F-35 Agcas

Katie Peticolas (Project Team Lead)
F-35 AGCAS Testing

Marcea Ascencio (Project Engineer) Agile Implementation of
LCDR Jonathan Beaton (Test Pilot) Collision Avoidance Systems
Maj Jonathan Bearce (Test Pilot)
7 June 2019
Lt Col Raven LeClair (Test Pilot)
Mr. Andrew Soundy, Test Pilot, Lockheed Martin Corp
D I S T R I B U T I O N : Ap p r o ve d f o r p u b l i c r e l e a s e . D i s t r i b u t i o n U n l i m i t e d 4 1 2 T W - PA - 19 24 4 / JP O R E F # JS F 19 - 42 0 SLIDE #: 1
Overview
• F-35 AGCAS (Automatic Ground Collision Avoidance

System) Programmatic Timeline
• Test Item Description
• Agile Testing Approach
• Types of Testing and Measures vs Requirements
• Issues Found
• Lessons Learned
F-35 AGCAS Programmatic Timeline
F-35 AGCAS History/Timeline
• F-35 AGCAS was originally scheduled for Block 4.3, late

2025 testing. This schedule was based on assumed VMC
hardware limitations.
• Jan 2017 - AGCAS Summit organized by Edwards F-35 test
team
• March 2017- AFRL funded a study to prove existing VMC
hardware capable of hosting AGCAS. The study was
successful.
• 31 Oct 2018 - F-35 AGCAS testing begins
• Friday, 02 Nov 18 - AGCAS released to unmonitored flight
on all DT sorties only three days after first test.
• 5 December 18 - Test Surge complete: most flight test
questions answered (measures)
F-35 AGCAS Timeline
Planned F-35 AGCAS testing is
moved left by 7 years.
AFRL funded a study to prove

existing VMC hardware was
capable of hosting AGCAS. The F-35A testing
study was successful. completed.
MAR APR
2017 2018 2019 2025
JAN OCT AGCAS was released for

unmonitored DT flight 3 days
AGCAS Summit organized AGCAS testing begins
after start of test.
by Edwards F-35 ITF. at Edwards AFB.
F-35 AGCAS
Test Item
Description
Rapid Implementation on the F-35
• F-16 implementation established that AGCAS increases

overall military utility
◦ Confidence in proven system convinced stakeholders to provide the
means for rapid integration
• F-35 required a reduced scope of flight test and was
focused primarily on integration because of existing
system maturity
◦ F-35 AGCAS is very similar to F-16 design
- Extensive F-16 testing helped refine the system design, characterize system
performance, and determine nuisance potential
◦ F-35 MGCAS testing improved the collision avoidance model
implementation prior to the integration with the control laws
F-16 Lessons Learned
• Results from F-16 testing and fielding influenced design

• Auto-throttle functionality
◦ F-16 had a low speed interlock because of limited aircraft performance
◦ Low speed recoveries are now possible because of the ability to
automatically increase throttle setting
◦ Helps reduce nuisance potential for steep recoveries because of the
ability to decrease throttle setting
• Pull-through recovery logic
◦ Both CAM and CLAW coupler utilize pull-through logic
◦ Reduces nuisance potential during high G split-S maneuvers by
reducing predicted altitude loss in recovery
F-35 AGCAS Architecture
MISSION SYSTEMS VEHICLE SYSTEMS
VMC
DMC CLAW
COUPLER
ICP VMC
DMC CLAW
CAM COUPLER
VMC
DMC CLAW
COUPLER
GCAS Modes of Operation
• AGCAS and MGCAS do not operate simultaneously
• GCAS mode initializes to best available option

◦ Default GCAS mode isAGCAS
◦ If aircraft cannot support AGCAS, GCAS mode reverts toMGCAS
- Once aircraft can support AGCAS again, GCAS mode reverts to AGCAS
without pilot action
• Pilot can also manually change GCAS mode
AGCAS Digital Terrain
GCAS Local Map Creation
TED Posts and Tiles
TILE
MEASURED
TERRAIN
ELEVATION
POST N
SEA LEVEL
POST SPACING
AGCAS Functionality
COLLISION AVOIDANCE MODEL
1. Process the digital terrain map. 2. Calculate aircraft trajectory.
BUFFER
DIGITAL
TERRAIN MAP
3. Determine if recovery is required. 4. Execute recovery when required.
BUFFER BUFFER
DIGITAL DIGITAL
TERRAIN MAP TERRAIN MAP
CONTROL LAW COUPLER
Collision Avoidance Model
• CAM collects aircraft state information and uses it to

