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

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Trajectory-Based Operations (TBO) Study Team Report Figure 11. VCSPR Pairing Detail Because high-density operations are in effect, all four aircraft are transmitting additional ADS-B intent information (such as planned final approach speed) to aid ground-based and onboard decision support tools in calculating efficient spacing trajectories. Before TOD, the pilot of Transcon 1324 will use available airborne equipage to calculate an initial 4DT for airborne merging and spacing with OPD using RNAV/RNP route assignments. The FMS selects a desired TOD point and 4DT within the constraints of the given speed and vertical flight-path waypoint crossing restrictions to arrive at the VCSPR coupling point with the appropriate pair positioning behind Sunset 123. During the arrival and approach segments, the Transcon 1324 onboard decision support tools (elements of conflict detection and resolution functions) will continually monitor the speed and position of Sunset 123 and provide speed guidance cues to the flight crew. Sunset 123 will likewise calculate and downlink a 4DT for airborne merging and spacing with OPD to arrive with the designated spacing behind Ariba 121, and will conduct the spacing/OPD procedure supported by onboard tools. Joint Planning and Development Office 57
Trajectory-Based Operations (TBO) Study Team Report Some small pop-up convective weather cells are beginning to appear along the arrival route. The ANSP, using the TBO arrival decision support tools with integrated weather information, plans a temporary modification to the initial segment of the arrival route to avoid the weather cells by adding two new waypoints. Both Transcon 1324 and Sunset 123 receive arrival route modifications, which they load into their FMSs. Since they are still more than 60 nm from the airport, they have sufficient time to rejoin the original route and make up lost time for efficient final spacing. Both aircraft have the same highly accurate terminal area wind profile data as the ground automation, facilitating accurate trajectory prediction and efficient OPDs. By using ADS-B and data link access to network-centric operations, the aircraft receive information on terminal area conditions and all approaching traffic. The flight object also includes a pre-clearance taxi plan for post-landing surface operations generated by surface movement TBO automation systems, and based on predicted touchdown time generated by IAD TBO arrival management automation. This may be updated as situations change. Approach: As Transcon 1324 and Sunset 123 conduct their respective approaches, the ANSP monitors conformance for each aircraft. The assigned routes are configured such that 23 nm from the runway, Transcon 1324 levels off at 2,500 feet altitude and Sunset levels off at 1,500 feet altitude, so they are on parallel courses 750 feet apart laterally, but separated vertically by 1,000 feet. Since Transcon 1324 has been assigned to be the initial follower in the VCSPR pairing, it is responsible for positioning the aircraft with the appropriate longitudinal spacing with respect to Sunset 123 before reaching the coupling point 12 nm from the runway. This is accomplished using speed guidance provided by onboard spacing tools. Both aircraft are cleared for the VCSPR operation before either aircraft intercepts the three-degree glide slope. If Transcon 1324 had not achieved the required spacing by the coupling point, it would have been required to conduct a missed approach at that point. During the VCSPR operation, both Transcon 1324 and Sunset 123 are flying coupled-autopilot approaches with highly precise lateral navigation. Both aircraft are using onboard alerting algorithms to monitor the other aircraft for indication of a possible blunder, which would necessitate a breakout maneuver. The alerting algorithms are using applicationspecific information transmitted via the ADS-B intent message, such as position, bank angle, and autopilot and navigation status information. As each aircraft intercepts the glide slope, Transcon 1324 continues to actively space off of Sunset 123, staying towards the back of the conformance zone. After the FAF, the two aircraft slow to their respective FASs and are in their landing configurations by the SAP three nm from threshold. At the three nm point, active spacing ends and each flight crew maintains their respective FAS and focuses on safe landing. Since Transcon 1324 has FAS that is 10 knots faster, Transcon 1324 passes and touches down ahead of Sunset 123. Before touchdown, the ANSP clears both aircraft for Segment 1 (through runway exit) of the taxi plan (the ANSP can cancel green status and issue a missed approach if necessary.) The flight crews acknowledge the clearance via voice and visually inspect the runway as the aircraft approaches for touchdown. Under instrument conditions or at night, a glance at the CDTI will show aircraft that may be on the runway. Onboard alerting exists for runway incursion prevention. Joint Planning and Development Office 58
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