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

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Trajectory-Based Operations (TBO) Study Team Report overcast and gradually decreasing to 1,000 feet with chance of heavy snow showers, gusts to 40 knots and icing in clouds and snow showers. 12.6 Arrival/Approach and Landing Assumptions For parallel runway operations: • While there are no current plans at IAD, many hub airports (including IAD) may have new parallel runways, spaced as close as 750 feet from an existing runway, by 2025. In order to show how closely spaced parallel runway operations work in concert with airborne merging and spacing and time-based spacing, a new parallel runway has been created for the IAD arrival scenario that is 750 feet from an existing runway. • The DTW to IAD scenario is based on one of several proposed concepts for closely spaced parallel runway operations. The concept is designed to accommodate dependent pairing of aircraft with dissimilar final approach speeds. The conformance zone is defined only by wake avoidance. The aircraft with the faster Final Approach Speed (FAS) is initially positioned behind the aircraft with the slower final approach speed. After the coupling point when the aircraft slow to their respective final approach speeds, before the SAP, the trailing faster aircraft may safely overtake the slower lead aircraft and move some distance ahead before landing, still staying within the conformance zone. Future research will determine whether passing can be safely conducted at runways spaced laterally as close as 750 feet. If passing is not supported, then aircraft pairs must have much closer final approach speeds. • Similar to dynamic wake spacing, the size of the conformance zone varies dynamically with environmental conditions, especially crosswind speed and direction. • The parallel runway breakout maneuver is not a 4DT since it does not specify the aircraft’s position as a function of time, but rather relative to the point at which the breakout is initiated. When an aircraft conducts a breakout maneuver, it has an open trajectory until closed by the ANSP. • An aircraft is not allowed to overtake another aircraft in the same stream/STAR unless they are traveling at different altitudes. • Much of the information exchange between the flight deck and ANSP will be via data link. For example, rather than today’s Automatic Terminal Information Service (ATIS) messaging, the aircraft will receive a data link message with current weather and airport configuration information. • By 2025, STARs supporting OPDs will be created for all arrivals for high-density airports. These OPD STARs will have a defined 2D route, but will have waypoint altitude crossing restrictions defined as a range of altitudes, defining a vertical volume designed to accommodate a variety of aircraft with different weights and performance characteristics. • In high-density traffic, an arrival stream will contain a string of aircraft conducting airborne merging and spacing to a runway. A complicating factor in spacing is the need to accommodate stabilized approaches for aircraft with different final approach speeds (i.e., the aircraft must slow to its appropriate approach speed and be configured for landing before descending below 1000 ft AGL). The spacing 4DTs must include a buffer to accommodate differences in approach speeds because a faster aircraft will be gaining on the aircraft ahead, while a slower aircraft will be falling behind the aircraft ahead during the last three nm of the approach. Joint Planning and Development Office 35
Trajectory-Based Operations (TBO) Study Team Report • ANSP will delegate lateral separation to the flight deck for RNP operations that are less than the capability (< three nm) expected from the 2025 ANSP surveillance. • By 2025, improvements in barometric altimetry will enable vertical separation less than 1,000 feet in terminal airspace and altitudes less than FL290. • Decision support tools will include wake turbulence separation applications providing dynamic, pair-wise, lateral, longitudinal, and vertical separation requirements for trajectory management based on aircraft and weather conditions in real time (OI-0387). “In real time” means wake spacing can be updated during the day, but not after the aircraft has reached TOD. • The RTP timing requirement varies along route as follows; Arrival Meter Point/TOD + one minute, FAF/Touchdown + 3 seconds. • Similar to RTCA Trajectory Operations, there is no need for FMS to handle multiple RTAs. This would be very costly for airlines. The RTA will be applied relatively short-term (< 30 minutes) at various points along the route. For landing and taxi: • Ability of TBO closed trajectory ending at runway exit requires research. The exit times will have to be generous and consider varying aircraft approach speeds based on weights, environmental conditions, minimum equipment list item consideration (e.g., thrust reverser inoperative), and runway turnoff, high speed exits, parallel taxiway design, and alignment amongst others. Regulatory requirements will exist covering available runway needed, stopping distance, approach, and landing climb limits. If precise 4DTs for landing and runway exit are desired, it is likely they will have to be provided by the operator because the operator will have access to all the necessary information, some of which will be proprietary information. • While some aircraft have avionics to help the pilot decelerate to meet an exit (e.g., Airbus’s Brake-to-Vacate), this capability would need to be on most aircraft to significantly affect runway throughput. • Research may lead to removing the 250-knot maximum speed restriction below 10,000 feet AGL, so as to support best possible lift over drag and increase the options for design of the arrival paths. 13.0 PHX To MIA Scenario 13.1 Surface Movement The PHX ground control position provides taxi instruction to pilot via data communications. Surface movement taxi guidance arrives via data link and is presented on the CDTI. The pilot of Sunset 42 acknowledges taxi instructions and coordinates pushback with ramp control. The ANSP ground controller issues further taxi instructions based on changes such as TMI and departure sequence changes. The ground controller and the pilot monitor taxi conformance. The primary responsibility for safety during taxi operations rests with the pilot, who follows the assigned taxi route. The ANSP provides an extra layer of protection for blunders by others, including runway incursions and unforeseen weather conditions. Joint Planning and Development Office 36
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