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

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Trajectory-Based Operations (TBO) Study Team Report • Merging and spacing tools • Variable separation standards support that is both time and distance-based and supports less than three-miles separation • Provides wake turbulence separation • A subset of departure TBO automation provides similar capabilities for remotely staffed tower services • Integrates departure weather information into decision making for management of departure paths • Supports optimized climb performance by aircraft type and takeoff weight to meet environmental objectives and deliver fuel efficiency through use of OPCs (similar to OPDs) OI-0307 Integrated Arrival/Departure Airspace Management OI-0310 Improved GA Access to Traverse Terminal Areas OI-0319 Time-Based Metering into En Route Streams OI-0331 Improved Management of Arrival/Surface/Departure Flow Operations OI-0338 Efficient Metroplex Merging and Spacing OI-0339 Integrated Arrival/Departure and Surface Traffic Management for Metroplex OI-0348 Reduce Separation - High-Density Terminal, Less Than 3-miles OI-0351 Flexible Airspace Management OI-0370 Trajectory-Based Management - Gate-To-Gate OI-0387 Dynamic, Pair-wise Wake Turbulence Separation OI-0400 Wake Turbulence Mitigation: Departures - Wind-Based Wake Procedures OI-0409 Remotely Staffed Tower Services OI-2023 Initial Integration of Weather Information into NAS Automation and Decision Making OI-6008 Environmentally and Energy Favorable Terminal Operations - Level 1 OI-6021 Environmentally and Energy Favorable Terminal Operations - Level 2 17.9 En Route TBO Automation At the initial level-off, or at any position in the airspace, a transition is made to the en route cruise phase. Because the line between departure, en route, and arrival is now set by resource allocation, including dynamic airspace, the automation used in the classical en route operations also has elements of departure and arrival. The en route TBO automation provides the bridge between departures and arrivals, receiving aircraft and scheduling the descent into the arrival phase of flight. En route controllers may select specific modules of functionality, including certain arrival and departure functions. Many of the same functions used in departure TBO are replicated in en route. Some of these functions can be turned on and turned off depending on the airspace configuration and the need to support airports without terminal services. Likewise, en route modules can be found in terminal TBO automation, supporting tower en route and other low altitude flight processes. Joint Planning and Development Office 85
Trajectory-Based Operations (TBO) Study Team Report Conformance monitoring for the 4DT supports a much smaller horn of uncertainty, 24 in that most of the variability is now longitudinal in terms of time. Winds aloft will require frequent updates of the 4DT. En route TBO automation will use conformance monitoring, flight object, aircraft position, intent, and similar information from all other aircraft to look for downstream conflicts. It will do so by using the ANSP strategic TBO evaluation services. When a downstream flow contingency like weather must be considered, trajectories are reworked for aircraft using the airspace, all the way back to the departures and forward to the landings. This reworking is a continuous process that produces options that can be strategic (greater than 20 to 30 minutes in the future) or tactical (within 20 to 30 minutes). Strategic options can be shared with airline operations/dispatch, since there is time to provide options for negotiation. Within the 20 minute horizon, the controller shares options with the flight crew who can select their preferences. Once an option is selected, the en route TBO automation uses this information to update the 4DT and, with new intent information, receives intent verification from the aircraft through data link that the changes on the flight deck have been implemented. The ANSP TBO evaluation service receives information on the selected choice and updates the aircraft’s flight object for use in continuous 4DT and flow evaluations. In some cases, the changes must be more tactical—a heading, speed, or altitude change. The aircraft, when given this new clearance, is on an open trajectory. The open trajectory continues until a new point in space and time is defined and the 4DT is updated. The advantage goes to the equipped aircraft. The more capable the aircraft is, the more likely the desired choices are known to the ANSP, and the easier it is for the ANSP to manage the aircraft. An aircraft that is less equipped and in the airspace will require more work to implement a change in trajectory. Conformance monitoring parameters include the altitude, lateral displacement, longitudinal flight track, and separation based on time, and time to the next point reported in intent. All monitoring parameters can be adjusted based on traffic density and the need to meet downstream commitments for separation, sequencing, and merging. The parameters are derived from a combination of the performance requirements from the ANSP strategic TBO evaluation services and operator/pilot capabilities and preferences. A business aircraft at FL 450 will have a different set of conformance constraints than an air carrier aircraft at FL280 waiting to merge into an overhead stream at FL320. An aircraft heading to a tightly controlled merge point or metering point may have a very tight time performance, whereas another aircraft may have flexibility in time of many minutes. The parameter tolerances for each aircraft are bounded by the performance capabilities of the aircraft, its crew and the needs of the ANSP. En route TBO automation supports: • Considerable merging and sequencing • Information on gaps in overhead streams to the ANSP strategic TBO evaluation service and to counterpart departure and arrival TBO automation • Blocks of vertical airspace for military special use and aircraft cruise climb maneuvers 24 The horn of uncertainty is a 3D representation of windows of reserved airspace in vertical, lateral, and longitudinal axes requiring reservation for the aircraft based on its performance. Joint Planning and Development Office 86
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