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

Trajectory-Based Operations (TBO)
Study Team Report
responsibility is delegated to the flight deck before the paired aircraft vertical separation is reduced
below 1,000 feet and before they intercept the glide slope.
When traffic demand approaches airport capacity levels, runway and routing preference will be given
to aircraft equipped for capacity-enhancing operations, such as airborne merging and spacing and
parallel runway operations. Aircraft without advanced equipage may be assigned to less advantageous
routes and runways, or have to wait until an arrival push has ended for airport access.
By 2025, the STAR paths will merge seamlessly into the approaches. This continuous flight track is
important to sustaining a closed trajectory. The approach sub-segment begins at an initial approach fix,
which is a waypoint on the STAR and ends at touchdown. An approach will typically have multiple
initial approach fixes leading from different STARs that merge into the approach route. The final
approach fix (FAF) is a point that varies along the glide slope based on a number of factors, and its
location may even be dynamically transmitted by the ground automation via data link.
The landing sub-segment begins at touchdown and ends at the runway exit. Taxi-in to the gate or
parking is a function of surface movement.
11.0 Scenario Assumptions and Conditions
• The scenarios’ “actors” have their equipage defined in Appendix A.
• The rule requiring ADS-B Out equipage is in effect in 2020, so aircraft operating under
Instrument Flight Rules (IFR) and requesting services from the ANSP are equipped.
• Most, but not all aircraft operating in high-density airspace also have CDTI and tools for
merging, sequencing, and spacing.
• Data link is used to negotiate trajectories, receive clearances, and report relevant 4D
information for the purposes of sequencing, spacing, and separation.
• Environmental benefits are realized in terms of noise, fuel burn, and emissions through
increased efficiencies realized from TBO.
• ANSP automation de-conflicts multiple aircraft 4DTs.
• Surveillance comes from a combination of multilateration close to and on the airport, as well as
ADS-B.
• Intent is a product derived from aircraft automation and sent via data link message. 11
• Layered adaptive security is provided through conformance monitoring.
• Aircraft equipped with RNP, data link(s), CDTI, and conflict detection and resolution software
are capable of self-separation in designated airspace.
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At this point, the message content is unknown. Trials are being conducted in Europe under SESAR
using VDL Mode 2 controller/pilot data link communications. Research to define intent and compare
intent performance with the available spectrum is required. Standards are needed on intent so that both
automation and communications can be defined.
Joint Planning and Development Office
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