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

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Trajectory-Based Operations (TBO) Study Team Report Table 1. Representative RTP Values High-Density Airports RTP Value Notes Landing Threshold 3-4 Seconds (RTP 0.03-0.04) For convention, seconds are listed to the right of the decimal, and whole minutes are whole numbers to the left of the decimal with + or – values possible 3-mile Final 3-4 Seconds (RTP 0.03-0.04) Metering Fix 12-18 Seconds (RTP 0.12-0.18) Approximately 20 miles out and a point where no further changes in the 4DT would normally be made Top of Descent 1 Minute (RTP 1.0) Tolerance RTP +1.0 to -3.0 Medium Density Airports Landing Threshold 5-10 Seconds (RTP 0.05-0.10) 3-mile Final 5-10 Seconds (RTP 0.05-0.10) Metering Fix 20-30 Seconds (RTP 0.20-0.30) Top of Descent 3 Minutes (RTP 3.0) Tolerance RTP +3.0 to -3.0 Low-Density Airports Landing Threshold 20-30 Seconds (RTP 0.20-0.30) 3-mile Final 20-30 Seconds (RTP 0.20-0.30) Metering Fix 1 Minute (RTP 1.0) Top of Descent 5 Minutes (RTP 5.0) Tolerance RTP +5.0 to -5.0 Cruise 2 – 5 Minutes (RTP 2.0 – 5.0) Varies with proximity to TOD and ability to meet that time Top of Climb 5 Minutes (RTP 5.0 Top of Climb to Merge in 1 Minute (RTP 1.0) Overhead Stream Takeoff 1 Minute (RTP 1.0) Varies with need to use TBO at the airport. Many airports would have no need for this precision 8.0 Flight Planning Aspects of TBO The NextGen Concept of Operations (ConOps) is not detailed enough in the area of flight planning to be used in describing TBO. Work is underway within the FAA on collaborative traffic flow management that will expand the concepts. For now, TBO starts well before the flight plan and represents a significant level of coordination, information gathering, and calculation of fuel requirements to support the 4DT. The TBO Study Team has provided in Appendix B a detailed description of the flight dispatch information used, and this section covers the functions commonly used by U.S. commercial carriers. Each description also includes the applicable regulations and the existing operational improvements already identified for the NextGen ConOps (i.e., OI-xxxx) This information sets the stage for recommendations on expanding the NextGen ConOps to include dispatch Joint Planning and Development Office 23
Trajectory-Based Operations (TBO) Study Team Report and flight following functions. This description applies to each of the scenarios for the air carrier participants. A flight plan is created for every flight in U.S. commercial operations. The Aircraft Dispatcher creates the flight plan and shares joint responsibility with the Pilot in Command (PIC) as stated in Federal Aeronautical Regulations (FAR) 121.533, 121.593, 121.631, 121.639, and 121.647. With these planning standards duplicated, a high level of safety is achieved. PICs and dispatchers take the same written test and are required to train to proficiency for the aircraft and airspace they operate in. Many corporations’ risk management departments have determined the value of a Licensed Aircraft Dispatcher and use them in such operations as charter services, fractional ownership, and large flight departments. However, the regulations currently only require commercial carriers to provide this level of safety (OI-3101-3103). The dispatcher plans the flight by comparing, verifying, and cross referencing several individual components independently, and aggregates information for the flight (OI-0305, OI-3109). These parts can be compared to a spider web intricately woven together to catch all available information and details, and as a web, the flight plan has many support strands that provide stability, with each element of information important as the next. The checks and balances are numerous, requiring both simple and complex evaluation, cognitive and deductive reasoning, and logical and prudent decision making. In flight planning, it is imperative to use all resources and to be aided by technology because of the sheer volume of information that must be examined in preparing an aircraft for flight (OI-0408). The flight plan is a conglomeration of various aspects of the flight. It must navigate several areas to be a complete document. But many times, outside influences force changes that must be addressed, and the flight plan, by design, is a living document. It is frequently renegotiated with the AOC, flight deck, and ANSP. The flight plan is a legal contract between the parties, and all parties must agree and accept its initial form and any subsequent changes thereafter (FAR 121.687), since each individual (or group) has its responsibility to maintain a safe and legal operation meeting their own department standards and requirements. The following section details the items reviewed and/or required for creating the flight plan, together with several flight plan scenarios. By 2025, the FOC 8 and flight handlers have integrated their flight planning system into the networkcentric operations based on standards and procedures driven by System Wide Information Management (SWIM) to enable all users of the NAS to review the communicated intent and actions for the individual flight. Common situational awareness and open communication is paramount to success and is conducted via data communications backed up by voice communication. Constant connectivity is vital for efficient, professional, economical, competent, safe, and ecologically aware operation in the NAS. 8 AOC and FOC are used interchangeably. However, in some airlines, the AOC is an overarching strategic and tactical operations center, while the FOC is the dispatch and flight following function subordinate to the AOC. Joint Planning and Development Office 24
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