A.1. TBO roadmap

The roadmap in Figure 19 provides a timeline for the development and deployment activities addressing network, air traffic control and intra-regional trajectory-based operations (TBO), from the 2025 deployment baseline towards the 2045 vision.

The roadmap is grouped into three areas based on the stakeholders involved.

• Network TBO are trajectory management processes involving the flight operations centre (FOC) and network manager (NM) supported by the local air traffic flow management (ATFM) units at the air navigation service providers (ANSPs) during the pre-departure and post-departure phases.
• ATC TBO are trajectory management processes involving the flight deck and the air traffic control (ATC) units at the ANSPs during the post-departure phase.
• Regional TBO are trajectory management processes involving the NM, ANSPs and airports during the pre-departure and post-departure phases. Neither the FOC nor the flight deck are involved in regional TBO concepts.

As illustrated in the roadmap, global harmonisation efforts are required and already under way in ICAO.

While the roadmap describes the envisaged European implementation of TBO, it should be noted that the TBO concepts are globally applicable.

Vision and key milestones for TBO

Phase 1 (by 2030). This phase involves the implementation of Common Project 1 (CP1), including notably a first major step towards TBO, with the integration of the airport operations plan (AOP) and iAOP airports into the network (as defined in CP1-AF2 and AF4), the deployment of the first set of flight and flow Information for a collaborative environment (FF-ICE) services (as defined in AF5 of CP1); and initial trajectory information sharing (as defined in AF6 of CP1). Significant progress will also have been made in advancing and completing the development priorities for TBO identified in the Master Plan.

Phase 2 (by 2035). This phase involves the implementation of the strategic deployment objectives (SDOs) covering TBO. It includes conflict detection and resolution tools enhanced with automatic dependent surveillance – contract (ADS-C) data downlinked from the aircraft; the initial set of controller pilot data link communications (CPDLC) v2 clearances in en-route (addressing complex lateral trajectory revision clearances and simple vertical clearances); dynamic route availability document (RAD); increased provision of trajectory updates by ANSPs and airports to the NM; a network trajectory service for airspace users and ANSPs; the incorporation of user priorities for departures and arrivals, including the concept of flight delay criticality; the full deployment of the improved operational air traffic flight plan; full FF-ICE/R1 (beyond CP1 services); and seamless cross-border ATC–ATC coordination.

Phase 3 (by 2045). SESAR development activities covering advanced TBO functionalities will have been rolled out and both the planning and the execution phase of every flight will be optimised. This covers the full development of FF-ICE potential; the development of advanced ATS-B2 automatic dependent surveillance, incorporating more complex clearances and extending to the lower airspace and airport surface, the network-wide standard terminal arrival (STAR) uplink service and flexible eco-efficient clearances; advanced network trajectory synchronisation in the execution phase; connected aircraft with full integration of the flight management system (FMS), electronic flight bag (EFB) and airline operations communications (AOC) functionalities in the ATM system for trajectory optimisation during the execution of the flight; the digitalisation of Letters of Agreement (LoA); and the dynamic RAD evolution towards a ‘RAD by exception’ environment.