EMALS & JPALS for the JSF
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Fair enough. Good find. Perhaps these slots have a dual use. Makes sense because of land base ease of use, being able to make use of the ground alongside (unlike on a carrier where environment - steel deck - is quite different). Looks as though in the case of the EMALS that these 'slots' don't continue very far. I guess the previous info referred only to the old STEAM catapult deadweights. Perhaps these days computer simulation takes care of the 'deadweight' issues? I have no idea. Vaguely recall reading about some computer simulation. 
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Old news but news to me.
WASP wraps up year filled with accomplishments Dec 11, 2011
http://www.dvidshub.net/news/81212/wasp ... plishments
"...One of the first big events for Wasp came in June when the number one ship in the fleet tested new joint-precision approach and landing system technology underway. The JPALS is a global positioning system-based technology designed to assist pilots in making a precise approach and landing, more precise than ever before, on land or at sea, anywhere in the world. Several engineers from Raytheon Company monitored data gathered for JPALS June 14 [2011] aboard Wasp...."
WASP wraps up year filled with accomplishments Dec 11, 2011
http://www.dvidshub.net/news/81212/wasp ... plishments
"...One of the first big events for Wasp came in June when the number one ship in the fleet tested new joint-precision approach and landing system technology underway. The JPALS is a global positioning system-based technology designed to assist pilots in making a precise approach and landing, more precise than ever before, on land or at sea, anywhere in the world. Several engineers from Raytheon Company monitored data gathered for JPALS June 14 [2011] aboard Wasp...."
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[quote="spazsinbad"}..One of the first big events for Wasp came in June when the number one ship in the fleet tested new joint-precision approach and landing system technology underway. .. June 14 [2011] aboard Wasp...."[/quote]
Good Catch, missed it also. This was a good test for the "Bee" with automated data transfer to the Wasp and an early checkout of the Wasp system for the F-35. The helos; MH-60, CH-53, CV-22, H-1s and even the AV-8B will all be using the Wasp's Jpals. It would be interesting to know how wide spread the upgrade to Jpals has progressed in the fleet. The X-47B is on it's way (this week) to Pax and it will be using JPals both onshore and on the carrier.
Good Catch, missed it also. This was a good test for the "Bee" with automated data transfer to the Wasp and an early checkout of the Wasp system for the F-35. The helos; MH-60, CH-53, CV-22, H-1s and even the AV-8B will all be using the Wasp's Jpals. It would be interesting to know how wide spread the upgrade to Jpals has progressed in the fleet. The X-47B is on it's way (this week) to Pax and it will be using JPals both onshore and on the carrier.
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PMA-213 Celebrates New GPS-Based Landing System Progress Patuxent River, MD - Jan/24/2012
http://www.thebaynet.com/news/index.cfm ... y_ID/25955
"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 experiencing 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 and 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 and Engineering 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."
http://www.thebaynet.com/news/index.cfm ... y_ID/25955
"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 experiencing 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 and 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 and Engineering 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."
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Perhaps of interest.
L-CLASS PRECISION APPROACH AND LANDING SYSTEM (PALS) CERTIFICATION
http://www.hrana.org/documents/PaddlesM ... ry2012.pdf
"Carrier suitability testing frequently involves “unconventional” flying, which is certainly the case for certifying amphibious assault ships (LHA and LHD classes). These ships have a Precision Approach and Landing System (PALS) similar to those currently found on any aircraft carrier (CVN), and require similar certification every two years. As VX-23 does not fly the Harrier, we perform these certifications using the F/A-18. L-Class ships have a TACAN and SPN-41 Instrument Carrier Landing System (ICLS), similar to the systems found on a CVN. Instead of a SPN-46 Automatic Carrier Landing System (ACLS) however, they have a SPN-35 which provides a precision approach capability. They also have an optical lens which appears similar to the lens found on a CVN, but it’s located on the starboard side of the ship and on the back side of the island. Instead of a marked centerline in the landing area, they have a “tramline” which pilots use to reference their lateral position.
