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

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Trajectory-Based Operations (TBO) Study Team Report Figure 9. DTW Surface Layout 14.2 Detroit Takeoff and Climb Transcon 1324 is departing on RWY 4R and will be conducting an RNP 0.3 dynamic OPC. This will be negotiated between DTW Departure and Transcon dispatch after pushback, when the aircraft’s actual takeoff weight (final PAX and fuel on board) and performance is confirmed. Departure/Arrival TBO automation provides OPCs that are separated from arrival and other departure flows, and provides an efficient climb for Transcon directed towards its destination. Most importantly, knowledge of the actual aircraft weight and climb trajectory allows the time-to-climb to be calculated so the takeoff time can be set to allow the aircraft entry into congested en route flow towards IAD. Since DTW’s airspace is very congested at peak times of day, climb and descent profiles for even the most equipped aircraft remain within the airspace reserved for one of the published procedures, and tailored procedures outside the boundaries of a published procedure are permitted only during off-peak times. However, Transcon’s dispatch has requested priority handling at DTW to meet “turn” requirements at IAD for a continuing flight on to Europe, and has agreed to perform an in-trail following application Joint Planning and Development Office 51
Trajectory-Based Operations (TBO) Study Team Report behind a WestAir Boeing 767, which will depart the same runway bound for BWI prior to them. The agreed-upon OPC is data linked to Transcon 1324, acknowledged, reviewed, accepted, and auto-loaded by the flight crew. At execution, a confirming data link message is automatically sent to the ANSP for conformance monitoring. The procedure requires Transcon to follow Westair at 130 to 150 seconds intrail from initiation at about 5,000 feet AGL until the initial cruise altitude, but both aircraft have flexibility in the vertical plane to optimize their climbs. The OPC represents the most likely and most preferred rate to climb. From a vertical airspace perspective, the lower limit of the vertical variability is the engine-out obstacle clearance performance or a similar terrain or obstacle clearance climb gradient. Once this hurdle is passed along the flight track, the ground automation uses a range of climb performance values based on takeoff gross weight. The range of OPC calculations bounds the amount of variability accepted in the climb by automation to create airspace windows and the need to hit certain airspace altitudes for crossing traffic. Winds play a significant role in climb performance, but the vertical boundary around and in front of the aircraft can be estimated by ADS-B position reports and used to tailor the conformance monitoring parameters. Once a positive rate of climb is established, Transcon 1324’s flight crew retracts the landing gear and executes the prescribed sequence of climb speeds and flap retractions. As the aircraft climbs through 2,000 ft AGL, the aircraft control is transferred within the ANSP. A chime reminds the flight crew they are no longer in contact with tower voice communications and can expect routine communications with ATC through data link. A “channel open” light on the data link control panel indicates data link is online with the ANSP for departure and a voice channel is available if needed. Transfer of control, for both voice and data arrives by data link and frequencies are changed automatically, or can be set manually by the flight crew. If notified of a change, the flight crew receives a chime. There is an assumption that “cleared for takeoff,” “cleared to land,” “go-around,” and emergency messages would be delivered by voice. At about 2,500 feet AGL, they engage LNAV/VNAV and begin the AKRON NINE OPC. At 5,000 feet AGL, the ANSP’s Departure Control confirms the instruction to Transcon by data link to maintain 130 to150 seconds in trail behind the WestAir. Transcon’s flight crew identifies WestAir ahead of them at 140 seconds spacing on the CDTI display. The spacing closure tool of the merging and spacing automation on the aircraft indicates that the present speed will maintain WestAir within the 130 to 150 second window ahead, and the pilot not flying configures her CDTI display to monitor the spacing. Transcon 1324 confirms the in-trail following requirements by data link with the ANSP. A minor speed change is executed at FL 190 to maintain Transcon in the time window for the spacing maneuver. The ANSP manages traffic by voice and data link to maintain an uninterrupted climb for Transcon so that it will complete its OPC within the expected time window for entry into the initial cruise portion of flight. An Antonov an25 cargo plane that departed Chicago O’Hare (ORD) at maximum gross weight bound for Madrid has experienced lower than expected climb performance due to unexpected atmospheric conditions, and is now nearly 2,000 feet lower than its earlier 4DT projection for this location. Its Joint Planning and Development Office 52
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