Trajectory-Based Operations (TBO) - Joint Planning and ...
Trajectory-Based Operations (TBO) - Joint Planning and ...
Trajectory-Based Operations (TBO) - Joint Planning and ...
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<strong>Trajectory</strong>-<strong>Based</strong> <strong>Operations</strong> (<strong>TBO</strong>)<br />
Study Team Report<br />
environment information, including a depiction of the runway plus any obstacles present, obtained<br />
from an infrared sensor <strong>and</strong> displayed as a fused image with the SVS information on a head-up display.<br />
Using the EVS information, the pilot of N43P is able to “visually” acquire the runway environment<br />
<strong>and</strong> safely conduct a low-visibility l<strong>and</strong>ing.<br />
15.6 Bozeman Surface Movement – Taxi-in<br />
After N43P touches down, the virtual tower ANSP advises that he is unable to see the aircraft. The<br />
virtual tower ANSP can view live feeds from multiple cameras on the airport surface, but BZN airport<br />
is not equipped with any advanced cameras that can penetrate weather. The pilot extends his l<strong>and</strong>ing<br />
roll because he misses the first available turnoff.<br />
The pilot exits the runway near the end <strong>and</strong> is able to visually maneuver the aircraft onto the parallel<br />
taxiway, using visual cues <strong>and</strong> SVS for situation awareness. The virtual tower determines N43P is on<br />
the ground <strong>and</strong> leaving the runway based on its ADS-B information, <strong>and</strong> automatically closes its flight<br />
plan. The virtual tower advises the pilot to use caution because an airport vehicle is moving out to<br />
perform a braking action report on the runway. The pilot cannot acquire the vehicle visually but<br />
observes it on his EFB surface situational awareness moving map <strong>and</strong> stops as the vehicle passes<br />
directly in front of him. The pilot then taxis to the terminal, secures the aircraft, <strong>and</strong> proceeds to the<br />
FBO where he will meet his ground transportation.<br />
16.0 Off Nominal <strong>Operations</strong><br />
Before discussing variants on <strong>TBO</strong> in the context of NextGen, it is important to discuss what is<br />
nominal (usual) <strong>and</strong> off nominal (unusual). In this report, several off-nominal operations (e.g. a<br />
security incident <strong>and</strong> loss of GNSS) are featured. In addition, weather today is characterized as off<br />
nominal. With the advent of NextGen weather capabilities, this categorization should be reconsidered.<br />
In today’s NAS, most weather events such as convection (i.e., thunderstorms), which often cause flight<br />
delays <strong>and</strong> cancellations, are considered off nominal both strategically <strong>and</strong> tactically. This will change<br />
with NextGen. Within NextGen, weather information (i.e., forecasts, observations, <strong>and</strong> volumetric<br />
characterizations of potential weather constraints) are integrated directly into decision making. This<br />
means that, from a strategic perspective, SAS weather information <strong>and</strong> potential convective weather<br />
constraints are provided to the strategic <strong>TBO</strong> evaluation service. It is then used along with predictions<br />
of other non-weather constraints to routinely determine the operational impact on requested<br />
trajectories. Using this information, decision-support automation determines the impact on flows, <strong>and</strong><br />
whether there may be a need to restrain dem<strong>and</strong> in certain airspace. Aircraft in flight will have their<br />
trajectories modified against downstream flow contingencies developed to deal with weather <strong>and</strong> other<br />
constraints. All of these actions are considered strategic changes, those known in advance.<br />
NextGen weather forecasts will be more probabilistic. This means that the exact time at which an<br />
airport must close a runway for snow removal, or when a thunderstorm is about to impact operations at<br />
an airport, may not be known with absolute certainty hours in advance. However, there is a tactical<br />
ability within NextGen to incrementally shutoff designated arrivals, begin moving trajectories to other<br />
paths, <strong>and</strong> refine the 4DT of some inbound aircraft accordingly.<br />
<strong>Joint</strong> <strong>Planning</strong> <strong>and</strong> Development Office<br />
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