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

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Trajectory-Based Operations (TBO) Study Team Report In the scenario, ground control from the ANSP provides the rest of the taxi instruction, corrective action, or new clearance taxi route to RWY 25R. Ground control then coordinates with the local controller for RWY 25R. The ground control then issues handoff to local controller. The pilot of Sunset 42 monitors EFVS to maintain taxiway centerline at night and in low-visibility. Own-ship surface movement alerting is also employed for indication of the correct runway identifier and insufficient runway length alerting. The information for the departure has been delivered before taxi-out and the ANSP local controller will provide the takeoff clearance. The pilot of Sunset 42 takes off to slot into a departure stream to join the overhead flow. The takeoff event time is distributed through network-centric operations for common situational awareness and to update automation used for TBO. Figure 5. PHX Surface Layout 13.2 Phoenix Takeoff and Climb Sunset 42 is departing on RWY 25R and will be continuing initially to the west for noise abatement. An RNP 0.3 dynamic OPC is negotiated between PHX Departure and Sunset 42 dispatch after pushback. This happens as soon as the aircraft’s actual weight (final PAX and fuel on board) and performance have been confirmed. Trajectory management automation at PHX provides OPCs that are separated from arrival and other departure flows for less equipped aircraft. In this case, an OPC tailored to Sunset 42’s departure direction can be accommodated because the weather is clear and traffic is relatively light. The agreed-upon departure OPC is data linked to Sunset 42, acknowledged, reviewed, accepted and auto-loaded by the flight crew. This transaction happens at the gate or during taxi-out if the takeoff numbers are not available from dispatch. Dispatch has already worked calculations of the proposed climb based on altitudes that must be met by certain points in the Joint Planning and Development Office 37
Trajectory-Based Operations (TBO) Study Team Report departure. These were provided by the ANSP during flight planning. The planned profile is then updated for weight and winds and provided back to the crew. Once received by the crew and entered into the FMS, it is followed by an intent message from the aircraft to the ANSP verifying that the 4DT is set. The 4DT includes a takeoff time that the flight crew will have to meet during the taxi portion of the flight. The moving map actually displays required progression of time during taxi-out for takeoff. When reaching the runway end for departure, the number of aircraft in the queue is low because taxiout is managed from the gate. The ANSP clears Sunset 42 for takeoff. As the aircraft rolls down the runway and lifts off, the surveillance system logs liftoff time from ADS-B. This information is sent to the TBO strategic evaluation service to re-compute the 4DT and identifies any downstream strategic changes that may be necessary. Takeoff time is also used in the TBO departure automation module to calculate time performance for conformance monitoring. Once a positive rate of climb is established, Sunset 42’s flight crew retracts the landing gear and executes the prescribed sequence of climb speeds and flap retractions. Once established on the climb, the FMS updates climb performance and refines the vertical profile. This new vertical profile is sent to the ANSP via data link as part of an intent message. The ANSP can then update the vertical windows, narrowing the amount of vertical airspace required to support the departure. Over time, the surveillance capabilities of the ANSP have learned the bounds for this aircraft type; weight load and information can then be used to reduce the required reservation of airspace due to shrinking the variability of performance. The flight crew monitors their in-trail spacing and relative altitude behind a heavy jet that took off just prior to them (two-minute separation is not required due to crosswind) using their CDTI. Sunset 42 lifted off earlier on the runway than the heavy and immediately climbed above the heavy’s altitude along the same flight track. The CDTI provides a history tail of the lead aircraft so that the crew can plan wake vortex avoidance whether in visual or instrument flight rules by selecting data through the CDTI. As the aircraft climbs through 2,000 feet AGL, the tower transfers control of the aircraft within ANSP automation to departure control. An unobtrusive tinkling chime reminds the flight crew that they are no longer in contact with tower voice communications and can expect routine communications with ATC through data link. A “channel open” light on the data link control panel indicates a data link “handshake” has been made with the ANSP and a voice channel is available if needed. Prior to 2,500 feet AGL, they engage lateral navigation (LNAV)/VNAV and begin the tailored OPC. This sends an automatic message to ground automation to update the 4DT performance, so that conformance monitoring automation can be updated. The aircraft climbs away from the airport along an optimized vertical profile, exiting the high-density terminal airspace to the west with a climbing left turn once above noise sensitive areas. The heavy jet ahead of Sunset 42 is not a factor, as its departure speed is higher. Although not cleared for any separation tasks, the flight crew monitors traffic on nearby dynamic RNAV/RNP OPDs from southern California since they are passing relatively close below these arrival paths. Joint Planning and Development Office 38
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