off-the-shelf ● Demonstrate critical processes are in control use of current landing systems, the Navy components. In March 2014, the JPALS program restructured the JPALS program. The program was ● Demonstrate critical processes on a pilot production line reported a critical Nunn-McCurdy unit cost breach reduced from seven increments to one intended to and a new cost and schedule baseline is currently ● Test a production-representative prototype support the Joint Strike Fighter and Unmanned being developed. Knowledge attained Information not available Carrier-Launched Airborne Surveillance and Strike Page 99 GAO-15-342SP Assessments of Major Weapon Programs Knowledge not attained Not applicable System. The Navy also accelerated the integration of auto-land capabilities originally intended for the Page 100GAO-15-342SP Assessments of Major Weapon Programs A Message from Lorraine Martin 20 Aug 2015 Lorraine Martin LM PR “...Back in the states, CF-3 at Pax River completed the first Joint Precision Approach and Landing System (JPALS) approaches with an F-35. This mission is an important part of the shore-based workups the Pax ITF team is required to accomplish in prepar- ation for the upcoming F-35C ship trials this fall. JPALS will primarily be used by pilots during night time and poor weather ship board landing operations....” - https://www.f35.com/assets/uploads/documents/16121/f-35_weekly_update_8-20-15.pdf - A Message from Lorraine Martin 17 Sep 2015 Lorraine Martin LM PR “...In October, the USS DWIGHT D. EISENHOWER (CVN 69) will host CF-3 and CF-5, as well as the Pax River test team for F-35C DT-II. The team is ready to get back out to sea and continue to expand the envelope for the carrier variant. The focus of the testing is on arrested landing, catapult performance and handling qualities, including max catap- ult shots up to 60,000 pounds with full internal weapons load. Other planned testing in- cludes crosswind catapults, Gen III helmet testing and assessment, and a wide range of maintenance activities, including engine runs. Upon completion of testing, the Carrier Suitability team from the ITF will be in a position to develop and release the first fleet- ready launch and recovery bulletins allowing future fleet F-35C pilots to safely train and operate from NIMITZ-Class Aircraft Carriers. We look forward to completing this import- ant testing & I will report on the progress of the detachment once the ship is underway....” - https://www.f35.com/assets/uploads/documents/16232/f-35_weekly_update_9_17_15.pdf JPALS to Guide F-35, MQ- on a ship’s radars and beacons. Under the concept, a signal is The JPALS will be used by both broadcast to the aircraft from the ship 25 to Shipboard Landings the F-35B and F-35C variants of when the aircraft is 200 nautical miles 19 Oct 2016 RICHARD R. BURGESS the Lightning II and be part of the away. The aircraft logs into the JPALS Block 3 software version on the system at the 60-nautical-mile mark ARLINGTON, Va. — The Joint Precision aircraft. There are no additional and starts two-way communication Approach and Landing System (JPALS) avionics components for the F-35, with the ship, Maselli said. The ship is being developed by Raytheon will be just a portion of the F-35’s mission receiving GPS data and accounting for guiding the F-35 Lightning II strike software. pitch and roll of the ship in the sea. The ¿JKWHUWRVKLSERDUGODQGLQJVDVHDUO\ JPALS has been tested in a Navy aircraft also is receiving GPS data and as 2018 and, in the future, will be doing )$+RUQHWVWULNH¿JKWHULQFOXGLQJ sending it to the ship, which calculates the same for the MQ-25 carrier-based taking the aircraft to carrier landings, relative position. At the 10-nautical refueling unmanned aerial vehicle. said Bob Delorge, vice president of mile mark the data transmission speed The JPALS is scheduled to achieve Transportation and Support Services becomes multiple updates per second, early operational capability on two at Raytheon’s Intelligence, Information with more data as well. amphibious assault ships in 2018 and Services business, told Seapower. The hardened JPALS has anti- and initial operational capability The F/A-18 made 38 landings on a MDPPLQJDQGDQWLVSRR¿QJ in mid-2020, Mark Maselli, JPALS carrier with JPALS. Raytheon has security features, Maselli said. deputy program manager, Raytheon tested JPALS for 40,000 hours over the The original vision for JPALS Intelligence, Information and Services., development program so far. LQFOXGLQJUHWUR¿WWLQJWKH1DY\¶V told Seapower Oct. 18. The original concept was for JPALS FDUULHUDLUFUDIWÀHHWEXWWKH -3$/6XVHVGLϑHUHQWLDO*OREDO to take the aircraft down to 200 feet current program is limited to Positioning System (GPS) signals to in altitude before the pilot resumed moving forward with the F-35 and guide an aircraft to the deck of a ship control. Under the current program, the MQ-25 and any subsequent ZLWKDSUHFLVLRQGLϒFXOWWRDFKLHYH Raytheon will develop the capability for aircraft types, Maselli said. under control of a human pilot in any the aircraft — piloted or unmanned — The Navy in September awarded kind of weather and in darkness. With to be guided all the way to the deck. to Raytheon $255 million for the triangular data links between the “The goal here is that the pilots development and production readiness aircraft, ship and satellite continuously [are] going to have a huge increase in of JPALS. Exercise of all options would transmitting faster than a second, FRQ¿GHQFHNQRZLQJWKDWWKH\¶UHJRLQJ bring the contract value to $270 million. the ship’s positions are recalculated to return from a mission regardless continuously as the aircraft of conditions that they’re coming back http://seapowermagazine.org/ approaches. The aircraft is not reliant into,” Delorge said. stories/20161019-jpals.html Raytheon Advances -3$/6LVDGLϑHUHQWLDO*36 ZLWK³IXQFWLRQDOLW\UHSUHVHQWDWLYH´ EDVHGSUHFLVLRQODQGLQJV\VWHP DYLRQLFVNLWVThe Air Force JPALS Landing Sys- WKDWJXLGHVDLUFUDIWWRFDUULHUVDQG eventually withdrew from the tem for F-35B/Cs DPSKLELRXVDVVDXOWVKLSVLQDOO JPALS program,OHDGLQJWRD ZHDWKHUFRQGLWLRQVDQGLQVXUIDFH EUHDFKRI1XQQ0F&XUG\$FWFRVW 20 Oct 2016 Bill Carey FRQGLWLRQVWRVHDVWDWHXVLQJDQ WKUHVKKROGVLQDQGGHOD\LQJ 5D\WKHRQZLOO¿QLVKLQWHJUDWLQJ HQFU\SWHGMDPSURRIGDWDOLQN7KH WKHHϑRUWH[HFXWLYHVVDLG WKH-RLQW3UHFLVLRQ$SSURDFK V\VWHPPDNHVXVHRIVRIWZDUHDQG 7KHH[LVWLQJHLJKW('0V DQG/DQGLQJ6\VWHP -3$/6 RQ UHFHLYHUKDUGZDUHRQWKHDLUFUDIW DUHGLVWULEXWHGDPRQJGLϑHUHQW 861DY\DQG0DULQH&RUSV) DQGDQDUUD\RI*36VHQVRUVPDVW ORFDWLRQVZLWKWZRDWD5D\WKHRQ ¿JKWHUVXQGHUDUHFHQWO\DZDUGHG PRXQWHGDQWHQQDVDQGSURFHVVLQJ ODERUDWRU\LQ)XOOHUWRQ&DOLIRQH VHFRQGSKDVHRIWKHORQJUXQQLQJ GDWDOLQNHTXLSPHQWUDFNVRQWKH DWWKH3DWX[HQW5LYHU0G1DYDO SURJUDP7KHFRQWUDFWRUZLOODOVR VKLS7KH1DY\SODQVWRGHFODUH $LU6WDWLRQDQGWKHUHPDLQGHURQ GHYHORSDXWRODQGFDSDELOLW\IRUWKH HDUO\RSHUDWLRQDOFDSDELOLW\RQWZR DPSKLELRXVDVVDXOWVKLSVDQG&91 )DQGWKH1DY\¶VIXWXUH04 DPSKLELRXVDVVDXOWVKLSVLQ FODVVDLUFUDIWFDUULHUV 6WLQJUD\FDUULHUEDVHGXQPDQQHG WRVXSSRUW0DULQH&RUSV)%V $OOWKUHH)PRGHOVZLOOKDYH UHIXHOLQJDLUFUDIW 5D\WKHRQH[HFXWLYHVVDLG,QLWLDO -3$/6FDSDELOLW\HPEHGGHGLQ%ORFN 2Q6HSWHPEHUWKH1DYDO RSHUDWLRQDOFDSDELOLW\LVSODQQHGLQ )VRIWZDUHWKH¿QDOVRIWZDUH $LU6\VWHPV&RPPDQG 1DYDLU   UHOHDVHXQGHUWKH)V\VWHP DZDUGHG5D\WKHRQDPLOOLRQ 1DYDLUDZDUGHG5D\WKHRQD GHYHORSPHQWDQGGHPRQVWUDWLRQ FRQWUDFWWRFRQWLQXHZRUNRQHLJKW FRQWUDFWLQ-XO\WRGHYHORS SURJUDP%XW$LU)RUFH)$V -3$/6HQJLQHHULQJGHYHORSPHQW WKHRULJLQDOHLJKW('0VIRUZKDW DUHQRWFRYHUHGXQGHU5D\WKHRQ¶V PRGHOV ('0V DQGGHOLYHUWZR ZDVWKHQFDOOHG,QFUHPHQWRIWKH FRQWUDFW³7KLVWLHVLQZLWKWKH DGGLWLRQDO('0VWRVXSSRUWHDUO\ SURJUDPDVHFRQGLQFUHPHQWZDV 1DY\¶VLQYHVWPHQWRQWKH)´ RSHUDWLRQDOFDSDELOLW\UHTXLUHPHQWV WRGHYHORSDODQGEDVHGFDSDELOLW\ VDLG5REHUW'HORUJH5D\WKHRQYLFH IRUWKH0DULQH&RUSV)%DQG IRUWKH$LU)RUFH,QODWHWKH SUHVLGHQWIRUWUDQVSRUWDWLRQDQG 1DY\)&The contract also 1DY\FRQGXFWHGDVHULHVRIWHVW VXSSRUWVHUYLFHV ODQGLQJVWRWKHGHFNRIWKHDLUFUDIW calls for Raytheon to develop http://www.ainonline.com/aviation- initial operational requirements FDUULHU8667KHRGRUH5RRVHYHOW news/defense/2016-10-20/raytheon- for MQ-25 autoland. XVLQJWZR)$&+RUQHWV¿WWHG advances-jpals-landing-system-f-35b/cs Rockwell Collins awarded day or night across the spectrum 20 centimeter accuracy. $67 million contract to com- from training to combat. JPALS “JPALS is clearly a safety and plete subsystem development utilizes Global Positioning System readiness- enhancing, game- for Navy’s next generation (GPS) technology and a secure changing capability which will precision landing system two-way data link to provide extend the life of carrier- based surveillance, ship relative navigation aircraft, as well as allow the Navy to :RUNZLOOVXSSRUWRQJRLQJHϑRUWV and precision approach landing in IRFXVWUDLQLQJRQZDU¿JKWLQJUDWKHU to bring JPALS into production and around the carrier controlled WKDQWDNHRϑVDQGODQGLQJV´DGGHG CEDAR RAPIDS, Iowa (Oct. 20, airspace. Brunk. 2016) - Rockwell Collins has “The JPALS system provides a “JPALS is one of Rockwell received a $67 million, six-year new level of safety for carrier-based &ROOLQV¶PRVWVLJQL¿FDQWSURJUDPV contract from Raytheon Company in pilots that will help them accomplish supporting the U.S. Navy,” said Phil support of the U.S. Navy and Naval their challenging missions,” said Jasper, executive vice president Air Systems Command (NAVAIR) Troy Brunk, vice president and DQGFKLHIRSHUDWLQJRϒFHUIRU to complete the subsystem general manager for Communication, Government Systems at Rockwell development required for production Navigation and Electronic Warfare &ROOLQV³)RUWKHSDVWHLJKW\HDUV of its next generation Joint Precision Solutions at Rockwell Collins. “The our team has been working to Approach and Landing System accuracy provided by the system — help ensure that Navy aircraft can (JPALS). Rockwell Collins is a supported by our datalink and GPS successfully approach and land on a major supplier to the program and subsystems — was proven during moving carrier in any environment.” is designing, developing, testing carrier trials using combat aircraft.” Rockwell Collins has been a and producing the subsystems for 'XULQJÀLJKWWULDOV)$& major supplier to this program navigation and communication. The Hornets from the “Salty Dogs” of VLQFHLWEHJDQLQ7KLVODWHVW FRPSDQ\LVDOVRSURYLGLQJVLJQL¿FDQW Strike Aircraft Test Squadron (VX- contract phase will help the JPALS systems engineering support, as 23) successfully made more than 60 program complete development and well as integrated logistics. touch-and-go landings on the USS prepare for production of the Navy’s -3$/6LVD1DY\FHUWL¿HGVKLS 7KHRGRUH5RRVHYHOW &91 ,Q FXUUHQWDQGIXWXUHÀHHWLQFOXGLQJ based precision approach and all, JPALS guided the Hornets to WKH) D³KDQGVRϑWKHVWLFN´ZLUH landing system that supports all- http://www.rockwellcollins.com/Data/News/ weather carrier-based operations landing to within approximately 2016-Cal-Yr/GS/FY16GSNR05-JPALS.aspx Rockwell Collins Awarded Contract for JPALS Subsystem Development 20 Oct 2016 http://seapowermagazine.org/stories/20161020-jpals.html “CEDAR RAPIDS, Iowa — Rockwell Collins has received a $67 million, six-year contract from Raytheon Co. in support of the U.S. Navy and Naval Air Systems Command to complete the subsystem development required for production of the next-generation Joint Precision Approach and Landing System (JPALS), Rockwell said in an Oct. 20 release. Rockwell Collins is a major supplier to the program and is designing, developing, testing and producing the subsystems for navigation and communication. The company also is providing significant systems engineering support, as well as integrated logistics. JPALS is a Navy-certified, ship-based precision approach and landing system that supports all-weather carrier- based operations day or night across the spectrum from training to combat. JPALS utilizes Global Positioning System (GPS) technology and a secure two-way data link to provide surveillance, ship relative navigation and precision approach landing in and around the carrier controlled airspace. “The JPALS system provides a new level of safety for carrier-based pilots that will help them accomplish their challenging missions,” said Troy Brunk, vice president and general manager for Communication, Navigation and Electronic Warfare Solutions at Rockwell Collins. “The accuracy provided by the system — supported by our data link and GPS subsystems — was proven during carrier trials using combat aircraft.” During flight trials, F/A-18C Hornets from the “Salty Dogs” of Strike Aircraft Test Squadron successfully made more than 60 touch-and-go landings on the USS Theodore Roosevelt. In all, JPALS guided the Hornets to a “hands-off-the-stick” three-wire landing to within approximately 20-centimeter accuracy. “JPALS is clearly a safety and readiness- enhancing, game- changing capability which will extend the life of carrier- based aircraft, as well as allow the Navy to focus training on warfighting, rather than take-offs and landings,” Brunk said. “JPALS is one of Rockwell Collins’ most significant programs supporting the U.S. Navy,” said Phil Jasper, executive vice president and chief operating officer for Government Systems at Rockwell Collins. “For the past eight years, our team has been working to help ensure that Navy aircraft can successfully approach and land on a moving carrier in any environment.” Rockwell Collins has been a major supplier to this program since it began in 2008. This latest contract phase will help the JPALS program complete development and prepare for production of the Navy’s current and future fleet, including the F-35.” On board the USS America (LHA-6), the team continues to expand the F-35B envelope for the fleet to utilize during deployments. The Joint Precision Approach and Landing System (JPALS) is an important feature the team successfully tested during this at-sea period. The JPALS system works on both the F-35B and the F-35C, enabling the jet to synchronize speeds with the ship, in the F-35B’s case, an amphibious assault ship. 17 Nov 2016 https://a855196877272cb14560 Jeff Babione -2a4fa819a63ddcc0c289f9457bc3 ebab.ssl.cf2.rackcdn.com/17295/ In October 2015, the team first tested this f35_weekly_update_11_17_16.pdf same technology to land aboard the USS Eisenhower (CVN 69) with the F-35C model. The difference is the F-35B matches the speed and trajectory of the ship exactly to not only land on board, but to hover in parallel position, allowing the pilot to WUDQVLWLRQWKH)%RYHUWKHGHFNDQGWKHQ H[HFXWHDYHUWLFDOODQGLQJ7KLVLQQRYDWLYH WHFKQRORJ\QRWRQO\PDNHVLWHDVLHUIRU SLORWVWRDFFRPSOLVKDYHUWLFDOODQGLQJ RQERDUGDVKLSPRYLQJDWVSHHGVRIXSWR NQRWVEXWDOVRPDNHVSLORWWUDLQLQJPXFK HDVLHUIRU\RXQJIOHHWSLORWVWRVDIHO\ODQG DT-III AMERICA JPALS to Guide F-35, MQ-25 to complete the development of data transmission speed becomes To Shipboard Landings JPALS navigation and communication multiple updates per second, with subsystems. JPALS is scheduled to more data as well. The data link Dec 2016 SEAPOWER Mag’n achieve early operational capability KDVDQWLMDPDQGDQWLVSRR¿QJ BACKGROUND in 2018. A decision for low-rate capabilities built into it to make it The Joint Precision Approach and LQLWLDOSURGXFWLRQLVH[SHFWHGLQ secure. Landing System (JPALS) is designed 2019. Initial operational capability is The original concept was for by Raytheon to guide aircraft to scheduled for mid-2020.... JPALS to take the aircraft down to precision landings on an aircraft -3$/6XVHVGLϑHUHQWLDO*36 200 feet in altitude before the pilot carrier or amphibious assault ship >*OREDO3RVLWLRQLQJ6\VWHP@VLJQDOV resumed control. Under the current in any environment. The program, to guide an aircraft to the deck of program, Raytheon will develop initially joint, now is Navy-sponsored. a ship with precision in any kind the capability for the aircraft — of weather and in darkness. With piloted or unmanned — to be SCOPE data links between the aircraft, guided all the way to the deck. The JPALS was envisioned for back- ship and satellite continuously JPALS has been tested in a Navy ¿WLQWRH[LVWLQJFDUULHUDLUFUDIWEXW transmitting faster than a )$+RUQHWVWULNH¿JKWHULQFOXGLQJ now is focused on the F-35B/C second, the ship’s positions are taking the aircraft to carrier landings. /LJKWQLQJ,,MRLQWVWULNH¿JKWHUDQG recalculated continuously as the The F/A-18 made 38 landings on a MQ-25A Stingray unmanned carrier aircraft approaches. The aircraft is carrier with JPALS. Raytheon has aerial refueling system. The JPALS not reliant on a ship’s radars and tested JPALS for 40,000 hours over LVH[SHFWHGWRHTXLSDOOSURGXFWLRQ beacons. the development program so far. versions of the aircraft as well as Under the concept, a signal is The goal is that the pilots are other future carrier aircraft. broadcast to the aircraft from the going to have a huge increase in TIMELINE ship when the aircraft is 200 nautical FRQ¿GHQFHNQRZLQJWKDWWKH\¶UH The Navy in September awarded miles away. 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https://www.janes.com/article/82763/update-raytheon-developing-expeditionary-land-based-jpals-system “four avionics racks each 1.5 m tall by 0.8 m wide”  5D\WKHRQ 5D\WKHRQ3LWFKHV-SDOV3UHFLVLRQ/DQGLQJ)RU)$ The land-based system is being touted as an alternative to radio-based instrument landing systems, which are set up at the end of runways to guide -DPHV'UHZ_Aerospace Daily & Defense Report Sep 18, 201 aircraft when visual contact with the runway cannot be established. http://aviationweek.com/afa-national-convention/ Cleveland, a naval aviator who continues to fly Navy aggressor FA-18s, says Jpals raytheon-pitches-jpals-precision-landing-f-35a helps pilots land safety at nighttime or in poor visibility, and it would be particularly well-suited to distributed or disaggregated basing operations. F-35: USAF NATIONAL HARBOR, JPALS Precision Maryland—Raytheon has On Navy ships, safety standards are extremely high, and Jpals must compensate proposed an expedition for the movement of the ship in turbulent seas. Cleveland says the Navy’s carrier- Approach and Landing ary version of the U.S. based F-35Cs and Marine Corps short-takeoff vertical landing F-35Bs are already Expeditionary for USAF Navy’s GPS-based Joint integrated with Jpals, so the logical next step is the F-35A. Precision Approach and Raytheon is also pressing the Navy to integrate its primary strike fighter, the Landing System (Jpals), https://www.youtube BoeingF/A-18E/F Super Hornet, along with the three variants of the Bell-Boeing which was developed to V-22 Osprey. .com/watch? securely guide Lockheed MartinF-35sonto carrier Beyond the F-35 and V-22, Raytheon says Jpals could support next-generation decksand Marine Corps precision approach for the Air Force F-16, HH-60G Pave Hawk and U.S. Army v=iTtVf-qZVro amphibious assault ships. Sikorsky UH-60Black Hawk. Brooks Cleveland, the company’s business development consultant for Jpals, “If they wanted to do dispersed basing, maybe a small unit of F-35s in a remote says the landing system could support distributed basing of U.S. Air location instead of having everybody together, we could put an expeditionary or Force fighters and rotorcraft, beginning with the conventional takeoff and mobile version Jpals at any airfield or any site,” Cleveland says. “It will give you landing F-35A. precision landing to 20 FP>LQ@RQWKHUXQZD\ FDQFRQWUROXSWRDLUSODQHV 5D\WKHRQUHFHLYHGDFRQWUDFWIURPWKH1DY\LQ2FWREHUWRFRPSOHWH ZLWKRQHV\VWHPRXWWRQP´ GHYHORSPHQWRIWKHVDWHOOLWHQDYLJDWLRQDXWRODQGFDSDELOLW\ZKLFK +HVD\VWKHV\VWHPKDVDGHPRQVWUDWHGUHOLDELOLW\UDWHJUHDWHUWKDQIRU FRPPXQLFDWHVZLWKDLUFUDIWDQGURWRUFUDIWRQDSSURDFKYLDHQFU\SWHG8OWUD DXWRPDWLFODQGLQJVLQFOXGLQJLQKDUVKZHDWKHURQSLWFKLQJVKLSV7KHPRELOH +LJK)UHTXHQF\GDWDOLQN YHUVLRQIRUODQGDSSOLFDWLRQVLVEDVHGRQDVLQJOH+XPYHHZLWKIRXU*36DQWHQQDV “...the system has a demonstrated reliability rate DQGIRXU8+)DQWHQQDV,WFDQEHDLUGURSSHGIURPD/RFNKHHG&0RU%RHLQJ greater than 99% for automatic landings, &DQGVHWXSZLWKLQKU5D\WKHRQFODLPV7KHFRPSDQ\ZLOODOVRSLWFKWKH FRQFHSWWR$UP\DYLDWRUVDWQH[WPRQWK¶V$VVRFLDWLRQRIWKH86$UP\FRQIHUHQFH including in harsh weather on pitching ships....” LQ:DVKLQJWRQ 5D\WKHRQVD\VLWLVEXLOGLQJD+XPYHHSRUWDEOH Raytheon pitches USAF on YHUVLRQRI-3$/6ZKLFKFRXOGEHWUDQVSRUWHGWR F-35A auto-landing system H[SHGLWLRQDU\DLUEDVHVDERDUGD&-WUDQVSRUW DQGVHWXSLQWRPLQXWHV7KHV\VWHPZRXOG 6(37(0%(5 _ 6285&()/,*+7*/2%$/&20 _ *$55(775(,0 EHDEOHWRPDQDJHGLIIHUHQWDLUFUDIWPDNLQJ https://www.flightglobal.com/news/articles/raytheon- GLIIHUHQWDSSURDFKHVZLWKLQDUDGLXVRIQP pitches-usaf-on-f-35a-auto-landing-system-452040/ After successfully integrating its Joint -3$/6LVD*36JXLGHGV\VWHPWKDWLVVHFXUHGZLWKDQ Precision Approach and Landing System DQWLVSRRILQJDQWLMDPPLQJGDWDOLQN7KHSURJUDPLV (JPALS) on F-35B fighters and a growing DOUHDG\XSORDGHGRQWRDOOYHUVLRQVRIWKH)5D\WKHRQ LVDLPLQJWRDGGLWWROHJDF\DLUFUDIWDVZHOOWKRXJKWKH number of US Navy aircraft carriers and FRPSDQ\KDVQ¶W\HWVHFXUHGDQ\FRQWUDFWVWRGRVR amphibious assault ships, Raytheon is pitching a modified version of the system ,QLWLDOO\GHVLJQHGWRKHOSDSLORWODQGRQDQDLUFUDIW FDUULHULQSRRUYLVLELOLW\RUDIWHUORQJWLULQJIOLJKWV to the US Air Force for auto-landing WKHDXWRODQGLQJV\VWHPFDQSXWGRZQDQDLUFUDIWLQ F-35A aircraft at expeditionary airfields. DFPE\FPER[VD\V5D\WKHRQ