determine when a recovery is required
◦ Digital Terrain Map
- Determines aircraft position with respect to surrounding terrain
◦ Aircraft Trajectory Prediction
- Uses aircraft state information and attitude to predict trajectory
◦ Collision Estimation
- Combines the digital terrain map and aircraft trajectory prediction to
determine when a recovery is required
• Once it has been determined that a recovery is required,
a fly-up request is sent to the CLAW coupler
CLAW Coupler
• Commands pitch, roll, and throttle inputs as required to

recover based on aircraft state at recovery initiation
◦ Pitch commands
- Will always be below the symmetric and asymmetric structural Nz limitations
- Lower Nz commanded for a Standard Recovery
- Higher Nz commanded for a Pull-Through Recovery
◦ Roll commands
- Maximum possible roll rate will be commanded
- Direction will be based on aircraft state at recovery initiation
◦ Throttle commands
- Initial command is MAX, IDLE, or control remains with pilot
- Command can be changed to MAX mid-recovery
• The pilot can manually end a recovery at any time
Pilot Initiated Fly-Up (PIF)
• Pilot can manually initiate a recovery regardless of

surrounding terrain
• Does not require CAM and is not dependent on AGCAS

• PIF recovery is very similar to an AGCAS recovery
◦ Only entry and exit criteria are different
Digital Terrain Map
BUFFER
DIGITAL
TERRAIN MAP
• Three different “scan patterns” used to develop the

digital terrain map
• Type of “scan pattern” is based on aircraft state
Trajectory Prediction Phases
PVI during Recovery
HMD PCD
• Chevrons appear 3 seconds before • Red X displayed on each portal at
AGCAS recovery 1.1 seconds to AGCAS recovery
• Converge to an X at AGCAS or PIF • No indication on PCD for PIF
recovery
• “FLYUP” displayed during recovery
• No up arrow
Audio “Fly-up, fly-up” occurs during AGCAS and PIF recoveries

AGCAS Auto Throttle
• With auto throttle capability, low speed recoveries are
now possible and no low speed interlock is required,
which is present on F-16.
Decision Criteria for ETR Setting at Recovery Initiation

Flight Path Angle –
Airspeed Decision
Termination Angle
Small Change Near Low Corner ETR to MAX
Large Change Near High Corner ETR to IDLE
N/A Corner Velocity Region Pilot Retains Control
Decision Criteria for ETR Setting Mid-Recovery
Initial Decision Airspeed Trigger Angle of Attack Decision

Pilot retains control Very Slow - ETR to MAX
Pilot retains control Low Corner Max Alpha Target ETR to MAX
ETR to IDLE Low Corner - ETR to MAX
Pull-through Logic
• F-16 had an issue with nuisance activations during high

G split-S maneuvers. Pull through logic solves this
problem.
20 Deg AOA Limit
• Why choose a 20 deg AOA limit?

◦ F-16 design was copied for rapid implementation
◦ Heart of the AOAenvelope
• How CLAW changes > 20 deg
• Transonic vs. slow speed
Types
of Test
Summary of Testing
• Legacy Airworthiness
• Safety Critical Interlocks First: Do No Harm
• Functional Interlocks
• MGCAS Regression
• Human Factors Evaluation
• Mission Debrief Capability
• AGCAS Performance Third: Avoid the Ground
• AGCAS Nuisance Second: Do Not Interfere
Performance Maneuver Types
Dive Towards Smooth Terrain Flight Towards Elevated Terrain
(FLY-UP ADVISORY)
FLY -UP ADVISORY

APPEARSWHEN
RECOVERYTRAJECTORY
INTERSECTSMTC
INITIATE 3G
TURNTOWARD INITIATERECOVERY
TERRAIN FEATURE AT HMDBREAK-X
LIS
MTC
PULL-UP ADVISO RY
APPEARS W H EN
RECO VERY T RAJ ECT O RY ALOW 2
INT ERSECT S MT C
RECO VERY
T RAJECT O RY
SIDE VIEW OF TERRAINCROSSING
MT C
FINAL GROUND
SYST EM
Protection
TRACK ASBRIEFED +
UNCERT AINT Y
Altitude Buffer
ASREQ’D
2-D T ERRAIN PROFILE
INITIAL GROUND
TRACK ASBRIEFED
Nuisance Evaluation Maneuver Types
• High Angle Strafe