The goal of an L-Class PALS certification is to verify that the SPN-35, SPN-41 and lens agree, and that they get the pilot safely to the point where he can take over and land visually. In this respect it’s similar to a Mode II certification of an aircraft carrier. Obviously the F/A-18 isn’t designed to touch down on an L-Class, so all of the approaches are terminated no later than 200 feet. The pattern is similar to that used for CVN certification , essentialy the Case III pattern with a higher airspeed on downwind. The pilot flies the ICLS needles while cross-checking and reporting TACAN range and radar altitude on the radio. Simultaneously test engineers onboard the ship monitor the SPN-35 to ensure that it matches what the pilot is reporting. Technicians are capable of making near real-time adjustments if errors in the system are detected.
Flying a low approach to a straight-deck boat is an interesting experience. Since there is no possibility of touch-down, approaches are generally flown with the landing gear up to conserve fuel. The urge to fly to the right of the wake and make the sight picture look like a CVN is almost irresistible. The location of the lens on the starboard side of the ship also contributes to the tendency to drift right. Combine all these factors and add in the requirement to fly an on-and-on approach while simultaneously reporting range and altitude data on the radio, and this quickly becomes a challenging task.
To all those who get to enjoy their ’rats on an L-Class, while we don’t get to interact with you as much as with CVN pilots, we at VX-23 are dedicated to ensuring that you have the most accurate and reliable landing aids pos-sible. Please let us know if you have any concerns with your ship’s systems. While the L-Class PALS certification may not help us increase our trap count, it is challenging and rewarding flying, and an important part of VX-23’s service to the fleet.
LT Matt “Brasso” Davin
VX-23 Ship Suitability"
L-CLASS PRECISION APPROACH AND LANDING SYSTEM (PALS) CERTIFICATION
http://www.hrana.org/documents/PaddlesM ... ry2012.pdf
"Carrier suitability testing frequently involves “unconventional” flying, which is certainly the case for certifying amphibious assault ships (LHA and LHD classes). These ships have a Precision Approach and Landing System (PALS) similar to those currently found on any aircraft carrier (CVN), and require similar certification every two years. As VX-23 does not fly the Harrier, we perform these certifications using the F/A-18. L-Class ships have a TACAN and SPN-41 Instrument Carrier Landing System (ICLS), similar to the systems found on a CVN. Instead of a SPN-46 Automatic Carrier Landing System (ACLS) however, they have a SPN-35 which provides a precision approach capability. They also have an optical lens which appears similar to the lens found on a CVN, but it’s located on the starboard side of the ship and on the back side of the island. Instead of a marked centerline in the landing area, they have a “tramline” which pilots use to reference their lateral position.
The goal of an L-Class PALS certification is to verify that the SPN-35, SPN-41 and lens agree, and that they get the pilot safely to the point where he can take over and land visually. In this respect it’s similar to a Mode II certification of an aircraft carrier. Obviously the F/A-18 isn’t designed to touch down on an L-Class, so all of the approaches are terminated no later than 200 feet. The pattern is similar to that used for CVN certification , essentialy the Case III pattern with a higher airspeed on downwind. The pilot flies the ICLS needles while cross-checking and reporting TACAN range and radar altitude on the radio. Simultaneously test engineers onboard the ship monitor the SPN-35 to ensure that it matches what the pilot is reporting. Technicians are capable of making near real-time adjustments if errors in the system are detected.
Flying a low approach to a straight-deck boat is an interesting experience. Since there is no possibility of touch-down, approaches are generally flown with the landing gear up to conserve fuel. The urge to fly to the right of the wake and make the sight picture look like a CVN is almost irresistible. The location of the lens on the starboard side of the ship also contributes to the tendency to drift right. Combine all these factors and add in the requirement to fly an on-and-on approach while simultaneously reporting range and altitude data on the radio, and this quickly becomes a challenging task.