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C.J. Jaynes, executive technical accommodate more than one touchdown point. advisor for precision landing systems at Raytheon Intellig- ence, Information, and Services, said on Thursday. Using multiple touchdown points is meant to reduce the likelihood of damage to ship decks, The company is currently trying to sell the Air Force on the Jaynes told Air Force Magazine in a subsequent idea of using JPALS, which uses GPS to help aircraft safely interview, since JPALS’ consistency in leading land on aircraft carriers and amphibious assault ships re- aircraft to land within approximately 20 cm of gardless of weather conditions or sea states, to support its its intended target during a recent test led to expeditionary operations. More specifically, it hopes that US noticeable wear to the landing surface. Air Forces Europe will utilize it for dispersed operations and US Pacific Air Forces will use it as part of its adaptive basing The company received FY19 funds to begin the software re- strategy. “The system enhances operations in harsh environ- vamp, so its engineering team is currently “laying out priorit- ments, giving aircraft capability when it comes to precision ies” for the upgrade process, she continued. The company landings in challenging terrain conditions,” the company’s hopes to have the upgrades completed in time for the website notes. possible F-35A landing test at Edwards, she said. All three F-35 Lightning II fighter models—including the Independent research and development funds will pay for the F-35A—are JPALS-capable, and the company is currently in engineering of the software updates, and capital will cover talks with USAF about the possibility of conducting an F-35A the cost of putting the software onto the demonstration unit, landing test at Edwards AFB, Calif., this fall. she said. — Rachel S. Cohen, Brian Everstine & Amy McCullough 10 Jun 2019 http://www.airforcemag.com/Features/Pages/2019/June%202019/Raytheon- Pitching-its-Precision-Landing-System-for-USAF-Expeditionary-Aircraft.aspx LE BOURGET, France—As Raytheon begins work under the first production contract for its Joint Precis- ion Approach and Landing System, it is planning more displays to convince the Air Force the system would help USAF aircraft touch down in austere locations. The $235 million May contract award covers 23 systems for Navy carriers and amphibious ships. Currently, the system is developed for F-35Bs and Cs, but Matt Gilligan, Raytheon’s vice president for Intelligence, Information, and Services, said the company is pitching the system for aircraft such as C-130s that operate in locations without established runways. The GPS-based system uses multiple antennas and data links to guide an aircraft to a precision touch down point on an airstrip. The company claims it “really revolutionizes precision landing in real austere condit- ions,” Gilligan said in an interview at the Paris Air Show. Developed to help the fighters land in rough sea conditions, Raytheon has prototypes in transit cases that can be carried on C-130s or under helicopters and set up at an austere field within 90 minutes, Gilligan said. The sea-based version lets aircraft securely acquire a signal from 200 miles away, and when the aircraft gets within 60 miles those at the landing location will be notified the aircraft is on approach. Raytheon demonstrated the technology to the Air Force, along with the other services and four international services, earlier this year at NAS Patuxent River, Md. The company plans another demonstration late this year at Edwards AFB, Calif. So far, the company is developing the mobile prototype at its own cost. Precision recovery bases, which are part of a Pen- tactical allterrain vehicle, either tagon idea to make the position of which could be quickly air 30 April - 6 May 2019 GARRETT REIM of air forces unpredictable – a dropped. “…The [JPALS] landing system strategy to keep near-peer ad- “The goal is to have [a] multi- can be added to any aircraft versaries such as China or Rus- runway, multi-aircraft [capabil- with a GPS, an inertial naviga- sia on their heels should war ity], with the ultimate goal we tion system, a software repro- break out. In particular, the envision an end space where grammable radio and enough USAF is showing strong interest, you can handle up to 50 aircraft computing power, says Jaynes says Jaynes. with that landing system,” says [CJ Jaynes, Raytheon executive “The reason the air force is Jaynes. “And you could touch technical adviser for JPALS]. interested is they are devel- down [at] points within 20nm of oping a concept of operations that ground station.” EXPEDITIONARY USE called ‘agile basing’, where they For a second demonstration In January 2019, Raytheon intend to bring in their air wing, of the expeditionary version of demonstrated a portable ver- maybe stay in a location for 24 JPALS at NAS Patuxent River in sion of JPALS guiding in a USMC to 48h, and then move the en- Maryland on 8 and 9 May, Ray- VKRUWWDNHRϑDQGYHUWLFDOODQG- tire air wing to a new location,” theon has invited back all of ing F-35B to a touchdown at she says. the US military services, plus Yuma Proving Ground in Arizona. The USMC is also interested international development part- In attendance were person- because it could play a role in ners on the Joint Strike Fighter nel from the USN, USMC and WKH3DFL¿FWKHDWUHVD\V&OHYH- programme. “Any country that’s US Air Force (USAF), says the land. “This system is perfect for buying an F-35 – whether it’s company. that island hopping,” he says. an A, B or C model – is a po- Those services are interested The expeditionary version tential customer for this,” says in JPALS as a way to rapidly set could be packed in rugge- Jaynes.” XSDQGIDFLOLWDWHDLUWUDϒFFRQ- dised cases or integrated into 30 April - 6 May 2019 Flight trol operations at expeditionary a Humvee or Polaris RZR light International Magazine JPALS Set Up NAS Patuxent River Demonstration Sep 2019 https://www.youtube.com/watch?v=RKVl2PdvONk Technology will boost efficiency of embarked operations with AUTOMATED LANDING SYSTEMS US Navy‘s newest fighter AND THE US NAVY ARE OLD PALS Precision 30 April - 6 May 2019 JPALS, the Raytheon-developed Joint Precision Approach and Landing System Flight International being readied for installation on all the US Navy’s (USN’s) aircraft carriers and US Marine Corps amphibious assault ships, brings the latest GPS technology recovery to bear on the oldest problem in naval aviation: landing safely on the moving A new GPS-based landing system will guide F-35 pilots to runway that is the deck of a “flat top”. But the system, which should be de- pin-point carrier touch-downs – and a portable version may livered from 2020, is not the first of its also support rapid deployment of expeditionary air units type – the navy has been using a prede- cessor system to address this problem since the 1980s. GARRETT REIM LOS ANGELES be installed on the in-development Boeing This current PALS “electronic landing MQ-25A Stingray unmanned in-flight refuel- aid” is radar-based, and has been he US Navy (USN) is preparing to ling tanker, while other USN aircraft will con- installed on every USN carrier starting place an order for Raytheon’s Joint tinue to use the service’s existing tactical air with the USS John F Kennedy, where it Precision Approach and Landing navigation system. was certified for service in 1988 follow- System (JPALS), to be installed on “In layman’s terms, it provides a kind of a ing trials. Developed by Textron Tall of its aircraft carriers and amphibious tunnel [on the head-up display] for the Systems, PALS operates in one of three assault ships. airplane to fly through to get at the same land- modes: fully automatic; pilot manual The US Naval Air Systems Command ing point every time safely,” says Brooks control based on cockpit displays of (NAVAIR) on 25 March approved production Cleveland, Raytheon’s senior aviation adviser glide slope and centreline error; and of the system, the aircraft component of for precision landing systems. pilot control based on approach which is installed on all three variants of the Raytheon promises that the system is 99% controller talk-down. Lockheed Martin F-35 Lightning II, and reliable, guiding an aircraft to a 20x20cm Two systems – one aircraft-based should sign a contract with Raytheon at the (8x8in) spot on a carrier’s deck in almost all and one shipboard – operate indepen- beginning of May. This will launch serial weather and up to Sea State 5: an ocean sur- dently, and must provide identical data production of the technology, says Raytheon, face condition where rough waves are crest- to the incoming pilot. In a 2003 and lead to JPALS being installed on 11 nucle- ing as high as 2.5m (8ft). JPALS uses an en- University of Tennessee master’s thesis ar-powered aircraft carriers and eight amphi- crypted, anti-jam data link to connect to assessing techniques for certifying that bious assault ships, with the first units to be software and receiver hardware built into these independent elements are delivered in 2020. F-35s and MQ-25A tankers, as well as an indeed providing identical information, JPALS is a differential, GPS-based precision array of GPS sensors, mast-mounted antennas John Ellis describes the system as “a landing system that guides aircraft to land on and shipboard equipment. vital component of modern naval carrier or assault vessel decks. The navigation Pilots returning to a carrier for landing will aircraft recovery”. equipment is used by the F-35 and will also first engage with JPALS at about 200nm Ellis notes that in the John F Kennedy