• Low Angle Strafe
• Low-Level Flight
• Split-S
• Sliceback
• Loop
• BFM
• US Navy Low Altitude Training Matrix
• Tower Fly-by
• High-to-Low Tactical Intercept
• Safety Chase
All are operationally representative maneuvers
Dive
Planning
A New
Approach
Writing the Safety Plan
• Considered lessons (FLY-UP ADVISORY)
learned from previous FLY -UP ADVISORY

APPEARSWHEN
RECOVERYTRAJECTORY
AGCAS testing efforts

INTERSECTSMTC
(F-16 and F-22)

◦ Did not always use the same
solution as previous teams
PULL-UP ADVISO RY
ABORT APPEARS W H EN
ALTITUDE RECO VERY T RAJ ECT O RY
INT ERSECT S MT C
• Extensive discussion RECO VERY

T RAJ ECT O RY
within the test team and

MT C
at the safety review

board regarding what SYST EM
Protection
UNCERT AINT Y
Altitude Buffer
the pilot action should 2-D T ERRAIN PROFILE
be when an “Abort” call

was made
Sanctity of “Abort”
• F-35 AGCAS safety plan

◦ GMP - AGCAS and MGCAS are the systems under test; they are not to
be relied upon for terrain avoidance cues
◦ GMP - If the aircraft is in the middle of an AGCAS or PIF recoverywhen
it reaches or exceeds any of the abort criteria, the pilot shall activate
the paddle switch to end the AGCAS or PIF recovery and manually
perform an abort recovery
Results in Test Execution
• No ambiguity regarding expected pilot actions when an

“Abort” call was made by the control room
• Removed requirement for the test team and/or pilot to

make a real-time evaluation of whether or not the system
under test is operating as expected
• All test points planned so that full AGCAS recovery

would occur within the dive planning abort criteria
Results in Test Execution (cont’d)
• Ensures “real TSMs” are communicated

• Even utilizing maximum MTC setting, some test points
had TSMs that were less than 4 seconds
◦ To reduce the likelihood of reaching the abort criteria the following
minimizing procedures were incorporated:
◦ Pre-Test Planning ◦ Test Execution
› Determined expected altitude loss › “Recover” call made by control room at 50%
with simulator altitude loss
› Add 50% altitude loss to card › Pilot would acknowledge control room call
› Mission rehearsal with pilot ◦ If already in an AGCAS recovery, pilot would
allow AGCAS to continue
› Discussed in brief
◦ If AGCAS recovery has not started, pilot would
manually recover the aircraft
Test
Execution
Planned AGCAS Schedule
2018 2019
Sep Oct Nov Dec Jan Feb Mar Apr May Jun
Formal Lab Testing Updating Software
F-35A
Test/Safety Planning Surge Addt’l Testing Final Testing
F-35B Updating Initial Final

Test/Safety Plan Testing Testing
Formal Lab Testing
F-35C
Updating Test/Safety Initial
Plan Testing
Actual AGCAS Schedule
2018 2019
Sep Oct Nov Dec Jan Feb Mar Apr May Jun
F-35A
Test/Safety Planning Surge Addt’l Testing Final Testing
F-35B Initial Final

Updating Test/Safety Plan
Testing Testing
Formal Lab Testing
F-35C
Updating Initial
Test/Safety Plan Testing
Summary of F-35A Testing
Planned Actual
INITIAL
14 Sorties 21 Sorties
223 Test Points 257 Test Points
FINAL
8 Sorties 6 Sorties
80 Test Points 80 Test Points
F-35A AGCAS Test Execution
• Motivation for accelerated test timeline

