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

More documents

Recommendations

Info

Trajectory-Based Operations (TBO) Study Team Report Trajectory operations are enabled by improved utilization of current and emerging aircraft capabilities—Area Navigation/Required Navigation Performance (RNAV/RNP), FMS, ADS-B, and data communications—and improvements in ground automation/infrastructure: data communications, surveillance, net-centric data operations, and ANSP and Flight Operations Center (FOC) automation. Surveillance accuracy using ADS-B has a direct functional relationship to improved navigation performance accuracy because ADS-B uses the same GNSS source. These enablers result in increased accuracy of the aircraft surveillance information, increased accuracy in navigation of the intended path, new capabilities to deliver clearances more efficiently and accurately, and increased timeliness in executing an Air Traffic Control (ATC) clearance or meeting an aircraft-specific flow constraint. As a result, the trajectory is more accurate in execution and more predictable in time and position. Improvements in trajectory precision can then lead to reductions in separation and manage more aircraft in the airspace. These improvements are leveraged through system-wide sharing of information with all authorized users via net-centric data operations and data communications with the aircraft. Better information and seamless information access provide the users and operators of the NAS with common awareness, a more accurate view of the system, and improved decision-making. While trajectory operations begin with limited capabilities focused mainly on using TBO strategically, TBO rounds out the performance capabilities by incorporating tools and procedures to implement gateto-gate use of trajectories for both strategic and tactical management of operations. TBO is the use of 4DT for planning, sequencing, spacing, and separation based on where the aircraft will be, with measured progress and conformance to its clearance, and using ground automation in determining and de-conflicting downstream flows of aircraft. TBO is based on a significant change in separation. Today, there is procedural separation involving position reporting when outside of the surveillance area of the ANSP. In the presence of surveillance, aircraft are separated based on their known position. Under TBO, current position is still used, but separation is based on where the aircraft is and where the aircraft will be at a time in the future. This is why conformance monitoring is important. The progress toward that point in space at a time in the future must be tracked to separate based on TBO. 3.0 Definition of Terms Trajectory Operations – The concept of an ATM system in which every aircraft that is operating in or managed by the system is represented by a 4DT. Every managed aircraft known to the system has a 4DT either provided by the user or derived from a flight plan or type of operation. Trajectory operations, or TOps, represent a mid-term implementation strategy to gain capacity and efficiency. Trajectory-Based Operations – Extends TOps and provides separation, sequencing, and merging and spacing of flights based on a combination of their current and future positions. TBO operates gate-togate, extending benefits to all phases of flight operations. TBO uses the 4DT to both strategically manage and tactically control surface and airborne operations. Aircraft are handled by their trajectory. 4DT – Defined laterally and longitudinally by latitude and longitude, vertically by altitude and with time. Surface movement is a 3DT—lateral, longitudinal, and time. Joint Planning and Development Office 3
Trajectory-Based Operations (TBO) Study Team Report Closed Trajectory – The ANSP automation, the controller, and the aircraft automation have the same view of what the aircraft is doing. There is agreement between automation on the ground and in the air, and actions are synchronized. Open Trajectory – The aircraft is no longer flying to an agreement with the automation. The aircraft and the ground are not in synchrony and the aircraft is flying off the agreed-upon trajectory for operational reasons like weather avoidance, a vector for sequencing or spacing, and/or a speed adjustment that will impact timing. Conformance Monitoring – Monitoring of the aircraft’s position, altitude, and time performance against the agreed-upon 4DT. Monitoring is against performance requirements for the flight maneuver or surface movement. Conformance monitoring occurs both in the air and within ground automation. Conformance Alerting – Alerts are generated if the aircraft is not meeting its 4DT performance. Self-separation – Delegation of separation responsibility to the flight crew for specific maneuvers or operations in designated airspace. Flight Object – An extensible and dynamic collection of data elements that describes an individual flight. It is the single common reference for all system information about that flight. Authorized system stakeholders and the ANSP may electronically access consistent flight data that is tailored to their specific need and use. The flight object facilitates the sharing of common flight information between systems and enables collaboration using a common reference framework. Flight Plan – A subset of the flight object information used for flight planning prior to departure that carries basic information about the flight and route to be followed. Flight Following – An additional subset of the flight object used to track the flight and evaluate performance. Intent – What the aircraft is planning to do. Intent is provided by ADS-B for air-to-air and air-toground surveillance. This is ADS-B intent. The flight object also carries intent information and it is the intent sent by data link between the aircraft and the ANSP that represents the confirmation of intent, execution of the 4DT, and forms the basis for conformance monitoring. This intent is called data communications intent. As the aircraft progresses in the flight, supplemental intent messages are sent to the ANSP to provide updates of progress and changes in 4DT performance. Uncertainty – Used throughout the report to describe the amount of variability in position in all three dimensions and time. Uncertainty from the cockpit perspective can be considered an area of containment, but from a conformance monitoring perspective it also includes anticipated noncontainment, especially in terms of time. Joint Planning and Development Office 4
Page 1 and 2: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Page 3 and 4: Trajectory-Based Operations (TBO) S
Page 11: Trajectory-Based Operations (TBO) S
Page 63 and 64:
Trajectory-Based Operations (TBO) S
Page 65 and 66:
Page 67 and 68:
Page 69 and 70:
Page 71 and 72:
15.0 Phoenix To Bozeman Scenario Tr
Page 73 and 74:
Page 75 and 76:
Page 77 and 78:
Page 79 and 80:
Page 81 and 82:
Page 83 and 84:
Page 85 and 86:
Page 87 and 88:
Page 89 and 90:
Page 91 and 92:
Page 93 and 94:
Page 95 and 96:
Page 97 and 98:
Page 99 and 100:
Page 101 and 102:
Page 103 and 104:
Page 105 and 106:
Page 107 and 108:
Page 109 and 110:
Page 111 and 112:
Page 113 and 114:
Page 115 and 116:
Page 117 and 118:
Page 119 and 120:
Page 121 and 122:
Page 123 and 124:
Page 125 and 126:
Page 127 and 128:
Page 129 and 130:
Page 131 and 132:
Page 133 and 134:
Page 135 and 136:
Page 137 and 138:
Page 139 and 140:
Page 141 and 142:
Page 143 and 144:
Page 145:
Trajectory-Based Operations (TBO) O
show all

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

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?