US Navy trials “the benefits the system provided (370km) away, where they start receiving – a risk with a broadcast, which could give Grumman E-2 Hawkeye. The landing system to naval aviation were immediately rec- range and bearing information. Then, at away the position of the aircraft or ship – is also can be added to any aircraft with a GPS, an ognised”. 60nm, the jet automatically logs into the lower, says Cleveland. inertial navigation system, a software repro- PALS dates, ultimately, to the 1950s. JPALS queue, receiving more precise data In July 2018, the USS Wasp amphibious grammable radio and enough computing A Textron retirees newsletter article while beginning two-way data-link communi- assault ship used JPALS for the first time to power, says Jaynes. notes that work by Bell – later a Textron cation. At 10nm the pilot starts receiving pre- guide a US Marine Corps (USMC) F-35B onto division – led to the first automatic land- cision data for landing, following visual cues its deck. The USS Essex has also been using EXPEDITIONARY USE ing in 1954. The first automatic landing to land on an exact spot. the system. Both assault ships carry In January 2019, Raytheon demonstrated a on a carrier deck was in 1957, with a Using JPALS is more covert than relying on engineering, manufacturing and development portable version of JPALS guiding in a USMC navy pilot putting a Douglas F-3D down a legacy tactical air navigation system and (EMD) units that will be replaced with short take-off and vertical landing F-35B to a on the USS Antietam. radio transmissions between a pilot and air production versions. touchdown at Yuma Proving Ground in Production systems were certified for traffic control, says CJ Jaynes, Raytheon exec- Raytheon says Italy also plans to buy the Arizona. In attendance were personnel from use from 1963, but early examples utive technical adviser for JPALS. “You do not system for one of its aircraft carriers, and the the USN, USMC and US Air Force (USAF), apparently suffered from reliability have to have an air traffic control tower. You UK Royal Navy has expressed an interest in says the company. problems as they consisted of “more don’t have to have anyone talking to you,” she buying two systems for its pair of Queen Eliz- Those services are interested in JPALS as a than 30 units of electronic equipment, says. “A system can be on the ground and a abeth-class carriers. way to rapidly set up and facilitate air traffic consisting of hundreds of vacuum tube JPALS equipment has been trialled extensively on land using US Marine Corps’ B-model pilot can go all the way to his landing point Raytheon thinks the system has potential control operations at expeditionary bases, operational amplifiers”. without any communication whatsoever.” for other USN carrier-based aircraft too, in- which are part of a Pentagon idea to make the Subsequent digitalisation – and now Because the system relies on a direct en- cluding the Boeing F/A-18E/F Super Hornet, position of air forces unpredictable – a strate- the advent of GPS – have been welcome ■ US Marine Corps crypted data link, the likelihood of interception Bell Boeing V-22 Osprey and Northrop gy to keep near-peer adversaries such as ❯❯ improvements. ❯❯ China or Russia on their heels should war goal we envision an end space where you break out. In particular, the USAF is showing “The ultimate goal we envision can handle up to 50 aircraft with that strong interest, says Jaynes. is handling up to 50 aircraft landing system,” says Jaynes. “And you could “The reason the air force is interested is touch down [at] points within 20nm of that they are developing a concept of operations with that landing system” ground station.” called ‘agile basing’, where they intend to CJ Jaynes For a second demonstration of the expedi- bring in their air wing, maybe stay in a loca- Executive technical adviser for JPALS, Raytheon tionary version of JPALS at NAS Patuxent tion for 24 to 48h, and then move the entire River in Maryland on 8 and 9 May, Raytheon air wing to a new location,” she says. packed in ruggedised cases or integrated into has invited back all of the US military servic- The USMC is also interested because it a Humvee or Polaris RZR light tactical all- es, plus international development partners could play a role in the Pacific theatre, says terrain vehicle, either of which could be on the Joint Strike Fighter programme. “Any Cleveland. “This system is perfect for that is- quickly air dropped. country that’s buying an F-35 – whether it’s an land hopping,” he says. “The goal is to have [a] multi-runway, A, B or C model – is a potential customer for The expeditionary version could be multi-aircraft [capability], with the ultimate this,” says Jaynes. ■

STRATEGY GREG WALRON SINGAPORE 30 April-6 May 2019 I flightglobal.com Modifications to launch F-35B from Japan’s Izumo-class warships are no surprise Some military secrets are better The US Marine Corps already It was just a case of when and navy. Beijing already has a single kept than others. The emer- operates the F-35B from its am- precisely how.” operational aircraft carrier, the gence of Tokyo’s real plan for its phibious assault ships, and the Fully loaded, the Izumo class 60,000t Liaoning, which operates pair of Izumo-class helicopter UK will fly the type from the ships displace 27,000t, which the Chengdu J-15; a Chinese destroyers was always, to naval Royal Navy’s (RN’s) pair of new compares with 22,000t for the copy of the Sukhoi Su-33. observers, more a matter of flat tops, HMS Queen Elizabeth RN’s former Invincible class. The Beijing, leveraging its vast when than if. With their 248m and Prince of Wales. Tokyo plans ships will reportedly carry about civilian ship-building capability, (814ft) length, expansive flight to obtain around 40 F-35Bs, 10 F-35Bs in addition to helicop- is also deploying new destroyers, decks and large hangars, the JS topping off an eventual fleet of ters and, possibly, the Bell Boeing cruisers and submarines, in addi- Izumo and her sister JS Kaga are over 105 F-35As that will be V-22 Osprey, which Japan is also tion to its growing arsenal of the largest ships in the Japan operated by the Japan Air Self- obtaining. The deck has two large land-based missiles and aircraft. Maritime Self-Defence Force Defence Force. elevators leading to its spacious (JMSDF) – and aircraft carriers in “It has been one of the worst- hangar deck. POWERFUL CAPABILITY all but name. kept secrets that these ships have Tokyo’s pacifist constitution In addition to core F-35 attrib- The facade finally fell away in the potential to operate as light precludes the acquisition of utes such as stealth and sensors, late 2018, when Tokyo confirmed aircraft carriers with STOVL aircraft carriers, resulting in the Japan’s aircraft will have powerful that the two ships – whose official aircraft,” says Nick Childs, senior linguistic gymnastics required for anti-shipping capability in the complement was a mere nine hel- fellow naval forces and maritime the “helicopter destroyer” form of the Kongsberg Joint icopters – would be modified to security at the International designation. Strike Missile – though the weap- operate the Lockheed Martin Institute for Strategic Studies. Malcolm Davis, senior analyst, on is too large for the STOVL F-35B, the short take-off and ver- “Given developments in naval defence strategy and capability F-35B to carry internally. tical landing (STOVL) variant of capabilities around the region, at the Australian Strategic Policy Despite the promise of fixed- the F-35 family. this move was perhaps inevitable. Institute, sees a strong rationale wing carrier operations, taking for an integrated JMSDF fixed- complicated fifth-generation wing capability. He points to fighters to sea is no easy matter. Japan’s complicated geography “There may be issues of hav- and “multi-axis” challenges from ing to provide extra workshop China, North Korea and Russia. facilities, redesigning weapons For Japan’s maritime and air magazines, and in particular pro- forces, he says: “Power projec- viding all the support for the tion within this maritime and ar- F-35B’s surveillance and recon- chipelagic space is essential. naissance capabilities,” says They can certainly rely on land- Childs. “The Japanese may also based airpower, but organic na- have to decide whether or not val air combat capability has a they want to equip the Izumo timeliness and operational flex- class with a ski-jump ramp like ibility in and around the the British, but unlike the Blue skies Senkakus in the East China Sea, Americans.” or maybe even the Ryukyus, that The JMSDF’s addition of land-based air would lack.” fixed-wing aircraft brings history The crystallisation of Tokyo’s full circle. Japan was a pioneer in for Lightning carrier plans comes amid increas- naval airpower, using carriers to ing concern about the growing devastating effect in the Second As F-35 gives US naval aviation a lift,

