TACView Whitepaper

Transcription

TACView Whitepaper

Critical Mission Information
at the Crew’s Fingertips
ANDRÉ CLÉROUX, TACVIEW® PRODUCT MANAGER
DR. RAY MURPHY, SR. SYSTEMS ENGINEER
However, missions flown by military and SAR pilots are
ABSTRACT
conducted in a very dynamic environment, with objectives
Electronic Flight Bags (EFB), also called Tactical Flight
that may change at a moment’s notice. In this context, the
Bags or Electronic Kneeboards, are being deployed to
role of the EFBs are brought to another level.
military and search and rescue (SAR) aircraft as a means
This white paper will demonstrate how EFBs can be
to provide flight deck crew with critical information.
installed in legacy and forward fit cockpits without signifiMilitary, police and SAR aircraft flight deck crew, like civil-
cant impact to the operational flight program, effectively
ian transport pilots, need access to numerous documents,
providing a low-cost cockpit upgrade. It will then show
such as charts, plates and checklists, to safely perform
how EFBs provide pilots with improved situational aware-
their flight duties from take-off to landing. Non-civilian
ness and support their mission planning and execution.
aircrew use their EFB in the same way as their civilian
Finally, there is a briefing about a demonstration project
counterparts, to enable paperless cockpit operations, by
in which EFBs were integrated with tactical data links to
accessing electronic documents and performing calcula-
provide real-time mission information to the participating
tions using automated tools.
crews.
Bagram Valley, Afghanistan
Copyright ©—Esterline CMC Electronics Inc. (2012)
1
Critical Mission Information at the Crew’s Fingertips
INTRODUCTION
must quickly reach their objective while avoiding hostile
installations along the way.
It’s 0400 hours and the order to commence a combat
search and rescue (CSAR) operation has been relayed to
How can the downed crew be extracted quickly and
your base. A short while earlier, an F-16 Falcon aircraft
without putting the rescue team at risk?
crashed after reportedly losing power, and it has not been
heard from since. It went missing in a mountainous region
From military operations in Afghanistan and Libya to di-
approximately 40 km North of Kandahar Air Base (KDH).
saster relief efforts in Thailand and Haiti, air forces around
the world, required to operate together, are faced with the
The CSAR mission is quickly dispatched from KDH.
short-term requirement for real-time situational awareness
It includes armed and heavy lift helicopters, two C-130
and improved intra-theatre communications. This is where
Hercules tactical transport and one tanker. The mission is
TacView has been playing a role that goes beyond what
receiving additional support from a USAF E-3 AWACS air-
Electronic Flight Bags are usually used for. In the sec-
craft that has been orbiting in support of other operations
ond part of this white paper, we will discuss how an EFB
another 200 km to the east of the probable crash site.
can improve mission effectiveness by providing real-time,
mission critical information to the pilots. But first, we will
It is a cold winter morning. At the crack of dawn, the
address how EFBs can be installed with negligible impact
mission is airborne before any additional information about
to aircraft systems and minimal investment.
the missing aircraft has become available. The crews
CMC ELECTRONIC’S
execution with a flexibility brought by
hot-pluggable latching mount to allow PMD
TACVIEW:
no other airborne mission computer.
docking and undocking while active. This
mating system is designed to interface with
THE MISSION ENABLER
A separate aircraft power/data interface
a large selection of off-the-shelf mounting
The TacView Portable Mission Display
unit, called the Expansion Module Unit,
hardware, allowing for installation across
is an Intel® based, Microsoft® Windows
provides conditioned aircraft power to the
a wide range of aircraft configurations.
operating system compatible display de-
PMD, as well as functional connectivity to
signed for airborne operation. Its power-
other airborne systems through dedicated
ful processing capabilities, high resolution
aircraft data and signal interfaces. A cus-
sunlight readable and NVIS compatible
tom cable allows for high bandwidth con-
display enable it to support mission
nectivity between the 2 LRUs and offers a
Portable Mission Display
2
EFB SELECTION AND INSTALLATION
Mission planning
Military pilots must spend the majority of their efforts de-
EFBs have been around for more than 15 years. They
termining the best way to effectively employ their aircraft
were first introduced in the cockpit as laptops running
while decreasing their threat vulnerability.
word processing and spreadsheet applications, but were
closely followed by dedicated devices. Northstar, a divi-
In most EFB retrofit installations, the EFB device pro-
sion of CMC Electronics, was one of the first companies
vides a digital map application with terrain elevation infor-
to launch a dedicated EFB device, the CT-1000, in the
mation showing the pre-planned flight path. The digital
second half of the 90’s. This was targeted to business
map application must be compatible with the mission
jet owners and operators as well as the general aviation
planning system in use by the air force, in order for both
market.
systems to exchange data files containing the flight plan
and other information related to friendly or enemy topics.
