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

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Trajectory-Based Operations (TBO) Study Team Report 2 is not an ANSP owned/operated data link. Paths 3 and 4 are used for negotiation of trajectories and receipt of advisory information and may be either a third-party vendor-provided data link or a data link provided by the ANSP. Since most of the transactions are strategic in nature, it is likely that a broadband data link would be used to meet the bandwidth needs to handle graphical information. Paths 5, 6, and 7 represent the actual TBO 4DT exchange. The clearances delivered from the ANSP to the aircraft can be acknowledged and loaded into the FMS. When executed, the aircraft sends a confirming message that verifies what was sent is actually being used. Path 6 is a ground-ground path to the conformance monitoring function. These paths also provide the update of performance information from the aircraft to the ground or any changes in performance required by the ANSP. Conformance monitoring compares the input from the ANSP and what is sent from the aircraft as execution of the new clearance. The conformance monitoring function closes the loop and verifies that what was sent from the ANSP is what the aircraft is executing. Paths 8 and 9 are ground-ground links. Path 8 is the alerting path between conformance monitoring and the controller, and Path 9 is the path by which the controller sets the parameters, metrics, and tolerances for monitoring conformance. 5.0 Information Exchanges TBO starts with flight planning. Surface operations are normally a closed trajectory—a defined taxi route. On takeoff, the aircraft starts another closed trajectory. This closed trajectory represents the 4DT that was selected by the operator of the aircraft as part of flight planning and updated with the takeoff time. As the aircraft progresses, onboard capabilities are used to update aircraft performance through use of data link. In most cases, the aircraft is best qualified to refine the 4DT and report on performance. This aircraft-provided information is an update to the aircraft intent. The start of a 4DT goes through a process involving pre-negotiation, negotiation, an agreement accepting the trajectory, and execution of the 4DT. 5.1 Pre-negotiation Pre-negotiation starts with flight planning and includes access to all known or projected constraints available through network-centric information systems. The operator defines the trajectory objectives (the business trajectory), including where the operator wants to fly, when, and how they get there. The operator considers known and projected constraints and preferences and also provides the ANSP with operator constraints/preferences that will affect the 4DT. These operator constraints/preferences may be related to crew qualifications, aircraft capabilities and limitations at dispatch, and any special conditions relating to the flight. The dispatcher may, because of expected constraints at the departure or arrival airport, add or swap constraints on the subsequent flight of this aircraft. 5.2 Negotiation During the negotiation phase, the operator negotiates with the ANSP to determine if the business trajectory can be met considering all other traffic and system constraints. If the desired trajectory can be supported, then the operator and the ANSP move to the agreement phase. If not, then the ANSP provides options for the operator to select from. Once constraints are dealt with, this phase moves to approval. Joint Planning and Development Office 11
Trajectory-Based Operations (TBO) Study Team Report In the air, the negotiation phase is not unlike in-flight requests today that reflect necessary changes. Negotiation leads to a change that maintains the closed trajectory and leads to a clearance where aircraft and ground intent are in synchronization. Negotiation can also be a simple request like an altitude change or a limited deviation for weather. 5.3 Agreement The agreement is quick. It involves the final request, acceptance by the ANSP, and assignment and acceptance of a 4DT clearance. The clearance represents a “contract” to be executed. This clearance may be for the entire flight or a segment that is not unlike a clearance limit today. Both the operator and the ANSP are committed to execute the 4DT using TBO. 5.4 Execution During the execution phase, the aircraft maintains the trajectory within the window defined in the clearance, with performance that satisfies the agreement. The aircraft and the ANSP monitor compliance with the agreement through conformance monitoring. If the operator is unable to meet the agreement, then negotiations start again to change the closed trajectory, or the controller may intercede and provide a route or time change, creating an open trajectory while the automation on the ground works a new 4DT. 5.5 Negotiating Trajectories – Air-Ground Negotiation implies a constrained resource in some sense, such that not all participants can necessarily achieve all their goals and will negotiate a best compromise. In many cases, just as today, flight operator requests are immediately granted because there is nothing to prevent this. The term “negotiation” also implies decision-making between options; actions taken for immediate safety considerations, such as tactical separation management, are not considered negotiation. The ANSP’s authority over the airspace and the flight crew’s authority over the aircraft’s trajectory (FAR 91.3) do not change with trajectory negotiations. FOC responsibility for the safety of flights under their jurisdiction is not changed. However, the shift from tactical to more strategic decision making potentially expands the role of the flight planner during execution of the flight as discussed below. By 2025, there will be a wide range of aircraft and operator capabilities, from sophisticated FOCs managing highly-equipped fleets to single-aircraft owner-operators flying aircraft with today’s equipage. Some large operators will want, and will be capable of, an operator-centric approach that maximizes their flexibility in proposing trajectories. Small operators will want a turnkey service that would give them an acceptable trajectory without any investment in expensive aircraft equipage or dispatch services. Much negotiation, and likely all pre-flight negotiation, will take place using network-centric operations, allowing access to the negotiation process for nearly all users. Data link will be widely employed by 2025 for transmitting trajectories, trajectory constraints, and similar data with equipped aircraft in flight, but voice communication will remain available for all aircraft. Some airspace and operations will be limited to requiring aircraft with advanced capabilities including data link, but much airspace and operations will be available to aircraft with present-day capabilities. 3 3 By 2020, aircraft receiving ANSP services in defined airspace will be required to use RNAV and ADS-B Out for airspace defined in the ADS-B Out rule. Joint Planning and Development Office 12
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