Franck Robichon/EPA/REX/Shutterstock military might of China, which is World War, including at Pearl After updates, 27,000t vessel will carry more than helicopters developing a powerful blue water Harbor on 7 December 1941. ■ why Lockheed’s fighter is on the rise Small Footprint Precision Approach and Landing Capability Design 17 Oct 2019 USAF https://www.fbo.gov/index?tab=documents&tabmode=form&subtab=core&tabid=6e6e9cb9f5cba285d8e69687906b1b59 - “...II. Problem Statement The USAF requires the ability to rapidly deploy forces in all weather conditions to en- sure freedom of movement, commitment to our partners and demonstration of our re- solve. Air Traffic Control and Landing System (ATCALS) provides vital mission sup- port to enable USAF forces to deliver responsive and effective global vigilance, glob- al reach and global power. ATCALS must respond to the joint operational need to de- ploy, employ, sustain, and redeploy aviation assets in multiple geographically separ- ated & environmentally diverse regions at will. There is an unmet need for a SF-PALC for Agile Combat Employment (ACE) without impacting or requiring changes to air- craft avionics while minimizing the airlift capacity required to transport it. The SF-PALC design must be capable of reliably withstanding world-wide deploy- able environmental conditions and the unique rigors of repeated world-wide deploy- ment cycles. The major constraints on the design of this system are: 1) there shall be no impact on aircraft instrumentation to include hardware or software and associated design changes and 2) ideally, the system should be capable of being transported in no more than one 463L pallet position on one C-130H. The SF-PALC project is divided into two separate phases: (1) conduct an initial evaluation of design tradeoffs and validate requirements for this system, and (2) the development of a prototype(s) for operational assessment prior to full-rate production....” https://www.fbo.gov/index?s=opportunity&mode=form&tab=core&id=1c3ac34c17d9643381720b3fd59642ac USAF looks for expeditionary precision landing system for Pacific “The ACE concept is basically having a jet land [at a remote 18 OCTOBER, 2019 | SOURCE: FLIGHTGLOBAL.COM | BY: GARRETT REIM | LOS ANGELES location], then a team of maintainers re-arms and refuels the jet, https://www.flightglobal.com/news/articles/usaf-looks and sends it back into the fight as quickly as possible,” says -for-expeditionary-precision-landing-syste-461599/ Master Sargent Edmund Nicholson of 67th aircraft maintenance The US Air Force (USAF) is looking for a precision unit, which is based at Kadena air base in Japan. He explained approach landing system to enable its aircraft to land at the concept via an USAF media release about an agile combat expeditionary air strips on islands in the Pacific Ocean. exercise at Fort Greely, Alaska in August 2019. The service is asking military contractors to submit white papers that outline component-level designs and trade-off analyses to In order for a jet to land at a remote island air strip – a runway determine the right mix of requirements necessary for a Small without the usual navigation and air traffic control infrastructure – Footprint Precision Approach and Landing Capability (SF-PALC) the USAF needs portable equipment. The service wants its SF- system, it says in an online notice on 17 October. PALC system to be small enough to fit onto one 463L pallet, which would be airlifted inside one Lockheed Martin C-130H The USAF would use information from the white papers to set cargo transport. The system must also be able to be setup and requirements for a separate contract to fund development of operated in a GPS-denied environment, says the USAF. prototypes from one or more manufacturers. A production contract could follow the prototyping phase, says the service. The SF-PALC system requirement comes after the US Navy The expeditionary precision approach landing system is needed awarded Raytheon a $235 million contract for 23 Joint Precision to help the USAF carry out its Agile Combat Employment (ACE) Approach and Landing Systems (JPALS) in May 2019. JPALS is strategy in the Pacific Ocean. The strategy is a response to a differential, GPS-based precision landing system that guides China’s precision, long-range missiles, which could hit US aircraft to a landing spot, typically on an aircraft carrier deck, aircraft parked on the tarmac. To avoid losses on the ground, though a land-based expeditionary unit is in development as the USAF plans to fly from a greater number of air bases, of well. sizes small and large, so as to increase the number of targets The navigation equipment is integrated into the Lockheed Martin an adversary would need to attack. F-35 Lightning II and will be installed on the in-development However, the agile-basing plan requires the service to Boeing MQ-25A Stingray unmanned in-flight refuelling vehicle. constantly keep its aircraft on the move, so that the Chinese Raytheon has said it plans to demonstrate expeditionary military doesn’t have time to spot and attack US jets. versions of JPALS to the USAF. https://www. JOINT PRECISION APPROACH AND LANDING SYSTEM 3UHFLVLRQZLWKRXWSUHFHGHQW raytheon 7HFKFDQKHOS86$)SLORWVLQPRXQWDLQGHVHUWH[SHGLWLRQDU\RSV .com/news/ https://www.raytheon.com/sites/default/files/2018 -10/4469309_JPALSinfographic_v4_Final.pdf feature/rtn_jpals JPALS 7KHVDPHWHFKQRORJ\WKDWJXLGHVDYLDWRUVRQWRWKHGHFNVRIDLUFUDIWFDUULHUVLQURLOLQJ VHDVFDQKHOS86$LU)RUFHSLORWVRQDXVWHUHUXQZD\VLQUHPRWHUHJLRQVRIWKHZRUOG Joint Precision Approach and Landing System (JPALS) is the only military ground-based ,W VFDOOHGWKH([SHGLWLRQDU\-RLQW3UHFLVLRQ$SSURDFKDQG/DQGLQJ6\VWHPRU([SHGLWLRQDU\-3$/6IRUVKRUW augmentation system in the world. Its mission is to provide rapid, precision guidance to ³,IDGLVDVWHUZHUHWRVWULNHLQDQLVRODWHGDUHDZLWKOLWWOHLQIUDVWUXFWXUHDQGMXVWDGLUWUXQZD\WKH$LU)RUFH aircraft landing in any weather or challenging terrain, day or night. The system is cyber- XVLQJ([SHGLWLRQDU\-3$/6FRXOGUDSLGO\EHRQWKHJURXQGSURYLGLQJKXPDQLWDULDQUHOLHIZLWKLQDQKRXURI secured with anti-jam protection. DUULYDO´VDLGUHWLUHG$LU)RUFH&RO-::DWNLQVDIRUPHUILJKWHUSLORWQRZZLWK5D\WKHRQFRUSRUDWHEXVLQHVV GHYHORSPHQW³7KLVFDSDELOLW\FDQKHOSSURYLGHHPHUJHQF\UHOLHILQWKHDIWHUPDWKRIDGLVDVWURXVHYHQWJHWWLQJ PERFORMANCE IN ANY CONDITION CAN SERVE SHRSOHIRRGZDWHUVKHOWHUDQGPHGLFLQHWRWKRVHZKRQHHGLW´ Challenging U.S. Air -3$/6LVDGLIIHUHQWLDO*36EDVHGSUHFLVLRQODQGLQJV\VWHPWKDWFXUUHQWO\JXLGHVDLUFUDIWRQWRFDUULHUVDQG Rain U.S. Navy DPSKLELRXVDVVDXOWVKLSVLQDOONLQGVRIZHDWKHUDQGVXUIDFHFRQGLWLRQVXSWRWKHURXJKZDWHUVRI6HD6WDWH Terrain Force ,WXVHVDQHQFU\SWHGMDPSURRIGDWDOLQNFRQQHFWLQJWRVRIWZDUHRQWKHDLUFUDIW VPLVVLRQFRPSXWHUDQGDQ DUUD\RI*36VHQVRUVPDVWPRXQWHGDQWHQQDVDQGUDFNPRXQWHGVKLSERDUGDYLRQLFV U.S. Marine Snow Sandstorms U.S. Army 5D\WKHRQLVGHYHORSLQJDQH[SHGLWLRQDU\YHUVLRQRIWKHV\VWHPWKDWFRXOGEHSDFNDJHGLQUXJJHGL]HGFDVHV Corps DQGDLUGURSSHGRUPRXQWHGRQDVPDOOYHKLFOHDQGGULYHQLQWRDXVWHUHUHPRWHORFDWLRQV Low Foreign Military ³7KHQHHGIRUSUHFLVLRQODQGLQJVLQKDUVKHQYLURQPHQWVLVQ¶WOLPLWHGWRRQHPLOLWDU\VHUYLFHDQGRQHDLUSODQH´ Fog VDLG0DWW*LOOLJDQYLFHSUHVLGHQWRI5D\WKHRQ1DYLJDWLRQ:HDWKHUDQG6HUYLFHV³-3$/6FDQKHOSDQ\IL[HGRU Visibility Services URWDU\ZLQJDLUFUDIWODQGLQKDUVKORZYLVLELOLW\HQYLURQPHQWV´ 7KH$LU)RUFHDQGRWKHUVHUYLFHVFRXOGGHSOR\([SHGLWLRQDU\-3$/6WRDUHPRWHORFDWLRQWRVXSSRUWFRQWLQ JPALS IN ACTION JHQF\RSHUDWLRQVVXFKDVFRXQWHULQJDQHZWKUHDWRUKHOSLQJDQDLUFUDIWSURYLGHKXPDQLWDULDQUHOLHI7KLV  2FW  YHUVLRQRIWKHV\VWHPFRXOGVLPXOWDQHRXVO\FRQWUROXSWRDLUSODQHVRXWWRDUDGLXVRIQDXWLFDOPLOHV JPALS provides landing accuracy to ,QWKHSDVWWKH$LU)RUFHKDVVWDJHGDLUFUDIWRQODUJHPDLQRSHUDWLQJEDVHVLQZHOONQRZQORFDWLRQVDFURVVWKH less than 20 cm every time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³1RWDOODSSURDFKHVDUHVLPSOHVWUDLJKWLQDSSURDFKHVZKHUH\RXGULYHDVLQJOHKHDGLQJLQWRDQDLUILHOGDQG Pilot starts receiving ODQG:DWNLQVVDLG³6RPHWLPHVEDVHGRQWKHWHUUDLQOLNHPRXQWDLQV\RX UHJRLQJWRQHHGWRIO\DFXUYHG Pilot will start receiving precision data for landing. DSSURDFKRUDPXOWLVHJPHQWHGDSSURDFK-3$/6DOORZV\RXWRGRWKDW range and bearing from the landing zone, discretely -3$/6ZLOODOORZFRPPDQGHUVWRTXLHWO\VHQGLQDFRQWLQJHQF\UHVSRQVHJURXSWRKHOSVHWXSDEDUHERQHV telling the pilot what 60 NAUTICAL MILES EDVHZLWKDGYDQFHWURRSVDLUWUDIILFFRQWUROOHUVDQGFULWLFDOSHUVRQDODQGHTXLSPHQWDFFRUGLQJWR:DWNLQV direction to fly and how far (APPROXIMATELY) $QGXQOLNHWUDGLWLRQDOUDGDUEDVHGODQGLQJV\VWHPV-3$/6GRHVQ WHPLWDUDGDUVLJQDODOORZLQJIRUPXFK the runway is. Jet will automatically log LPSURYHG ORFDWLRQ VHFXULW\ -3$/6FDQ HYHQ KHOS $LU )RUFH SLORWV ODQG LQ ]HUR]HUR FRQGLWLRQV ² ]HUR into the JPALS queue, YLVLELOLW\]HURFHLOLQJ receiving more precise ³-3$/6KDVWKHSRWHQWLDORIHQVXULQJDSLORW¶VVDIHW\LQSODFHVZKHUHUDGDUVILQGLWGLIILFXOWWRRSHUDWH´VDLG data while beginning This document does not contain technology or technical data controlled under either the U.S. 0LFKHOOH3DWULFN5D\WKHRQGLUHFWRURIQDYLJDWLRQDQGODQGLQJV\VWHPV³OLNHKLJKO\PRXQWDLQRXVWHUUDLQRU International Traffic in Arms Regulations or the U.S. Export Administration Regulations.
two-way data-link Photo courtesy of U.S. Navy JPALS Deployment GHVHUWVDQGVWRUPV Copyright © 2018 Raytheon Company. All rights reserved. Advanced Media 4469309 (10/18) communication. (Conceptual) 5D\WKHRQ V -3$/6 %ULQJV 3UHFLVLRQ /DQGLQJ "The JPALS unit can talk to whatever aircraft can receive its waveform," says Raytheon consultant and F-18 pilot Brooks Cleveland. "They need GPS, which almost every $QJXV %DWH\ _ ShowNews Nov 11, 2017 airplane these days has; they need an inertial navigation system, which, again, most have; they need some spare processing power, typically found in the mission comput http://aviationweek.com/dubai-air-show-2017/ er;and then the key piece is a radio that can recognise the JPALS waveform. That's not raytheons-jpals-brings-precision-landing anew radio: it'll mean a software upgrade, or perhaps a chip in an existing radio." What appears to be this counter-intuitive proposition is being made byRaytheon, The need for a new waveform has been driven by security requirements. The links whose JPALS (JointPrecisionApproach and Landing System)is in development for the between the JPALS unit and the aircraft are encrypted, and designed to have a low U.S. Navy,who will use it to help F-35 pilots landon carrier decks. The system, which probability of being observed or intercepted by a third party. Unlike the hemispherical usesGPS data to provide pilots with alanding spot measured in centimetres,will also radio frequency "bubble" produced by a radar-based system, Cleveland says JPALS' RF be part of the landingtechnology utilized by the MQ-25unmanned tanker program, footprint is "virtually non-existent." To further minimize any chance of detection in a regardless ofZKLFKDLUFUDIWLVVHOHFWHG deployed ground operation, the unit can be placed up to 20 miles away from the desired landing site.

Raytheon's contract with the U.S. Navy was let in 2008: the carrier-borne iteration of JPALS is capable of guiding up to 50 inbound aircraft simultaneously, from ranges of JPALS is currently in test, and is scheduled to achieve initial operating capability in upto 200 miles. Ray points out its utility in sandstorm or brownout conditions, which 2019. Clues to the system's utility on land go back to the roots of the program in the thecompany believes will be of interest to potential customers in the Middle East. 1990s, when the U.S. Department of Defense published a precision-landing "This is tailor-made for special-forces-type missions," Cleveland says. "The landing site requirement. In 1996, following the deaths of all 34 people on board a USAF Boeing doesn't even need to be a flat surface if you had it on a helicopter. It can provide an T-43A which crashed on a non-precision approach to Dubrovnik, efforts intensified to approach to spots typically unreachable by aircraft: it can build a curved approach ILHOGDV\VWHPWKDWRIIHUHGWKDWFDSDELOLW\LQDGHSOR\DEOHIRUP based on very precise GPS which allows us to go lower, and in tighter spaces than previously seen."