◦ 2 - 3 weeks to gather data to effect future software changes
◦ Initial testing required to allow release to operational test before fielding
• Prioritize test points to ensure critical data is gathered
as soon as possible
1. Airworthiness/safety critical interlocks
2. Performance/nuisance test points required by Lockheed Martin
3. Performance/nuisance test points tied to requirements
verification/airworthiness certification/ operational test release
4. Remaining interlock testing
5. MGCAS regression
Test Surge
PLANNED ACTUAL
• 3 week timeline • 5 week timeline
• 2 sorties per day twice per week ◦ Control room discrepancies
◦ Two different pilots (both will attend - Control room display setup
mission brief) - Data latency
◦ Same AGCAS engineering team ◦ Test card development
◦ TC/TD team - Dive planning constraints
• Utilize two aircraft (one morning • 2 sorties per day twice per week
sortie and one afternoon sortie) ◦ Number of sorties per day varied
based on available resources
◦ Delta brief between missions
• Tanker support desired • Many clean-up sorties required
◦ Less than expected efficiency
◦ Backup plan to use hot pits
during surge
• May require a couple of clean-
up sorties
Test Execution
• Initially can be used for test point matrix development
• Need to have more structured approach once test point
Maneuver
matrix is finalized
Development • Should be used to help develop test cards
• Squadron dive planning guidance was being updated

concurrent to test/safety planning
Dive Planning • Should have a first hack before maneuver development
• Should have a first hack before maneuver development

• Need engineering to review test cards early in development
Test Cards • Plan order of test point execution and organize card decks
accordingly
• Need to find balance between time spent rehearsing on

Mission ground versus executing in the air to maximize efficiency
Rehearsal • Sometimes required by safety planning
Test Execution
• General AGCAS academics and mission execution strategy

could have been presented prior to shorten mission briefs
Mission Brief • Need a notional test point order prior to mission brief
• Applicability of single mission brief for two separate missions
• Control room monitoring not required for operationally

representative maneuvers
Mission
• Flexibility during mission execution (e.g. communications,
Execution test time, test point order, airspace management, etc.)
• Two missions in one day resulted in insufficient time for full

debrief of first mission
Mission Debrief • Carrying forward lessons learned
SEQNO: EVENTDESCRIPTION: TEST POINT: RISK: JTP: DATE OF LAST UPDATE: IPT / TC / PROJ PILOTREVIEW:
TEST CONFIGURATION
Required Equipment: F-35A/F-35B , DART pod, CNI, Radar
Altitude FAB GCAS Instrumentation Aircraft Required Data: DART, TSPI, PCD/HMD Video and Audio recording
LIS Abort Alt GCAS Auto DART Format 2 Weight <XXK lbs Required Config:
ALOW2 AR LEVEL NORM Data Pump CNI/OKM Required Ranges: Local
ALOW1 0 MTC Required Airspace: 2515 w/ Rogers, Cuddeback, Rosamond, Harper, etc lakebed
8000 ± Specific Objective:

Verify AGCAS functionality in the external stores config through DTST.
SETUP:
Expected Results:
10.6 (K ft MSL) 250 (KCAS/MACH) AGCAS is expected to provide initiate a Fly up before penetrating MTC
Power LVL Flight Notes:

1.Gross weight and bank angle limitation is due to SPADE calculations. The bank angle limit is
TEST CONDITIONS AT: BREAK-X OR PIF
not applicable to setup.
SPEED (KCAS/MACH) DIVE(°γ) BANK (°Φ) Nz (g) 2.MD is based off of system alt. View system altitude on INS page.
275 ± 25 -30 ± 10 180 ± 30 1 ± 0.5

Maneuver Development:
Maneuver:
Expected Break X or PIF
ALT: XXK (ftMSL)
Roll 180
MTC
Let Nose
Fall
ABORT ALT:
To 30°
XXK (ft MSL)
Nose Low
ABORT GAMMA:
B-X Alt - Abort XX
Alt= FT
STEP RUN DESCRIPTION LIMITS

1 (TP/CR) Verify GCAS AUTO / MTC / LIS
2 (TP) When at initial conditions: initiate descent and establish

Break X Conditions
3 (TP) Observe Auto GCAS Recovery at BREAK-X
Test Results
Clean Wing Performance Testing
External Stores Performance Testing
Slow
CLAW vs. CAM
• Across all recoveries, the CLAW response and actual

recovery outperformed the CAM’s prediction
• MTC clearance varied from approx. 175 ft - 5000 ft

Only one very small MTC penetration was observed
• Much more sensitive at steeper dive angles
• What about at slower speeds?
Available Reaction Time
• General requirement for ART to be less than 1.5 seconds

