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

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Trajectory-Based Operations (TBO) Study Team Report example, should be able to handle such communication and negotiation through other systems such as a Flight Service Station or online resources. However, allowances need to be made for aircraft that do not have access to such resources, at remote airports, for example. When, where, and the degree to which these policies are applied must be a conscious decision and accounted for in automation logic and TBO planning. Collaboration with the operator community—airlines, GA, military—is required if support for TBO operations is to be realized. (IWP Policy references: PI-0001 – AOC/FOC Equipage) The TBO Study Team recommends that a well-equipped AOC/FOC will provide better 4DTs with finer granularity to reduce uncertainties that must be compensated for by the ANSP. This frees up airspace for increased efficiency. Incentives are needed for investment by the AOC/FOC, most of which can be delivered through competitive advantage. Recommendation TBO-42 There will be times when similarly equipped aircraft will compete for access to airspace and airports. Policy guidance is needed to help manage these situations. Those policies will be augmented with collaborative decision-making, but the underlying policy must be there for it to work effectively. Although TBO allows most prioritization decisions to be made during the flight planning stage, there will be times that such situations will occur in the air. For example, international flights have lower reserve fuel requirements. If capacity is curtailed at the destination airport, international operators get priority. The same is true for aircraft that have diverted to another airport; they are given priority. Consequently, policies must be defined and incorporated into the ATM automation and ATC procedures. (IWP Policy references: PI-0077 – High-Density Operations – Flight Prioritization) The TBO Study Team recommends research to develop equity algorithms that could be built into the TBO evaluation services. The TBO Study Team further recommends transparency in defining equity and system efficiency policies, in collaboration with the users, so that users retain flexibility in applying the results of these policies. The flight prioritization policies must then be defined for TBO and converted into automation executable rules. Recommendation TBO-43 Performance requirements must be defined for position and timing accuracy, and integrity levels relative to TBO operations. These requirements include those applied in off-nominal operations when there is an interruption in primary PNT services and an expected corresponding degradation in performance. Additionally, define operational policies on the degree of acceptable degradation, the duration of degraded operations, and the acceptable number of mitigating performance levels used. (IWP Policy references: PI-0120 – PNT Performance Requirements) The JPDO is in a position to resolve, across its partner agencies, the question of whether a backup to GNSS is needed and under what conditions. The JPDO should work toward ending the debate so that the FAA can move forward on solutions to providing the backup. Recommendation TBO-44 The competitive economic environment drives airline scheduling and non-safety operational decisions. It is not always in an airline’s best economic interest to make decisions that favor overall system capacity or efficiency. Policies that incentivize operator behavior, helping manage system demand and capacity, are needed to extract the maximum overall benefit of NextGen. For example, today if an Joint Planning and Development Office 109
Trajectory-Based Operations (TBO) Study Team Report operator cancels a flight during a GDP, that operator is given credit and permitted to substitute another flight. However, if that operator cancels a flight in anticipation of expected delays, but prior to a GDP going into effect, that operator is given no credit for that cancellation, even though such cancellations may help reduce or avoid implementation of a GDP. Enacting policies that encourage operator behavior that leverages NextGen operations will help increase system capacity and efficiency, as well as reduce automation complexity and cost. The TBO Study Team recommends that the JPDO define what operational behaviors are needed from the airlines, and then develop incentives that encourage those behaviors. Recommendation TBO-45 Based on the experience of transitioning to RNAV and RNAV/RNP, there is a considerable educational effort associated with TBO, bringing dispatchers, controllers, pilots and system developers into the transition in using trajectories for both strategic and tactical use. This educational effort needs to start as early as 2012, building first on TBO-101, the terms and concepts of TBO. The TBO Study Team recommends that a TBO educational plan be developed to support the NextGen Concept of Operations. Recommendation TBO-46 The NextGen Concept of Operations uses TBO as a significant pillar supporting aviation in the future. The TBO Study Team found it necessary to define new terms just to explain the concepts. Whether it be “closed trajectory,” “RTP,” or “freeze point” there is a need for defining the nomenclature of TBO and reaching consensus on what terms are to be used. RTP represents an example. It was used by the Study Team to reflect the general concepts found in RNP, only for the fourth dimension, time. Time is treated differently between the cockpit and ground automation. There are EDCT, ETA, RTA, CTA, TOAC (time of arrival control) and probably others. In developing these terms, they are unique to the origin, some having their origin in avionics standards, some in ATC procedural development. The Study Team recommends a glossary of terms and definitions be developed that spans TOPs and TBO. 19.0 Transition from Trajectory Operations to TBO At the time of preparation of this report of Trajectory Based Operations, the RTCA has experienced delays in delivering the concepts for trajectory operations. TOps is the near- and mid-term elements of the transition to using trajectories. The RTCA report is now limited to an assessment of a series of concepts and scenarios for TOps with emphasis on CATM and improved flight planning, followed by limited use of new flight procedures. The emphasis on CATM provides the foundation for a transition to TBO. After the next few years of using trajectory information in collaboration, the transformational steps to using trajectories for separation becomes more visible to the users. Critical to TBO’s success is early resolution of the issues identified in the recommendations. The next task is to develop the transition work between TOps and TBO and develop a TBO time line for research, demonstrations, and trials. The transformation to 4DT from a collaborative use under TOps to use for separation, sequencing and spacing under TBO needs to be identified so that development and implementation can occur in a manner that at least matches the growth in air traffic operations. Joint Planning and Development Office 110
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