HOW DO EFBs HELP THE MILITARY
PILOT?
Mission planning systems, such as the USAF Portable
Flight Planning System (PFPS), are designed for a desktop
Paperless cockpit
PC environment running Microsoft Windows®. The digital
Reducing reliance on paper is the genesis of the EFB
map derived from PFPS is called FalconView™, and also
system, and differs mainly by the type of operational
operates on Windows. When FalconView is fed in real
documents required in military-type operations. Thus, the
time with aircraft position, altitude and heading (normally
EFB system must be able to store and display checklists,
provided by a GPS receiver), it will display an oriented
approach plates, charts, flight and maintenance manuals,
aircraft icon as an overlay at the proper geo-referenced
special operating procedures, foreign clearance guides,
location on the map.
etc. Weight and Balance (W&B) and Take-Off and Landing (TOLD) calculations are applications that are gaining
Military tactical operations are extremely demanding on
ground. These tools will improve mission effectiveness by
the crew, as they perform their tasks in a high workload
allowing quicker, yet safer departures.
environment. Being able to quickly assess one’s current
location with respect to the planned route improves mis-
At first glance, this requirement can be met by any elec-
sion effectiveness and survivability. While a Windows-
tronic device available on the market today. However, the
based application should not be used for actual naviga-
device must be installed in a designated cockpit location,
tion, the EFB digital map application provides a distinct
to be used especially during strong accelerations, such as
real benefit in terms of situational awareness.
those in take-off, landing and turbulence. Furthermore, in
many cases, the EFB must be Night Vision Imaging Sys-
Real Time Information in the Cockpit
tem (NVIS) compatible, and it has to permit gloved hand
Knowledge of the surroundings is critical to decision-mak-
operations which can be problematic with some types of
ing in complex, dynamic environments. Situational aware-
touchsreens.
ness means being aware of what is happening around
us, so we can shape our actions to meet our goals and
objectives, both immediately and in the near future.
3
KEYS TO FIT THE MISSION
When connected to a tactical network via the aircraft
radio or satellite communication system, the EFB suddenly
becomes a mission computer that can provide real-time
EFBs can be installed in legacy and forward fit cockpits.
information on friendly assets, threats and other types of
To meet their promise of providing a low cost cockpit up-
intelligence. This information can be placed in a graphic
grade, operators need to consider the following key selec-
layer over the digital map application, adding to the ben-
tion requirements.
efits of the EFB system.
Hardware Characteristics
The availability of a tactical data link makes text mes-
• Size — While large screen displays are desirable, cock-
saging available, allows crews to freely obtain more infor-
pit real-estate is extremely limited, and the EFB display
mation on assets or threats in their vicinity, and simplifies
size should be as compact as possible. Limited real
command and control tasks. The use of a standardized
estate is not just applicable to display space, it applies
tactical data link, such as Link 16, also enables multina-
to all other EFB system components such as the aircraft
tional cooperation.
interface units. Small size generally translates into smaller
weight, which facilitates installation.
To achieve real-time information in the cockpit, the EFB
system should efficiently interface with the aircraft avi-
• Portability — From a hardware perspective, portable
onics buses to obtain a number of parameters that are
EFBs have a leg up over permanent installations. Portable
required to support the moving map application, as well
EFBs can be issued to every pilot, allowing them to devel-
as support the outbound transmission of information that
op a high level of familiarity with their tools, stored docu-
must be sent to others via the airborne network. It also
ments and the way to access them. Crews can plan their
requires the EFB to interface to the communication equip-
mission immediately as they exit the briefing room, and
ment available on-board the aircraft. Because the tactical
update it on the flight line as more information on the mis-
data links are classified, the EFB hardware must meet the
sion is made available to them. For example, a portable
Information Assurance requirements and provide a means
EFB can be used for mission planning even if the crew, for
for declassification.
unforeseen reasons, is diverted to another base.
