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

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Trajectory-Based Operations (TBO) Study Team Report 17.2 Trial Planning and Optimization Through continuous flight day evaluations, NAS status information, expected actions relating to weather, known or planned flow contingencies, dynamic special use airspace, and other information, the ANSP has assembled a set of information that is essential to flight planning: the ability to evaluate options well before negotiating a flight plan. Trial planning allows the pilot/operator to make planning decisions based on a common knowledge of forecasted NextGen performance, constraints, preferred flows and availability of airspace, airports, and services. The planning horizon is typically a weekly, next day of flight, and day of flight activity. Airlines would typically plan for next day and day of flight. General aviation would likely use the weekly, next day, and day of flight capability. Trial planning may be a commercial capability or it may be provided by the ANSP. Trial planning may have value-added features that use ANSP-aggregated information. It is a subset of a flight planning capability that leads to a flight plan. Dispatch functions may have additional tools for flight planning, but the output of trial planning and optimization is a set of 4DT options to choose from that have passed an initial screening based on shared common information. For general aviation, this application (likely Web-based) would accept an origin, destination, desired departure or landing time, pre-defined or modified user preferences, pre-defined or modified aircraft performance parameters, etc. Trial planning returns multiple flight objects to choose from, ranked in a user-defined order like most direct, lowest fuel, lowest flight time, greatest probability of acceptance, lowest weather risk, most comfortable ride, etc. The options can be stored and used later for prenegotiation and negotiation of a 4DT. An airline dispatch function may elect to use the ANSP-assembled set of information within the company’s own automated planning toolsets. The airline could evaluate multiple legs of an aircraft or group of aircraft and optimize their schedules. The airline uses trial planning to review impacts of flow contingencies that are known in advance of the flight day. Military operators can review expected demand and commercial constraints, and minimize their impact on civil operations when scheduling dynamic SUA. Minor adjustments in ETAs near dynamic SUA by civil users can result in access, and likewise, adjustments by the military in scheduling use of the airspace can provide the necessary safety and access opportunities. By using trial planning, common situational awareness exists in the planning horizon, where small adjustments can make a significant difference in access. Built into trial planning are equipage and automation requirements for the airspace or the procedure. This may include where a GNSS backup capability is required, RNP values, requirements for data link, minimum climb performance, RTP, etc. This will be an important aspect for dynamic airspace, where performance requirements in that airspace have a temporal constraint. What is returned in trial planning is a good filter on initial choices that reduces downstream constraints. This information can be dynamic and have different constraints at different times. OI-0360 Automation-Assisted Trajectory Negotiation and Conflict Resolution OI-0306 Provide Interactive Flight Planning from Anywhere OI-0346 Improved Management of Airspace for Special Use Joint Planning and Development Office 77
Trajectory-Based Operations (TBO) Study Team Report OI-0366 Dynamic Airspace Performance Designation OI-0382 Strategic User Requests OI-0406 NAS Wide Sector Demand Prediction and Resource Planning OI-2021 Net-Enabled Common Weather Information - Level 2 Adaptive Control/Enhanced Forecast 17.3 Pre-flight Planning This is the phase where the flight object is built for negotiation with the ANSP. During pre-negotiation, next-day or same-day information is available in multiple planning horizons (time-based information is available). In pre-negotiation, the objective is to compare user preferences to constraints, flow contingencies, airspace changes, etc., to generate 4DT choices. These choices become the basis of building the flight object that now contains the flight plan, preferences, aircraft performance, constraints to the business trajectory, and a rank ordering of these choices. This automation can be either ANSP provided or commercially provided. The output is a set of flight objects acceptable to the pilot/operator for each flight segment that can be submitted to the ANSP for negotiation. OI-0306 Provide Interactive Flight Planning from Anywhere OI-0346 Improved Management of Airspace for Special Use OI-0360 Automation-Assisted Trajectory Negotiation and Conflict Resolution OI-0366 Dynamic Airspace Performance Designation OI-0382 Strategic User Requests OI-0406 NAS Wide Sector Demand Prediction and Resource Planning OI-0408 Provide Full Flight Plan Constraint Evaluation with Feedback OI-2021 Net-Enabled Common Weather Information - Level 2 Adaptive Control/Enhanced Forecast 17.4 ANSP Strategic TBO Evaluation Once choices are submitted to the ANSP, each choice must be compared to all other choices for flights and constraints the ANSP has identified. The ANSP must first examine downstream conflicts, where one or more choices overlap with each other, where merges would be difficult, or where demand exceeds capacity. Choices are in priority for the individual flight and in priority for a group of flights from a specific airline. Priorities are set up by the airline for that day’s operations and aspects of each operation. The ANSP is looking for a clear path amongst the choices submitted. In absence of a clear path, recommendations come back to the pilot/operator as to the constraints and alternatives. In the comparison of priorities within an airline for multiple aircraft, the first priority aircraft would be expected to get its first choice. When there is a conflict with another airline’s first priority, the ANSP applies an equity algorithm to distribute selections against multiple sets of priorities. Priorities can change as the day progresses, so there is always a need for multiple evaluations as the day progresses, but once the aircraft pushes back, fuel loading precludes wholesale changes between desired business trajectories. Joint Planning and Development Office 78
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