7KHZD\ZHDWWDFNHGWKLVZDVWRWU\WRVROYH\RXUKDUGHVWSUREOHPILUVWVD\V'DYLG The system's reliance on GPS may leave it susceptible to jamming - not of the links 5D\YLFHSUHVLGHQWRIEXVLQHVVGHYHORSPHQWZLWKWKHFRPSDQ\ VLQIRUPDWLRQ between the unit and the aircraft, but of the signals from the GPS satellite LQWHOOLJHQFHDQGVHUYLFHVGLYLVLRQ,I\RXWKLQNDERXWDQDLUFUDIWFDUULHUWKDW VPRYLQJ constellation.The U.S. DoD has recognized GPS resilience as a potential area of H[SHULHQFLQJFORXGIRJDQGRWKHUZHDWKHUFRQGLWLRQVZLWKDUXQZD\WKDW VRQO\VRORQJ vulnerability, and aspart of its mitigations it has contracted with Raytheon for the  WREHDEOHWRODQGZLWKSLQSRLQWDFFXUDF\LVGLIILFXOW%XWRQFH\RX YHJRWWKDW delivery of a next-generation GPS ground station. IUDPHZRUN\RX UHDEOHWROHYHUDJHWKHFDSDELOLW\DFURVVWKHERDUG "Our customers will tell you that that's one of the hardest problems we've had to tackle across the DoD," says Ray. "I think the architecture that we're delivering as part of the 6RIDUWKHV\VWHPKDVEHHQIORZQRQ)DQG)DLUFUDIWEXWLWFDQEHUHWURILWWHGWR upgraded GPS will be able to meet those needs and provide more resilience against DQ\SODWIRUP7KHKDUGZDUHLVPDLQO\FRQWDLQHGLQWKHVKLSRUJURXQGEDVHGSDFNDJH those low-end jam threats. And because JPALS is going to be accessing the GPS ZKLFK5D\GHVFULEHVDV+XPYHHVL]HGVRPHPRGLILFDWLRQPD\EHUHTXLUHGWRWKH system,as GPS moves to the next-generation system it will make JPALS much more DLUFUDIWEXWXVXDOO\RQO\WRVRIWZDUHRIHTXLSPHQWDOUHDG\FDUULHGRQERDUG resilient." JOINT
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$7&&RYHUDJH 6KLSWRDLUGDWDOLQN 7ZRZD\GDWDFRPP QP SURYLGHVUHODWLYHQDY by John B. Patterson WRVKLSZLWKLQQP 7$&$1 WRQP http://www.dsp.dla.mil/Portals/26/Documents/Publications/Journal/020701-DSPJ.pdf $'6SRVLWLRQUHSRUWV PUHODWLYHDFFXUDF\ ±PUHODWLYHDFFXUDF\ JPALS combines three technologies—global positioning bases and special missions operating out of austere air- system (GPS), inertial navigation system (INS), and net- fields worldwide. Pilots will use the same procedures for $SSURDFK work—to provide pilots with highly accurate position every instrument approach, greatly reducing training costs &RYHUDJH QP &ROOLVLRQ$YRLGDQFH data.With JPALS, pilots can use their instruments to safely and currency requirements. /DQGLQJV\VWHP 6WDWHUHSRUWVSURYLGH approach and land in high-risk environments, such as DFFXUDF\ P 0$56+$/ &ROOLVLRQ$YRLGDQFHDQG &RFNSLW'LVSOD\RI7UDIILF JPALS does not add any equipment to the aircraft. It will LQGHJUHHQP those with electronic jamming. ,QIRUPDWLRQ &'7, modify and improve a communications or data link radio The system will be installed on nearly every aircraft in to serve as a modem for its network requirements. It will 6WDQGDUG1$7236 the U.S. military inventory, every air-capable Navy and use the improved GPS receivers being modified by the *XLGDQFH DUULYDOVRUGLUHFW Coast Guard ship, and every U.S. military air station with GPS modernization program. It will modify the aircraft RIIWKHFDW 'URXWLQJ EHVW QP a precision instrument approach. It also will support joint operational flight program to process the information and DQGGHSDUWXUH WLPHIXHOPJPW $VKRUH military service, civil, and multinational interoperability. provide the displays for the pilot and the commands for &$6(,,,,,&$6(, ,&$21$72FRPSDWLEOH the autopilot. EROWHUDQGZDYHRII DSSURDFKFDSDELOLW\ JPALS is being developed jointly, with SDWWHUQVVXSSRUWHG ZLWKLQQPRIDLUILHOG the U.S. Air Force as the Executive On large aircraft carriers, JPALS will replace the JPALS Shipboard Concept of Operations Service. The Air Force is developing legacy Automatic Carrier Landing System and testing the shore-based applica- (ACLS) equipment with a few small antennas How Will JPALS Be Used? extremely accurate determination of relative position.
On
tions, consisting of fixed-base, tactical, high on the ships’ masts and two standard Ashore, JPALS will use standard differential GPS tech- amphibious assault ships,
JPALS can support multiple
and special mission systems. The Air equipment racks near the radio com- niques. The ground station will broadcast approach-path approaches simultaneously to different landing areas on
Force awarded a contract to Raytheon partment in the island. This will save information and GPS error data on a link that is compat- the ship (see above). to develop airborne and ground-based the ships more than 600 cubic feet and ible with the Federal Aviation Administration (FAA) When the aircraft is within about 200 nautical miles of
demonstration systems.The Navy is devel- 9,000 pounds above deck and will save Local Area Augmentation System (LAAS). The aircraft any ship with JPALS,
it will be able to pick up enough
oping, testing, and integrating the shipboard ver- the Navy millions of dollars in operations will be able to receive that information when it is about information from the network to determine the range
sion. The Navy portion was performed in-house by a and support costs. On amphibious assault ships, JPALS 10 to 30 miles from the runway.The aircraft will use the and bearing to the ship,
eliminating the need for ship- team consisting of government and contractor personnel information from the data link and its own GPS receivers will replace the AN/SPN-35, saving 2,400 cubic feet and borne TACAN stations. who developed the test beds and software used to 6,000 pounds above deck. to determine its approach path and landing point within a demonstrate automatic landings on aircraft carriers. The few meters. As the aircraft approaches within about 50 nautical miles
services have coordinated their efforts to develop the pro- JPALS will replace the AN/URN-25 TACAN on all of the ship,
the carrier air traffic control center or heli- gram documentation, including cost data; the acquisition, ships and the AN/FPN-63 Precision Approach Radar on Using JPALS at sea is somewhat more involved. It copter direction center will be able to pick up the air- engineering, and test plans; the work breakdown struc- all Navy shore stations, saving many more millions of dol- requires a covert two-way data link to provide network craft’s position from the network along with other
ture; and the operational requirements document. lars in support costs. JPALS also can replace the Instru- connectivity and a technique known as Shipboard Rela- pertinent data such as fuel state,
hung ordnance,
and
ment Landing System (ILS) at Air Force bases and the tive GPS (SRGPS). Under this technique, the aircraft maintenance status.This information can be used to vec- What Is JPALS? precision approach radar in deployable mission pack-up compares its position, determined by its onboard GPS and tor the aircraft to an appropriate position in the recovery
JPALS will use GPS receivers with advanced antijam kits, greatly enhancing the nation’s ability to deploy an INS, with the location of the glide slope as transmitted pattern at an assigned time,
avoiding the need for the air- techniques and inertial navigation systems, plus a covert instrument approach capability on short notice. As an over the network by the ship. The major GPS error craft to wait in the marshal stack and reducing the fuel
wireless network at sea, to provide a rapidly deployable, added benefit, it will provide a new capability for preci- sources are common to the ship and aircraft, and only the required for holding. maintainable, and interoperable precision approach and sion instrument approaches on air-capable ships, such as relative position of the two platforms is important.As the landing capability on land and at sea. Deployable systems cruisers, destroyers, amphibious transport docks, and com- aircraft approaches the ship, the GPS errors from the ship As the aircraft approaches within about 20 nautical miles
will be ready to support tactical operations from allied air mand ships. and aircraft systems cancel each other out, allowing of the carrier (or other air-capable ship),
it will begin receiving the detailed guidance information it needs for ■ Provide two-way data link operation with air traffic its approach and landing. In case it is waved off or fails to control (ATC) under “zip-lip” and EMCON condi- Conclusion engage the arresting cable, the aircraft will receive guid- tions JPALS provides a covert, jam-resistant network-centric ance throughout the pattern as it flies downwind to its way to support instrument landings ashore and at sea. It ■ Provide embedded surveillance data to the carrier for next assigned recovery position. This is essential for brings tremendous new capabilities and high-quality ATC and enhanced landing signal officer monitoring, unmanned aircraft and very helpful to manned aircraft, safety features to the entire U.S. military aviation commu- including use for collision avoidance and cockpit dis- especially in hazy conditions. nity and the fleet. Enabling military pilots to fly into any play of traffic information. military or civilian airfield with an instrument approach Not only will JPALS enable an aircraft to accurately Will JPALS Work? using uniform procedures will make flying in bad weather determine its position relative to the ship, but it will JPALS is no longer just a concept.The Air Force and the much safer and will reduce training costs. enable the aircraft to identify and locate other aircraft that Navy have successfully demonstrated the system in tests of are within about 20 nautical miles.This will allow better operationally representative, high-risk instrument No longer will pilots have one set of procedures for situation awareness in heavy ACLS traffic, enhance the approaches—both at-sea autolandings and approaches in a approaches using precision approach radar, another for ability to rendezvous without making radio transmissions, jamming environment. The Air Force also demonstrated ILS approaches, another for ACLS approaches, and still and enable unmanned combat air vehicles to operate its interoperability. USAF 46th Test Group C-12J at Holloman AFB During
another for TACAN approaches. Now pilots will have a safely near manned aircraft. Testing of the Raytheon JPALS Demonstration Systems in
single procedure for all. Navy pilots will be able to prac- August 2001 In April 2001, the Navy team tested the SRGPS aboard tice carrier instrument procedures ashore and to file and On aircraft, such as the F/A-18 or Joint Strike Fighter, the USS Theodore Roosevelt (CVN-71), demonstrating 10 fly into Air Force bases. U.S. pilots will be able to conduct In addition,
during the flight testing at Holloman,
the
JPALS will do the following: fully auto-coupled landings with a Navy F/A-18 aircraft. the same instrument approaches in America, Europe, and Air Force demonstrated civil interoperability using LAAS
During the tests, the landing dispersion (1 sigma) was 15 Asia. ■ Provide an SRGPS capability for instrument avionics installed in a Federal Express Boeing 727.
This
feet, and the vertical system error averaged only 11 cm. approaches and landings on aircraft carriers aircraft performed 10 auto-coupled landings at Holloman
Both of these values meet the JPALS operational require- Our Marines and Special Operations Forces will have a ■ using the FAA’s airborne LAAS receiver and Raytheon’s
Expand GPS capability to make it compatible with ments for automatic landings at sea. rapidly deployable capability that can be set up on short FAA’s LAAS and Wide Area Augmentation System JPALS ground-based demonstration system. notice in tactical and special mission scenarios.The Navy (WAAS) will be able to operate in low-visibility meteorological ■ Modify antijam compatibility to provide high integrity conditions without giving up the ship’s position and will, and availability in the presence of jamming for all for the first time, have a precision approach capability on phases of flight, including precision approach its small air-capable ships. ■ Add standalone GPS capability to the lowest mini- JPALS provides the only fully interoperable solution mums possible under lateral precision approach with among the military services, the FAA, and international vertical guidance terminal instrument approach proce- aviation. It provides a cost-effective and capable replace- dures, which are being developed by the FAA ment for a number of systems nearing the end of their ■ Provide for a consistent set of instrument procedures service lives and will enable the U.S. military to avoid bil- lions of dollars in operations and support costs for the that can be practiced ashore before deployment, as Strike Aircraft Test Squadron F/A-18A During Initial opposed to the current situation where training at Testing of SRGPS on USS Theodore Roosevelt (CVN-71) legacy systems it will replace. AN/SPN-42T sites is extremely limited by the lack of on 23 April 2001 About the Author availability at the three operational sites In August 2001, the Air Force successfully demonstrated John B. Patterson works at the Naval Air Sys- more than 120 precision approaches in a jamming envi- ■ Provide for decommissioning of current ACLS avionics, tems Command, Patuxent River, MD. He is a ronment at Holloman Air Force Base, NM. The JPALS including the data link radio and aircraft radar beacon retired Navy test pilot and program manager antijam system performed so effectively that the aircrew with 28 years of military service. Mr. Patterson has been sup- ■ Provide positive guidance for operations around the could not determine from the performance of the guid- Federal Express Boeing 727 with FAA LAAS During
porting the JPALS Team as a contractor for the last 5 years, and ship in visual flight rules and emissions control ance system whether jamming was on or off during the Interoperability Testing at Holloman AFB in August 2001 in February 2002, he became the JPALS Team Leader.ƒ (EMCON) environments approach. FY18 NAVY PROGRAMS -RLQW3UHFLVLRQ$SSURDFKDQG/DQGLQJ6\VWHP -3$/6 Executive Summary ‡ $VRIWKHHQGRI)<'27 (¶VDQDO\VLV RIWKHGDWDDQGUHVXOWVIRUWKH-RLQW 3UHFLVLRQ$SSURDFKDQG/DQGLQJ6\VWHP -3$/6 %ORFNLVRQJRLQJKRZHYHU SUHOLPLQDU\REVHUYDWLRQVIURPWKH1DY\¶V ,27 (SHULRGLQGLFDWH-3$/6%ORFN ZLOOPHHWWKH3URJUDP2൶FH¶VREMHFWLYHV WRVXSSRUWDQ(DUO\2SHUDWLRQDO&DSDELOLW\ GHFLVLRQ ‡ 7KH1DY\¶V2SHUDWLRQDO7HVWDQG(YDOXDWLRQ )RUFH 237(9)25 FRQGXFWHGWKH-3$/6 %ORFN,27 (7KLVFRQVLVWHGRIDQDWVHD SHULRGZLWKDQ)%DQDWVHDSHULRGZLWK DQ)&DQGRQHSLHUVLGHWHVWSHULRG ‡ 7KH1DY\ZLOOFRQGXFWDQRSHUDWLRQDO DVVHVVPHQWRIWKH-3$/6%ORFN)XOO 2SHUDWLRQDO&DSDELOLW\LQ4)<

System ‡ -3$/6LVFRPSRVHGRIPRGXODU RSHQV\VWHPKDUGZDUHDQGVRIWZDUH FRPSRQHQWVLQWHJUDWHGZLWKVKLSERDUG$LU7UD൶F&RQWURO DQGODQGLQJV\VWHPDUFKLWHFWXUHVIRU-3$/6GDWDGLVSOD\DQG Mission IXQFWLRQDORSHUDWLRQ ‡ 7KH1DY\ZLOOXVH-3$/6WRDGGUHVVSUHFLVLRQDSSURDFKDQG ‡ -3$/6PDMRUVXEV\VWHPVLQFOXGHWKHIROORZLQJ*36 ODQGLQJDVDQHQDEOLQJFDSDELOLW\IRU)%&DQG04$WR VHQVRUQDYLJDWLRQSURFHVVLQJGDWDOLQNVKLSPRWLRQVHQVRU FRQGXFWWKHLUPLVVLRQVZLWKPLQLPDOLPSDFWIURPFRQGLWLRQVDW PDLQWHQDQFHDQGVKLSLQWHUIDFHVXEV\VWHPV SRLQWRIGHSDUWXUHRUODQGLQJ ‡ -3$/6%ORFNLVDQLQWHULPVROXWLRQ(DUO\2SHUDWLRQDO ‡ 7KH1DY\ZLOOXVH-3$/6WRSURYLGHMRLQWRSHUDWLRQDO &DSDELOLW\RI-3$/6VSHFL¿FDOO\WRVXSSRUWWKH)% FDSDELOLW\IRU)%&DQG04$WRSHUIRUPPLVVLRQVIRU %ORFNXVHVDQXOWUDKLJKIUHTXHQF\GDWDEURDGFDVWWRWUDQVPLW VWDQGDORQHRUFORVHSUR[LPLW\DLURSHUDWLRQVIURP&91DQG DVXEVHWRIWKH-3$/6SUHFLVLRQDSSURDFKGDWDDQGRQGHFN /+W\SHVKLSVWKURXJKRXWWKHZRUOG ,QHUWLDO1DYLJDWLRQ6\VWHPDOLJQPHQWIURPVKLSWRDLUFUDIW ‡ -3$/6%ORFNZLOOIXUWKHUVXSSRUWWKH)%&DQG04$ Major Contractor ZLWKDWZRZD\GDWDOLQNFDSDELOLW\E\SURYLGLQJWKHDFFXUDF\ 5D\WKHRQ1HWZRUN&HQWULF6\VWHPV±)XOOHUWRQ&DOLIRUQLD LQWHJULW\DQGFRQWLQXLW\UHTXLUHGIRUIXWXUH)&DQG 04$DXWRODQGFDSDELOLW\RQ&91W\SHVKLSVDQG)% FRXSOHGÀLJKWFDSDELOLW\RQ/+W\SHVKLSV  -3$/6ZLWK)&DLUFUDIWWHVWHGDWVHDRQERDUG 866Lincoln &91 LQ$XJXVW Activity ‡ 7KH1DY\ZLOOFRQGXFWDQRSHUDWLRQDODVVHVVPHQWRIWKH ‡ -3$/6%ORFN,27 (FRQVLVWHGRIRQHSLHUVLGHWHVWSHULRG -3$/6%ORFN)XOO2SHUDWLRQDO&DSDELOLW\LQ4)< DQGWZRDWVHDWHVWSHULRGV ‡ 237(9)25FRQGXFWHGDOOWHVWLQJLQDFFRUGDQFHZLWKD ‡ 237(9)25FRQGXFWHGSLHUVLGHWHVWLQJRQ866Essex '27 (DSSURYHG7HVWDQG(YDOXDWLRQ0DVWHU3ODQDQGWHVW /+' IURP6HSWHPEHU±DW1DYDO%DVH6DQ SODQ 'LHJR&DOLIRUQLDDQGIRFXVHGRQF\EHUVHFXULW\DQGV\VWHP PDLQWDLQDELOLW\ Assessment  7KH237(9)25&\EHU7HVW7HDP &77 FRQGXFWHGD ‡ $VRIWKHHQGRI)<'27 (¶VDQDO\VLVRIWKHGDWDDQG &RRSHUDWLYH9XOQHUDELOLW\DQG3HQHWUDWLRQ$VVHVVPHQW UHVXOWVIURPWKH,27 (&93$DQGV\VWHPPDLQWDLQDELOLW\ &93$ IROORZHGE\DQ$GYHUVDULDO$VVHVVPHQW $$  WHVWVIRU-3$/6%ORFNDUHRQJRLQJ  237(9)25ZLWK1DY\DQG5D\WKHRQFRQWUDFWRUV ‡ 3UHOLPLQDU\REVHUYDWLRQVIURPWKH,27 (SHULRGLQGLFDWH SHUIRUPHGRSHUDWLRQDOPDLQWHQDQFHWDVNVWRDVVHVVV\VWHP -3$/6%ORFNZLOOPHHWWKH3URJUDP2൶FH¶VREMHFWLYHVWR PDLQWDLQDELOLW\ VXSSRUWDQ(DUO\2SHUDWLRQDO&DSDELOLW\GHFLVLRQ ‡ 237(9)25FRQGXFWHGWKHIROORZLQJDWVHDWHVWSHULRGVRI -3$/6RSHUDWLRQDOXVDJHRQ&91DQG/+'VKLSVWRVXSSRUW Recommendation WKH1DY\¶V(DUO\2SHUDWLRQDO&DSDELOLW\GHFLVLRQ  7KH-3$/63URJUDP2൶FHVKRXOGFRQWLQXHWRFRRUGLQDWH  -3$/6ZLWK)%DLUFUDIWWHVWHGDWVHDRQERDUG ZLWKWKH)DQG043URJUDP2൶FHVWRHQVXUH 866Wasp /+' LQ0D\ V\QFKURQL]HGWHVWLQJ http://www.dote.osd.mil/pub/reports/FY2018/pdf/navy/2018jpals.pdf SEE NEXT PAGE The JPALS OV-1 description: “The OV-1 describes a Sea-Based JPALS program that will secure the mninimum acceptable capability to support the joint military require- ment and safeguard the future precision approach and landing capability of any JPALS-equipped aircraft (e.g., F-35B/C and MQ-25A) during operations at sea in virtually any weather condition within platform limitations”