To all those who get to enjoy their ’rats on an L-Class, while we don’t get to interact with you as much as with CVN pilots, we at VX-23 are dedicated to ensuring that you have the most accurate and reliable landing aids pos-sible. Please let us know if you have any concerns with your ship’s systems. While the L-Class PALS certification may not help us increase our trap count, it is challenging and rewarding flying, and an important part of VX-23’s service to the fleet.
LT Matt “Brasso” Davin
VX-23 Ship Suitability"
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The Aviation Data Management and Control System (ADMACS)
http://www.navair.navy.mil/index.cfm?fu ... 099DE79C91
"The Aviation Data Management and Control System (ADMACS) is a tactical, real-time data management system connecting the air department, ship divisions and embarked staff who manage aircraft launch and recovery operations on CV/CVN ships. ADMACS communicates aviation and command-related data elements across the ADMACS Local Area Network (LAN) and Integrated Shipboard Network System (ISNS) that electronically display position and location of aircraft on flight and hangar decks. ADMACS also displays the aircraft’s status, launch and recovery equipment, fuel, weapons types and quantity, and other aviation and ship related information. The primary goal of the ADMACS program is to significantly improve ship air operations effectiveness and workload reduction through process automation, optimization and integration of key operational systems.
The complexity of air operations aboard naval aircraft carriers requires accurate, continuous and timely information distribution to all work centers in need of vital data. The ADMACS family of block upgrades will develop and integrate a standard data management and control system to provide accurate and timely data throughout the ship.
ADMACS will provide an interface for data sharing to other key programs such as the Electromagnetic Aircraft Launch System, Advanced Arresting Gear, Joint Precision Approach and Landing System and the Moriah Wind System. ADMACS Block 1 is currently operational on nine commissioned aircraft carriers."
http://www.navair.navy.mil/img/uploads/ADMACS4.jpg
CAPTION: "Engineers at Naval Air Systems Command, Lakehurst, N.J., test upgrades to the Aviation Data Management and Control System to enhance information communication across shipboard operation departments on CV/CVN ships."
http://www.navair.navy.mil/index.cfm?fu ... 099DE79C91
Caption: "ADMACS is an integrated, network-centric shipboard aviation operations information management system that provides naval aviation operations planning, execution and readiness assessment. U.S. Navy Photo"
http://www.navair.navy.mil/index.cfm?fu ... 099DE79C91
"The Aviation Data Management and Control System (ADMACS) is a tactical, real-time data management system connecting the air department, ship divisions and embarked staff who manage aircraft launch and recovery operations on CV/CVN ships. ADMACS communicates aviation and command-related data elements across the ADMACS Local Area Network (LAN) and Integrated Shipboard Network System (ISNS) that electronically display position and location of aircraft on flight and hangar decks. ADMACS also displays the aircraft’s status, launch and recovery equipment, fuel, weapons types and quantity, and other aviation and ship related information. The primary goal of the ADMACS program is to significantly improve ship air operations effectiveness and workload reduction through process automation, optimization and integration of key operational systems.
The complexity of air operations aboard naval aircraft carriers requires accurate, continuous and timely information distribution to all work centers in need of vital data. The ADMACS family of block upgrades will develop and integrate a standard data management and control system to provide accurate and timely data throughout the ship.
ADMACS will provide an interface for data sharing to other key programs such as the Electromagnetic Aircraft Launch System, Advanced Arresting Gear, Joint Precision Approach and Landing System and the Moriah Wind System. ADMACS Block 1 is currently operational on nine commissioned aircraft carriers."
http://www.navair.navy.mil/img/uploads/ADMACS4.jpg
CAPTION: "Engineers at Naval Air Systems Command, Lakehurst, N.J., test upgrades to the Aviation Data Management and Control System to enhance information communication across shipboard operation departments on CV/CVN ships."