The TacView Portable Mission Display (PMD) is being
• Mount — In a cockpit retrofit application, the biggest
deployed with this capability as part of the US Air National
challenge is to identify a mount location that will allow
Guard C-130H Real Time Information in the Cockpit pro-
the use of the EFB without hindering visibility to standby
gram, the USAF C-130J and C-17 Mobility Air Force Dy-
instruments, the primary flight display and navigation/mul-
namic Re-tasking Capability (MAF DRC) program, and on
tifunction displays. The mount location should be as close
the US Coast Guard MH-65 used in air interdiction roles.
as possible to the primary field of view. Furthermore, the
EFB installation must not obstruct egress paths, such as
window escape, and it must not impede access and handling of key controls. For the operator, higher savings will
accrue if one EFB system can be used across a wide fleet
4
of diverse aircraft, due to the reduction in training and sup-
Display readability under all lighting conditions is essen-
port costs, which requires the selection of an EFB system
tial. Sunlight readability must be measured by contrast ra-
with a variety of mounting options.
tio measured under full sunlight conditions. An integrated
NVIS compatible display will provide a seamless integra-
For example, mount solutions allow the TacView Por-
tion with other cockpit equipment. It is true that NVIS film
table Mission Display to be installed on side panels, front
overlays do exist to convert PEDs into night vision goggle
panels, yokes, and standard Dzus mounting rails. Where
compatible devices, but these require handling, can be
aircraft mounting is impossible, such as on the US Coast
lost, and normal wear will degrade display readability over
Guard MH-65 Dolphin helicopter, a kneeboard solution is
time.
available.
Other considerations
• Data Interfaces — The objective of a low-cost EFB network integration is to get as much data as possible from
• Obsolescence — Personal Electronic Devices rapidly
the existing aircraft avionics and sensors, without impact-
evolve, and usually within a year’s time the previous model
ing the operational flight program. The software contained
has become obsolete and is no longer being sold. This
in the navigation, flight or weapons management systems
presents a very difficult problem to the aviation community
should be essentially untouched. From a hardware per-
working to keep systems standardized across the fleet
spective, this means that the EFB should provide a wide
and properly configured with mission software. The selec-
array of interfaces to receive data from the avionics bus-
tion of an aviation grade product such as TacView greatly
ses, electro-optical/infrared (EO/IR) sensor and other key
mitigates this obsolescence issue, as it has a designed life
aircraft sub-systems without disrupting the bus integrity
of 10 years or more. With supported repair capability and
even in case of EFB failure. It should also be capable of
the ability to upgrade the product at a very cost-effective
interfacing with the on-board radios or communication
price, such a system provides a solid solution to ensure
terminals and Ethernet networks. The aircraft interface
a standardized system for an entire Air Force fleet while
unit should also provide space for growth as user needs
reducing total lifecycle costs.
typically grow in the years following the initial fielding of the
equipment.
• Standardized, open architecture — The use of a Microsoft Windows operating system allows user customiza-
• User Interface — As an information management
tion, while products that are widely adopted by operators
device, one cannot overlook the EFB user interfaces. The
and military forces provide the assurance that applications
availability of backlit line select keys around the display
will be developed to enhance users’ operations.
allows the pilots to select menu options in all flight conditions, including high dynamic manoeuvres and turbulence.
In the same manner, a distinct and backlit keyboard with
tactile feedback will provide pilots with a trustworthy interface and can be used with gloved hands to speed up data
entry and text messaging. A touchscreen interface will
also provide flexibility when interacting with applications in
non-critical flight conditions.
5
FOR THE MILITARY PILOT, A DIFFERENT
power and installed in a mounting device for use during
REGULATORY ENVIRONMENT
normal aircraft operation (from take-off to landing). Class
2 EFBs can interface with other aircraft sub-systems, allowing them to run applications requiring inputs such as
real-time aircraft position, video camera feeds or network
connections to a satellite communication system. Their
associated applications are designated Type B. However,
according to the FAA, a Class 2 EFB cannot display the
aircraft’s own ship position, except on an airport moving
map .
