A-CDM FOR REGIONAL AIRPORTS CONCEPT VALIDATION 1 DOCUMENTO PÚBLICO
GAMING A-CDM ALICANTE Agenda 1.INTRODUCTION TO ALICANTE AIRPORT 2.OBJECTIVES 3.CONCEPT DEFINITION (DIFFERENCES WITH CURRENT A-CDM) 4.VALIDATION PLATFORM AND COFIGURATION 5.RESULTS 2 Dirección: Arial Negrita. División: Arial Normal
Título de la presentación Arial Negrita 1. INTRODUCTION TO ALICANTE AIRPORT 3
ALICANTE AIRPORT IN FIGURES (2017) > 14M PAX per year >95,000 operations per year 50 45 40 35 30 25 20 15 10 5 0 4
INTRODUCTION TO ALICANTE AIRPORT NEW TERMINAL OPENED TO TRAFFIC IN 2011 5
INTRODUCTION TO ALICANTE AIRPORT 36 ops/h Max 19 arr or dep/h Max 4 arr No UE Max 17 dep No Sch Max 8250 pax/h Arr: 4650/2650 No Sch/750 No UE+No Sch Dep: 3600/2750 No Sch 96 Checking desk + 7 Auto-Cheking desk 27 Gates (15 airbridges + 12 remote) 12 Luggage belts for UE and 2 for Non UE 40 commercial aviation + 12 General aviation parking positions 6
INTRODUCTION TO ALICANTE AIRPORT RWY 28/10: 3000m/45m RWY (4E certified aerodrome) One holding bay 7 RWY holding points 4 for RWY10 3 for RWY28) RWY 10 4 Apron Gates 1 PARALLEL TWY RWY 28 Main RWY configuration is RWY10 (70-80% traffic) 7
INTRODUCTION TO ALICANTE AIRPORT Flexibility: The main characteristic of the Terminal 20 out of 26 gates are prepared for Schengen/No Schengen use 4 different types of boarding procedures are allowed. Standard air-bridge use Standard non-contact gate use Walk-in/Walk-out Mix mode (WIWO for a/c back door and air-bridge for a/c front door) 8
INTRODUCTION TO ALICANTE AIRPORT Main carriers are low cost airlines: Ryanair, Easyjet, Vueling, Norwegian, Air Europa, Air Nostrum, Flybe, etc. 99% of the traffic is point to point (no hub operations) A320 and B737 families are 75% of the traffic. Short Turn-around: 35 typical Scheduled turn-round time FORMULA 1 Pit-Stop AIRPORT 9
PRESENTATION OF ALICANTE AIRPORT 10
Título de la presentación Arial Negrita 2. OBJECTIVES 11
OBJECTIVES To Support Airport Operations Management by developing a SIMPLIFLIED A-CDM for medium/small airports. To allow the integration of these airports into the ATM network 12
Levels of integration Currently there are 3 levels of integration of airports with the ATM Network : Category Characteristic Network Impact Full A-CDM Advanced Tower Standard airports Full set of DPI Messages ATC-DPI on leaving block No DPI transmission 25 airports covering 34% departures in NM area 17 airports covering 7% departures Problem statement : Can we create an additional category where full set of DPI messages is transmitted, meeting NM accuracy criteria but done in a quasi-automated manner? 13 enter your presentation title
A continuation from SESAR1 Concept initially tested in 2016 in ALC. Results highly encouraging but more work needed. For SESAR2020 / PJ04.01 Inclusion of concept as operational improvement step in the integrated roadmap Robustness of platform significantly enhanced and User interface improved Simplified pre-departure sequence All elements of milestone calculations re-visited conceptually and in terms of inclusion in the platform Longer testing period Longer simulation period Twin approach for both coordinated and non-coordinated airports 14
Participants.and capturing 100% of the ALC traffic 15
Título de la presentación Arial Negrita 3. CONCEPT DEFINITION & DIFFERENCES WITH CURRENT A- CDM 16
WHAT S A-CDM? A-CDM is about collaboration between the different partners/stakeholders with a role in the whole Turnaround Process of an aircraft at the airport. This involves ATC, airlines, handling agents and the Airport Operator. Focusing on: Monitoring the whole process, the arrival to the airport, the turnaround process and the departure. Sharing the most accurate information, at the right moment, with the right people to act accordingly. Improve the data exchange between the airport and the ATFM Network (NMOC). 17
A-CDM MILESTONES 18
MAIN A-CDM CONCEPTS TOBT: It is the target time at which the company or the handling agent will have the aircraft with doors closed, airbridge disconnected and ready for push-back. TSAT: It is the target time assigned by the local ATC at which the aircraft will be authorized for start-up. This target time will have into considerartion the TOBT ATFCM measures. 19
