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

Trajectory-Based Operations (TBO)
Study Team Report
assignments. This facilitates more efficient surface movement and arrival/departure flows. Automation
monitors conformance of surface operations and updates the estimated departure clearance times to
renegotiate the 4DT. Surface optimization automation includes activities such as snow effect
prediction, runway snow removal, aircraft deicing, braking action, and runway configuration. Layered
adaptive security extends to the flight deck with the use of biometrics and authentication through
imbedded codes in the 4DT provided for approval to taxi.
10.2 Takeoff and Climb
The greatest uncertainty in TBO is capturing accurate information on climb, the vertical part of 4DT as
defined by time. The variability in climb will require protection of vertical blocks of airspace bounded
by the uncertainty of climb performance. The TBO Study Team examined this area and is
recommending development of an Optimized Profile Climb (OPC) tailored to the aircraft type and its
takeoff weight. This will allow less uncertainty in providing airspace for the climb. This new concept
will help save fuel, emissions, and optimize the operator/user’s profile. Just like the arrival OPD,
altitude gates would be provided to gauge climb performance for conformance monitoring.
The aircraft is most capable in defining and reporting climb performance. The ANSP does need the
takeoff gross weight for super-density airports in order to identify the amount of vertical airspace to
reserve, and whether the aircraft can meet a proposed climb gradient. Pilots and flight planners can
calculate their vertical profile given the crossing altitude constraints.
10.3 En Route Cruise
During the cruise segment, TBO operations should generally support user preferences for efficiency
and weather avoidance. Fewer constraints exist in this phase of flight. By the 2025 timeframe, aircraft
will have been operating for over eight years in the en route environment using trajectory operations
that were created in the mid-term. Refinements will include a tighter coupling between airborne and
ground automation, greater use of merging and spacing, some self-separation, and a reduction in
separation standards to three miles in some airspace based on navigation improvements and use of
ADS-B.
10.4 Arrival/Approach and Landing
TBO in the arrival segment seamlessly delivers the aircraft from TOD to the runway exit. The arrival
segment consists of three sub-segments: arrival, approach, and landing. At high-density terminal areas,
arrival time-based metering providing CTAs to RTA-capable, FMS-equipped aircraft, and there are
metering advisories to controllers (OI-0318). RNAV/RNP procedures within the transition and
terminal airspace (OI-0325) will be fully exploited, allowing for greater flexibility and increased
throughput (OI-0355). Operations in 2025 will support OPD operations, even under heavy traffic
conditions. RNAV STARS will be seamlessly connected to RNAV/RNP approaches. Arrival paths will
be increased through the use of RNP 0.3 performance closer in toward the airport. TBO provides
operational improvements and environmental benefits such as minimizing air/ground communications,
reducing arrival/approach emissions, fuel burn and noise, and improving predictability and safety (OI-
0309, OI-0329, and OI-6008). These procedures will help offset the environmental impacts from
increased traffic demand.
The conformance monitoring and alerting functions of the ANSP’s automation support both separation
assurance and security functions. Deviations are quickly detected when flight exceeds the performance
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