• Class 3 devices are permanently installed equipment
that must be maintained under strict avionics hardware
Because early EFB adopters operated aircraft in controlled
and software design control. In general, but not always,
airspace, civil aviation authorities issued regulations to
these devices are designed with an operating system and
provide guidance on the certification, airworthiness and
a suite of applications capable of meeting higher design
operational approval of EFB systems. The vocabulary
assurance levels than commercial-off-the-shelf systems,
developed under these regulations is widely used today,
and may be integrated with other airborne equipment and
and in some cases poses challenges to those not required
the aircraft operational flight program. Such a Class 3
to abide by civil aviation airworthiness standards.
EFB can be used, for example, as a Multi-Function Display, and it can present information that can be used by
Under these regulations, such as the Federal Avia-
the aircrew for navigation. Specifically, it can display the
tion Administration (FAA) Advisory Circular 120-76A, EFB
aircraft’s own ship position on a chart.
hardware is defined in three “Classes”, with capabilities to
operate one to three “Types” of application:
In the context of military, paramilitary and search and
rescue operations, an EFB is not limited to “Flight Bag”
• Class 1 devices are known as “Personal Electronic
enhancement functionalities. Viewed in a broad context,
Devices” (PED), and can be anything from a laptop to a
an EFB is a computing device (hardware), designed to ex-
tablet, a personal digital assistant or smart phone. PEDs
ecute one or many computer programs (software), in order
are usually mass-produced devices that are not perma-
to provide benefits to the pilot. Said differently, an EFB is
nently mounted and not connected to the aircraft. These
a Mission Computer (MC) with a display, and this is exactly
devices are allowed to operate Type A applications, which
why the TacView is called a “Portable Mission Display”.
are static in nature. An example would be an application for displaying documents. Class 1 devices must be
With the aim of ensuring air safety, the hardware instal-
stowed during take-off and landing.
lation requirements should be similar to those of comparable hardware devices installed on the aircraft. Thus,
• Class 2 devices can be PED or electronic equipment
the EFB must meet the environmental requirements it
specifically designed for airborne use. These devices are
is meant to operate in, must not interfere with other on-
portable, and they will normally be connected to aircraft
board equipment, and its installation must not impact
6
aircraft integrity and crew safety. This explains the very
ance levels typical for aviation systems. The US Air Force
low cost of Class 1 equipment when compared with the
(USAF) did so, and allowed the use of digital maps with
extremely high cost of Class 3 equipment procurement
the own ship information as a situational awareness aid.
and integration.
Taking exception to civil aviation certification requirements
is possible because air forces perform their own aircraft
Civil aviation certification rules regarding software ap-
and system airworthiness approval.
provals are not adapted to military and paramilitary operations. Military pilots operate in difficult mission environ-
From the standpoint of the EFB equipment classes
ments where the presence of threats, obstacles and a
listed above, the TacView falls into its own special cat-
quickly-evolving tactical situation increase their workload
egory. From a cost and heritage point of view, it is a Class
and act to reduce their mission effectiveness. Mission
2 device, but based on its special hardware-level design
planning and tactical data link software applications facili-
upgrades, ruggedizing and qualification, it is closer to a
tate critical information processing by pilots, so that they
Class 3 device. At CMC, we therefore like to consider the
can achieve mission success and reduce their exposure
TacView as a very affordable “Class 2.5” EFB especially
to very real threats. The military needs to recognize the
suited for military and para-military aviation.
value of using these applications that have been thoroughly tested, but are not developed to design assur-
SUCCESSFUL
long-haul communications data exchange
NETWORKING WITH
and to serve as a communications relay
application complements JRE. Designed
L-3 C2S2’S JET
platform connecting different radios and
for pilots, it makes use of the TacView PMD
communication protocols. It can interface
line select keys to provide quick access
with, and control Multifunctional Informa-
to mission assignments, text messaging
tion Distribution System (MIDS) and Joint
or imagery. The real-time tactical informa-
Tactical Information Distribution System
tion (friend, foe and unidentified assets),
(JTIDS), SADL (Situational Awareness Data
along with threat rings, rendezvous pairing
Link) HF radios and satellite radios. JRE is
lines, range and bearing, can be displayed
capable of bridging Link 16, SADL, Variable
as overlays, to provide accurate real-time
Message Format (VMF) and other tactical
situational awareness to the aircraft crew.
Network-centric operation seeks to translate
an information advantage into a competitive
advantage through the robust networking
of geographically dispersed forces. During
CWID and CWIX 2011, L-3 Communications
Command and Control Systems & Software
(C2S2) Division JET was the cornerstone application to enable such capability. L-3 Services’ JET – or JRE Enabled TacView - combines two powerful applications together.
