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 />
departure. These were provided by the ANSP during flight planning. The planned profile is then<br />
updated for weight <strong>and</strong> winds <strong>and</strong> provided back to the crew. Once received by the crew <strong>and</strong> entered<br />
into the FMS, it is followed by an intent message from the aircraft to the ANSP verifying that the 4DT<br />
is set. The 4DT includes a takeoff time that the flight crew will have to meet during the taxi portion of<br />
the flight. The moving map actually displays required progression of time during taxi-out for takeoff.<br />
When reaching the runway end for departure, the number of aircraft in the queue is low because taxiout<br />
is managed from the gate. The ANSP clears Sunset 42 for takeoff. As the aircraft rolls down the<br />
runway <strong>and</strong> lifts off, the surveillance system logs liftoff time from ADS-B. This information is sent to<br />
the <strong>TBO</strong> strategic evaluation service to re-compute the 4DT <strong>and</strong> identifies any downstream strategic<br />
changes that may be necessary. Takeoff time is also used in the <strong>TBO</strong> departure automation module to<br />
calculate time performance for conformance monitoring.<br />
Once a positive rate of climb is established, Sunset 42’s flight crew retracts the l<strong>and</strong>ing gear <strong>and</strong><br />
executes the prescribed sequence of climb speeds <strong>and</strong> flap retractions. Once established on the climb,<br />
the FMS updates climb performance <strong>and</strong> refines the vertical profile. This new vertical profile is sent to<br />
the ANSP via data link as part of an intent message. The ANSP can then update the vertical windows,<br />
narrowing the amount of vertical airspace required to support the departure. Over time, the surveillance<br />
capabilities of the ANSP have learned the bounds for this aircraft type; weight load <strong>and</strong> information<br />
can then be used to reduce the required reservation of airspace due to shrinking the variability of<br />
performance.<br />
The flight crew monitors their in-trail spacing <strong>and</strong> relative altitude behind a heavy jet that took off just<br />
prior to them (two-minute separation is not required due to crosswind) using their CDTI. Sunset 42<br />
lifted off earlier on the runway than the heavy <strong>and</strong> immediately climbed above the heavy’s altitude<br />
along the same flight track. The CDTI provides a history tail of the lead aircraft so that the crew can<br />
plan wake vortex avoidance whether in visual or instrument flight rules by selecting data through the<br />
CDTI.<br />
As the aircraft climbs through 2,000 feet AGL, the tower transfers control of the aircraft within ANSP<br />
automation to departure control. An unobtrusive tinkling chime reminds the flight crew that they are no<br />
longer in contact with tower voice communications <strong>and</strong> can expect routine communications with ATC<br />
through data link. A “channel open” light on the data link control panel indicates a data link<br />
“h<strong>and</strong>shake” has been made with the ANSP <strong>and</strong> a voice channel is available if needed.<br />
Prior to 2,500 feet AGL, they engage lateral navigation (LNAV)/VNAV <strong>and</strong> begin the tailored OPC.<br />
This sends an automatic message to ground automation to update the 4DT performance, so that<br />
conformance monitoring automation can be updated. The aircraft climbs away from the airport along<br />
an optimized vertical profile, exiting the high-density terminal airspace to the west with a climbing left<br />
turn once above noise sensitive areas.<br />
The heavy jet ahead of Sunset 42 is not a factor, as its departure speed is higher. Although not cleared<br />
for any separation tasks, the flight crew monitors traffic on nearby dynamic RNAV/RNP OPDs from<br />
southern California since they are passing relatively close below these arrival paths.<br />
<strong>Joint</strong> <strong>Planning</strong> <strong>and</strong> Development Office<br />
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