Showing papers on "Concept of operations published in 2003"

Integrated peer-to-peer applications for advanced emergency response systems. Part I. Concept of operations

Abstract: The catastrophes of September 11, 2001 put Arlington County's emergency response system to the test They revealed capabilities and limitations otherwise overlooked during previous standard emergency response assessments There were three key issues in the response to 9/11 that are recurring in jurisdictions across the nation: 1) reliance on voice-oriented communications; 2) limited situational awareness; and 3) lack of interoperability A concept of operations integrating current commercially available technology in a system designed for the emergency response coordinator addresses these issues To visualize this concept, a graphical user interface that displays the required functionalities described in the concept of operations is presented High-ranking emergency response personnel from Arlington County, Virginia have conveyed that this solution is, indeed, feasible The next step towards implementation includes exploring peer-to-peer networks in integrating the technologies described

Centralisation and decentralisation in network centric warfare

Abstract: In this paper, we examine the spectrum of choices between organisational centralisation and decentralisation in the presence of emerging trends in communications, information-processing, and sensor technologies. These technologies are important drivers in the current move towards Network Centric Warfare (NCW), and raise the question: should the new networks being developed be used to enable greater centralisation, or greater decentralisation? We reduce the choice to six basic questions (covering issues such as facilities, information availability, communications, and time constraints), and examine how the answers to these questions are impacted by technological change. Our analysis suggests that most new technologies can support both centralisation and decentralisation. As a result, over coming decades, the choice will be increasingly determined by a purely theoretical question, namely the possibility of a "global optimum." This in turn is based on characteristics of the air, maritime, and land environments, with a global optimum more likely in the air and maritime environments, and less likely in the land environment. Within the military sphere, as in business, a consensus has developed over many decades regarding the relative benefits of centralisation and decentralisation (1). Some decisions have proven best handled by a senior general in a central headquarters. These decisions are typically those where a global optimum is required, that is a "best possible" solution based on the entire "big picture." Making high-level centralised decisions is usually called "planning." Other decisions have proven best handled by tactical warfighters: pilots, soldiers, and naval personnel. These have generally been short-term urgent decisions. Yet other decisions are handled somewhere in between these extremes. However, this consensus must be re-evaluated in the light of the emerging trend towards Network Centric Warfare. We now consider these (inter-related) questions in detail. (I) Where are the Facilities for Decision-Making? A central headquarters is often well-equipped with facilities for decision-making. Located in a relatively safe rear position, staff are free from the distractions of ordnance flying past their heads. Increased space allows more staff to deal with complex decisions, and allows better information management, with maps on walls, TV screens, and computers readily available. Network Centric Warfare (NCW) is the military equivalent of e-business. It involves taking advantage of a network linking information sources (sensors), information users (shooters), and information transformers/planners (command-and- control nodes). In the words of Alberts et al (2): As an example, an AWACS (Airborne Warning and Control System) aircraft is currently the best place to make decisions about overall deployment of a team of fighter aircraft (Figure 1). Flying to the rear of the main battle, and protected by a fighter escort, the AWACS staff are free from the tactical distractions suffered by fighter pilots. An AWACS aircraft such as the Boeing E-3C has room for 17 surveillance and control staff, and a large number of computer displays. In contrast, an individual fighter pilot does not have the time or the facilities to deal with the "big picture" of air combat (there are additional reasons for using AWACS aircraft, and we touch on these later in relation to questions II to VI). "We define NCW as an information superiority-enabled concept of operations that generates increased combat power by networking sensors, decision makers, and shooters to achieve shared awareness, increased speed of command, higher tempo of operations, greater lethality, increased survivability, and a degree of self- synchronization. In essence, NCW translates information superiority into combat power by effectively linking knowledgeable entities in the battlespace."

Integrated peer-to-peer applications for advanced emergency response systems. Part II. Technical feasibility

Abstract: We present a study of the technical feasibility of applying peer-to-peer (P2P) technology to the domain of emergency response. The conceptual feasibility of such an endeavor is described in "Integrated Peer-to-Peer Applications for Advanced Emergency Response Systems Part I: Concept of Operations" (Bahora, et al.), which argues that current emergency response technologies do not adequately support the dynamic nature of emergency response. To provide support, peer-to-peer networks have been identified as an integrating architecture. We explore the integration of the peer-to-peer architecture, specifically the HyperCast peer-to-peer communications framework, with streaming video communication, GPS-based location awareness, and information access management control to better support emergency response. Upon conclusion of this research, these functionalities were implemented as prototypes.