• Team knew from NASA, FRRP, and previous F-16 testing,
this criteria only applied during “shallow” dives
• Also, AGCAS recoveries at low speeds(< 2g available for
recovery) was a new part of the envelope for ART
calculations
• Although the CAM TPA calculations always showed ART
less than 1.5 seconds, the implementation of the CLAW
always outperformed CAM. Resulting in ART’s > 1.5 sec
over 50% of the time.
Available Reaction Time
• Condition 1: All dive angles

• Condition 2: Test points shallower than -45°
• Condition 3: Test points steeper than -45°
• Condition 4: Test points shallower than -20° and a bank
angle shallower than ± 140°
Recoveries ≤ Maximum
Mean
Condition 1.5 seconds ART
(seconds)
(%) (seconds)
1 43.1% 1.74 5.01
2 50.6% 1.60 4.31
3 20.0% 2.17 5.01
4 53.6% 1.51 2.67
ART vs Airspeed
All test points shallower than -45°
Slow
Steep
SLO
SLO
Condition 2: ART vs Dive Angle
All Dive Angles
43%
Shallower than -45°
Steep 51% Shallow
Steeper than -45°
20%
Dive Shallower than -20° & Bank Less than ±140°
54%
Nuisance Evaluation Rating Scale
Was the fly-up initiation appropriate and was the fly-up

terminated once terrain clearance was assured?
If not, use the scale below to rate each occurrence and
provide comments.
Flight Path Deviation/ETR Change (Auto throttle)
NuisanceLevel Rating Improvements
and/or Mission Impact
Brief or insignificant deviation from desired flightpath.

and/or Non-Nuisance Satisfactory Not Needed
Negligible to minor impact to completion of missiontasks.
Minor to moderate deviation from desired flightpath.

and/or Minor
Marginal Warranted
Minor to moderate distraction made completion ofmission Nuisance
tasks more difficult but stillpossible.
Moderate to severe deviation from desired flightpath.

and/or Major
Unsatisfactory Essential
Ability to complete mission tasks substantially degradedor Nuisance
unable to complete critical missiontasks.
Pilot intervention required for flightsafety.

and/or Unsafe Failed Mandatory
System induced unsafe handling qualities.
PVI Evaluation Questionnaire
• AGCAS set up (mode/level selection)

• Mode indications
• Rate the clarity of the AGCAS unavailable indications
• SA on AGCAS degradation to standby mode
• AGCAS aural warning
• Timing between indications
• Aggressiveness of pull-up
• HOTAS fly-up interrupt
• Auto-throttle/ETR
• PIF switch location
• PIF displays
• AGCAS/PIF abnormalities (other than nuisance)
• Military utility of AGCAS/PIF
PVI Evaluation
Very Satisfactory
Very Unsatisfactory
System
Anomalies
System Anomalies
• AGCAS Fail Advisory ICAW

◦ System monitors were excessively sensitive and one particular jet had
extra special wiring issue specific to test configuration
• Pull-through logic Washout Initialization Error
◦ Initial flyup uses default value (1g), Subsequent flyups use the Nz seen
at the beginning of a previous roll-and-pull or at pull-through exit from a
previous flyup.
• CAM Declares Off Map if any tiles of the local map. Scan
pattern may include all good tiles but off map status
declared, resulting in reversion to 50 ft AGL flat Earth model.
• Ability to turn off chevrons for specific tasks. Several
pilots found the presence of converging chevrons during low
angle strafe distracting with negative impact on the task.
System Anomalies
SLIDE #: 58
Lessons Learned
Flight Test Lessons Learned
• LL1: If you don’t know the system design, you don’t

know what to test - Test planning/execution requires full
understanding of the system under test by the test team. Sometimes it is
difficult to know what questions to ask.
• LL2: The first draft of test point matrix shouldn’t be the

last - Agile testing is hard but rewarding. It is important to keep up with
model validation and data analysis to amend plan.
• LL3: Control Room data mismatch – Know safety of test

parameters and have a plan when
Flight Test Lessons Learned
• LL4: Help draft the requirements and fight for the

appropriate language. Available Reaction Time (ART) -
Requirements can provide guidance to produce the desired system
performance but misunderstood words can drive less than useful analysis
and discussion when attempting to go fast
• LL5: Some testing is best left to the simulator –

