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

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
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