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

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