◦ For reasons of safety, efficiency or to answer stupid pilot curiosity, not
all testing needs to be done in flight. This requires quick model
validation with flight test results.
• LL6: Don’t let safety planning processes make you less

safe - Preserve the sanctity of Abort and make smart team decisions.
Future Testing
Future Safety Considerations
• Newest software increases range of MTC setting so that

maximum is 99,990ft
◦ Allows team to execute with higher TSMs
• Threshold for “Recover” call could be changed from

50% to a different value
• Detailed definition of communications contract between

control room and pilot
• How to preserve the sanctity of “Abort” during Auto-

ACAS or Auto-ICAS testing
Future Technical Considerations
• AGCAS on other airframes

• ICAS
• Combat autopilot
Questions?
CHANGE LOG
• General: AGCAS never defined. Added to overview slide
• Slide 4: Removed AFRL study $ amount
• Slide 11: Slide heading does not match slide content, includes only figures to include figure numbers. Changed slide heading and removed figure number labels
• Slide 14: For Roll commands could add that roll acceleration is limited. No Change. Statement is correct, max CLAW roll rate is always commanded. G is adjusted to
prevent rolling over-g (3.5 target while rolling)
• Slide 16: Slide heading does not match slide content and is the same as Slide 11. Will delete and re-number slides
• Slide 20: Tables B1-B3 are not in presentation, these tables are marked B4 & B5. Removed specific airspeeds. Removed Table labels
• Slide 24: Summary of Testing may not need to include testing not relevant to discussion. No change. Important to remind pilots and future system designers of the true
priorities of the system and testing priorities
• Slide 45: Briefing content cannot be assessed. From Jim Baxter and Jeff Harris at LM. “ADP confirmed that don't have concerns with simply quoting the range of MTCs
that you observed in test as long as not relating to specifics of initial conditions or anything tactically relevant.” “If your making a statement that the F-35 design
mimicked the F-16 and set a 20 deg AOA limit, and that leaves some performance on the table….then I would be OK with that.”
• Slide 47: suggestion: Number the Conditions above the table to indicated correspondence below. Added Condition # to words to match table
• Slide 55: Could benefit from an indication of usability rating value meaning. Added general label to top and bottom of scale to give general good/bad indicator
• Slide 57: Formatting. Reformatted Lessons Learned
•
• Slide 20: Recommend not using actual design values. Recommend instead “Nominal Recovery Airspeed +20 knots”, “Nominal Recovery Airspeed -20 knots”, “near AoA
limit”, “Slow”. Changed words to not use design values and be more general.
• Slide 21: Recommend not using actual design values. Removed pitch angle values
• Slide 40: May reveal F-35 performance information. Removed aircraft limits
• Slide 43: May reveal F-35 performance information. Removed airspeed and G
• Slide 44: May reveal F-35 performance information. Removed airspeed and G
• Slide 47: Removed all information not pertinent to ART discussion about requirements language
• Add to previous pictures showing where ART exists prior to recovery
• Slide 48: Figures generated from report with limited releasability as determined by LM. Could remove speeds. Removed Airspeed
• Slide 49: Figures generated from report with limited releasability as determined by LM. Could remove dive angles. Dive angles Removed dive angles
• Slide 50: Figures generated from report with limited releasability as determined by LM. Could remove dive angles. Removed dive angles
• Slide 40: Still has FOUO marking on the cards. Need confirmation from author that the info can be released. Recommend removing marking if releasable. Removed
aircraft limits, system design notes, and removed FOUO label
• Slide 48-52: Chart still has markings for limited release. Need chart author input. Removed airspeeds and dive angles
Form Approved
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1. REPORT DATE (DD-MM-YYYY) 2. REPORT TYPE 3. DATES COVERED (From - To)
02/05/2019 Briefing slides 03 June – 09 June
4. TITLE AND SUBTITLE 5a. CONTRACT NUMBER
F-35 AGCAS Testing
Agile Implementation of Collision Avoidance Systems 5b. GRANT NUMBER
5c. PROGRAM ELEMENT NUMBER
6. AUTHOR(S) 5d. PROJECT NUMBER

