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

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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. 21 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 65
Trajectory-Based Operations (TBO) Study Team Report Figure 14. BZN Arrival The ANSP verbally clears N72MD for the approach to RWY 30 behind the Moon Air flight, but instructs it to hold at the feeder fix until the regional carrier flight passes the initial approach fix on an RNP approach 13 nm ahead. Then, N72MD is to maintain five nm or greater separation behind Moon Air (OI-0362). The pilot uses the CDTI display to determine that the Moon Air aircraft has just passed the LIVINGSTON feeder fix. N72MD estimates that the Moon Air is probably travelling fast enough to reach the IAF at approximately the same time that N72MD will reach SLOAN, but without onboard spacing capability to calculate the closure rate, she isn’t sure if the current speeds will provide adequate spacing. N72MD further reduces speed by an additional five knots to be sure not to have to conduct a short hold at the feeder fix. N72MD reaches SLOAN just as Moon Air passes the EAGLE IAF, so N72MD continues without holding and begins a descent to 8,000 feet, which is the minimum altitude at BADGR. The Moon Air aircraft is traveling faster than N72MD, so spacing is not a problem. The N72MD pilot increases speed back to 160 knots. N72MD is instructed to contact the virtual tower via voice radio. The pilot contacts the virtual tower. The tower acknowledges and verifies the Moon Air flight ahead is at WOLFE FAF, which is mirrored on N72MD’s CDTI display. Upon reaching BADGR on downwind, N72MD is level Joint Planning and Development Office 66
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