http://www.navair.navy.mil/index.cfm?fu ... 099DE79C91
Caption: "ADMACS is an integrated, network-centric shipboard aviation operations information management system that provides naval aviation operations planning, execution and readiness assessment. U.S. Navy Photo"
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MWS Moriah Wind System
http://www.agiltd.co.uk/marine_instrume ... ochure.pdf (2Mb)
"...The MWS is based on AGI’s AGIMET Naval Wind Measurement and Meteorological System, which is proven and in service with many navies worldwide. The MWS has been expanded to provide greater capability for data distribution, alleviating the need for dedicated retransmission units. The design is highly modular and has spare capacity for plug-in RS422 modules, LAN modules, Synchro modules, together with spare memory and processor power, which allows for future system expansion, upgrades and refit.
The MWS Processor Unit is a stand alone Data Distribution System with multiple input / output capability. It can be bulkhead or deck mounted and contains two Sub-Processors, operating in a dual redundant configuration to avoid system downtime. Built-In-Test facilities are included, using an external PC and Graphic User Interface for detailed reporting of faults and system set up.
The Processor unit provides sensor interface and data distribution to other ship’s systems and/or AGI’s range of Multi-Function Color Displays. These TFT Liquid Crystal Display instruments provide highresolution color displays, suitable for complex graphics data and feature multiple pages on a single instrument. Data pages include, but are not limited to, True & Relative Wind Speed and Direction, Meteorological and Oceanographic data, Deck Crosswind, Headwind and Tailwind, Ship’s Speed and Heading, Ship’s Roll and Pitch, Launch and Recovery Envelope data, Recovery Only Bulletin data, Fox Corpen data, BRC data and MWS Status Indication. The instruments offer excellent viewing angle properties and with fully dimmable back lighting, ensure maximum readability in a variety of ambient conditions, from direct sun light to the subdued environment of the Operations Room...."
Pic from: http://www.goqpi.com/products/navy/moriah/poster.pdf
http://www.agiltd.co.uk/marine_instrume ... ochure.pdf (2Mb)
"...The MWS is based on AGI’s AGIMET Naval Wind Measurement and Meteorological System, which is proven and in service with many navies worldwide. The MWS has been expanded to provide greater capability for data distribution, alleviating the need for dedicated retransmission units. The design is highly modular and has spare capacity for plug-in RS422 modules, LAN modules, Synchro modules, together with spare memory and processor power, which allows for future system expansion, upgrades and refit.
The MWS Processor Unit is a stand alone Data Distribution System with multiple input / output capability. It can be bulkhead or deck mounted and contains two Sub-Processors, operating in a dual redundant configuration to avoid system downtime. Built-In-Test facilities are included, using an external PC and Graphic User Interface for detailed reporting of faults and system set up.
The Processor unit provides sensor interface and data distribution to other ship’s systems and/or AGI’s range of Multi-Function Color Displays. These TFT Liquid Crystal Display instruments provide highresolution color displays, suitable for complex graphics data and feature multiple pages on a single instrument. Data pages include, but are not limited to, True & Relative Wind Speed and Direction, Meteorological and Oceanographic data, Deck Crosswind, Headwind and Tailwind, Ship’s Speed and Heading, Ship’s Roll and Pitch, Launch and Recovery Envelope data, Recovery Only Bulletin data, Fox Corpen data, BRC data and MWS Status Indication. The instruments offer excellent viewing angle properties and with fully dimmable back lighting, ensure maximum readability in a variety of ambient conditions, from direct sun light to the subdued environment of the Operations Room...."
Pic from: http://www.goqpi.com/products/navy/moriah/poster.pdf
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Last edited by spazsinbad on 28 Oct 2012, 03:11, edited 1 time in total.
