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

Trajectory-Based Operations (TBO)
Study Team Report
18.7 Operational Improvements on TBO
Throughout this report, the Study Team has identified applicable OIs that contribute to an integrated
application of TBO.
Recommendation TBO-14
These OIs need to be linked together in the Enterprise Architecture showing their interdependencies
with supporting TBO. There is no overall operational improvement on TBO that emphasizes the use of
4DT for flight planning, separation, sequencing, and spacing.
Recommendation TBO-15
Collapse OIs such as OI-0369 and OI-0370 into an new umbrella OI that replaces trajectory
management with TBO. For OI-0369, rewrite to achieve balance between pre-flight and in-flight
planning. Modify OI-0306, Provide Interactive Flight Planning from Anywhere, to include prenegotiation
and negotiation activities for TBO (changes in red text). Use OI-0370 as the umbrella TBO
OI.
(OI-0369) Flight planning activities are accomplished from the flight deck as readily as
any location on the ground. Pre-negotiations and negotiations in flight planning are
attained through the connectivity provided. Airborne and ground automation provide the
capability to exchange flight-planning information and negotiate flight trajectory
contracts, 4DT contracts, and amendments in near real-time. The key change is that the
ANSP’s automation allows the user to enter the flight plan incrementally through
network-centric operations and receive feedback on conditions for each segment. Rather
than testing full trajectories by submitting and waiting for full route evaluations, the
system can test each segment as entered and provide feedback. Through this process, the
user will work with the system to quickly reach a flight plan agreement. Any subsequent
change, constraint, preference, or intent triggers a full flight plan review with feedback to
the filer. The filer can develop preferred trajectories that may include an identified
constraint that the automation system maintains in case subsequent changes to conditions
will allow its promotion to agreement. Automation thus maintains multiple flight plans
for an individual flight and allows the user to set preferences, make choices, and develop
flight segments (or the full plan) for use in negotiation and agreement from anywhere,
whether in the air or on the ground.
(OI-0370) All aircraft operating in managed airspace will rely on TBO. The performance
requirements are dependent on the density of the airspace. In high-density airspace,
aircraft are managed by 4DT in en route climb, cruise, descent, and airport surface phases
of flight to dramatically reduce the uncertainty of an aircraft's future flight path in terms
of predicted spatial position (latitude, longitude, and altitude) and times along points in
its path. Integrating separation assurance and traffic management time constraints such as
runway times of arrival and gate times of arrival, this end state of TBO calculates and
negotiates 4DTs, allows tactical adjustment of individual aircraft trajectories within a
flow, resolves conflicts, and performs conformance monitoring by ANSPs to more
efficiently manage complexity, ensure separation assurance, and enhance capacity and
throughput of high-density airspace to accommodate increased levels of demand. This
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