At the core is L-3’s Joint Range Extension
(JRE), a multi-protocol router and gateway
application designed to support short and
network architectures. With the ability to
support J-series Command and Control
(C2) messages, free text messaging, image
and video transfers, JRE facilitates digital
taking operations and robust information
exchange between participating C2 nodes,
airborne, maritime and land based platforms.
7
A powerful edge-to-edge moving map
ENHANCING THE VALUE OF THE
TACVIEW IN THE COCKPIT
For the military crews engaged in the CSAR mission north
of Kandahar, TacView can have a value much greater than
that of a conventional EFB. Equipped with the right software and interfaces to radios and data links, TacView can
also function as a network-connected terminal, displaying whatever tactical information is available and filtered
through the application. It provides an entire new dimension of capability to the mission team because each pilot
is now equipped with a data terminal transmitting, receiving and displaying important mission information in real
time. Every member of the team experiences a valuable
enhancement to their effectiveness in:
mission from Ottawa (Shirley’s Bay Canadian Forces
Warfare Centre), Quebec City (Defence Research and
• Workload reduction
Development Canada - Valcartier), Boston, Massachusetts
• Improved situational awareness
(Hanscom Air Force Base C4ISR Enterprise Integration
• Improved mission effectiveness
Facility), and Bydgoszcz, Poland (NATO Joint Force Training Center). The mission commander for the exercise was
In the summer of 2011, CMC supplied “JETs” (JRE En-
based at Hanscom AFB.
abled TacView, where TacView PMDs are integrated with
L-3 Communication’s Joint Range Extension gateway soft-
The trial missions in the CWID project were constructed
ware and digital map), ancillary equipment and technical
with varying degrees of Link 16 information communi-
support for a project in the Coalition Warrior Interoperabil-
cated between the aircraft and the mission commander.
ity Demonstration (CWID). This is an annual US Depart-
At one extreme, all communications and transmission of
ment of Defense (DoD) Joint Chiefs of Staff led exercise
data (such as present position, heading and altitude of the
that seeks to identify technical solutions that fill identified
search aircraft) were limited to voice transmissions. At the
capability gaps in US, Canadian, NATO, and allied armed
other extreme, all positional data and most mission-related
forces. The goal of CMC’s CWID project was to demon-
communications were transmitted graphically or as text
strate the usefulness of the JET in “fog of war” conditions.
messages. When Link 16 was enabled for every participant, everyone could immediately see the entire evolving
Over the 9 days of the CWID demonstrations, Canadian
mission picture, displayed in overlays on their TacView
Air Force pilots flew simulated CSAR operations from KDH
moving map.
both with and without the Link 16 functionality enabled on
their TacView PMDs. Each crew flew their own sorties using an independent flight simulator. In fact, they were
actually based at different sites internationally. The CWID
JET demonstration crews performed their coordinated
8
WORKLOAD REDUCTION
JET™ (JRE Enabled TacView®)
courtesy of L-3 Services Inc.
The participants in the demonstration clearly indicated
that the JET reduced their workload during the simulated
CSAR missions. In response to a question on the effectiveness of the JET, one of the pilots had this to say:
“The JET provides a quick way to see potential hazards on
the flight route. [It] provides a sense of confidence when
flying in hostile territory by maintaining an up-to-date picture of a volatile situation. [The] JET absolutely reduces
the workload and provides crucial up-to-date information.
It drastically reduces the amount of radio transmission required to acquire the same information.”
Similarly, another pilot reported,
“When [the Link 16] information was removed for a short
period, the workload increased dramatically.”
The pilots were asked if the JET simplified flight route
planning and navigation compared with using paper
“With JET operational, no voice communications other
charts. Their simple answer was “Always”:
than that between the flying and nonflying pilot needed to
occur.”
“Paper charts are big and cumbersome and do not dynamand
ically display the ‘own ship’ position. TacView provides this
information and as such decreases the workload of in-flight
flight planning.”“Paper charts are useful during the planning
“[The JET] creates a quick reference of the mission and
phase in the office. When airborne, the JET quickly be-
messages. The bezel keys provide a quick way to reply to
came ‘the’ source of information.”
a mission order.”