GPS III System Operations Concepts

Abstract: Over the past 3 years, the Lockheed Martin GPS III team has analyzed potential operational concepts for the Air Force. The completed tasks support the government's objective of a "realizable and operationally feasible" U.S. Strategic Command (USSTRATCOM) and Air Force Space Command (AFSPC) concept of operations. This paper provides an overview of the operational improvements for command and control of satellites and provision of the safe, precise navigation and timing services to end-users. The GPS III system changes existing operational paradigms. Improved operator capabilities are enabled by a new high-speed uplink/downlink and crosslink communication architecture. Continuous connectivity allows operators a "contact one satellite - contact all satellites" concept enabling near-real time navigation updates and telemetry monitoring. This paper describes potential improvements for the following operations: • Constellation Monitoring • Command and Control • Upload Monitoring • Global Service Monitoring • Global Service Prediction • Civilian Navigation (CNAV) Messaging • Anomaly Detection and Resolution This paper also describes future operational improvements as GPS applications continue to proliferate and the need for an improved infrastructure to effectively manage all the systems that affect GPS service grows. The views expressed in this paper are those of the authors and do not reflect the official policy or position of the GPS Joint Program Office (JPO), Air Force Space Command (AFSPC), the United States Air Force, the Department of Defense, or the U.S. Government.

IFR Operations at Non-Towered, Non-Radar Airports: Can we do Better Than One-at-a-Time?

Abstract: This paper describes a new concept for operations in non-radar terminal airspace around small, nontowered airports. Currently, air traffic operations in instrument meteorological conditions (IMC) at airfields without control towers and radar service are severely constrained by what is known as the one-in/one-out paradigm. Under these conditions only one operation (either arrival or departure) is allowed to occur at a time. Since these operations can take over 15 minutes to complete, capacity at these airports is severely restricted in IMC. The proposed concept is an attempt to break this current paradigm by applying emerging airborne and ground-based technologies to enable simultaneous operations by multiple aircraft in nonradar terminal airspace around small non-towered airports in IMC. The general philosophy underlying this concept of operations is the establishment of a newly defined area surrounding these airports called a Self-Controlled Area (SCA). Aircraft operating within the SCA are required to have a specified minimum level of equipage. Within the SCA, pilots are responsible for separating themselves from other similarly equipped aircraft through the use of new onboard systems and procedures. This concept also takes advantage of newly developed automation at the airport, which provides appropriate sequencing information to the pilots for safe and improved operations. Such operations would enhance the opportunity for point-to-point air taxi or charter operations into smaller airfields that are closer to a traveler s origin and destination. A description of this concept of operations and a simulation environment used for evaluation is provided in this paper.

Use of a Prototype Airborne Separation Assurance System for Resolving Near-Term Conflicts During Autonomous Aircraft Operations

Abstract: NASA is currently investigating a new concept of operations for the National Airspace System, designed to improve capacity while maintaining or improving current levels of safety. This concept, known as Distributed Air/Ground Traffic Management (DAGTM), allows appropriately equipped autonomous aircraft to maneuver freely for flight optimization while resolving conflicts with other traffic and staying out of special use airspace and hazardous weather. In order to perform these tasks, pilots use prototype conflict detection, prevention, and resolution tools, collectively known as an Airborne Separation Assurance System (ASAS). While ASAS would normally allow pilots to resolve conflicts before they become hazardous, evaluation of system performance in sudden, near-term conflicts is needed in order to determine concept feasibility. An experiment was conducted in NASA Langley's Air Traffic Operations Lab to evaluate the prototype ASAS for enabling pilots to resolve near-term conflicts and examine possible operational effects associated with the use of lower separation minimums. Sixteen commercial airline pilots flew a total of 32 traffic scenarios that required them to use prototype ASAS tools to resolve close range pop-up conflicts. Required separation standards were set at either 3 or 5 NM lateral spacing, with 1000 ft vertical separation being used for both cases. Reducing the lateral separation from 5 to 3 NM did not appear to increase operational risk, as indicated by the proximity to the intruder aircraft. Pilots performed better when they followed tactical guidance cues provided by ASAS than when they didn't follow the guidance. In an effort to improve compliance rate, ASAS design changes are currently under consideration. Further studies will of evaluate these design changes and consider integration issues between ASAS and existing Airborne Collision Avoidance Systems (ACAS).

