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

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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. 11 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 31
Trajectory-Based Operations (TBO) Study Team Report 12.0 Pre-conditions Relative to the TBO Scenarios • Aircraft equipage that meets performance requirements for lateral, longitudinal, vertical, and time-based positioning and navigation • ANSP automation tools to manage 4DT-based sequencing, spacing, and separation • ANSP, dispatcher, and pilot procedures • Performance measurements to determine when and in what airspace density will warrant TBO • Research is completed on the necessary acceptable time variance for the traffic density. The greater the traffic density or complexity of the airspace, the more precise the time requirement. In addition to the assumptions made in Appendix A, there are some assumptions and conditions tied to the different phases of flight for the individual scenarios. 12.1 Flight Planning Assumptions The dispatcher (FOC) is fully integrated in network-enabled operations through SWIM standards, and is exercising the full leverage of this information during all phases of flight. Data communications feeds prioritized information to the flight deck and ANSP to allow quick, concise, and safe business decisions that ensure best possible operating efficiency that meet or exceed current or established safety metrics. 12.2 Flight Planning Preconditions Human workload, though improved data communications, presents all participants with choices to consider, negotiations to accomplish, and agreements to be reached. All operators meet the same standard for data processing and have the ability to receive data at correct moment when the information is needed, and with no delay—the right information, at the right time, in the right location, to make the right decision. The dispatcher’s role is expanded to include extended strategic planning and interface with the ANSP for making strategic changes (greater than 30 minutes or more) to the 4DT. The dispatcher works with the ANSP’s strategic controller on necessary flight changes that can be resolved at least 20 minutes before a change is required. Anything less than that is resolved by the flight crew and tactical controller. For operations that do not rely on a dispatcher, the negotiations and agreements occur between the pilot and the strategic controller. 12.3 Surface Movement Assumptions The following surface movement assumptions reflect availability of current and future systems: • FAA surface movement programs: Airport Movement Area Safety Program (AMASS), Service Life Extension (SLEP), Airport Surface Detection System Model X (ASDE-X) (today at DTW), Terminal Departure Flow Management (TDFM) and Tower Flight Data Monitor (TFDM) are in place • Mode C on surface, ADS-B Out mandate is in effect • MLAT multilateration exists at larger airports Joint Planning and Development Office 32
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