Asked if compared to receiving voice instructions, did
the JET reduce the workload to receive, acknowledge,
remember, and execute orders and instructions, the response was a clear “Yes”:
9
IMPROVED SITUATIONAL AWARENESS
“Always. We tried [both] high level and low level transits,
avoiding all mountains and hostile targets.”
It goes without saying that situational awareness is the
area that Link 16 connectivity makes the greatest con-
“Did the JET present the data in ways that allowed you
tribution to operational improvement in executing CSAR
to appreciate the current “big picture” tactical situation as
missions. The CWID demonstrations were indeed con-
it involved not only your own aircraft, but also allied, hos-
structed around this premise, with the various simulated
tile, and unknown assets, as well as the location and route
aircraft present position data, threat targets and other
to the mission target?”
points of interest being transmitted “manually” by voice
radio on the one hand (and having to be copied manually
“[The JET was] very effective. It provided a great picture of
in each cockpit and “read back” over the voice channel for
the situation. We were able to identify the OSC [On-Scene
confirmation), and alternatively, transmitted automatically
Commander] at high altitude and the helicopter extracting
by Link 16 and immediately displayed (in graphical over-
the downed pilot. Adding “range rings” around hostile ar-
lays) to the entire mission team.
eas provided [an added degree of] safety to the operation.”
Here’s what the pilots had to say in response to ques-
“Are the capabilities of the JET an improvement over the
tions about the enhanced situational awareness afforded
current situational awareness capabilities?”
by the JET:
“Better. It is definitely an improvement. Presently, the SA
“Did the moving map increase situational awareness
is accurate until we go airborne. JET provides an up-to-
compared to a paper map?”
date SA that improves the decision making process of the
pilots.”
“Yes. We could easily visualize the upcoming terrain on
The pilots in the demonstration considered the JET’s
our track and plan accordingly. A decision [would then] be
ability to receive images a significant advantage. While
made to fly low level or stay high level.”
in flight, they received on their PMDs images transmitted
“Did the JET graphically present the other aircraft posi-
from the mission commander. As one explained,
tions, along with other assets of interest, on a readable
and intuitive display?”
“During a SAR mission, having a picture of the person/aircraft/boat is very useful to locate and identify the distressed
“Yes. [The JET] displays positions and other information
object/person. A picture is seldom available prior to take-
about those aircraft. Different graphical options are avail-
off.”
able. We selected the NTDS [Naval Tactical Data Systems]
The JET improved the situational awareness picture for
graphics. It was easy to identify hostile, neutral and friendly
the crew as a whole. Both pilots in an aircraft took in the
contacts.”
same information at the same time, and therefore synthesized together a common understanding of the battlefield.
“Did the JET display the tactical information well enough
As one explained,
to allow you to navigate and fly in a route that allowed the
aircraft to safely fly to a CSAR target?”
“[Without the JET], both pilots had to talk to each other
a lot more to maintain a clear picture of the battle field.”
10
IMPROVED MISSION EFFECTIVENESS
JET™ (JRE Enabled TacView®)
courtesy of L-3 Services Inc.
It was clear from the responses of the CWID participants
that JET (with Link 16 enabled) can play a key role in
improving mission effectiveness. Here is the response
to the simple question posed to the CWID participants,
“Comparing tasks such as enemy avoidance, was it more
effective to have the JET with Link 16 enabled than when
Link 16 was not available?”
“More effective. The two cannot be compared. The ease
of threat avoidance with Link 16 up allows extreme appreciation of the technology. TacView simplifies the complex
task of using paper maps and as such keeps both pilots
focused on the mission and engaged in the battle.”
“Was the mission objective, the CSAR crash site, clearly
visible during the preparation phase?”
“Yes. With the Link 16, the crash site was visible. We were
able to analyse the terrain around the crash site quickly.”
writing down, reading back, and discussing coordinates
and mission commands when using the Link 16 JET.