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And they get to play with the OUIJA BOARD (electro version Video then UCKERS version JPG)
Short DCAP video GangnamStyle
http://www.youtube.com/watch?v=wwAmwLT2YvA
Decaf: http://web.mit.edu/newsoffice/images/unmanned.jpg
http://web.mit.edu/newsoffice/images/unmanned.jpg
Caption: “Pacific Ocean, December 13, 2005 — Air-craft Handling Officer Lt. Cmdr. Thomas McKean, right, explains the basic layout of the flight deck to Deputy Assistant Secretary of the Defense for Reserve Affairs (Readiness, Training and Mobilization), U.S. Army Maj. Gen. Antonio Taguba, by using the "ouija board" located in Flight Deck Control aboard USS Ronald Reagan (CVN-76).” http://www.navsource.org/archives/02/027645.jpg
THEN:
http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA496675
Short DCAP video GangnamStyle
http://www.youtube.com/watch?v=wwAmwLT2YvA
Decaf: http://web.mit.edu/newsoffice/images/unmanned.jpg
http://web.mit.edu/newsoffice/images/unmanned.jpg
Caption: “Pacific Ocean, December 13, 2005 — Air-craft Handling Officer Lt. Cmdr. Thomas McKean, right, explains the basic layout of the flight deck to Deputy Assistant Secretary of the Defense for Reserve Affairs (Readiness, Training and Mobilization), U.S. Army Maj. Gen. Antonio Taguba, by using the "ouija board" located in Flight Deck Control aboard USS Ronald Reagan (CVN-76).” http://www.navsource.org/archives/02/027645.jpg
THEN:
http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA496675
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ADMACS Modifications [PADDLES Monthly June 2011]
http://www.hrana.org/documents/PaddlesM ... ne2011.pdf (1.6Mb)
“The Aviation Data Management and Control System (ADMACS) connects the air department, the air wing, and many other embarked entities who are involved in the launch and recovery of aircraft aboard the CV. Using both the ship's Local Area Network (LAN) as well as the Integrated Shipboard Network System (ISNS), ADMACS electronically displays locations of aircraft both airborne as well as on the flight and hanger deck.
At this year?s conference, the LSO Community put forth some priorities concerning what we would like the ADMACS system to display to us on the LSODS, in addition to what is currently available. Here are some of the ideas that were proposed:
- A continuously updated master Air Plan where all of the numbers would be dynamically updated over the course of the day. This modification would allow Paddles to monitor changes, additions, and cancellations from the platform, in real-time.
- Ability to view the VDB board with accurate, real time locations of aircraft in the pattern as well as pilot names, profiles being flown, and requirements during CQ. It was even suggested that for TRACOM/FRS CQ a running GPA and boarding rate tally could also be included. This screen would be displayed on the LSODS in a similar manner as to what is depicted below:”
http://www.hrana.org/documents/PaddlesM ... ne2011.pdf (1.6Mb)
“The Aviation Data Management and Control System (ADMACS) connects the air department, the air wing, and many other embarked entities who are involved in the launch and recovery of aircraft aboard the CV. Using both the ship's Local Area Network (LAN) as well as the Integrated Shipboard Network System (ISNS), ADMACS electronically displays locations of aircraft both airborne as well as on the flight and hanger deck.
At this year?s conference, the LSO Community put forth some priorities concerning what we would like the ADMACS system to display to us on the LSODS, in addition to what is currently available. Here are some of the ideas that were proposed:
- A continuously updated master Air Plan where all of the numbers would be dynamically updated over the course of the day. This modification would allow Paddles to monitor changes, additions, and cancellations from the platform, in real-time.
- Ability to view the VDB board with accurate, real time locations of aircraft in the pattern as well as pilot names, profiles being flown, and requirements during CQ. It was even suggested that for TRACOM/FRS CQ a running GPA and boarding rate tally could also be included. This screen would be displayed on the LSODS in a similar manner as to what is depicted below:”
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JPALS team wins DoD award Nov 13, 2012
http://www.navair.navy.mil/index.cfm?fu ... ry&id=5175
"NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Md. — NAVAIR’s Joint Precision Approach and Landing Systems (JPALS) team was recognized Oct. 25 as one of the Defense Department’s top five systems engineering 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 represents 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 chairman. “The selection of the Joint Precision Approach and Landing System (JPALS) Increment 1A Ship System program reflects highly on the collaboration and engineering efforts of the JPALS government and 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 and fielding of the JPALS system."
