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

Trajectory-Based Operations (TBO)
Study Team Report
airport arrival page on the multifunction display and reviews the arrival procedures for the approach.
N72MD changes from an RNP 0.3 overlay approach and will use a new 21 RNP AR (RNP 0.1) approach
to BZN RWY 30. Due to high terrain to the southeast of the airport, the RNP procedure approaches
the airport from the west and uses a radius-to-fix (RF) curved segment to connect the downwind
segment to the final approach segment. This RNP 0.1 approach procedure has several feeder fixes,
including SLOAN to the southwest and LIVINGSTON to the east. The approach is made up of an
initial approach fix (IAF) 10 nm to the southeast named EAGLE, a downwind that can be reached from
SLOAN by a RF segment from STONY that terminates at BADGR abeam the approach end of RWY
30, a RF turn point (CYOTE) and the segment to the FAF, named WOLFE, and then the three nm final
approach segment. This path provides a normal vertical descent profile into the airport area, remains
within the terrain “bowl,” and permits the use of a precision GNSS throughout the RF turn and final
approach segments. This allows aircraft to land on RWY 30 using Localizer Performance Vertical
Guidance (LPV) minima when the wind conditions favor that runway. Normally an RF turn would be a
function of an FMS, but in this case, the navigation system presents the turn on the synthetic vision
capability on the multi-function display. The pilot needs to fly the Highway-in-the-Sky (HITS)
depiction for guidance around the turn to the FAF.
Bozeman has a staffed virtual tower, meaning that tower services are handled remotely at another
ANSP location, and ADS-B, cameras, and other sensors monitor the surface situation. Data link and
voice communications coverage is provided both in the terminal area and on the ground. The airport
itself maintains a wireless Internet capability for use by pilots for flight planning. The ANSP uses the
virtual tower capability and the benefits of ADS-B surveillance to eliminate the one-in-one-out
procedures used at non-towered airports for IFR operations. Under one-in-one-out, aircraft would need
to hold at the initial approach point pending confirmation through the ANSP that the preceding aircraft
has taken off or completed a landing and the runway is clear. ADS-B allows the ANSP to see this
information electronically. The net effect is an increase in effective capacity from four operations per
hour to 12 during instrument meteorological conditions.
The virtual tower automation module within the TBO arrival, approach and landing automation, has
recommended to the ANSP that the arrival sequence into BZN will be a Moon Air regional carrier
flight, followed by N72MD, followed by N43P. Both Moon Air and N43P are arriving via
LIVINGSTON, while N72MD is arriving from the southwest via SLOAN. Five miles prior to N72MD
reaching the SLOANE feeder fix, the en route ANSP TBO strategic evaluation service determines that
the Moon Air flight to BZN will be in conflict, and the ANSP receives options for resolving the
conflict and verbally instructs N72MD to slow to 160 knots and to descend to 9,000 feet. The pilot
reduces power to comply.
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This hypothetical procedure is intended to illustrate the possible use of RNP and LPV procedures and
the navigation capabilities envisaged in NextGen. It is a rough estimate of a procedure and has not
been reviewed for TERPS criteria or other FAA policy guidance.
Joint Planning and Development Office
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