One of the JET’s greatest advantages is its ability to improve the fidelity and accuracy of communications. With
The Link 16 JET also proved especially useful in ren-
the Link 16 features disabled, the mission commander
instructed the pilots over a voice communications chan-
dezvous (RV) maneuvers, including mid-air refueling. In
nel. They were required to read back coordinates, and
these circumstances, both aircraft’s crew observed pair-
the CWID JET Trial Lead observed that the read back was
ing (vector) lines that enabled each crew to visualize and
incorrect (requiring the mission commander’s corrective
constantly update where their own aircraft was in relation
action) for nearly 20% of all MC-issued coordinates. This
to the other. Not only did the JET reduce mistakes and
was in the part of the demonstration where the pilots ei-
minimize wasted time in RVs, but it also enabled the crews
ther used paper maps, or used the JET as a basic moving
to anticipate and negotiate the best orientation when ap-
map (with no other overlays enabled) in responding to the
proaching each other’s aircraft to optimize mission perfor-
MC’s commands.
mance. The pilots were asked if the JET displayed tactical
information well enough to allow them to navigate and fly
in a route that allowed the aircraft to safely rendezvous
Using the Link 16 JET, aircrew read the coordinates off
with another aircraft. The response,
the JET screen, and could then return to the JET display
any time to review a historical record of mission command
messages and coordinates. The pilots spent less time
11
“Always. [We] tried this out several times, and without
“We were able to avoid multiple threats, and the other units
much communication, were able to successfully perform
were also guiding us to avoid their threats. It is more effec-
this task 100% of the time.”
tive to have JET with Link 16 enabled. It provides a clear
picture of the situation, and we can anticipate and plan an
Finally, the JET increased mission efficiency and effec-
evasive route during low level flying in hostile territory. Dur-
tiveness simply through increased situational awareness.
ing a CSAR mission, we can plan an evasive route in case
As pilot explained,
of an emergency while flying at low level.”
CONCLUSION
“[The JET let us make] instantaneous and accurate decisions that optimized the mission’s success. The picture
also allowed us to fly very efficient and accurate routes
In summary, the TacView EFB with a tactical network-
around hostiles.”
ing and display tool incorporated in its software is a very
important new asset for the military pilot:
When approaching a hot CSAR extraction zone, for
example, the pilots reported the JET enabled them to im-
“The JET is a very powerful tool that provides crucial in-
mediately identify where the On-Scene Commander (OSC)
formation to aircrew. It facilitates communication between
was, where the extraction helicopter was, and where the
units and the mission commander. In a volatile situation,
nearby threats were located. The JET presented all of this
the aircrew can be reached quickly via mission/free text/im-
information in a single unified picture in relation to their
agery. JET provides an excellent SA to the pilots of any de-
own aircraft’s position, together with a depiction of the
veloping situation that might influence their mission. Having
surrounding terrain. They reported that the JET made it
the TacView available on the Chinook last year, they might
clear to them what actions they should take next. As one
have been able to avoid the enemy fire.”
explained,
and:
“The JET provides a quick way to see a situation unfold,
and provides more flexibility at decision making.”
“The EFB is an overdue tool for the pilots. The pilots will
have a quick access to all approach plates and checklists
“Was the JET effective in clearly identifying threats in a
at their fingertips. I enjoyed working with JET. It was easy
way that enabled you to safely navigate around the danger
to learn the basic functions. After using it for a week, I was
area?”
comfortable using the touch screen/bezel keys and access
the required information. When TacView information was
“Very effective. We were able to confidently get as close as
removed for a short period, the workload increased drasti-
allowed to a threat and maintain the required separation.”
cally.”
It was clear that it was much more effective to have
The TacView JET provides, at a relatively low cost, a
the Link 16 capability enabled. Comparing tasks such as
personalized mission network capability for pilots, helping
enemy avoidance,
them to perform and complete their missions with success and efficiency.
12
EPILOGUE
provided by the AWACS, narrowing their potential search
zone well after the time they had originally departed KDH.
It’s 1000 hours and all aircraft involved in the CSAR mis-
Their Link 16 networking permitted multiple independent
sion have safely returned to base. The recovered injured
search patterns to be created and flown up to the minute
pilot is in stable condition in the base infirmary, awaiting
the crash site was located. Indications of hostile activity
transfer to a full-service hospital.
detected by one aircraft could be entered (as a location)
on the TacView moving map, enabling all aircraft to keep
The aircraft involved in the mission were able to down-
away from the possible threat.
load (while in transit) the target aircraft’s track history as
CWID AND CWIX EXPLAINED
The Coalition Warrior Interoperability Demonstration (CWID) was a Chairman of the U.S.
