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

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Trajectory-Based Operations (TBO) Study Team Report 13.5 Surface Movement – Taxi In Upon completion of its PHX-MIA leg, the last revision of the taxi plan is uplinked to Sunset 42 just before touchdown. Northeast 416 touches down on RWY 9 and then Winds Air 134 touches down. Both aircraft elect to use their onboard automatic braking systems. Each aircraft slows and takes its assigned high-speed runway exit. At touchdown, the navigation display for both Northeast 416 and Winds Air 134 automatically changes to a taxi-map surface display, showing the assigned runway exit. Sunset 42 then touches down on RWY 9 and follows surface guidance to the gate. The TBO surface movement system updates the taxi route on exit for Sunset 42. 14.0 Detroit To Dulles Scenario Figure 8. MIA Surface Layout 14.1 Surface Movement The Surface Automation monitors and updates schedules as events occur, including late or missed events 18 . The Flight Data (FD) and Clearance Delivery (CD) function then sends the departure 18 The sequence of departure is continuously updated as information becomes available on the readiness of aircraft to leave the gate, any delays being experienced in taxi, and special handling and priority information. In the far-term, surface radar will be replaced at ASDE sites with a multilateration/ADS-B system referred to as the Airport Surface Surveillance Capability (ASSC) and will be renamed the Terminal Surface Multilateration System (TSMS). Joint Planning and Development Office 47
Trajectory-Based Operations (TBO) Study Team Report clearance. Meanwhile, the Transcon 1324 pilot logs in to the network with auto-load of the flight object and 4DT to the FMS (security feature). The pilot receives the DCL. At the prescribed time, Ramp Control issues pushback to Transcon 1324 who then requests taxi instructions. In preparation for issuing a clearance, the ground controller uses automation and determines the taxi route with time constraints to RWY 3L. The ANSP surface movement actions are motivated to meet deicing time requirements as part of the overall safety process. The taxi route to deicing also takes account of environmental effects and their impact on TBO. This requires balancing flow constraints with deicing performance requirements to takeoff since the aircraft must start its takeoff roll within a window of the effectiveness of deicing. The taxi route is ultimately constrained based on automated taxi recommendations that include sequencing information based on the departure schedule slot for Transcon 1324 and any downstream traffic management initiatives. In the 2025 time frame, TFDM (the FAA far-term integration of surface TBO capabilities containing the ANSP Surface Movement Management automation module) implements complete 3D taxi routing. This includes automated generation of optimized 3D surface taxi route with times at surface waypoints and any hold-short point. The controller can modify the 3D taxi route provided by automation. The TFDM also includes revision of a conflict-free (with respect to other aircraft) taxi plan when conflict and conformance monitoring indicates a problem. The TFDM also generates a route that is conflictfree with all surface vehicles. The TFDM integrates surface and airborne 4D trajectories to achieve one seamless TBO trajectory. The TFDM then executes taxi conformance monitoring of the 4DT to ensure adherence to the conflict free-taxi route. Once calculated, the TFDM sends the 3D taxi route to the flight crew, other NAS stakeholders, and TBO surface movement automation. This results in implementation of integrated (surface and airborne) 4DT-based taxi route generation, where the 3D portion can be handed off to the takeoff/climb segment of TBO automation. TFDM implements runway assignments by using optimization criteria (e.g., arrival spacing) to assign the departure runway in the far-term. TFDM enhances scheduling and sequencing in the far-term to enable proactive automation assistance for deicing planning and execution. The TFDM also implements scheduling for fully integrated airborne and surface trajectory operations. The combination of surface surveillance and TFDM allows the TFDM to learn from previous taxi performance, from parked position to runway entry, to improve predictive capabilities and remove variability. TFDM knows the representative taxi time for the aircraft operator, aircraft type, route selected, and environmental conditions (day/night, wet/dry, deicing performance requirements, etc.). TFDM implements departure routing to evaluate acceptability of alternate departure routes and provide for route change. The TFDM then shares route viability assessment with the aircraft. In the far-term, TFDM adds snow-impact planning capabilities under Airport Planning. The ground control position provides taxi instructions to the pilot via data communications. Networkcentric operations may also carry information that is pre-decisional in nature, i.e., not involved with Joint Planning and Development Office 48
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