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 />
relies on disruption of operations to gain publicity. Most air carrier <strong>and</strong> large business aircraft could<br />
continue to dispatch using inertial navigation <strong>and</strong> flying out of the interference area. No very-light jets<br />
<strong>and</strong> smaller business aircraft carry inertial systems <strong>and</strong> would be dependent on a VFR departure only.<br />
Most arrivals would continue, but the question is whether or not the vectoring workload would be too<br />
great. Today, radar vectors manage the majority of arriving traffic at a major airport. In 2025, traffic<br />
densities would nearly double, making radar vectors a fallback in the absence of any other alternative<br />
PNT questionable because of controller workload. It is likely that dem<strong>and</strong> would need to be cut back to<br />
approximately half for air traffic controllers to h<strong>and</strong>le a busy airport. The continuing intermittent<br />
disruption of PNT raises the need to identify the maximum traffic density that could be h<strong>and</strong>led by<br />
radar vectors as a backup to GNSS <strong>and</strong> whether there is an alternative PNT strategy that could<br />
continue to support <strong>TBO</strong> in the presence of GNSS interference or system failure.<br />
16.4 Security Incident<br />
An aircraft is deviating from its 4DT <strong>and</strong> not responding to communications. Alerts from conformance<br />
monitoring have already sounded <strong>and</strong> the aircraft is being tracked with ADS-B, secondary, <strong>and</strong><br />
primary radar. Its destination <strong>and</strong> intentions are a mystery for the Department of Defense (DOD) <strong>and</strong><br />
the Department of Homel<strong>and</strong> Security (DHS). The ANSP’s job is to clear out airspace by modifying<br />
the 4DTs of other aircraft. Some of this will be through the use of closed trajectories; others will be<br />
open trajectory vectoring as control by exception. The situation is quite fluid, but simulations <strong>and</strong> drills<br />
have established the boundaries of a new flight corridor for our deviating aircraft. As its flight track<br />
changes, a buffer is established that will be treated by the ANSP <strong>TBO</strong> evaluation service <strong>and</strong><br />
distributed through network-centric operations.<br />
While the concept of clearing the airspace is likely, the threat scenarios are highly variable. This<br />
aircraft could have been in en route cruise, or could have just taken off. Time <strong>and</strong> location of detection<br />
of the deviation plays a central role in the ANSP-required actions. What <strong>TBO</strong> brings to the table is the<br />
continuous nature of conformance monitoring. Parameters can be built into the conformance<br />
monitoring module to detect more than just a deviation from flight track. Speed changes, altitude<br />
deviations, missed turn points, <strong>and</strong> erratic changes within the boundary of RNP performance can all be<br />
detected <strong>and</strong> used as an early indicator of problems.<br />
Time is lost in assuming that the aircraft has some other reason for deviating. By setting performance<br />
parameters on conformance <strong>and</strong> linking this action to net-centric operations, common situational<br />
awareness allows for earlier detection of rogue action.<br />
AOCs are alerted to the event <strong>and</strong> the nature of incident. The AOC can verify intent <strong>and</strong> provide<br />
necessary information to DHS <strong>and</strong> DOD. The ANSP’s <strong>TBO</strong> evaluation service begins to build a<br />
moving temporary flight restriction (TFR) around the deviating aircraft against criteria that are preestablished<br />
<strong>and</strong> based on speed <strong>and</strong> altitude.<br />
16.5 Regulating Dem<strong>and</strong><br />
Off-nominal operations require balancing dem<strong>and</strong> with the capacity for conditions. The challenge is to<br />
regulate dem<strong>and</strong> only to the extent that it is needed to manage the throughput. A significant increase in<br />
capacity (less dem<strong>and</strong> constraint) will be realized just by shared situational awareness <strong>and</strong> the use of<br />
network-centric operations to exchange information <strong>and</strong> strategically manage an event. This<br />
transparency of actions helps to make control measures more realistic for the situation <strong>and</strong> removes<br />
<strong>Joint</strong> <strong>Planning</strong> <strong>and</strong> Development Office<br />
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