A-CDM CONCEPTS CONFIRMATION/UPDATE OF TOBT The company or the Handling Agent as a delegated task, will have to confirm the TOBT 30 minutes before the departure. The company or the Handling Agente will have to update the TOBT when the target time will be out of the +/- 5 minutes tolerance window MANUAL PROCESS WITH AN The EOBT of the Flight Plan must be updated within a tolerance of TOBT +/- 10 minutes. ADDITIONAL HIGH WORKLOAD FOR THE In case the TOBT does not meet the those criterias, will be invalidated and the aircraft will be removedhandling from the sequence AGENT (invalid TSAT) and a new TOBT/EOBT will be needed. 20
Airport Management Improvement THREE MAIN IMPROVEMENTS: 1. Increased Accuracy & Anticipation in Traffic Prediction moving from: Use of Estimated Times based on Flight Plan data (EOBT & ETOT) to Target Times, based on Aircraft Status Information (TOBT & TTOT) Early Start in TOBT Calculations FUTURE Start TOBT Calculation FPL Data Aircraft Status Data TODAY EOBT= Estimated Off-Block Time TOBT= Target Off- Block Time ETOT= Estimated Take-Off Time TTOT= Target Take- Off Time TOBT Origin Airpor t Aircraft Airborne ALC EXTENDED PREDICTION TIME HORIZON Prediction Time HORIZON 21 Capture FPL Updates NM landing Estimates Handling updates only if needed
Airport Management THREE MAIN IMPROVEMENTS: 2. Optimise A-CDM Algorithm for Middle size Airports Move from Predictions based on Time to (Time driven) to Predictions based on Aircraft Situation (Status: Event driven) Reduce number of milestones, eliminating those which add little value Key Milestone New TSAT= Target Startup Time ASAT= Approved Start-up Time ASAT-(M12-M14) 22 M6-M10
Airport Management THREE MAIN IMPROVEMENTS: 3. Increase Automation to better Support Handling by using a Statistical Model (Sensitivity analysis) to assess and calculate the impact of different variables in the turnaround time: Typical Turn-around Times based on: - Aircraft Type - Boarding Type (Contact, Remote, WIWO or Mix Mode) - PRM on board 23
Airport Management TWO MAIN IMPROVEMENTS: 3. Increase Automation to better Support Handling by using a Statistical Model (Sensitivity analysis) to assess and calculate the impact of different variables in taxi and boarding times: Typical Taxi Times based on: Stand and RWY in Use Typical Boarding Times based on: Type of Aircraft Handling Agent Stand Type (Contact; Remote) 24
Airport Management THREE MAIN IMPROVEMENTS: 3. Increase Automation to better Support Handling by using: Automatic TOBT Updates in case of: Boarding Alarms Add 5 minutes to TOBT if Boarding is delayed TSAT (Target Start-up Time) Alarms Move Flight from sequence if aircraft is not ready at Start-up Time Re-calculate TOBT and TSAT to the best possible departure slot Manual Handling Updates only when, based on his information, TOBT is out of +/- 5 minutes tolerance: Avoid Additional Workload by: B2B System to System Connection No additional displays X Integrate Information into current systems 25
To Support TWR Operations with a DMAN Tool Develop a Departure Management Tool Feed the Departure Manager with CDM Pre-Departure Sequence (Based on TOBT) No Flight Plan Data Push-Back procedures TWR Taxi-Out Procedures Aircraft Separation Rules Approved Start-up Time Input Aircraft Radar Arrival Sequence 26
SUMMARIZING - No need to update the FPL to the TOBT +/- 10 minutes window - Automatic TOBT calculations since FPL filed. - TOBT updated manually by the handling agent just in out of regular operations and/or when aircraft removed from the sequence. Low handling agent workload - Improved departure sequence and TWR workload. 27
Título de la presentación Arial Negrita 4. VALIDATION PLATFORM AND CONFIGURATION 28
The EUROCONTROL APOC Validation Platform Ground radar Airport outside Terminal Stand planner Pre-departure sequencer Performance Communication bus Data bus 29
Trial layout DMAN ALC Shadow Mode APOC cell: ANSP, Airport Operator, Airspace user/handlers (Ryanair, JET2, EasyJet, Iberia, Norwegian) RMP 30
Título de la presentación Arial Negrita 5. RESULTS 31
RESULTS 32
RESULTS 33
When a TOBT value was automatically updated, was easy to understand why? 34
The anticipated knowledge of TOBT helps my reallocation of resources? 35
Knowing the departure sequence (TSAT) helps me in task coordination? 36
A-CDM does not increase the workload singnificantly 37
I consider taht this concept is a step foward compared to the manual entry of all TOBTs 38
DMAN does not increase ATC workload 39
TSAT data assigned by DMAN do no penalize with delays operations due to incompatibility, or others, that could be solved by the controller 40
QUANTITATIVE RESULTS 41
DUDAS 42 Dirección: Arial Negrita. División: Arial Normal