The Optimizing Simulator: An Intelligent Analysis Tool for the Military Airlift Problem

Abstract: There have been two primary modeling and algorithmic strategies for problems in military logistics: simulation, offering tremendous modeling flexibility, and optimization, which offers the intelligence of math programming. Each offers significant theoretical and practical advantages. In this paper, we introduce the concept of an “optimizing simulator” which offers a spectrum of models and algorithms which are differentiated only by the information content of the decision function. We argue that there are four information classes, allowing us to construct decision functions with increasing degrees of sophistication and realism as the information content of a decision is increased. Using the context of the military airlift problem, we illustrate the succession of models, and demonstrate that we can achieve improved performance as more information is used. The military airlift problem, faced by the Air Mobility Command (AMC), deals with effectively routing a fleet of aircraft to deliver requirements (troops, equipment, food and other forms of freight) from different origins to different destinations as quickly as possible under a variety of constraints. There are two major classes of models to solve the military airlift (and closely related sealift) problem: optimization models (Morton et al. (1996), Rosenthal et al. (1997), Baker et al. (2002)), and simulation models, such as MASS (Mobility Analysis Support System) and AMOS, which are heavily used within the AMC. Bridging these approaches are stochastic programming models (Goggins (1995),Morton et al. (2002)). In general, optimization models are intelligent but less flexible while simulation models are flexible but are governed by simple rules. In this paper, we introduce the concept of the “optimizing simulator” for this problem class, and propose a range of models that span from simulation to optimization. We introduce four classes of information, and create a spectrum of decision functions by controlling the information available to the decision function. Our presentation is facilitated by a notational framework that provides natural connections with both simulation and optimization, while also providing constructs needed for complex dynamic resource management problems. Ferguson & Dantzig (1955) is one of the first to apply mathematical models to air-based transportation. Subsequently, numerous studies were conducted on the application of optimization modeling to the military airlift problem. Mattock et al. (1995) describe several mathematical modeling formulations for military airlift operations. The RAND Corporation published a very extensive analysis of airfield capacity in Stucker & Berg (1999). According to Baker et al. (2002), research on air mobility optimization at the Naval Postgraduate School (NPS) started with the Mobility Optimization Model (MOM). This model is described in Wing et al. (1991) and concentrates on both sealift and airlift operations. Therefore, the MOM model is not designed to capture the characteristics specific to airlift operations, but it is a good model in the sense that it is time-dependent. THRUPUT, a general airlift model developed by Yost (1994), captures the specifics of airlift operations but is static. The United States Air Force Studies and Analysis Agency in the Pentagon asked NPS to combine the MOM and THRUPUT models into one model that would be time dependent and would also capture the specifics of airlift operations (Baker et al. (2002)). The resulting model is called THRUPUT II, described in detail in Rosenthal et al. (1997). During the development of THRUPUT II at NPS, a group at RAND developed a similar model called CONOP (CONcept of OPerations), described in Killingsworth & Melody (1997). The THRUPUT II and CONOP models each possessed several features that the other lacked. Therefore, the Naval Postgraduate

Small Aircraft Transportation System Simulation Analysis of the HVO and ERO Concepts