http://www.dote.osd.mil/pub/reports/FY2018/pdf/navy/ 2018jpals.pdf Rockwell Collins awarded $67 million contract to complete subsystem 866:DVS)LUVW&DUULHUWR8VH-3$/6RQ'HSOR\PHQW development for Navy’s next generation precision landing system -XO\ Work will support ongoing efforts to bring JPALS into production http://seapowermagazine https://www.rockwellcollins.com/Data/News/2016-Cal-Yr/GS/FY16GSNR05-JPALS.aspx .org/stories/20180717-jpals.html CEDAR RAPIDS, Iowa (Oct. 20, 2016) - Rockwell Collins has received a $67 million, )$51%2528*+(QJODQG²(DUO\LQ860DULQH&RUSV)% six-year contract from Raytheon Company (NYSE: RTN) in support of the U.S. Navy and Naval Air Systems Command (NAVAIR) to complete the subsystem development /LJKWQLQJ,,ILJKWHUVGHSOR\HGWRWKH3DFLILFDERDUGWKHDPSKLELRXVDVVDXOW required for production of its next generation Joint Precision Approach and Landing VKLS866:DVSDQGXVHGWKH-RLQW3UHFLVLRQ$SSURDFKDQG/DQGLQJ System (JPALS). Rockwell Collins is a major supplier to the program and is designing, 6\VWHP -3$/6 SURGXFHGE\WKH5D\WKHRQ&R¶V,QWHOOLJHQFH,QIRUPDW developing, testing and producing the subsystems for navigation and communication. LRQDQG6HUYLFHVEXVLQHVVWRJXLGHWKHPRQWRWKHVKLS¶VGHFNLQDOOZHDWKHU The company is also providing significant systems engineering support, as well as integrated logistics. DQGVXUIDFHFRQGLWLRQVXSWRWKHURXJKZDWHUVRI6HD6WDWHWKHFRPSDQ\ VDLGLQD-XO\UHOHDVH JPALS is a Navy-certified, ship-based precision approach and landing system that supports all-weather carrier-based operations day or night across the spectrum from 7KHV\VWHPDOORZVSUHFLVHODQGLQJVWKURXJK*36UHFHLYHUVDQGDQHQFU\SW training to combat. JPALS utilizes Global Positioning System (GPS) technology and a secure two-way data link to provide surveillance, ship relative navigation and HGMDPSURRIGDWDOLQN precision approach landing in and around the carrier controlled airspace. ³:H¶UHDVNLQJRXUSLORWVWRODQGLQVRPHRIWKHPRVWGLIILFXOWFRQGLWLRQVRQ “The JPALS system provides a new level of safety for carrier-based pilots that will (DUWK´VDLG861DY\&DSW%-RVHSK+RUQEXFNOH,,,SURJUDPPDQDJHU help them accomplish their challenging missions,” said Troy Brunk, vice president and general manager for Communication, Navigation and Electronic Warfare 1DYDO$LU7UDIILF0DQDJHPHQW6\VWHPV3URJUDP2IILFH³-3$/6JRHVD Solutions at Rockwell Collins. “The accuracy provided by the system — supported by ORQJZD\WRZDUGHQVXULQJWKHVDIHW\RIRXUDLUFUHZVDQGWKHVXFFHVVRIRXU our datalink and GPS subsystems — was proven during carrier trials using combat PLVVLRQV´ aircraft.”

During flight trials, F/A-18C Hornets from the “Salty Dogs” of Strike Aircraft Test -3$/6¶ SUHFLVLRQ QDYLJDWLRQ LV HTXDOO\ HIIHFWLYH DVKRUH $ ODQGEDVHG Squadron (VX- 23) successfully made more than 60 touch-and-go landings on the YHUVLRQ RI WKH V\VWHP FDQ EH VPDOO HQRXJK WR EH HLWKHU GURSSHGLQWR DQ USS Theodore Roosevelt (CVN-71). In all, JPALS guided the Hornets to a “hands-off- DXVWHUHHQYLURQPHQWYLDSDUDFKXWHRUGULYHQLQRQDWUDLOHU the-stick” 3-wire landing to within approximately 20 centimeter accuracy.

“JPALS is clearly a safety and readiness- enhancing, game- changing capability which ³'HSOR\LQJZLWKWKH)LVDJRRGVWDUWEXWLW¶VMXVWWKHEHJLQQLQJ´VDLG will extend the life of carrier- based aircraft, as well as allow the Navy to focus 0DWW*LOOLJDQ5D\WKHRQYLFHSUHVLGHQWRI1DYLJDWLRQ:HDWKHUDQG training on
warfighting, rather than take-offs and landings,” added Brunk. 6HUYLFHV³7KHUHDUHPDQ\IL[HGDQGURWDU\ZLQJDLUFUDIWDURXQGWKHZRUOG “JPALS is one of Rockwell Collins' most significant programs supporting the U.S. DQGDFURVVWKHVHUYLFHVWKDWGHSOR\WRKDUVKORZYLVLELOLW\HQYLURQPHQWV Navy,” said Phil Jasper, executive vice president and chief operating officer for Government Systems at Rockwell Collins. “For the past eight years, our team has ZKHUH-3$/6ZRXOGEHH[WUHPHO\YDOXDEOH´ been working to help ensure that Navy aircraft can successfully approach and land on a moving carrier in any environment.” 7KHV\VWHPLVVODWHGWRJRLQWRSURGXFWLRQLQ USS Abraham Lincoln (CVN 72) Completes First F-35C Carrier Qualification 15 Dec 2017 Mass Communication Specialist Second Class Jessica Paulauskas, USS Abraham Lincoln (CVN 72) Public Affairs https://www.navyrecognition.com/index.php/news/defence-news/2017/december-2017-navy-naval-forces-defense-industry-technology-maritime-security-global-news/5811-uss-abraham-lincoln-cvn-72-completes-first-f-35c-carrier-qualification.html

- “The Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72) successfully completed Fleet Replacement Squadron (FRS) Carrier Qualifications for the F-35C Lightning II program, carrier qualifying the first nine fleet aviators in the new aircraft, while underway Dec. 7-11. Along with Abraham Lincoln, the "Rough Raiders" of Strike Fighter Squadron (VFA) 125, the "Grim Reapers" of VFA-101, and VX-9 accomplished many first steps including... use of the Joint Precision Approach and Landing System (JPALS) in an operational setting. "Thanks to the tireless work from the VFA-125, VFA-101, VX-9, CVN72, and the Lockheed Team this detachment was able to successfully complete numerous milestones that will set the foundation for the future 5th generation employment of the F-35C into the Carrier Air Wing," said Cmdr. Scott Hulett, VFA-125 execut- ive officer...... Abraham Lincoln operated in inclement weather during portion of the qual- ification process, which gave the squadrons varying condition to test the new landing system, JPALS. The all-weather system works with the ship's navigation system to provide accurate and reliable guidance for the aircraft. Prior to this underway, F-35Cs only used JPALS for developmental testing....” )$51%2528*+5D\WKHRQ-3$/6 7KH861DY\¶VEULHIIRU5D\WKHRQ¶V,QWHOOLJHQFH,QIRUP ODQGLQJDLGQHDUVVHULDOSURGXFWLRQ DWLRQDQG6HUYLFHVGLYLVLRQFRYHUVSURYLVLRQRIDV\VWHP IRU ³FXUUHQW>)@DQGIXWXUHDLUFUDIW´EXVLQHVVGHY -8/< _ 6285&()/,*+7*/2%$/&20 _ 0,&+$(/*8%,6&+ HORSPHQWGLUHFWRU:D\QH6FRWWWHOOV)OLJKW*OREDO https://www.flightglobal.com/news/articles/farnborough -raytheon-jpals-landing-aid-nears-serial-450320/ +HVD\VWKHPDQXIDFWXUHULVHYDOXDWLQJRSWLRQVWRHP 5D\WKHRQLQWHQGVWRUHDFKRSHUDWLRQDOFDSDELOLW\RILWVSOR\WKHV\VWHPIRUOHJDF\DLUFUDIWEXWQRWHVWKDWDFHU PLOLWDU\MRLQWSUHFLVLRQDSSURDFKDQGODQGLQJV\VWHP WDLQOHYHORIFRPSXWLQJFDSDELOLW\LVUHTXLUHGE\WKHDLU -3$/6 WKLV\HDUDQGVWDUWSURGXFWLRQLQ FUDIW¶VRQERDUGHTXLSPHQW 5D\WKHRQVHHVRSSRUWXQLWLHVIRUIXUWKHUGHSOR\PHQWEH 7KHPDQXIDFWXUHUKDVEHHQWHVWLQJWKHV\VWHPVLQFH \RQGWKH861DY\6FRWWVD\VWKHPDQXIDFWXUHUKDVKDG DQGHDUOLHUWKLV\HDUFRQGXFWHGODQGLQJWULDOVZLWKD HQTXLULHVE\WKH86$LU)RUFHDQG0DULQH&RUSVIRUD /RFNKHHG0DUWLQ)%/LJKWQLQJDERDUGWKH861DY\¶V ODQGEDVHGV\VWHP$SURWRW\SHKDVEHHQGHYHORSHG DPSKLELRXVDVVDXOWVKLS866 Wasp DQG6FRWWVD\VKHH[SHFWVDWULDOWREHJLQZLWKLQD\HDU 'HVLJQHGWRIDFLOLWDWHSUHFLVLRQDSSURDFKJXLGDQFH +HDGGVWKDWWKHV\VWHPFRXOGSURYLGHSUHFLVLRQODQGLQJ DQGDXWRPDWLFODQGLQJFDSDELOLW\LQDOOZHDWKHUFRQ FDSDELOLW\DWDQDLUILHOGZLWKLQWZRKRXUVZKLOHLQVWDOODW GLWLRQVWKHV\VWHPXVHV*36VLJQDOVLQFRPELQDWLRQLRQRIFRQYHQWLRQDOJURXQGLQIUDVWUXFWXUHZRXOGW\SLFDOO\ ZLWKJ\URVFRSLFHTXLSPHQWDERDUGWKHVKLSWRIHHG EHDPDWWHURIPRQWKV GDWDDERXWWKHYHVVHO¶VPRYHPHQWLQWRWKHDSSURDFK SDWKFDOFXODWLRQ 5D\WKHRQYLFHSUHVLGHQWRIQDYLJDWLRQZHDWKHUDQGVHU YLFHV0DWW*LOOLJDQVD\V³7KHUHDUHPDQ\IL[HGDQG $OOGDWDLVVHQWWRWKHDLUFUDIWYLDDQHQFU\SWHGXOWUD URWDU\ZLQJDLUFUDIWDURXQGWKHZRUOGDQGDFURVVWKH KLJKIUHTXHQF\UDGLRVLJQDODQGWKHQSURFHVVHGE\ VHUYLFHVWKDWGHSOR\WRKDUVKORZYLVLELOLW\HQYLURQPHQWV WKHDLUFUDIW¶VRQERDUGHTXLSPHQW ZKHUH-3$/6ZRXOGEHH[WUHPHO\YDOXDEOH 861DY\DZDUGV5D\WKHRQ 7KHILUVWXQLWVDUHH[SHFWHGWREHGHOLYHUHG VRPHWLPHLQ5D\WKHRQKDVVDLG7KH PIRU-3$/6XQLWV ILQDOGHOLYHULHVDUHH[SHFWHGE\ 0$< _ 6285&()/,*+7*/2%$/&20 _ %<*$55(775(,0 _ /26$1*(/(6 https://www.flightglobal.com/news/articles/us-navy- -3$/6LVDGLIIHUHQWLDO*36EDVHGSUHFLVLRQODQGLQJV\VWHP awards-raytheon-235m-for-23-jpals-units-458438/ WKDWJXLGHVDLUFUDIWWRDODQGLQJVSRWW\SLFDOO\RQDFDUULHU 7KH861DY\ 861 DZDUGHG5D\WKHRQD GHFNWKRXJKDODQGEDVHGH[SHGLWLRQDU\XQLWLVLQGHYHORS PLOOLRQFRQWUDFWIRUXQLWVRIWKHFRPSDQ\¶V-RLQW PHQWDVZHOO7KHQDYLJDWLRQHTXLSPHQWLVLQWHJUDWHGLQWR 3UHFLVLRQ$SSURDFKDQG/DQGLQJ6\VWHPV -3$/6  WKH/RFNKHHG0DUWLQ)/LJKWQLQJ,,DQGZLOOEHLQVWDOOHG RQWKHLQGHYHORSPHQW%RHLQJ04$6WLQJUD\XQPDQQHG 7KHIL[HGSULFHLQFHQWLYHFRQWUDFWZDVDQWLFLSDWHGIRUVHYHUDO LQIOLJKWUHIXHOOLQJYHKLFOH2WKHU861DLUFUDIWZLOOFRQWLQXHWR PRQWKVQRZ,WZLOOSD\IRUODXQFKRIVHULDOSURGXFWLRQDVZHOO XVHWKHVHUYLFH VH[LVWLQJWDFWLFDODLUQDYLJDWLRQV\VWHP DVLQVWDOODWLRQRI-3$/6RQWKH861¶VQXFOHDUSRZHUHG DLUFUDIWFDUULHUVDQGHLJKWDPSKLELRXVDVVDXOWVKLSV 5D\WKHRQLVLQWHUHVWHGLQDGDSWLQJ-3$/6IRU RWKHU861FDUULHUEDVHGDLUFUDIWVXFKDVWKH %RHLQJ)$()6XSHU+RUQHW%HOO%RHLQJ9 2VSUH\DQG1RUWKURS*UXPPDQ(+DZNH\H