http://www.navair.navy.mil/index.cfm?fu ... ry&id=5175
"NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Md. — NAVAIR’s Joint Precision Approach and Landing Systems (JPALS) team was recognized Oct. 25 as one of the Defense Department’s top five systems engineering 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 represents 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 chairman. “The selection of the Joint Precision Approach and Landing System (JPALS) Increment 1A Ship System program reflects highly on the collaboration and engineering efforts of the JPALS government and 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 and fielding of the JPALS system."
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US Navy, Raytheon receive Pentagon engineering award for GPS-guided precision landing program 15 Nov 2012
http://raytheon.mediaroom.com/index.php?s=43&item=2223
"MARLBOROUGH, Mass., Nov. 15, 2012 /PRNewswire/ -- A U.S. Navy program that uses Raytheon Company (NYSE: RTN) technology to land aircraft in harsh weather has been recognized with a Department of Defense engineering award....
...Raytheon is currently installing JPALS on the aircraft carrier George H.W. Bush, CVN-77. Government integration of the system with other ship systems was completed in the Navy's test facility, and flight testing commenced in May 2012. Shipboard testing on the carrier [CVN-77] is planned to start as early as December. Raytheon completed development activities on time -- including delivery of eight ship system engineering development models and five avionics test kits on or ahead of schedule...."
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Joint Precision Approach and Landing System (JPALS) USAF (no USN) variant explanation
VIDEO: http://www.youtube.com/watch?v=7PmfxXTu ... r_embedded
"Uploaded by mitrecorp on Feb 27, 2009
This video examines the Joint Precision Approach and Landing System (JPALS), which provides the pilot with a much more precise idea of his position in relation to the terrain."
http://raytheon.mediaroom.com/index.php?s=43&item=2223
"MARLBOROUGH, Mass., Nov. 15, 2012 /PRNewswire/ -- A U.S. Navy program that uses Raytheon Company (NYSE: RTN) technology to land aircraft in harsh weather has been recognized with a Department of Defense engineering award....
...Raytheon is currently installing JPALS on the aircraft carrier George H.W. Bush, CVN-77. Government integration of the system with other ship systems was completed in the Navy's test facility, and flight testing commenced in May 2012. Shipboard testing on the carrier [CVN-77] is planned to start as early as December. Raytheon completed development activities on time -- including delivery of eight ship system engineering development models and five avionics test kits on or ahead of schedule...."
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Joint Precision Approach and Landing System (JPALS) USAF (no USN) variant explanation
VIDEO: http://www.youtube.com/watch?v=7PmfxXTu ... r_embedded
"Uploaded by mitrecorp on Feb 27, 2009
This video examines the Joint Precision Approach and Landing System (JPALS), which provides the pilot with a much more precise idea of his position in relation to the terrain."
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Paddles Monthly Dec 2012
http://www.hrana.org/documents/PaddlesM ... er2012.pdf (1.4Mb)
"Joint Precision Approach and Landing System (JPALS)
[author] - Ken “Waldo” Wallace is a former Tomcat pilot and currently the JSF and JPALS liaison for Navy PMA-213 at Coherent Technical Services
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 LSO OAG presentations, Fleet Project Team forums, and technology demonstrations, and gives Paddles the opportunity to view the next generation precision approach and landing system at work in the operational environment.
Designed to replace aging sea-based and land-based aircraft landing systems, JPALS is a GPS-based system to provide enhanced joint operational capability in a full spectrum of environments ranging from CAVU to Sea State 5 in all weathers in a hostile environment. By complying with the International Civil Aviation Organization (ICAO) for Ground Based Augmentation System (GBAS) and Space Based Augmentation Systems (SBAS), JPALS provides an interoperable civil divert capability. JPALS incorporates both encrypted data link and GPS anti-jam technology with high levels of accuracy, reliability and capabilities beyond what we have today.
