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

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Trajectory-Based Operations (TBO) Study Team Report Winds Air 134 is another self-separating aircraft that is closing on Sunset 42 on a converging path and will pull nearly parallel with Sunset 42, as they both have chosen a clear path through the building weather. Sunset 42 is faster than Winds Air 134, so the CDR has recommended a transition from a converging path to a parallel path. For nearly 20 minutes the aircraft will be in parallel as Sunset 42 pulls ahead. Winds Air 134 decides to use Sunset 42 as a weather ship 15 and activates merging and spacing tools to set up a spacing interval to follow Sunset 42. This tactic will work until exiting designated self-separation airspace. Although the CDR automation on both aircraft attempts to simultaneously resolve all of the constraints, some conflict situations may be overly constrained. In these cases, the automation will progressively eliminate lower priority constraints, beginning with the least important (such as RTAs or conflicts that are further away). Pilots may need to defer handling of longer-term conflicts or constraints until those that are more time critical are handled. Nearing the exit boundary of self-separation airspace, the ANSP sends a message to Sunset 42 that returns separation responsibility after it crosses the defined boundary. 16 The crew acknowledges the message. No trajectory changes are needed because Sunset 42 is still able to comply with its assigned RTA and original route for this portion of the flight. In this flight, Sunset 42 has remained on a closed trajectory. Even with maneuvering, the aircrew calculated its trajectory changes and broadcast the information to others. As it approaches TOD, time-based metering at MIA is working on an arrival sequence, based on revised 4DTs of incoming aircraft and an updated weather picture that gives a more current estimate of the available arrival capacity. All inbound commercial flights are expecting an OPD to join the approach or to position the aircraft on a downwind. Adjustments are made to each aircraft’s flight object placeholder descent profile that it has been carrying since the beginning of the flight. At this point, runway configuration and available terminal routes (based on dynamic weather conditions) are more assured. Inbound flights are assigned a sequence, scheduled time of arrival at the meter fix, terminal area route assignment, and runway prior to crossing the “freeze horizon.” 17 The freeze horizon is located about 20 minutes prior to the TRACON boundary meter fix. It is at this point that the balance of the flight is untouched in terms of its 4DT. 13.4 Phoenix to Miami Arrival/Approach and Landing This scenario consists of the following sequence of arriving aircraft: • Northeast 416, Seminole SZW Arrival Meter Point, CTA to RWY 9 • Winds Air 134, Key West EYW Arrival Meter Point, spacing behind Northeast 416 • Sunset 42, Seminole SZW Arrival Meter Point, spacing behind Winds Air 134 • Ariba 151, Taylor TAY Arrival Meter Point, ANSP-managed to RWY 12 15 A weather ship is a leading aircraft that is picking its way through weather and followed by others based on a flight path avoiding the most serious weather. 16 In every case of entry and exit from self-separation, there is a predefined point for transfer of control responsibility for separation. This point is part of the 4DT, flight plan, and flight object. 17 The “freeze horizon” is that time when the 4DT is frozen and further changes are only made as needed to adjust that aircraft’s timing. There may be a different freeze horizon for aircraft with different capabilities. Joint Planning and Development Office 43
Trajectory-Based Operations (TBO) Study Team Report When Sunset 42 was approximately 700 nm west of MIA, a new 4DT was negotiated due to severe convective weather approximately 550 nm west of MIA along the original route. The Sunset AOC had negotiated with the ANSP, through CATM, a new set of constraints for the Sunset 42 flight. The set consists of two new waypoints to route around the convective weather cell and to de-conflict with Northeast 416 and Ariba 151 with a new, later CTA for the Seminole SZW Arrival Meter Point to MIA. The Sunset 42 crew had previously slowed to accommodate reductions in acceptance rates at MIA and now selects the new constraints on the FMS that had been previously loaded. This generates a new 4DT to meet the constraints, which is downlinked to the ANSP and accepted. The flight crew then initiates the new 4DT, and the FMS initiates a turn and reduces speed 10 knots to match the new 4DT as it leaves the self-separation airspace and heads for TOD. Northeast 416 arrives at the Seminole SZW Arrival Meter Point from the west ahead of Ariba 151 and Sunset 42. The ANSP’s arrival management decision support automation has assigned Northeast 416 to be the first in a string of arriving aircraft landing after a number of departures on the runway, so it will be conducting a time-based approach rather than airborne merging and spacing. Before reaching the Arrival Meter Point, Northeast 416 receives a runway assignment to RWY 9, Figure 6. Current SSCOT ONE ARRIVAL (RNAV) via SSCOT ONE ARRIVAL (RNAV) STAR and RNAV (RNP) Y RWY 9 Approach, with a CTA to the RWY 9 threshold. The Northeast 416 flight crew enters the runway threshold CTA into the FMS as their RTA and generates an OPD descent 4DT through landing, including selection of an optimal TOD point. The flight crew downlinks the changed 4DT to the ANSP automation. The FMS-generated 4DT conforms to the assigned STAR and approach. The STAR has a predefined 2D route with lateral 0.3 RNP that improves on today’s RNP 1 path and has altitude-crossing restrictions at each fix defined as 3000-foot windows. This allows for enough vertical flexibility to accommodate OPD trajectories for a variety of aircraft with different weights and performance characteristics. The STAR does not have speed profiles other than the requirement of maximum speed of 250 knots below 10,000 ft. The RNAV (RNP) Y RWY 9 Approach begins at the RUBOE waypoint on the SSCOT ONE STAR. Joint Planning and Development Office 44
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