Joint Chiefs of Staff (JCS) led annual exercise that enables combatant commands, military
services and national civil authorities in the U.S. and its allied countries to investigate and
assess new technologies (http://www.cwid.org/). CWID provided an operations-side forum
for demonstrating and assessing Command and Control, communications systems, and ISR
solutions, all in a simulated mission environment. The program addressed identified capability gaps and supports the accelerated and deliberate acquisition of selected technologies.
Each year, CWID conducted trials to evaluate new and emerging technologies in a realistic
environment with collaboration from allied countries. International participants and observers
included Australia, Canada, New Zealand, United Kingdom, North Atlantic Treaty Organization (NATO) member nations, and Partnership for Peace nations.
CWID interoperability trials were hosted on the world-wide, Combined Federated Battle
Laboratory Network (CFBLNet) which enabled simulated classified releasable data exchange
among coalition partners. In the JET trial, the Mission Commander was also connected to
the network via a Multifunctional Information Distribution System (MIDS) terminal transmitting
to a ViaSat Small Tactical Terminal, which allowed test and evaluation of deployable technology.
Defence Research and Development Canada (DRDC), an agency of the Canadian Department of National Defence (DND), sponsored the JET interoperability trial. The goal of the trial
was to evaluate JET benefit to mission effectiveness both as an Electronic Flight Bag and as
an onboard Link 16 communication device.
13
CMC wished to create a scenario that was as realistic as possible in which to evaluate the
JET. To accomplish this, CMC devised a configuration that enabled the JET workstation to
receive live data feeds exactly as if it were in a real cockpit. In this configuration, two Canadian
Air Force pilots manned each workstation comprising a flight simulator and a dual JET (one
for each pilot) installation. Each flight simulator reported its own position, speed and heading
on the JET, and to every other flight simulator in the trial. In this way, not only did each simulator know its own aircraft’s position, it also knew the position of every other simulated aircraft.
A pilot flying a simulated aircraft trailing a lead aircraft, for example, could look out the front
windscreen of the simulated aircraft, and actually see the lead aircraft. This created a very
realistic environment when role players were required, for example, to fly in formation or to
refuel in mid-flight.
JET Trial Architecture (Courtesy of DRDC)
At a pre-defined time in each day’s mission, the Mission Commander remotely disconnected the Link 16 capability from the role player’s JETs. In this way, role players were only
able to use JET as a moving map. They no longer maintained situational awareness of
14
where their aircraft were with respect to friendly, hostile and neutral assets. They also lost
the ability to receive mission commands from the Mission Commander via Link 16, and the
entire mission reverted to voice communications. Because both the Mission Commander
and JET Trial Lead maintained their common operating picture capability during these
periods, they were able to observe how well role players executed their missions in the
degraded environment.
Since JET was deployed at the NATO Joint Force Training Center in Poland, it took part of
the Coalition Warrior Interoperability eXploration, eXperimentation, eXamination, eXercise
(CWIX), a forum designed to support the continuous improvement in interoperability for the
NATO nations and its allies. While CWID offers an operational scenario, CWIX is designed
to measure systems maturity levels of integration using test cases.
The CWIX final report recognized the capabilities JET brings to the warfighter:
“This was JET’s first participation in CWIX. JRE, as the premier U.S. tactical data link gateway, has over a decade of operational experience with BLOS tactical data links. CWIX is a
great opportunity and we are encouraged to see how well JET was able to interoperate with
NATO and European systems.”
During CWIX, JET successfully demonstrated it could interface with Italy’s national Multi
Data Link Processor, NATO’s Air Command & Control System (ACCS) Level of Capability
1 (LOC1) Aircraft Control Centre/Recognised Air Picture Production Centre/Sensor Fusion
Post (ARS), Germany’s Combat ID (CID) Server Combat Identification German Automated
Request, Response and Relay (CIGAR³), Denmark’s Ballistic Missile Defence BMD-Flex
and Royal Danish Navy’s C-Flex, and Poland’s PAFLINK 16 C2 national system. Of course,
JET proved itself as a tactical data link gateway between CWID and CWIX.
1
The Electronic Flight Bag: A Multi-Function Tool for the Modern Cockpit, Major Fredric S. Fitzsimmons, USAFR, August 2002
2
For example : Federal Aviation Administration Advisory Circular 120-76A, Joint Aviation Authorities TGL-36, Transport Canada PL No. 500-017, etc.
3
Federal Aviation Administration Advisory Circular 20-159
15

TACView Whitepaper

Transcription

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