NAVAIR is developing JPALS with an incremental strategy to meet all requirements from replacing the SPN-46, SPN-35, and PAR for manned aircraft to landing unmanned aircraft both ashore and at sea. The first step of which is to achieve 200 ft. decision height with ½ NM visibility at CVN and L-Class ships.
System Overview
Figure 1 (on page 2) depicts the Operational Concept of the nodes and information exchange for JPALS Increment 1. The JPALS data link provides shipboard information for the aircraft to determine a Relative Navigation (RelNav) location to the ship.
The development schedule calls for two separate data links for JPALS. For Increment 1, the JPALS UHF data link is for 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 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 the required precision navigation (20 cm vertical accuracy). The F-35B/C requires an interim capability, a separate one-way data link, called the UHF Data Broadcast (UDB), which provides RelNav for the pilot out to 30 NM and supports precision approach out to 10 NM, as well as on-deck RF alignment.
JPALS brings a number of benefits to the fleet, some of which are presented below for the fixed wing pilot/LSO perspective:
? Once the pilot tunes in and the aircraft is processing the data link, he gets instant feedback that JPALS is up and running versus having to wait until flying into the ICLS/ACLS region behind the ship.
? JPALS slaves to the IFLOLS setting for nominal hook touchdown points for each cross deck pendant allowing the pilot to not only change glide slope, but even target a specific wire. For MOVLAS, JPALS uses the last commanded IFLOLS HTDP [Hook Touch Down Point] setting prior to switching to MOVLAS.
? The legacy “System Waveoff” has been eliminated, so the pilot can degrade (and uncouple as applicable) to another approach means and not view a flashing W/O with a JPALS malfunction. Protection levels are established, but the platforms and aviation community are still developing specific degrades and alert indications.
? 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).
? Although the system retains the legacy requirements of Closed Deck and CATCC waveoff, with the exception of the UDB system they are now displayed as a “Discontinue Approach.” The JPALS Incremental acquisition approach includes a non-GPS based back-up system.
Landing Signal Officer Display System (LSODS) Integration
JPALS interfaces with a number of legacy systems on the ship to provide operators the required information to conduct launch and recovery operations with JPALS equipped aircraft. The F-35 UDB does not have a surveillance downlink, so it depends on other systems to provide controller and LSO display information. As briefed at the LSO OAG this 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 ACLS Mode III lock-on to display ACLS final approach data to the operators. The F-35 is implementing a flight director with UDB, but does not plan to couple the flight control system on UDB approaches....
...Program Coordination
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.
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."
http://www.hrana.org/documents/PaddlesM ... er2012.pdf (1.4Mb)
"Joint Precision Approach and Landing System (JPALS)
[author] - Ken “Waldo” Wallace is a former Tomcat pilot and currently the JSF and JPALS liaison for Navy PMA-213 at Coherent Technical Services
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 LSO OAG presentations, Fleet Project Team forums, and technology demonstrations, and gives Paddles the opportunity to view the next generation precision approach and landing system at work in the operational environment.
Designed to replace aging sea-based and land-based aircraft landing systems, JPALS is a GPS-based system to provide enhanced joint operational capability in a full spectrum of environments ranging from CAVU to Sea State 5 in all weathers in a hostile environment. By complying with the International Civil Aviation Organization (ICAO) for Ground Based Augmentation System (GBAS) and Space Based Augmentation Systems (SBAS), JPALS provides an interoperable civil divert capability. JPALS incorporates both encrypted data link and GPS anti-jam technology with high levels of accuracy, reliability and capabilities beyond what we have today.
NAVAIR is developing JPALS with an incremental strategy to meet all requirements from replacing the SPN-46, SPN-35, and PAR for manned aircraft to landing unmanned aircraft both ashore and at sea. The first step of which is to achieve 200 ft. decision height with ½ NM visibility at CVN and L-Class ships.
