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

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Trajectory-Based Operations (TBO) Study Team Report navigating the aircraft. Surface movement taxi guidance arrives via data link and is either presented on the CDTI or hosted on class III EFB, depending on the forward field of view accessibility 19 . The pilot of Transcon 1324 acknowledges taxi instructions and coordinates pushback with ramp control. The ground controller issues further taxi instructions based on changes. The ground controller and the pilot monitor taxi conformance. The primary responsibility for separation and safety during taxi operations rests with the pilot, who follows the assigned taxi route and provides an extra layer of protection for blunders by others, including runway incursions and unforeseen weather conditions. Time performance is presented to the pilot as part of the surface movement map. At selected points along the taxi route, the pilot can see the time progression with an RTP tolerance of +/- one minute. If another aircraft delays progress in the queue, this one-minute performance is modified based on actual conditions, and the expected 4DT is also modified. In the far-term, surface radar will be replaced with a multilateration/ ADS-B system referred to as the ASSC. The ASSC includes equipment operating as Mode S on 1090 MHz and UAT on 978 MHz. The ASSC will use multilateration and receipt of ADS-B information to determine location of vehicles and aircraft. It will interrogate transponders on 1030 MHz to support multilateration as needed. The ASSC must have a GPS independent time reference for multilateration calculations. The ASSC will fuse multilateration sensor data with ADS-B aircraft information for display on an FAA certified airport tower controller display that is part of the ASSC configuration. ASSC shall have the capability of providing data to other external FAA systems (e.g., TFDM, Surveillance Broadcast Services [SBS], Runway Status Lights [RWSL], and network-enabled communications). ASSC will track surface vehicles/aircraft, providing information for ATC services. It will also provide pilots and vehicle operators with improved situational awareness through ADS-B TIS-B services. Using the TIS-B data, pilots and vehicle operators with ADS-B-equipped receivers will be able to locate the position of other faulty or non- ADS-B equipped aircraft or vehicles. In the far-term, there is a requirement for transponder equipage of all surface vehicles. At the busiest airports, it may be important to continue surface primary surveillance radar in consideration of unequipped intrusions on the surface, faulty avionics or vehicle equipment, or surface security, such as perimeter intrusion. The CDTI is planned as a mid-term enabler. It is used to present taxi diagram information with the taxi route provided by ground automation. The CDTI is then used to significantly improve aircraft crew situational awareness on the relative position of their aircraft with regard to the airport infrastructure (runways, taxiways, aprons) layout and as an aid to conformance to the taxi route. Enhanced vision equipment can be used for surface operations in low visibility down to below 300 feet Runway Visual Range (RVR). This is an additional capability that allows the aircraft crew to expedite its taxiing in low visibility conditions with fewer interpretation errors as to which taxiway to take, and the holding points for hold shorts. Typically, steering directions with possibly lateral path 19 The location of presentation of taxi route information is both a research and policy issue that requires resolution before commitment to data link delivery of taxi route information graphically. Joint Planning and Development Office 49
Trajectory-Based Operations (TBO) Study Team Report deviation indications are provided. This will converge towards a better predictability of the aircraft movement on the airport surface. Such guidance capability requires the use of a HUD display. The HUD presentation can contain the taxi diagram and can be used for taxiing on the assigned route in low visibility. Surface TBO in the far-term is implemented as automated taxi guidance, according to a prescribed clearance, that allows the aircraft crew to expedite the execution of surface movement. Such automated guidance may even lead to interfacing with flight controls and auto-throttle functions. Surface TBO thus eliminates many of the possibilities for runway incursions, as the TBO conformance and conformance monitoring provide more robust safety assurance than exists today. Runway incursion- alerting software then works similarly to Traffic Collision Avoidance System’s (TCAS) role in aircraft separation as a safety net, in addition to the nominal ATC traffic surveillance to alleviate potential collision with other aircraft maneuvering on the airport surface. In the scenario, ground control from the ANSP updates the taxi instruction, corrective action, or new clearance taxi route to RWY 3L. But then RWY 3L becomes blocked due to snow removal activities. The integrated arrival/departure/surface scheduling from TFDM re-computes a new solution. Transcon 1324 is changed to RWY 4R for departure. The new pushback time is assigned based on predicted taxi time between the gate and RWY 4R plus runway wait time, since additional movement time must be factored in due to snow/ice-covered surfaces. The predicted takeoff time accommodates a merging slot in the departure stream. Transcon 1324 acknowledges updates to the clearance. The new taxi route and schedule is depicted on the CDTI and accepted by the crew. Ground control then coordinates runway crossing for Transcon 1324 with the local controller for crossing RWY 27R. The Ground control then issues handoff to local controller. The local controller issues clearance for the RNAV/RNP Standard Instrument Departure (SID). There is an RNAV-0.3 requirement for the initial segment of the departure for noise abatement and Transcon 1324 is operationally approved for the SID. At this point, it should be noted that in the flight planning for Transcon 1324, the dispatcher had prepared multiple options for surface movement, knowing that the major constraint was to get through the deicing operation and meet the time interval that the treatment allows. The pilot can select the change in departure runways from a series of pages in the FMS and select that option. The pilot of Transcon 1324 monitors EFVS to maintain centerline. Own-ship surface movement alerting is also employed for indication of the correct runway identifier and insufficient runway length alerting. The pilot of Transcon 1324 takes off to slot into a departure stream to join the overhead flow. The takeoff event is distributed within the NAS through network-centric operations. The TBO strategic evaluation service re-computes downstream flows and conformance monitoring in the airspace begins. Joint Planning and Development Office 50
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