Trajectory-Based Operations (TBO) - Joint Planning and ...
Trajectory-Based Operations (TBO) - Joint Planning and ...
Trajectory-Based Operations (TBO) - Joint Planning and ...
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<strong>Trajectory</strong>-<strong>Based</strong> <strong>Operations</strong> (<strong>TBO</strong>)<br />
Study Team Report<br />
navigating the aircraft. Surface movement taxi guidance arrives via data link <strong>and</strong> is either presented on<br />
the CDTI or hosted on class III EFB, depending on the forward field of view accessibility 19 .<br />
The pilot of Transcon 1324 acknowledges taxi instructions <strong>and</strong> coordinates pushback with ramp<br />
control. The ground controller issues further taxi instructions based on changes. The ground controller<br />
<strong>and</strong> the pilot monitor taxi conformance. The primary responsibility for separation <strong>and</strong> safety during<br />
taxi operations rests with the pilot, who follows the assigned taxi route <strong>and</strong> provides an extra layer of<br />
protection for blunders by others, including runway incursions <strong>and</strong> unforeseen weather conditions.<br />
Time performance is presented to the pilot as part of the surface movement map. At selected points<br />
along the taxi route, the pilot can see the time progression with an RTP tolerance of +/- one minute. If<br />
another aircraft delays progress in the queue, this one-minute performance is modified based on actual<br />
conditions, <strong>and</strong> the expected 4DT is also modified.<br />
In the far-term, surface radar will be replaced with a multilateration/ ADS-B system referred to as the<br />
ASSC. The ASSC includes equipment operating as Mode S on 1090 MHz <strong>and</strong> UAT on 978 MHz. The<br />
ASSC will use multilateration <strong>and</strong> receipt of ADS-B information to determine location of vehicles <strong>and</strong><br />
aircraft. It will interrogate transponders on 1030 MHz to support multilateration as needed. The ASSC<br />
must have a GPS independent time reference for multilateration calculations. The ASSC will fuse<br />
multilateration sensor data with ADS-B aircraft information for display on an FAA certified airport<br />
tower controller display that is part of the ASSC configuration. ASSC shall have the capability of<br />
providing data to other external FAA systems (e.g., TFDM, Surveillance Broadcast Services [SBS],<br />
Runway Status Lights [RWSL], <strong>and</strong> network-enabled communications).<br />
ASSC will track surface vehicles/aircraft, providing information for ATC services. It will also provide<br />
pilots <strong>and</strong> vehicle operators with improved situational awareness through ADS-B TIS-B services.<br />
Using the TIS-B data, pilots <strong>and</strong> vehicle operators with ADS-B-equipped receivers will be able to<br />
locate the position of other faulty or non- ADS-B equipped aircraft or vehicles. In the far-term, there is<br />
a requirement for transponder equipage of all surface vehicles.<br />
At the busiest airports, it may be important to continue surface primary surveillance radar in<br />
consideration of unequipped intrusions on the surface, faulty avionics or vehicle equipment, or surface<br />
security, such as perimeter intrusion.<br />
The CDTI is planned as a mid-term enabler. It is used to present taxi diagram information with the taxi<br />
route provided by ground automation. The CDTI is then used to significantly improve aircraft crew<br />
situational awareness on the relative position of their aircraft with regard to the airport infrastructure<br />
(runways, taxiways, aprons) layout <strong>and</strong> as an aid to conformance to the taxi route.<br />
Enhanced vision equipment can be used for surface operations in low visibility down to below 300<br />
feet Runway Visual Range (RVR). This is an additional capability that allows the aircraft crew to<br />
expedite its taxiing in low visibility conditions with fewer interpretation errors as to which taxiway to<br />
take, <strong>and</strong> the holding points for hold shorts. Typically, steering directions with possibly lateral path<br />
19<br />
The location of presentation of taxi route information is both a research <strong>and</strong> policy issue that requires<br />
resolution before commitment to data link delivery of taxi route information graphically.<br />
<strong>Joint</strong> <strong>Planning</strong> <strong>and</strong> Development Office<br />
49