System Overview
Figure 1 (on page 2) depicts the Operational Concept of the nodes and information exchange for JPALS Increment 1. The JPALS data link provides shipboard information for the aircraft to determine a Relative Navigation (RelNav) location to the ship.
The development schedule calls for two separate data links for JPALS. For Increment 1, the JPALS UHF data link is for 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 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 the required precision navigation (20 cm vertical accuracy). The F-35B/C requires an interim capability, a separate one-way data link, called the UHF Data Broadcast (UDB), which provides RelNav for the pilot out to 30 NM and supports precision approach out to 10 NM, as well as on-deck RF alignment.
JPALS brings a number of benefits to the fleet, some of which are presented below for the fixed wing pilot/LSO perspective:
? Once the pilot tunes in and the aircraft is processing the data link, he gets instant feedback that JPALS is up and running versus having to wait until flying into the ICLS/ACLS region behind the ship.
? JPALS slaves to the IFLOLS setting for nominal hook touchdown points for each cross deck pendant allowing the pilot to not only change glide slope, but even target a specific wire. For MOVLAS, JPALS uses the last commanded IFLOLS HTDP [Hook Touch Down Point] setting prior to switching to MOVLAS.
? The legacy “System Waveoff” has been eliminated, so the pilot can degrade (and uncouple as applicable) to another approach means and not view a flashing W/O with a JPALS malfunction. Protection levels are established, but the platforms and aviation community are still developing specific degrades and alert indications.
? 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).
? Although the system retains the legacy requirements of Closed Deck and CATCC waveoff, with the exception of the UDB system they are now displayed as a “Discontinue Approach.” The JPALS Incremental acquisition approach includes a non-GPS based back-up system.
Landing Signal Officer Display System (LSODS) Integration
JPALS interfaces with a number of legacy systems on the ship to provide operators the required information to conduct launch and recovery operations with JPALS equipped aircraft. The F-35 UDB does not have a surveillance downlink, so it depends on other systems to provide controller and LSO display information. As briefed at the LSO OAG this 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 ACLS Mode III lock-on to display ACLS final approach data to the operators. The F-35 is implementing a flight director with UDB, but does not plan to couple the flight control system on UDB approaches....
...Program Coordination
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.
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."
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How Carrier Based JPALS achieves the magic (boffins only - and I ain't one). Very long article with lots of equations and words. Be prepared. Diagrams I like.
Navigation, Interference Suppression, and Fault Monitoring in the Sea-Based Joint Precision Approach and Landing System
"Special antennas and a combination of satellite and inertial guidance data promise to overcome system faults and interference to allow safe landing of aircraft on U.S. Navy carriers at sea...."
http://ieeexplore.ieee.org/ieee_pilot/a ... /hires.gif
Fig. 3. JPALS navigation signals include GPS broadcasts and a ship-based communication link.
http://ieeexplore.ieee.org/ieee_pilot/a ... ticle.html
Navigation, Interference Suppression, and Fault Monitoring in the Sea-Based Joint Precision Approach and Landing System
"Special antennas and a combination of satellite and inertial guidance data promise to overcome system faults and interference to allow safe landing of aircraft on U.S. Navy carriers at sea...."
http://ieeexplore.ieee.org/ieee_pilot/a ... /hires.gif
Fig. 3. JPALS navigation signals include GPS broadcasts and a ship-based communication link.
http://ieeexplore.ieee.org/ieee_pilot/a ... ticle.html
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Spaz,
Thanks for the IEEE link. From reading the article JPALS is more than just a differential GPS system as it measures the number of carrier frequency phases between the satellite and receiver. Simple concept to measure the phases like ticks on a ruler between the satellites, aircraft and ship but a complex process to make it happen. Good read!
Thanks for the IEEE link. From reading the article JPALS is more than just a differential GPS system as it measures the number of carrier frequency phases between the satellite and receiver. Simple concept to measure the phases like ticks on a ruler between the satellites, aircraft and ship but a complex process to make it happen. Good read!
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