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

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Trajectory-Based Operations (TBO) Study Team Report VFR operations, are tracked. In addition, all pop-up targets from primary radar that do not have correlated surveillance information are called out. These may be VFR sport aircraft or other unknown users of the airspace. Since automation is providing the separation assurance and conformance monitoring, the departure TBO automation must deal with all detected aircraft to assure separation, as well as project forward for conflicts downstream, based on the provided future position from intent information delivered by data link from the aircraft. The greatest variable in 4DT for the climb portion is the vertical dimension. Aircraft position uncertainty over time is governed by the aircraft’s gross weight at takeoff, the consistency of the climb gradient, and the winds. The goal is to avoid intermediate level offs during climb. Automation calculates climb performance from the aircraft’s performance charts and takeoff gross weight, and then applies surveillance information from previous climbing aircraft to estimate the wind corrections. Another option is for the flight object to provide the vertical climb rate in feet per nautical mile, but again having the automation compensate for the winds based on observation of all climbing aircraft. At takeoff, the floor of the vertical dimension is set at the engine-out climb performance, and the ceiling is set at any cross-below altitude restrictions. As the aircraft is cleaned up, the calculated climb performance narrows vertical uncertainty, and information from surveillance and data linked intent information compares the calculated performance with the actual performance and makes adjustments. Once the aircraft is cleaned up and stabilized on the climb, there is no better source for climb information than the aircraft itself. The aircraft will send an intent message that updates the climb profile that can then be used to further narrow this window of uncertainty in the vertical dimension. Downstream tracking and time are monitored as the climb progresses and the automation calculates how well the aircraft is performing with time. Longitudinal separation from other aircraft is timebased. Lateral variability is controlled by procedures that favor RNAV and RNAV/RNP to realize necessary capacity. At super-density and metroplex airports multiple paths are defined based on RNP 0.3 during the initial climb, and as aircraft begin to fan out and turn on course, RNP 1.0 precision is used. This can shift to RNP 2.0 in less dense airspace. The calculated and observed variability become the basis of setting the conformance monitoring parameters in the automation. The tightness of the horn of uncertainty that projects forward from the aircraft is dependent on a combination of aircraft performance and traffic density. An aircraft climbing to join an overhead stream of traffic would have a tighter conformance monitoring than one who is traveling toward a secondary airport at an altitude that has no other traffic. The purpose of conformance monitoring is to assist in meeting the 4DT “contract,” and alerting the air traffic controller and pilot when projected conformance falls outside the 4DT requirements. This continual monitoring for conformance is being accomplished for every other aircraft in the airspace. Under 4DT, it is the current and future separation that is being controlled, with intent being the future element of separation. Aircraft that are climbing may require limits on the floor and ceiling of their vertical profiles. This is not unlike what happens on arrivals. Crossing altitudes must still be Joint Planning and Development Office 83
Trajectory-Based Operations (TBO) Study Team Report met. However, now the crossing altitude restrictions are based on actual and projected 4DT traffic flows, not the design of the airspace, and takes into consideration planned aircraft performance. As aircraft continue their climb, the 4DT is the method of determining merging and spacing with other aircraft. The departure automation has a module designed to support merging and spacing, with requisite controller tools for establishing the merge, setting the spacing, and establishing the separation. The approach for the merging and spacing is similar to the methods available on some aircraft. Those aircraft that are equipped can do their own merging and spacing, or the ANSP can use the departure automation to set up the maneuvers through updates to the 4DT. No distinction is made here as to terminal and en route automation functions. The objective is to have the automation deliver the aircraft to the cruise phase of flight. With transfer of control from one ANSP element to another, the same automation functions exist and from the flight perspective, transition to another control element of the ANSP is transparent, including the communications between air and ground. In the case where the aircraft is not meeting its 4DT performance, the departure automation can request trial planning from the ANSP strategic TBO evaluation system and receive back options that the strategic or tactical controller can consider. Typically, options would include giving a momentary level off, changing the position in space the aircraft is heading to, or recommending modified multiple aircraft trajectories. If an option is selected, the 4DT is automatically updated for conformance monitoring and sent to the aircraft. Options may also be provided to the pilot as a negotiated change. Where time allows this type of transaction, either by the controller or the pilot selecting from options, the closed trajectory is preserved because the 4DT is changed. The other off-nominal condition is where the conformance monitoring function of the departure TBO automation alerts, and a more tactical measure must be taken, as in giving a level-off clearance or providing a vector for separation. This places the aircraft on an open trajectory that now must be closed through the selection of options generated by the ANSP TBO evaluation system. The controller has the ability to open up or narrow the conformance parameters for future monitor alerting. For example, if there is a need to use an altitude level-off, the controller can set the altitude value on the conformance monitor. The departure automation functions include: • A capability for scheduling and staging arrivals and departures based on airport demand, aircraft capabilities, and gate assignments. This information is handed off to surface movement automation to provide a seamless transition in automation functionality • Supporting GA access to traverse terminal airspace, including both IFR and VFR traffic • Supporting requests for IFR handling from aircraft departing surrounding GA airports • Providing time-based metering into en route traffic streams and flight corridors • Using time-based metering tools for assigning RNAV and RNAV/RNP routes • 4DT arrival and departure tools for scheduling the flow of traffic at high-density airports, which includes information on TMIs, current conditions, airport configuration, gate assignments, and aircraft wake characteristics for departure and arrival, and flight performance by aircraft Joint Planning and Development Office 84
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