Abstract: It is acknowledged that the aviation and aerospace industries are primary forces influencing the industrial development and economic well being of the United States and many countries around the world. For decades the US national air transportation system has been the model of success - safely and efficiently moving people, cargo, goods and services and generating countless benefits throughout the global community; however, the finite nature of the system and many of its components is becoming apparent. Without measurable increases in the capacity of the national air transportation system, delays and service delivery failures will eventually become intolerable. Although the recent economic slowdown has lowered immediate travel demands, that trend is reversing and cargo movement remains high. Research data indicates a conservative 2.5-3.0% annual increase in aircraft operations nationwide through 2017. Such growth will place additional strains upon a system already experiencing capacity constraints. The stakeholders of the system will continue to endure ever-increasing delays and abide lesser levels of service to many lower population density areas of the country unless more efficient uses of existing and new transportation resources are implemented. NASA s Small Aircraft Transportation System program (SATS) is one of several technologies under development that are aimed at using such resources more effectively. As part of this development effort, this report is the first in a series outlining the findings and recommendations resulting from a comprehensive program of multi-level analyses and system engineering efforts undertaken by NASA Langley Research Center s Systems Analysis Branch (SAB). These efforts are guided by a commitment to provide systems-level analysis support for the SATS program. Subsequent efforts will build upon this early work to produce additional analyses and benefits studies needed to provide the technical and economic basis for national investment and policy decisions related to further development and potential deployment of a small aircraft transportation system. This report primarily serves two purposes. First, it presents results attained from an initial evaluation and analysis of the Higher Volume Operations (HVO) and EnRoute Operations (ERO) concepts - both designated operational capabilities within the SATS Program s Concept of Operations (CONOPS) document. It further outlines areas of the concepts that would benefit from follow-on analyses and system engineering efforts. It is intended that these processes will aid continued maturation of the concepts and promote additional studies of their effects and influences in combination with other designated CONOPS currently under development. In essence, it establishes a baseline of data upon which subsequent analyses and studies can be built and identifies performance characteristics the concept must exhibit in order to provide, at minimum, levels of safety and usage equal to or better than the current system.

Concept of Operations for the NASA Weather Accident Prevention (WxAP) Project

Abstract: The Weather Accident Prevention Concept of Operations (CONOPS) serves as a decision-making framework for research and technology development planning. It is intended for use by the WxAP members and other related programs in NASA and the FAA that support aircraft accident reduction initiatives. The concept outlines the project overview for program level 3 elements-such as AWIN, WINCOMM, and TPAWS (Turbulence)-that develop the technologies and operating capabilities to form the building blocks for WxAP. Those building blocks include both retrofit of equipment and systems and development of new aircraft, training technologies, and operating infrastructure systems and capabilities. This Concept of operations document provides the basis for the WxAP project to develop requirements based on the operational needs ofthe system users. It provides the scenarios that the flight crews, airline operations centers (AOCs), air traffic control (ATC), and flight service stations (FSS) utilize to reduce weather related accidents. The provision to the flight crew of timely weather information provides awareness of weather situations that allows replanning to avoid weather hazards. The ability of the flight crew to locate and avoid weather hazards, such as turbulence and hail, contributes to safer flight practices.

Concept for multiple operations at non-tower non-radar airports during instrument meteorological conditions

Abstract: A concept for multiple operations during Instrument Meteorological Conditions (IMC) at non-tower, non-radar airports is described. The objective is to provide an automated service which supports separation assurance for aircraft operating in the airport airspace. This type of service enables the use of a large number of airfields which currently have limited use in IMC. The service must be provided with minimal infrastructure and at low cost. The concept is based on a centralized automated airport management module and distributed, on-board navigation tools. The airport management module serves as an arbiter and sequencer. It receives requests from aircraft via a data link and grants or denies access. The airport management module also provides estimated times of arrival when access is granted and an "expect further clearance" time when access is denied. On-board avionics tools provide situational awareness and generate advisories to be able to meet estimated times of interval. The concept is being developed such that operation into and out of the non-tower, non-radar airport are compatible with the existing National Airspace System (NAS). A system simulation has been developed based on this concept. This article describes the system functionality, system requirements, and operations. Preliminary results of the system simulation with various aircraft mixes, wind speed and directions, and arrival rates are presented. The work presented in this paper does not describe the SATS HVO concept of operations based on Small Aircraft Transportation System (2003). It is a feasibility study and used to develop methods for verification.

Unmanned Aerial Vehicles in Perspective: Effects, Capabilities, and Technologies. Volume 0: Executive Summary and Annotated Briefing

Abstract: : This report discusses the future of UAV employment in the USAF. It suggests a range of potential mission for future UAV employment, as well as a set of systems that could be constructed to accomplish these missions. The report examines the current state of mission management technologies and maps out of a plan of development for mission management and UAV CONOPS. This report summarizes the findings to be discussed in detail in subsequent volumes.

