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

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Trajectory-Based Operations (TBO) Study Team Report 18.11 Use of Data Link From the Aircraft for Conflict Detection There are two classes of data link messages supporting 4DT and TBO, and the ADS-B Out link. The first class of 4DT and TBO confirms the execution of the 4DT clearance, and is accurate in the 3D with a broader time window representing time as estimated by the FMS. The second class of TBO data link message also originates from the aircraft, and are supplemental downlink messages that are consistent with the clearance, but provide more refined current information as executed by the aircraft. The first confirms that the 4DT clearance has been executed in the aircraft automation and the second provides updates that support conformance monitoring and 4DT de-confliction. This second message is sent automatically when performance information is refined and updated for the pilot by the avionics. This message class only contains changes in the 4DT as identified by the aircraft’s automation. The use of supplemental information derived by the aircraft builds on OPD experiences where the aircraft calculates its performance in the airspace and sends information to the ANSP. These two classes of messaging, the initial confirmation of execution of a clearance, and supplemental information as refined, represent the intent used by the ANSP in TBO. The ADS-B Out message is used by the ANSP for current position information for surveillance, but is not used for TBO intent. However, the ADS-B Out message is used for air-to-air limited intent capabilities and for air-to-air conflict detection and resolution. Additionally, the ADS-B Out message may be used to derive other performance information used by the ANSP, such as speed and winds aloft. Recommendation TBO-21 Define the message content and layout for exchange of the 4DT and the subsequent updates of aircraft information for use in conformance monitoring. Recommendation TBO-22 Conduct research on the use of the ADS-B messaging for airborne conflict detection and resolution and conformance monitoring. 18.12 Conformance Monitoring Conformance monitoring exists both on the flight deck and within the ANSP’s automation. The aircraft’s avionics support altitude alerting to preset values and precision of navigation (measured as an RNP value), and will ultimately have longitudinal separation performance provided by conflict detection and resolution and/or merging and spacing tools. The ANSP’s capability to monitor conformance and progress toward meeting the 4DT serves to alert the controller when conformance is not being met. The aircraft’s inputs to conformance monitoring also provide the basis for comparing one aircraft’s future position to all other aircraft future positions in the airspace. The information is vital to TBO separation. Recommendation TBO-23 Create a new enabler for trajectory management services that defines conformance monitoring as opposed to a broad category called trajectory management. Recommendation TBO-24 Conformance monitoring requires research on how good is good enough. In order to define the time precision requirements, the current variability in operations is needed. Using ASDE-X information at Joint Planning and Development Office 101
Trajectory-Based Operations (TBO) Study Team Report major airports, define current variability on arrival and approach to set the baseline for operational improvements. Recommendation TBO-25 Develop more detailed scenarios for dealing with conformance monitoring when the aircraft’s 4DT is changed to an open trajectory from a closed trajectory. 18.13 Trial Planning Trial planning must consider the larger picture of the flows, not just the flight itself. As a dispatcher or individual pilot planning a flight, the acceptable profile that best meets the business trajectory must consider what the ANSP is planning. As an example, the ANSP may be planning to restrict certain airspace for weather. Dispatchers who are either flight planning or flight following can use access to this type of information to trial plan options. If the SAS for weather also contained information on flow constraints and flow strategies, then flight routes could be modified for airborne aircraft consistent with fuel loads. Aircraft that are yet to depart can provide the ANSP with additional options to reduce congestion and meet flow objectives. Common situational awareness on the ANSP’s intent in dealing with flows needs to support trial planning opportunities in order for the operator/user to realize the best trajectory for the situation. Recommendation TBO-26 Modify OI-0306 to provide opportunities to flight plan, and re-plan if airborne, around flows and possible flow contingencies and restrictions that are provided by the ANSP. The airlines would receive credit for changing their flights to reduce demand in exchange for handling their higher priority flights as incentives to helping the ANSP build the flows. 18.14 Adequacy of Data Link for Negotiation – Aircraft to AOC Adequacy of Data Link for Negotiation – Aircraft to ANSP Adequacy of Net-centric Connectivity for Negotiation – AOC to ANSP – UAS Operator to ANSP TBO is based on pre-negotiation, negotiation, agreement, and execution. The questions are whether or not these negotiations between the parties should travel via the Internet, ground-ground connectivity, data link, or by voice, as in air-ground communications. AOC/FOC activities are very tactical in dealing with airborne assets. There are multiple communication paths that are possible between the AOC/FOC and the aircraft, including airborne Internet access. The UAS operator must also have connectivity with the ANSP. Negotiation is a strategic activity that will happen 20 minutes or more in advance of a change in the 4DT, and where the aircraft is offered choices to consider. In the interval of 20 minutes to the current time, changes are more likely to be transferred from the ANSP to the aircraft or operator accompanied by a voice transmission. The tactical changes will likely be more directive and less about choices. In a high workload environment at the AOC, at the ANSP or in the cockpit, what are the limits to using one method of communications over another? Recommendation TBO-27 Research using simulation of negotiations in high workload environment can assess the adequacy of data exchanges only, data and voice, or voice only for negotiation on changes to the 4DT through ground-ground and air-ground communications. Joint Planning and Development Office 102
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