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