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

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Trajectory-Based Operations (TBO) Study Team Report This RNP approach has crossing speed restrictions at the HODLE and DOXSI fixes. Before reaching the Taylor TAY Arrival Meter Point, Ariba 151 receives a runway assignment to RWY 12 and is assigned the SSCOT ONE ARRIVAL (RNAV) STAR and RNAV (RNP) X RWY 12 Approach. Ariba 151 arrives at the TAY Arrival Meter Point to MIA from the north and enters the SSCOT ONE STAR. Because Ariba 151 is NextGen Classicequipped, with minimal onboard capability, the ANSP uses groundbased automation to issue speedbased clearances to manage it. The ANSP automation has assigned Ariba 151 a CTA to a fix at the RWY 12 threshold, and has generated a 4DT to the CTA. The ANSP is managing Ariba 151 in a time-based manner with respect to other traffic, but the Ariba flight crew only deals with following the assigned 3D route at the assigned speed. The ANSP must retain larger RTP buffers around the CTA timing because of Ariba’s reduced timing accuracy. Winds Air 134 is approaching the southwest Key West EYW Arrival Meter Point, and receives the following assignments: CURSO TWO ARRIVAL (RNAV) STAR to RNAV (RNP) X RWY 9 Approach, airborne merging and spacing behind Northeast 416, with 2.4-minute separation at runway Figure 7. Current CURSO TWO ARRIVAL (RNAV) threshold. Using ADS-B, state information to determine Northeast 416’s current position and speed, together with additional ADS-B intent information such as Northeast 416’s planned FAS. The Winds Air 134 conflict detection and resolution capability projects when Northeast 416 will cross the DOXSI final approach fix and the runway threshold, and the FMS generates an OPD 4DT to arrive with the proper spacing behind Northeast 416. Northeast 416 is arriving via a different STAR and entering the RNAV (RNP) X RWY 9 Approach from a different waypoint, but Winds Air 134 was data linked Northeast’s arrival and approach routes, so it can accurately calculate Northeast’s path and time to the runway threshold. Joint Planning and Development Office 45
Trajectory-Based Operations (TBO) Study Team Report Winds Air 134 will continuously monitor Northeast 416’s position and speed, making small speed adjustments as needed to complete the approach with the proper spacing, and will merge in behind Northeast 416. This is an example of using relative time in a leader-follower situation, as opposed to absolute time used by Northeast 416 to set up the arrival stream. Before arriving at the Seminole SZW Arrival Meter Point, Sunset 42 receives the following assignments: SSCOT ONE ARRIVAL (RNAV) STAR to RNAV (RNP) X RWY 9 Approach, airborne merging and spacing behind Winds Air 134, with five-minute separation at runway threshold. The Sunset 42 FMS generates an OPD 4DT to arrive at the threshold with the proper spacing behind Winds Air 134, which the flight crew downlinks to the ANSP automation. The ANSP clears Sunset 42 to conduct the STAR and approach. The Sunset 42 flight crew initiates the OPD 4DT and begins the descent at the selected TOD following FMS speed guidance. During the arrival and approach, the Sunset 42 FMS monitors the speed and position of Winds Air 134, and periodically recalculates the timing along its 4DT to achieve the proper final spacing, making slight speed adjustments as necessary. Headwinds are stronger than expected, and the flight crew makes a four knot speed adjustment, but there is no problem meeting the spacing criteria or need for notifying the ANSP. During the arrival phase, Winds Air 134 is arriving from a different Arrival Meter Point and is traveling at a significantly higher speed than Sunset 42, but the FMS has compensated for the speed differential in calculating the OPD 4DT, and Sunset 42 seamlessly merges into the stream behind Winds Air 134. Throughout all this maneuvering, the ANSP TBO automation is performing conformance monitoring to assure compliance with the arrival and approach segments. Progress is noted and if an aircraft falls behind on its intended performance, the controller will receive an alert. Conformance monitoring functions also support TBO automation functions that can provide options to the controller to adjust a trajectory if needed. At 30 nm from the airport, the ANSP issues Winds Air 134 approach clearance for the GLS approach to RWY 9. Since Winds Air 134 is heavily loaded and will require a longer distance to slow down, the ANSP assigns Winds Air 134 a taxiway at the far end of the runway. At 10 nm from the runway, the ANSP gives landing clearance and advises Sunset 42 to plan to turn off at an assigned taxiway and uplinks taxi instructions to the aircraft. The taxi instructions are automatically loaded into the onboard EFB. The ANSP notifies Sunset 42 that Winds Air 134 will be using a taxiway at end of runway and that Sunset 42 is cleared to land on RWY 9 before Winds Air 134 departs the runway. Sunset 42 is using onboard CDTI and decision support tools to determine that Winds Air 134 is braking effectively and predicted to make its turn off. The Sunset 42 crew acknowledges the landing clearance and their own taxiway turnoff. Winds Air 134 is still on the runway, but close to turning off on its taxiway when Sunset 42 touches down. Upon clearing the runway, the crew of Sunset 42 pulls up the data linked taxi instructions and follows them, monitoring the EFB moving map display to comply with the taxi instructions. Joint Planning and Development Office 46
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