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

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Trajectory-Based Operations (TBO) Study Team Report and any needed re-acquisition. For this flight, however, the military’s mission needs are as originally planned, and Sunset 42 can maintain its original 4DT. In addition to the weather over the Gulf, convective activity has intensified in South Florida. New probabilistic forecasts show an increased chance of convective weather that will reduce airport capacity near the time of Sunset 42’s arrival. Using decision support tools incorporating this probabilistic weather, the MIA ANSP, in coordination with the ANSP’s Command Center, has decided to reduce the airport acceptance rate. Time-based metering is extended to a longer planning horizon. The ANSP contacts Sunset 42 via data link with a new RTP at a point just prior to TOD. The flight crew uses the RTA functions in the FMS to set this time performance requirement. This solution allows adequate time for Sunset 42 to reduce speed to a more economical setting and prevents the need for inefficient delay maneuvers when closer to the airport. The Sunset crew acknowledges the change and executes the new RTA in the FMS. When the crew executes the change in the FMS, a confirmation of the change is sent to the ANSP via data link. Based on onboard FMS calculations, Sunset 42 can meet the RTA by maintaining its current flight profile at a slower speed. Sunset 42 crosses the Gulf coastline and proceeds toward self-separation airspace. The aircraft receives a data link message from the ANSP advising the crew of the change in separation responsibility from the ANSP to the flight crew prior to reaching the airspace boundary. The message confirms the boundary marking the beginning of self-separation airspace and formally hands off separation responsibility to the flight deck. Sunset 42 acknowledges the message and accepts responsibility for its own separation when entering the airspace. The ANSP then confirms receipt of this handoff with an additional message. Self-separation airspace includes mixed operations for separation management. These operations include appropriately equipped and participating aircraft that separate themselves from all other traffic, based on right-of-way rules. The airspace also includes ANSP-managed aircraft that are unequipped for self-separation. While in self-separation airspace, equipped and participating aircraft are responsible for resolving their own traffic conflicts and avoiding trajectory changes that create nearterm conflicts for others. Onboard automation, called Conflict Detection and Resolution (CDR), provides clear guidance for pilots, enabling them to accomplish these tasks. Priority flight rules are embedded in conflict-alerting algorithms, and the automation notifies the appropriate flight crew when its aircraft must resolve a conflict. Flight rules always require self-separating aircraft to maneuver to avoid controller-managed traffic. In self-separation airspace, the ANSP remains responsible for resolving conflicts between ANSP-managed aircraft (those not equipped for self-separation). However, constraints. This concept reduces traffic manager workload and allows more control over traffic in uncertain weather situations. SEVEN also gives NAS customers greater flexibility to operate flights according to business priorities under TBO. SEVEN recaptures system capacity, currently lost due to severe weather or other capacity-limiting factors. Presently, the Collaborative Decision Making (CDM) Future Concepts Team (FCT) is evaluating SEVEN through a series of storyboards, simulations utilizing Integrated Simulation Environment (ISE) and Human-In-The-Loop (HITL) exercises with aviation stakeholders, as a part of the Concept Engineering and Development (CED) process. Joint Planning and Development Office 41
Trajectory-Based Operations (TBO) Study Team Report if under surveillance and communications, the ANSP automation continues to monitor and alert on separation conflicts. Self-separating aircraft may change their trajectory without ANSP coordination provided they continue to comply with ANSP-provided downstream constraints. In the case of Sunset 42, any trajectory changes must still enable it to reach its TOD at the assigned RTA. If it can no longer meet this constraint, it must negotiate a change with the ANSP. In order to ensure that the ANSP can safely maneuver managed aircraft when they conflict with each other, the ANSP and all flights operating in the airspace must maintain a consistent understanding of each aircraft’s commanded trajectory (defined to be the trajectory the aircraft will fly if the pilot does not change the automation). Self-separating aircraft are responsible for broadcasting their updated intent to other nearby aircraft and to the ANSP. This comes in two forms. The first is ADS-B, with airto-air messages of short-term intent, and another data link message that reflects any changes to the 4DT. When resolving conflicts, self-separating aircraft are encouraged to execute closed-loop trajectory changes. When needed to resolve short-term conflicts, self-separating aircraft may use open trajectories (e.g., constant heading or vertical speed to an altitude), but should return to a 4DT as soon as possible. While maneuvering in an open trajectory, self-separating aircraft remain responsible for safely separating from all other aircraft. 14 Self-separation may be bounded in any dimension. There may be a block of vertical airspace released for maneuvering. Lateral limits may be placed on the aircraft in the airspace based on other traffic needs and the density of traffic. Free maneuvering in vertical and horizontal position and time is also possible where traffic density allows. After entering self-separation airspace, Sunset 42 selects a new strategic path that avoids the most concentrated area of weather. It makes tactical trajectory changes as needed to avoid patchy build-ups. Prior to each trajectory change, the pilots use onboard conflict detection and resolution capabilities to ensure the new path will not create a conflict with another aircraft. About 30 minutes into the airspace, onboard automation notifies Sunset 42 of a conflict with Westair 351, an ANSP-managed aircraft. The pilot requests a resolution and the conflict detection and resolution automation proposes a new route that resolves the conflict with Westair, avoids a potential conflict with nearby Winds Air 134, avoids severe weather areas, and continues to adhere to the downstream RTA assigned previously by the ANSP. The pilot accepts this resolution, uploads it into the FMS, then activates and executes it. At this point, the onboard automation automatically broadcasts the updated trajectory to all nearby aircraft through ADS-B and to the ANSP. This updated trajectory forms the new basis for conformance monitoring on the ground and in the aircraft. If under surveillance and communications coverage, the ANSP’s automation maintains a track and conformance monitoring, and will alert the controller of any potential conflicts. The controller’s interest is on alerts of self-separating aircraft to ANSP-controlled aircraft, much like in today’s environment where IFR traffic is alerted to detected VFR traffic. 14 A policy and leadership construct is needed for changing the OIs and concept of use to reflect a TBO-based approach to self-separation, as well as the relationship between aircraft intent and use by tactical controllers who are controlling other traffic in the airspace. Joint Planning and Development Office 42
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