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

Trajectory-Based Operations (TBO)
Study Team Report
Upon reaching the airport, the pilot uses the portable EFB to connect to network-centric operations via
the Internet to download any final changes to the clearance. The ANSP added two waypoints to the
flight plan that coincide with waypoints on the PHX and SLC arrivals that N72MD will cross.
Including these waypoints in the navigation unit’s flight plan means that the pilot will see an ETA to
these waypoints when navigating, and the ADS-B message will include these points as intent
information to support sequencing and separation. The ADS-B intent information is used by the ANSP
because this aircraft does not have data link or a FMS.
Once the pilot has powered up the aircraft and its avionics, she uses the navigation system menu to
import the flight plan from the EFB. The navigation system performs a logic check on the flight plan,
confirms its integrity, and prompts the pilot to review and accept the flight plan for importation. The
pilot reviews and accepts the flight plan.
N72MD’s departure clearance releases the aircraft at 28 minutes past the hour. REESE is the first
waypoint in the flight plan. Traffic in the PHX area is heavy, and N72MD will be cleared to remain at
or below 6,000 feet until passing REESE to remain under an arrival stream. This altitude is made
possible by PHX using continuous descent arrivals resulting in steeper, more fuel efficient vertical
profiles thereby freeing up more low altitude airspace. The route then continues over Scottsdale, and
then direct to a waypoint in the Salt Lake City area.
15.2 Surface Movement
The EFB indicates 10 minutes until planned departure time and the pilot radios ground control to taxi
for takeoff. The pilot completes the preflight system checks, activates the flight plan in the navigation
system and notifies the tower she is ready to depart. The tower has the clearance and required time of
departure that is in three minutes. At one minute from departure time, the tower asks an aircraft in the
traffic pattern to extend its downwind to allow N72MD to depart at its assigned time. N72MD is
cleared into position for takeoff and released at the assigned departure time.
15.3 Phoenix Takeoff and Climb
N72MD departs RWY 26R with a right turn upon reaching 1,000 feet AGL and contacts PHX
departure. Although PHX departure is separating N72MD from other traffic, the pilot monitors the
CDTI for numerous VFR traffic during the climb, and correlates electronic targets with out-thewindow
visual contacts. The pilot maintains out-the-window vigilance for VFR traffic that may not
have ADS-B out or an operating transponder (for traffic detection and broadcast to the aircraft on TIS-
B) and is thus not depicted on her NAV/CDTI display. Climbing through 4,000 feet and approaching
REESE waypoint, N72MD slows her climb rate to remain below 6,000 feet passing REESE, as
instructed, in the departure clearance. Once two nm past REESE, N72MD is cleared to climb to
planned cruise altitude of FL210 on course.
15.4 Phoenix to Bozeman Cruise Segment
Fifty nautical miles south of SLC, N72MD begins to experience turbulence. Pilot reports (PIREPS)
provided via satellite broadcast weather show reports of moderate turbulence below FL250 in the
eastern half of the SLC area. The pilot requests an altitude change to FL250 (OI-0303, OI-2010, OI-
2020, OI-2021, OI-2022, OI-2023, OI-2024). The ANSP approves and instructs the pilot to navigate
via VERNL, slightly east of the aircraft’s current track. VERNL is a waypoint in an SLC arrival at
which aircraft on arrival to SLC are near the same altitude.
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