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

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Trajectory-Based Operations (TBO) Study Team Report Figure 13. IAD Surface Layout Joint Planning and Development Office 61
15.0 Phoenix To Bozeman Scenario Trajectory-Based Operations (TBO) Study Team Report 15.1 N72MD General Aviation Flight Planning The pilot uses her laptop PC to access network-enabled operations to obtain forecast weather and airspace restrictions (OI-0306). A network-centric function similar to today’s Direct User Access Terminal Service (DUATS) allows the pilot to submit trial plans and obtain various alternatives to constraints along her route of flight. For example, the pilot uses FL210 for the initial altitude departing the Phoenix area. Based on the rate of climb the pilot enters, network-centric operations tools determine that the aircraft will climb through an arrival corridor into PHX, and provide the appropriate lateral route offset that will take the pilot further east out of the way and stay below this PHX arrival route. The tools offer other alternatives, as well. One alternative is a more direct route if remaining below FL190 until past the arrival route. The pilot selects that alternative. She also determines that once at FL210, she will potentially have to contend with arrivals and departures in and out of Salt Lake City (SLC) to the east. Once the pilot is finished with trial planning and settles on a route and altitude, she downloads the information to the external physical EFB device that she can carry anywhere and use with an Internet connection. The EFB contains identical planning software as the base unit in the aircraft, but has a smaller screen and controls. Trial planning is easier on the device. The pilot has configured the EFB software to interface with the network-centric operations to access airspace constraints, update weather information, and file flight plans. The EFB can use Wi-Fi, Ethernet or a mobile wireless connection to communicate with network-centric operations via the Internet. Initially, there is a +/- 15-minute window assigned to the destination arrival time for this flight plan due to the lack of VNAV and 4DT autopilot equipment, as identified by the flight plan equipment code. Consequently, the ANSP will initially de-conflict N72MD using vertical/altitude separation. Once in steady state flight, the ANSP will be able to calculate, as well as use ADS-B intent information for short-term intent and narrow the performance time (e.g., +/- one minute). This in turn permits separation using time to the degree accuracy allows. The ANSP’s TBO evaluation service will use the 15-minute separation window for planning and examining downstream conflicts and then shift to one-minute intervals once airborne. The pilot will make a final check of the weather and airspace constraints the morning of the flight and will file the flight plan, populated with information used by the flight object for this flight. The clearance will be sent back to her and accepted in the EFB via mobile wireless. Once in the aircraft, the pilot will plug her portable device into the aircraft’s EFB and synchronize the EFB with the aircraft navigation system, so that the EFB and navigation system utilize the same flight plan information, which alleviates the need to program the navigation system by hand. The pilot must still review and confirm that the flight plan is correct in the navigation system before it is executed. The pilot is delayed 20 minutes. She updates the flight plan Expected Departure Time (EDT) via cell phone by calling an 800 number that links her into the network-centric operations system. The ANSP takes this information and updates the predicted 4DT route that will be the basis for the clearance. Joint Planning and Development Office 62
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