Trajectory-Based Operations (TBO) - Joint Planning and ...

Trajectory-Based Operations (TBO)
Study Team Report
With flexible airspace management, ANSP automation supports re-allocation of trajectory
information, surveillance, communications, and display information to different positions or
different facilities, and working with the AOC allows maximum airspace utilization while
maintaining the highest level of safety from gate to gate. These automation enhancements
enable increased flexibility to change sector boundaries and airspace volume definitions in
accordance with pre-defined configurations.
Future flight planning systems will utilize advancements in communications to make best use
of all available routes, fully employing network-centric operations and implementation of tools
and capabilities towards a true real-time CATM system. This active collaboration facilitates
operators/users in maximizing negotiation and mitigating delays present and future, while still
maintaining regulations.
Recommendation TBO-10
A future AOC/FOC Study Team should be formed to add flight-planning and flight following content
to the NextGen ConOps.
Recommendation TBO-11
The basis of a flight’s performance in TBO is a combination of what the desired trajectory is and the
aircraft’s performance. Information is needed from flight planning on aircraft gross takeoff weight,
preferred climb profiles, and any limitations that may affect TBO choices, such as equipment or crew
limitations. This information would be contained in the flight object provided with the flight plan and
updated at or just after start of taxi for air carriers. The TBO segment of the flight object needs to be
defined so that information is available to ground automation in calculating climb-protected airspace
for departures and descents for arrivals and in defining executable choices with changes in the 4DT.
Ground automation tools are needed for aircraft that lack the ability to calculate climb and descent
profiles when not provided in the flight object.
Recommendation TBO-12
While Recommendation TBO-11 sets the initial boundaries for airspace based on flight planning, once
the aircraft is airborne it is the most capable source of setting the boundaries for protected airspace. By
using intent messages from the aircraft, the ANSP can modify the parameters in conformance
monitoring to change the airspace uncertainty boundaries.
18.6 Airline Operations Center/Flight Operations Center (AOC/FOC) Operational Incentives
It is necessary to incentivize airline performance against goals and objectives in NextGen. It is not just
about the costs of avionics that must be offset, but behaviors as well. The ANSP can develop rewards
for participating effectively in dealing with flow contingencies and constraints. Credit needs to be
given for equipage, but credit is also needed for making the supportive decisions from a business
perspective. If CATM is to work, the incentives need to be defined and put in place.
Recommendation TBO-13
There needs to be active collaboration for NAS operators/users to maximize negotiated routes and
mitigate both present and future delays. Regulatory standards constrain choices and these standards
must be maintained through the choices offered for TBO. The TBO Study Team recommends that the
following OIs and enablers be linked under the enterprise architecture and designated as AOC/FOC
Joint Planning and Development Office
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