7KHFRPSDQ\LVDOVRSLWFKLQJWKHV\VWHPWR IRUHLJQPLOLWDULHV,WKDVVDLGWKDW,WDO\SODQVWREX\ WKHV\VWHPIRURQHRILWVDLUFUDIWFDUULHUVDQGWKH 8.5R\DO1DY\LVLQWHUHVWHGLQEX\LQJWZRV\VWHPV )&IOLJKWDSSURDFKGXULQJVXQVHWJeffrey M Sherman IRULWVWZR4XHHQ(OL]DEHWKFODVVDLUFUDIWFDUULHUV Raytheon Wins $234 Million U.S. Navy Contract for 23 JPALS Landing Systems 19 Jun 2019 Seapower Staff https://seapowermagazine.org/raytheon-wins-234-million-u-s-navy-contract-for-23-jpals-landing-systems/ - “PARIS — Raytheon won a four-year $234 million contract from the U.S. Navy to outfit all of its nuclear-powered aircraft carriers and amphibious assault ships with 23 Joint Precis- ion Approach and Landing Systems (JPALS), the company announced in a release. JPALS is a GPS-based precision landing system that guides aircraft to precision landings in all weather and surface conditions. “The U.S. Navy understands how JPALS contributes to their mission success and safety of its people,” said Matt Gilligan, vice president of Raytheon’s intelligence, infor- mation and services business. “Other military services could also benefit from the system’s ability to safely land both fixed and rotary-wing aircraft in almost any low-visibility environment.” Since 2018, U.S. Marine Corps F-35B Lightning II fighter pilots have used JPALS to guide them onto the USS Wasp amphibious assault ship during deployed operations in what Navy Capt. B. Joseph Hornbuckle III, program manager, Naval Air Traffic Man- agement Systems Program Office, called “the most difficult conditions on Earth.” Earlier this year, F-35B pilots participated in two demonstrations of a new expeditionary version of the JPALS system that brings the same pre- cision capability from sea to shore. The proof-of-concept events showed how the GPS-based system could be reconfigured into a mobile version to support landings in a traditional airport setting. Expeditionary JPALS fits in five transit cases and could be repackaged for a variety of small transit vehicles transportable by C-130. Once on the ground, the system can be fully operational in under 90 minutes.” 7KHFXVWRPPDGHSHUXQLWKHOPHWWKDW)SLORWVZHDUDSLHFHRI 1DY\%X\V7HFKWKDW&DQ/DQG)V WHFKQRORJ\WKDWDOORZVWKHPWRVHHWKURXJKWKHSODQHYLDDGLVSOD\IRUEHWWHU VLWXDWLRQDODZDUHQHVVIHDWXUHVV\PERORJ\WKDWHPLWVDJUHHQJORZLQWHUIHULQJ RQ&DUULHUVZLWK3LQSRLQW$FFXUDF\ ZLWKSLORWV YLVLRQLQORZOLJKWFRQGLWLRQV$YLGHRWKDWHPHUJHGLQVKRZHG DQ)SLORWODQGLQJLQDIRJRQWKHDPSKLELRXVDVVDXOWVKLS$PHULFDDWQLJKW -XQ0LOLWDU\FRP_%\+RSH+RGJH6HFN KLVYLVLRQREVFXUHGE\WKHKHOPHWGLVSOD\$UHFHQW'HIHQVH1HZVUHSRUWKLJK https://www.military.com/daily-news/2019/06/21/all-navy-carriers-amphibs-get-f-35-precision-landing-system.html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rogram shortening the procurement schedule. As a result, the Joint Precision Approach and Landing System (JPALS) MAY 2019 program updated its baseline in March 2018 to reflect JPALS is a program to develop a Global Positioning System (GPS)- Technology Maturity and Design Stability that it would not execute a full-rate production decision. based aircraft landing system that will allow aircraft such as the F-35 Program officials reported that they completed an Both of JPALS’s two critical technologies are operational test readiness review in April 2018 and Lightning II and the MQ-25 Unmanned Aircraft System to operate from approaching maturity, and the program has released aircraft carriers and amphibious assault ships. With JPALS, the Navy attained early operational capability with their 100 percent of its design drawings, which corresponds prototypes in June 2018 to support F-35 Lightning II intends to provide a reliable, sea-based precision approach and with a stable design. However, as the program landing capability that is effective in adverse weather conditions. operational testing. For fiscal year 2018, program continues to mature its critical technologies through officials reported a combined total of 78 aircraft JPALS functionality is primarily software-based, although it will also testing, the program may need to revise its design feature off-the-shelf hardware such as antennas and racks. approaches for integrated and operational testing. They drawings to accommodate these changes, which could also stated the program successfully completed its compromise design stability. production readiness review in December 2018 ahead JPALS originally entered system development in July of the planned March 2019 low-rate initial production 2008 and held a critical design review (CDR) in decision. December 2010, but the design later proved unstable. The program proceeded with development and Other Program Issues accepted delivery of eight prototypes. As JPALS Because JPALS is GPS-based, it will need to be approached its original production decision in 2013, compliant with with any updates to GPS systems, such other military departments and civilian agencies decided as the integration of M-code, a new military GPS signal to continue using their current landing systems instead designed to further improve anti-jamming and secure Program Essentials Program Performance (fiscal year 2019 dollars in millions) of investing their resources in JPALS. As a result, the access to GPS signals for military users. JPALS Navy restructured the JPALS program from seven Milestone decision authority: Navy program officials stated they contracted for a trade First full estimate Latest Percentage increments to one. Program office: Lexington Park, MD study to determine future M-code integration and (07/2008) (06/2018) change implementation options. Program officials expect the Prime contractor: Raytheon Because of the restructure, the Navy revised its Development $886.90 $1,494.70 +68.5% study to be delivered in early 2019. Contract type: CPIF (development) schedule and milestones and conducted a new system- Procurement $238.80 $415.10 +73.9% level preliminary design review in March 2016, a new Software development approach: Program Office Comments Mixed development start in June 2016, and a new CDR in May Unit cost $30.63 $58.11 +89.7% 2017. Because the program repeated these three Next major milestone: Low-rate initial We provided a draft of this assessment to the program production (March 2019) Acquisition cycle 77 146 +89.6% events, our attainment of product knowledge table office for review and comment. The program office time (months) assesses the program’s knowledge at its original stated that JPALS is part of a family of systems that development start and original CDR events, which https://www.gao.gov/ Total quantities 37 33 -10.8% provide capability to naval aviation and its partners. Total quantities comprise 10 development quantities and 23 procurement quantities. formed the basis for the program’s original business According to the program office, in fiscal year 2018 and assets/700/698933.pdf case. This methodology is consistent with how we have early fiscal year 2019, JPALS successfully deployed on GAO-19-336SP Weapon Systems Annual Assessment previously assessed JPALS and other programs that the amphibious ships LHD 1 and LHD 2, supporting have repeated key program events. F-35 operational deployments. The program stated that, in fiscal year 2018, it received approval to compress the Funding and Quantities Attainment of Product Knowledge In June 2016, Navy leadership authorized the JPALS production schedule from five to four lots, which (fiscal year 2019 dollars in millions) As of January 2019 restructured JPALS program to enter the engineering it anticipated would save costs over the program lifetime Status at Current Status and manufacturing development phase. The program office reported that it awarded a contract in September and accelerate deployment. The program also stated Development Resources and requirements match Start 2016 to upgrade the eight original prototypes, as well as that JPALS entered the production and deployment to procure two additional prototypes for developmental phase on March 25, 2019, which it said provides x Demonstrate all critical technologies are very close to final form, fit and function within a relevant environment Ɣ Ɣ testing. The contractor delivered these prototypes authority to award a low-rate initial production contract x Demonstrate all critical technologies in form, fit and function during the second quarter, of fiscal year 2018, for 23 JPALS quantities. The program said that it within a realistic environment ż ż according to program officials. Both the new and expects to complete some integrated testing and an operational assessment in April 2019 in support of x Complete a system-level preliminary design review upgraded prototypes are intended to be production ż Ɣ representative. According to program officials, these JPALS’s integrated operational test and evaluation Product design is stable Design Review prototypes will allow the program to demonstrate the phase. Additionally, the program stated that JPALS critical technologies in a realistic environment, restructured and accelerated requirements drove x Release at least 90 percent of design drawings ż Ɣ which the program plans to do prior to entering changes to design drawings during JPALS development. x Test a system-level integrated prototype ż Ɣ production. Manufacturing processes are mature Production Start Production Readiness x Demonstrate Manufacturing Readiness Level of at least 9, NA NA or critical processes are in statistical control JPALS does not have any critical manufacturing /HDG&RPSRQHQW1DY\

x Demonstrate critical processes on a pilot production line NA NA processes, according to the program, because the hardware is primarily off-the-shelf. In December 2017, x Test a production-representative prototype in its intended NA NA environment the Navy approved the JPALS program to procure the &RPPRQ1DPH-3$/6 entirety of its 23 production units through low-rate initial Ɣ Knowledge attained, ż Knowledge not attained, … Information not available, NA Not applicable production because it anticipates cost savings through ANALYSIS: US Navyprecision "In layman’s terms, it provides a kind of a tunnel [on the heads- up display] for the airplane to fly through to get at the same landing system toenter production landing point every time safely," says Brooks Cleveland,Ray- 26 APRIL, 2019 | SOURCE: FLIGHTGLOBAL.COM | BY: GARRETT REIM | LOS ANGELES theon's senior aviation adviser for precision landingsystems. https://www.flightglobal.com/news/articles/analysis- us-navy-precision-landing-system-to-enter-457458/ Raytheon promises that the system is 99% reliable, guid- 7KH861DY\ 861 LVSUHSDULQJWRSODFHDQRUGHUIRU ing an aircraft to a 20x20cm (8x8in) spot on a carrier's deck 5D\WKHRQ V-RLQW3UHFLVLRQ$SSURDFKDQG/DQGLQJ in almost all weather and up to Sea State 5, an ocean sur- face condition where rough waves are cresting as high as 6\VWHP -3$/6 WREHPDQXIDFWXUHGDQGLQVWDOOHGRQ 2.5m (8ft). JPALs uses an encrypted, anti-jam data link to DOORILWVDLUFUDIWFDUULHUVDQGDPSKLELRXVDVVDXOWVKLSV connect to software and receiver hardware built into F-35 Naval Air Systems Command (NAVAIR) on 25 March approved fighters and MQ-25A tankers, as well as an array of GPS production of the system, which is installed on all three variants sensors, mast-mounted antennas & shipboard equipment. of the Lockheed Martin F-35 Lightning II, and should sign a Pilots returning to a carrier for a landing will first engage contract with the Raytheon at the beginning of May. This will with JPALS at about 200nm (370km) away, where they start launch serial production of the technology, says Raytheon and receiving range and bearing information, then at 60nm the lead to JPALS being installed on 11 nuclear-powered aircraft jet automatically logs into the JPALS queue, receiving carriers and eight amphibious assault ships, with the first units more precise data while beginning two-way data-link com- expected to be delivered some time in 2020. munication. At 10nm the pilot starts receiving precision data for landing, following visual cues to land on an exact JPALS is a differential, GPS-based precision landing system spot. that guides aircraft to land on carrier or assault vessel decks. The navigation equipment is used by the F-35 and will bein- 8VLQJ-3$/6LVPRUHFRYHUWWKDQUHO\LQJRQDOHJDF\WDFWLFDODLU stalled on the in-development Boeing MQ-25A Stingrayunman- QDYLJDWLRQV\VWHPDQGUDGLRWUDQVPLVVLRQVEHWZHHQDSLORWDQG ned in-flight refuelling vehicle, while other USN aircraftwill con- DLUWUDIILFFRQWUROVD\V&--D\QHV5D\WKHRQH[HFXWLYHWHFKQLF- tinue to use the service's existing tactical air navigationsystem. DODGYLVHUIRU-3$/6

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(2&GHFODUDWLRQ FDSDELOLW\IRUSUHFLVLRQDS- SURDFKHVWRIXOO\DXWRPDW- ‡ '27 (DSSURYHGWKH HG-3$/6DVVLVWHGODQG- ‡ Operational Com- -3$/60LOHVWRQH&7(03LQ LQJVFielding of JPALS manders will use units 0DUFK Two-Way capability is equipped with JPALS not expected until F-35 Block 1 to achieve pre- ‡ 237(9)25FRQGXFWHG Block 4.3 in FY24. cision approach and WHVWLQJDERDUG866'ZLJKW landing capability for '(LVHQKRZHU &91  ‡ -3$/6%ORFN7ZR:D\ F-35B/C and MQ-25A for LQWKH9LUJLQLD&DSHV2S- FDSDELOLW\,27 (3KDVH stand-alone or close- HUDWLQJ$UHDLQ$SULO ,,SODQQLQJLVFXUUHQWO\LQ proximity air operations WRVXSSRUWWKH-3$/6 SURJUHVV with CVN- and LH-type %ORFN7ZR:D\FDSDELO- https://assets.documentcloud. ships throughout the LW\2$7HVWLQJZDVH[- org/documents/6768586/20 world…. HFXWHGFRQFXUUHQWO\ZLWK 19DOTEAnnualReport.pdf 60 nm 200 nm Ship Location Coverage Ship to Air broadcast allows aircraft to find ship under all con Concept of Operations (ConOps) ditionsout to 200 nm

Joint Precision 10 nm Approach and Landing System (JPALS) Program Overview June 2008

www.jpdo.gov/ library/20080618 AllHands/05_200806 18_Brett_Easler.pdf l ifi d DISTRIBUTION STATEMENT D Di t ib ti th i d t th D t t f D f d U S D D C t t l 60 nm CCA coverage 200 nm Two-way datalink with ship when within 60 nm. Position reports supplement radar and IFF data in CCA displays. Conceptually enable “text messaging” ,i.e. ’99’ Broadcasts