Analysis of Effects-Based Operations - The Road Ahead to Doing Business Differently

Abstract: : Currently, a significant amount of discussion in the United States Air Force centers on Effects-Based Operations (EBO) as the new way to fight. This debate ranges from Military Operations Research Society (MORS) workshops sponsored by senior civilian and military leaders to articles and booklets written by USAF general officers. This paper will provide a definition and brief discussion of EBO before focusing on its main area EBO Wargaming, Experimentation, and Exercises. The EBO in Wargaming, Experimentation, and Exercises section of the will address EBO as a concept and process and finally a concept of operations (CONOPS). In addition, it will explore an experimentation strategy for determining the "good" and "bad" aspects of EBO and how to logically progress from Wargames through Experiments to Exercises. In an effort to map the road ahead for analysis of EBO, the paper will address four questions: 1) How are Effect-Based Operations currently analyzed and/or characterized in wargames, experiments, and exercises? 2) What are the indicators of success for Effects-Based Operations in wargames, experiments, and exercises? 3) What tools and techniques are available to analyze and measure the indicators of success and do any shortfalls exist in this set of tools and techniques? 4) What can be done to improve the analysts of Effects-Based Operations? This paper will conclude by highlighting on-going efforts to incorporate and implement Effects-Based Operations in future wargames, experiments, and excises and potential impacts on doctrine, organization, training, and leadership.

Unmanned Aerial Vehicles in Perspective: Effects, Capabilities, and Technologies. Volume 1. Summary (PR)

Abstract: : The report discusses the future of UAV employment in the USAF. It suggests a range of potential missions for future UAV employment, as well as a set of systems that could be constructed to accomplish these missions. The report examines the current state of mission management technologies and maps out a plan of development for mission management and UAV CONOPS. This report summarizes the findings to be discussed in detail in the succeeding volume.

Knowledge Engineering for Command and Control Transformation at United States European Command (USEUCOM)

Abstract: : The Department of Defense (DOD) is seeking to transform the way it executes mission objectives to better take advantage of capabilities provided by modern technologies, as well as the best business practices currently being used in both DOD and industry. United States European Command (EUCOM) is taking a leadership role in this transformation. EUCOM is moving from a command organization focused on oversight and facilitation of communication and coordination among subordinate operational units to a Standing Joint Force Headquarters (SJFHQ) concept of operations focused on more direct command and control (C2) of forces and increased speed and flexibility of command, as well as more efficient use of limited staff manpower. Senior leaders at EUCOM recognize that a successful transformation is dependent on the effective and efficient management of information and knowledge. Accordingly, EUCOM leadership has devoted considerable effort towards optimizing facilities, tools and technologies. They are now focusing on assessing and improving their business processes. Towards this end, the authors were invited to conduct an independent, unbiased evaluation of their current information and knowledge management practices, identify strengths and weaknesses, and develop recommendations for improvement regarding information and knowledge management policies, practices, procedures, and their supporting technologies.

Towards an operational concept for integrated adaptive and predictive ATM

Abstract: The EUROCONTROL Experimental Centre has developed a new strategy that balances adaptive and predictive elements of Air Traffic Management (ATM). As a next step, it would be useful to elaborate a concept of operation, which would integrate the two opposite positions. It is the objective of this position paper to draft a high-level proposal of the operational concept, its vision, goal and scope, and to break it down into conceptual elements. Issues like the context into which the concept is embedded, baseline assumptions of the future ATM system, enablers that are necessary, benefits that can be achieved, as well as transition constraints are also treated for this new operational concept. The paper defines the vision of the Operational Concept for Integrated Adaptive-Predictive ATM covering all flight phases including pre-light, in which a highly predictive, reactive and automated system further complements adaptive ATM. The scope is set to 2020-2025. It is important to integrate flow- with separation-, cooperation- and collaboration procedures. Special attention is given to seamless operations on the boundary between adaptive and predictive concept elements, and the role of the human vis-a-vis automation. After setting the scene, the concept is outlined in more detail. The paper treats its rationale regarding automation and discusses the reason for improving the predictive side of the system, by pushing predictive automation algorithms and tools into all pre-flight and in-flight phases. The concept is broken down into its five big concept elements that are: last minute central flow management; automatic airport flow; user-preferred flow synchronisation; full-automatic traffic management; and self-separation. The discussion is continued on the required enablers of the concept: the predictive chain, automation tools, 4-d

Implementing traffic flow management-generated reroutes: a concept of operations

Abstract: The execution of flow strategies is a concept in which traffic flow management (TFM) - generated reroutes are addressed and transmitted to the appropriate TFM and air traffic control (ATC) operational positions in air traffic management (ATM) facilities and to airspace users' flight planning facilities. Known as the Go Button, this concept introduces the catalyst needed to fully utilize recent advances in TFM and ATC automation. The go button concept involves integrating existing and planned TFM and ATC automation and operational practices to increase the efficiency of the rerouting process.