Katie Peticolas (Project Team Lead)
Marcea Ascencio (Project Engineer)
5e. TASK NUMBER
LCDR Jonathan Beaton (Test Pilot)
Maj Jonathan Bearce (Test Pilot)
Lt Col Raven LeClair (Test Pilot) 5f. WORK UNIT NUMBER
Mr. Andrew Soundy, Test Pilot, Lockheed Martin Corp
7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION REPORT
461 FLTS NUMBER
225 N. Flight Line Rd. 412TW-PA-19244
Edwards AFB, CA 93524
9. SPONSORING / MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSOR/MONITOR’S ACRONYM(S)

412th Test Wing N/A
195 E Popson Ave
Edwards AFB CA 93524 11. SPONSOR/MONITOR’S REPORT
NUMBER(S)
12. DISTRIBUTION / AVAILABILITY STATEMENT

Approved for public release A: distribution is unlimited.
13. SUPPLEMENTARY NOTES

Society of Experimental Test Pilots, European Symposium, Prague, Czech Republic
14. ABSTRACT
The F-35 enterprise elected to implement AGCAS capability 7 years earlier than originally planned and overcome
all real and presumed barriers. This presentation covers some of the lessons learned from jet hardware assumptions
to dive planning safety considerations and test methods that have changed forever the way we plan and execute
medium to high risk diving test points. Ultimately, this presentation will demonstrate an agile path from the first
AGCAS test flight to release to unmonitored active AGCAS system on all squadron jets in three days.
15. SUBJECT TERMS

F-35 Automatic Ground Collision Avoidance System.
16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF 18. NUMBER 19a. NAME OF RESPONSIBLE PERSON
Unclassified ABSTRACT OF PAGES 412 TENG/EN (Tech Pubs)
a. REPORT b. ABSTRACT c. THIS PAGE None 65 19b. TELEPHONE NUMBER (include area code)
Unclassified Unclassified Unclassified 661-277-8615
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What is the timeline for the development and testing of the F-35 AGCAS system?

What is the timeline for the development and testing of the F-35 AGCAS system?

What factors allowed for rapid implementation and testing of the F-35 AGCAS system?

What factors allowed for rapid implementation and testing of the F-35 AGCAS system?

Katie Peticolas (Project Team Lead)

F-35 AGCAS Testing

Mr. Andrew Soundy, Test Pilot, Lockheed Martin Corp

• F-35 AGCAS (Automatic Ground Collision Avoidance

• F-35 AGCAS was originally scheduled for Block 4.3, late

AFRL funded a study to prove

2017 2018 2019 2025

JAN OCT AGCAS was released for

• F-16 implementation established that AGCAS increases

• Results from F-16 testing and fielding influenced design

• AGCAS and MGCAS do not operate simultaneously

• GCAS mode initializes to best available option

• Pilot can also manually change GCAS mode

GCAS Local Map Creation

TED Posts and Tiles

3. Determine if recovery is required. 4. Execute recovery when required.

• CAM collects aircraft state information and uses it to

• Commands pitch, roll, and throttle inputs as required to

• Pilot can manually initiate a recovery regardless of

• Does not require CAM and is not dependent on AGCAS

• Three different “scan patterns” used to develop the

Audio “Fly-up, fly-up” occurs during AGCAS and PIF recoveries

Decision Criteria for ETR Setting at Recovery Initiation

Decision Criteria for ETR Setting Mid-Recovery

Initial Decision Airspeed Trigger Angle of Attack Decision

• F-16 had an issue with nuisance activations during high

• Why choose a 20 deg AOA limit?

• How CLAW changes > 20 deg

• Transonic vs. slow speed

• AGCAS Nuisance Second: Do Not Interfere

Dive Towards Smooth Terrain Flight Towards Elevated Terrain

FLY -UP ADVISORY

SIDE VIEW OF TERRAINCROSSING

• High Angle Strafe

• Considered lessons (FLY-UP ADVISORY)

learned from previous FLY -UP ADVISORY

AGCAS testing efforts

(F-16 and F-22)

• Extensive discussion RECO VERY

within the test team and

at the safety review

the pilot action should 2-D T ERRAIN PROFILE

be when an “Abort” call

• F-35 AGCAS safety plan

• No ambiguity regarding expected pilot actions when an

• Removed requirement for the test team and/or pilot to

• All test points planned so that full AGCAS recovery

• Ensures “real TSMs” are communicated

Formal Lab Testing Updating Software

Formal Lab Testing Updating Software

F-35B Updating Initial Final

Formal Lab Testing

Formal Lab Testing Updating Software

Formal Lab Testing Updating Software