10 nm

A/C Situational 20 nm Awareness Provides position data used for collision avoidance and Cockpit Display of Traffic Information (CDTI). Active at 50 nm Marshal

l ifi d DISTRIBUTION STATEMENT D Di t ib ti th i d t th D t t f D f d U S D D C t t l 60 nm 200 nm

Approach 10 nm coverage Supports precision nav (15 cm) within 10 nm, 360 deg around the ship. Downlink to ship provides for CATCC, LSO and Primary to monitor approach

Marshal Guidance off the cat & departure CASE II/III, CASE I, bolter and waveoff patterns supported

l ifi d DISTRIBUTION STATEMENT D Di t ib ti th i d t th D t t f D f d U S D D C t t l 60 nm CCA coverage 200 nm Ship Location Coverage Two-way datalink with ship when within Ship to Air broadcast 60 nm. Position reports supplement radar allows aircraft to find and IFF data in CCA displays. ship under all conditions Conceptually enable “text messaging” ,i.e. out to 200 nm ’99’ Broadcasts

Approach 10 nm coverage Supports precision nav (15 cm) within 10 nm, 360 deg around A/C Situational the ship. Downlink to ship 20 nm provides for CATCC, LSO and Awareness Primary to monitor approach Provides position data used for collision avoidance and Cockpit Display of Traffic Information (CDTI). Active at 50 nm Marshal Guidance off the cat & departure CASE II/III, CASE I, bolter and waveoff patterns supported Ashore 20 nm ICAO/ NATO compatible approach capability within 30 nm of airfield

l ifi d DISTRIBUTION STATEMENT D Di t ib ti th i d t th D t t f D f d U S D D C t t l Medium Three System 1 Earth Components: Orbit

1 GPS 2 Ground Station

3 Aircraft 3 Integration

Ground Station Variants 2

• Sea-Based: 2-way data link 3 • Shore-Based: 1-way data 2 broadcast 3 2 (fixed/mobile) (DoD and Civil Interoperability)

JPALS End State

Unclassified – DISTRIBUTION STATEMENT D. Distribution au70.25thorized to the Department of Defense and U.S. DoD Contractors only. Global Precision Approach Capability Webster hosts UK, Italian sailors The AN/SPN-41B is one of two shipboard instrument landing systems compatible with the F-35B; JPALS for landing system training 06 Mar 2020 is the other, but is not currently installed on either https://www.navair.navy.mil/news/Webster-hosts-UK- ship. These precision electronic approach & land- Italian-sailors-landing-system-training/Fri-03062020-0928 ing aids help pilots safely land by displaying the NAVAL AIR WARFARE CENTER AIRCRAFT DIVISION, WEBSTER glide path and centerline information to the pilot OUTLYING FIELD, Md. -- As the F-35B is set for its debut aboard while approaching the carrier. Italy’s and the United Kingdom’s aircraft carriers, sailors from both navies spent the last month learning how to maintain the ships’ instru- The U.K.’s two Queen Elizabeth-class carriers and the Italian carrier ment carrier landing system (ICLS), graduating Feb. 27 during a small ITS Cavour are designed for F-35B operations and will be equipped ceremony at Webster Outlying Field. with the AN/SPN-41B. However, ICLS technician training is not yet available to foreign nationals at the U.S. Navy’s “A” School. To add- “The Air Traffic Control and Landing Systems team at NAWCAD WOLF ress the need, the program office and NAWCAD WOLF collaborated to [Naval Air Warfare Center Aircraft Division Webster Outlying Field] are develop a customized curriculum in 2016 comprising classroom and the recognized worldwide experts in developing, installing & maintain- hands-on training on how to service and maintain the system. The first ing shipboard landing systems,” said Capt. Kevin Watkins, Naval Air two groups to complete the course were Royal Navy sailors assigned Traffic Management Systems (PMA-213) program manager. “These to U.K.’s first-in-class HMS Queen Elizabeth in 2017. HMS Queen training classes allow us to pass that knowledge on to our internation- Elizabeth began flying the F-35B off its deck in late 2018 during devel- al partners, strengthening our alliances and ensuring our warfighter & opmental testing. partner coalitions have the best capabilities in the world.” “The U.K. specifically has different options on their SPN-41B than what Watkins joined NAWCAD WOLF leadership at the event to congratulate we have, so their training needs are different from what our Sailors re- the group completing the three-week AN/SPN-41B technician training ceive at Navy “A” School,” said Barrett Straub, Air Traffic Control sys- class: two Royal Navy sailors and one Italian navy warrant officer. tems engineering branch head at NAWCAD WOLF. “This technician training shows how to conduct routine maintenance & repair failures.” Following the graduation, Royal Navy Petty Officer Pete Ross, an aviation facilities maintainer responsible for landing aids such as the The U.K. and Italy operate the F-35B short takeoff and vertical landing AN/SPN-41B, said thanks to the course and his instructor, Bill Brooks, variant, which is the U.S. Marine Corps model scheduled to replace he’s now more than confident to carry out his duties on the ship. the AV-8B Harrier. The Pax River F-35 Integrated Test Force “I haven’t seen the system before so this is all new to me, but I’m quite is scheduled to carry out developmental testing on ITS confident I’ll be able to maintain the system,” he said. “So it shows that Cavour later this year and on HMS Prince of Wales in the training that’s being delivered here is appropriate.” 2021 with its assigned F-35B flight test aircraft. 1DY\DFKLHYHVODQGLQJV\VWHPFHUWLILFDWLRQ)06LQVWDOOV 30$,QWHUQDWLRQDO/DQGLQJ6\VWHP ,/6 DQG1$:&$':2/)WHDPV GHVSLWHSDQGHPLFrestrictions1DY$LUMay 14, 2020 KDYHDOVREHHQZRUNLQJGLOLJHQWO\RQDFRPSUHVVHGVFKHGXOHWRLQVWDOODQG https://www.navair.navy.mil/news/Navy-achieves-landing-system-certification-FMS-installs-despite-pandemic-restrictions/Thu WRIDFLOLWDWHIXOOFDSDELOLW\RI$1861>-3$/6@DQG$1631V\VWHPV NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Md.--The RQ,76&DYRXU Naval AirTraffic Management Systems Program Office (PMA-213) com ³7KHSURJUDPVFKHGXOHZDVWKUHDWHQHGZKHQ&29,'WUDYHOUHVWULFW pleted precisionapproach and landing system (PALS) certification on LRQVZHUHHQDFWHG´VDLG&DVH\(GLQJHU30$,QWHUQDWLRQDO3URJUDPV USS Essex (LHD 2) in Apriland began installation of two landing systems GHSXW\SURJUDPPDQDJHU³86SHUVRQQHOW\SLFDOO\SURYLGHRQVLWHWHFK aboard the Italian Navy ship, ITSCavour, despite restrictions due to the QLFDODVVLVWDQFHDQGRYHUVLJKWIRUWKHLQVWDOODWLRQRIERWKV\VWHPV6LQFH Coronavirus pandemic. ,WDO\ZDVWKH(XURSHDQKRWVSRWIRUWKHRXWEUHDNWKHWHDPZDVDOUHDG\ “Thanks to dedicated, knowledgeable personnel who persevered with SUHSDULQJFRQWLQJHQF\SODQVZKHQWKH'2'VXVSHQGHGDOOWUDYHO´ limitedresources, changing ship schedules and the unseen specter of :LWKRQVLWHWHFKQLFDODVVLVWDQFHQRORQJHUDGYLVDEOHWKHWHDPVORRNHGWR Coronavirus we areall coping with in our daily lives, we’ve successfully SURYLGHUHPRWHWHFKQLFDODVVLVWDQFH30$DORQJZLWK1$:&$' completed USS Essex’s PALScertification,” said Cmdr. Jarrod Hair, :2/)DQGFRQWUDFWsupport service personnel created a first-of-a-its kind PMA-213 SHIP Air Traffic Management (ATM)deputy program manager. Virtual Install TechnicalAssistance Guide for the $1861 >-3$/6@and After achieving first flight day confirmations for three USS Essex PALS the AN/SPN-41, which serves as achecklist for both U.S. and Foreign systems: theAN/SPN-35 Precision Approach Landing System (PALS), Military Sales shipyard installers. the AN/SPN-41Instrument Carrier Landing System (ICLS), and the “This critical time calls for a creative solution; therefore, this is the first $1861-RLQW3UHFLVLRQDQG$SSURDFK/DQGLQJ6\VWHPV -3$/6  Virtual InstallTechnical Assistance of an Aircraft Carrier Landing System teams from Naval Air Warfare CenterWebster Outlying Field (NAWCAD on a foreign ship,” saidClay Smeal, PMA-213 Landing Systems deputy WOLF) Atlantic Air Traffic Control and LandingSystems (ATC&LS), Naval case manager. “This guide enablesall installations to proceed on Test Wing ATC&LS Test, Air Test and EvaluationSquadron (VX) 23, and schedule.” Strike Fighter Squadron (VFA) 147 were able to align thesystems to sup port the warfighter. To ensure a successful install and subsequent PALS certification on ITS Cavour,PMA-213 holds daily communications with the ship to monitor “Due to the complex nature of the systems, it is a rare occasion when a progress and mitigatetechnical issues. systemdoes not need adjustment between flights; this time we had rose to the challengeand had all three [PALS systems] ready on the first day,” 7KLVJXLGHLVFXUUHQWO\LQXVHIRUWKH,76&DYRXU$1861>-3$/6@ said Hair. “Their effortshave ensured a U.S. Navy capital ship’s PALS DQG$1631LQVWDOOVDQGPD\DOVREHXVHGIRUIXWXUHLQVWDOODWLRQV capability is available to support theirprimary mission as the flagship of RQWKH8QLWHG.LQJGRP¶VQHZDLUFUDIWFDUULHU+063ULQFHRI:DOHV, if an Amphibious Ready Group.” COVID-19 travel restrictions remain in place. ³,/6DOORZVSLORWVWRVHHWKURXJKQHHGOHVDQGQXPEHUVLQWKHLUFRFNSLWZLWK RXWKDYLQJVRPHRQHLQWKHLUHDUWHOOLQJWKHPWKH\¶UHDERYHRUEHORZRUOHIW WRULJKWRIZKHUHWKH\QHHGWREHLQUHODWLRQWRWKHUXQZD\´3DOPHUVDLG

While the new system somewhat removes the “middle man,” it doesnot mean the 81 military and civilian air traffic controllers at Pax Riverare no longer necessary.

“You may not need to use PAR as frequently, but you still needsomeone to clear the airspace and clear the runway,” Palmer noted.“There are other parts to air traffic control, not only that final criticalphase of flight; and for any aircraft not capable of using ILS, air trafficcontrol comes back into play with precision approach. There areplatforms in the Navy that aren’t going anywhere soon, and becausethey don’t have room in the cockpit or don’t have the capability toreceive the other end of ILS they’d need in the cockpit, we’ll still beproviding plenty of precision approaches.”

The system’s installation provided an increased capability at PaxRiver, and will also save 7KH1DY\¶VQHZHVWLQVWUXPHQWODQGLQJV\VWHPH[SHFWHGWREHIXOO\RSHUDWLRQDODW the Navy money. 1$63DWX[HQW5LYHUE\PLG)HEUXDU\XVHGUDGLREHDPVLJQDOVLQWHUSUHWHGE\DQ DLUFUDIW¶VFRPSXWHUV\VWHPVZKLFKWKHQUHOD\WKHLQIRUPDWLRQWRSLORWVHQDEOLQJ “It will allow test aircraft at Pax to use the ILS, which will reduce theflight hours required WKHPWRPDNHQHFHVVDU\FRUUHFWLRQVDVWKH\DSSURDFKWKHUXQZD\ 861DY\SKRWR to go to a different location, saving both time andmoney,” said Jason Zimmerman, the Pax airfield first to receive Navy’s newest instrument landing system Level II IPTL for Shore LandingSystems at PMA-213, the program office that oversaw the installation.“The cost savings are estimated to be more than $8 million a year.” Published:Feb 6, 2020 https://www.navair.navy.mil/news/Pax-airfield-first-receive-Navys-newest-instrument-landing-system/Thu-02062020-1521 7ZRPRUHVLJQLILFDQWDGYDQWDJHVRI,/6DUHLWVORZPDLQWHQDQFHUHODWLYHWRVRPHRIWKH RWKHUV\VWHPVLQXVHWKDWDLGLQSUHFLVLRQODQGLQJDQGLWVSUR[LPLW\WR30$QRWHG NAVAIR AIR SYSTEMS COMMAND, PATUXENT RIVER, Md.--TheNavy’s newest 3DOPHU instrument landing system (ILS) is installed at NASPatuxent River’s Trapnell Airfield, required inspections are underway,DQGWKHV\VWHPLVH[SHFWHGWREHIXOO\RSHUDWLRQDOE\ “Because of fewer parts with the system, it won’t go down formaintenance as much as PLG)HEUXDU\³,/6LVEHFRPLQJDSURJUDPRIUHFRUGIRUWKH1DY\EHFDXVHZH¶YHILQDOO\ the bigger, older systems we have, andhaving the ILS engineering team down at UHDFKHGWKHSRLQWZKHUHPRUHWKDQRIWKH1DY\¶VIOHHWRIDLUFUDIWDUHFDSDEOHRI Webster Outlying Field is aplus,” Palmer added. “If they need to take measurements or XVLQJWKLVHTXLSPHQW´VDLG3D[5LYHU¶V$LU7UDIILF&RQWURO)DFLOLW\2IILFHU/W6WHYH want tocheck on the installation, it makes it so much easier, and theresponse they can 3DOPHU provide if there is a problem is rapid fire. It’s veryhelpful in that aspect.”

3DOPHUH[SODLQHG,/6LVVLPLODUWRSUHFLVLRQDSSURDFKUDGDU 3$5 LQWKDWERWKSURYLGH The project was a team effort that required multiple stakeholdersworking together to get ODWHUDODQGYHUWLFDOJXLGDQFHWRDSLORWIRUODQGLQJEXW3$5UHTXLUHVYHUEDOLQVWUXFWLRQV the system in place at Pax River. IURPDQDLUWUDIILFFRQWUROOHU,/6KRZHYHUXWLOL]HVUDGLREHDPVLJQDOVWKDWDUHLQWHUSUHWHG E\DQDLUFUDIW¶VFRPSXWHUV\VWHPVZKLFKWKHQUHOD\WKHLQIRUPDWLRQWRSLORWVHQDEOLQJ “And by having the system as a program of record, it will include thesustainment and WKHPWRPDNHFRUUHFWLRQVWRWKHLUIOLJKWSDWKDQGHQVXULQJWKHLUDLUFUDIWUHPDLQVLQOLQHZLWK training that was not available to the fleet before,”Zimmerman added. “To date, the plan WKHUXQZD\DQGGHVFHQGVDWWKHFRUUHFWUDWH is to have all the currentsystems installed [Navywide] by 2028.”