The Joint Fires Element: An Initial Solution

Abstract: : The 21st Century joint force will be the centerpiece for a wide range of military operations that will emphasize gaining operational and strategic effects against the enemy force. Modern systems, sophisticated communications, sensors and unprecedented battlefield awareness make more decentralized and independent operations easier to plan, coordinate and execute. As the joint task force assumes the role as the primary deployment arm of the military instrument, its commander must be capable of managing a multitude of operational level activities across a battle space that continues to change its shape and become less defined. The addition of the Joint Fires Element to the JTF provides the commander with a dedicated staff to ensure that the joint force is capable of successfully accomplishing the joint fire support tasks and allows component commanders to focus greater attention to planning and execution of assigned missions. Simply stated, there is a compelling need for a standing joint fires element at the joint task force headquarters to plan, coordinate and integrate joint fires into the commander's concept of operations. This paper briefly summarizes the need to modify current doctrine, presents the current state of staff roles and functions to manage joint fires, identifies where doctrine has attempted to appease its critics but fallen short of adequately addressing the key issues, and finally presents a suggested organization at the joint task force level to plan, coordinate and execute effective joint operational fires.

Macdonald Dettwiler real-time emergency management via satellite: status update and future directions

Abstract: Real-time wireless communications between permanent command centres, field command posts, and field resources such as field crews, helicopters and other mobile equipment are a necessity for most emergency management and coordination organizations worldwide. Space-based technologies such as satellite positioning systems, satellite communications systems and Earth observations systems have the potential to fill many of these needs. MacDonald Dettwiler's Real-time Emergency Management via Satellite (REMSAT) system addresses this gap by providing an integrated system that has now been used operationally in a forest fire fighting role over the past 2 years. This paper will provide the concept of operations, an overview of the initial REMSAT system, and the results of the field tests including recommendations for future systems.

Realizing UAVs' Transformational Potential: The Emerging Technology Agenda

Abstract: During Operation Enduring Freedom and Operation Iraqi Freedom, unmanned air vehicles (UAVs) achieved threshold confirmation of their extraordinary suitability for enabling transformational warfare. In these campaigns, US forces faced many of the operational challenges prompting US military transformation, and fought in a manner consistent with service concepts of operation (CONOPs) developed to counter them. However, future military campaigns will likely be waged in far more difficult conditions. Northrop Grumman is focused on developing the broad portfolio of military capabilities required to support transformational CONOPs in the highly stressing projected operational environments of the future. The key is the development of a system of interoperable systems possessing certain essential attributes. Within the aerospace domain, UAVs consistently score higher than manned systems across this set of transformational attributes. Accordingly, we believe that if new CONOPs are to be successfully implemented, UAVs must be brought to the operational fore in multiple core capability areas. The pace at which UAV potential is realized will be set in significant measure by industry’s ability to achieve technological progress in three vital areas: command and control, interoperability and communications. Progress in these three areas will hinge on effective utilization of distributed Modeling, Simulation and Analysis networks. While the integration of manned and unmanned systems in the future battlefield is an important issue, it is not a “show stopper,” and should not be allowed to hobble the expansion of UAV roles, missions, and force structure.

Concept of Operations for the NASA Weather Accident Prevention (WxAP) Project. Version 2.0

Abstract: The Weather Accident Prevention Concept of Operations (CONOPS) serves as a decision-making framework for research and technology development planning. It is intended for use by the WxAP members and other related programs in NASA and the FAA that support aircraft accident reduction initiatives. The concept outlines the project overview for program level 3 elements-such as AWIN, WINCOMM, and TPAWS (Turbulence)-that develop the technologies and operating capabilities to form the building blocks for WxAP. Those building blocks include both retrofit of equipment and systems and development of new aircraft, training technologies, and operating infrastructure systems and capabilities. This Concept of operations document provides the basis for the WxAP project to develop requirements based on the operational needs ofthe system users. It provides the scenarios that the flight crews, airline operations centers (AOCs), air traffic control (ATC), and flight service stations (FSS) utilize to reduce weather related accidents. The provision to the flight crew of timely weather information provides awareness of weather situations that allows replanning to avoid weather hazards. The ability of the flight crew to locate and avoid weather hazards, such as turbulence and hail, contributes to safer flight practices.

Heating Up the Argument -- A Look at Friction and the Soundness of the Rapid Decisive Operations (RDO) Concept

Abstract: : One goal of the United States (US) is a capabilities-based joint force designed to quickly achieve success along the continuum of conflict ranging from peace operations to war. In support of this goal, US Joint Forces Command (JFCOM) authors crafted an integrated Joint Operational War-fighting (JOW) on 15 August 2002. This concept based upon emerging "Effects-Based Operations" (EBO) and Rapid Decisive Operations" (RDO) concepts. The JOW concept desires a quick and decisive solution, one in which the enemy submits to a rapid strike of superior joint force against critical nodes of an opponent. This concept of using overwhelming power to be decisive is not new-it reflects our US military culture. Consequently, the question to ask is "what is different?" One thing that is different about the emerging RDO concept is the growing belief and acceptance that enhancements in information technology will enable joint planners to rapidly assess and rapidly adapt plans to correspond to changing situations. As a result, the JOW concept suggests that commanders and staffs at the operational level can quickly gain situational awareness and thus develop solutions to operational problems faster than the enemy thus rendering the enemy's actions more predictable and easier to counter. Is this working hypothesis valid? Will decisions for employment of combat power based on more information, quickly shared among more services and agencies enable the US military to rapidly and decisively defeat its opponent? This monograph examined the soundness of RDO concept for full spectrum operations at the operational level of war. Using "friction" as an overarching evaluation criterion, this paper first determined that the concept's definition is imprecise and can create contusion. Second, it determined the concept's suitability for full-spectrum operations is suspect.

Costs and benefits of integrating biometrics with a navy tactical weapons system

Abstract: We investigate the cost and benefit of integrating biometrics with existing Navy tactical weapons systems. The approach to this investigation is to select a system and biometric technology to work with, build a prototype application, and evaluate it with system users. The Advanced Tomahawk Weapons Control System (ATWCS) was selected for integration with the Bioscrypt MV1200 finger scan device. After working with ATWCS representatives to develop a concept of operations (CONOPS), the prototype software application was developed and integrated into the ATWCS standard application environment (SAE). This prototype has been evaluated and provides a proof-of-concept for biometrics within the tactical environment. By experimenting with an existing system, we can more accurately address the real costs and benefits of using biometric technology in this legacy environment.

Future Command and Control on the Move for the Objective Force

Abstract: : Currently, there is an information void for commanders, their staffs and soldiers while on the move. One of the Army Transformation goals is to deploy a brigade size combat force to anywhere in the world within 96 hours and have that force fully capable of warfighting, which means maintaining updated situation awareness while enroute to the objective. This is not the case for En route and Early/ Forced Entry forces today. Initial work is underway to address the shortfall, but this beginning is fraught with concept of operations and technical challenges. My research will look beyond the current static, Battle Command concepts and technology towards the future as it relates to the Objective Force. I will focus on Army requirements for airborne, seaborne, and groundbased "on the move" operations with emphasis on Enroute Mission Planning and Rehearsal. I will address the concept of operations for Command and Control on the Move (C2OTM) and highlight some of the technological capabilities that will help establish the Objective Force Initial Operational Capability in the 2008 timeframe.

Building a Cadre of Space Professionals With Responsive Lift

Abstract: : This paper investigates a new concept for launching small satellites to space. It first discusses small satellite capabilities, since many view them as being only applicable to special niche markets, current launch deficiencies for this market, development of the new launch system, and a conops for its application. My intention for writing this paper at ACSC is to show that there is a conops for affordable access to space. If low cost small space systems can be produced at the same cost as some of our other expendable assets (e.g. precision bombs ranging in price from $100 K - $1,000,000 each) the small space systems could provide a force enhancement function to our existing higher cost space systems. Some say that bigger, higher performance, longer lifetime space systems are the only way to move forward in space. I would say if we took this approach to the computer market, we would only have big mainframe computers and no personal computers today. However, I know proving that a low cost system can be developed and provide a useful capability is a challenge. Hopefully this paper is a start.