A-CDM FOR REGIONAL AIRPORTS CONCEPT...

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A-CDM FOR REGIONAL

AIRPORTS CONCEPT

VALIDATION

DOCUMENTO PÚBLICO

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GAMING A-CDM ALICANTE

Agenda

Dirección: Arial Negrita. División: Arial Normal

1.INTRODUCTION TO ALICANTE AIRPORT

2.OBJECTIVES

3.CONCEPT DEFINITION (DIFFERENCES WITH

CURRENT A-CDM)

4.VALIDATION PLATFORM AND COFIGURATION

5.RESULTS

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1. INTRODUCTION TO ALICANTE

AIRPORT

Título de la presentación Arial Negrita

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ALICANTE AIRPORT IN FIGURES (2017)

☞> 14M PAX per year

☞>95,000 operations

per year

05

101520253035404550

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INTRODUCTION TO ALICANTE AIRPORT

NEW TERMINAL OPENED TO TRAFFIC IN 2011

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☞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

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RWY 28/10: 3000m/45m RWY (4E certified aerodrome)

☞One “holding bay”

☞7 RWY holding points

☞4 for RWY10

☞3 for RWY28)

1 PARALLEL TWY

Main RWY configuration is RWY10 (70-80% traffic)

RWY

28

RWY

10

4 Apron Gates

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☞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)

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☞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

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PRESENTATION OF ALICANTE AIRPORT

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2. OBJECTIVES


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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

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Levels of integration

• Currently there are 3 levels of integration of airports with the ATM Network :

enter your presentation title13

Category Characteristic Network Impact

Full A-CDM Full set of DPI

Messages

25 airports covering

34% departures in

NM area

Advanced Tower ATC-DPI on leaving

block

17 airports covering

7% departures

Standard airports No DPI

transmission

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” ?

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A continuation from SESAR1

14

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

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Participants

15

….and capturing 100% of the ALC traffic

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3. CONCEPT DEFINITION &

DIFFERENCES WITH CURRENT A-

CDM


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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).

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A-CDM MILESTONES

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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.

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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

• The EOBT of the Flight Plan must be updated within a tolerance of TOBT +/- 10

minutes.

• In case the TOBT does not meet the those criterias, will be invalidated and the

aircraft will be removed from the sequence (invalid TSAT) and a new

TOBT/EOBT will be needed.

MANUAL PROCESS WITH AN

ADDITIONAL HIGH

WORKLOAD FOR THE

HANDLING AGENT

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TODAY

Airport Management Improvement

21

Aircraft Airborne

Start TOBT Calculation

FPL Data

ALCOrigin

Airpor

t

FUTURE

Aircraft Status Data

Capture

FPL

Updates

NM landing

Estimates

Handling

updates only if

needed

EXTENDED PREDICTION TIME HORIZON Prediction Time HORIZON

TOBT

❑ 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

EOBT= Estimated

Off-Block

Time

TOBT= Target Off-

Block Time

ETOT= Estimated

Take-Off

Time

TTOT= Target Take-

Off Time

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Airport Management

22

❑ 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

New

M6-M10

ASAT-(M12-M14)

Key

Milestone

TSAT= Target Start-

up Time

ASAT= Approved

Start-up Time

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Airport Management

23


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

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Airport Management

24

❑ 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 Boarding Times

based on:

✓ Type of Aircraft

✓ Handling Agent

✓ Stand Type (Contact;

Remote)

➢ Typical Taxi Times based on:

✓ Stand and RWY in Use

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Airport Management

25


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

No additional

displays X

Integrate Information

into current systems

B2B System to

System

Connection

➢ Manual Handling Updates only when,

based on his information, TOBT is out

of +/- 5 minutes tolerance:

➢ Avoid Additional Workload by:

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To Support TWR Operations with a DMAN Tool

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Feed the Departure Manager

with CDM Pre-Departure

Sequence (Based on TOBT)

Input Aircraft Radar

Arrival Sequence

Push-Back procedures

TWR Taxi-Out Procedures

Aircraft Separation Rules

No Flight

Plan Data

➢ Develop a Departure

Management Tool

Approved

Start-up

Time

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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.

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4. VALIDATION PLATFORM AND

CONFIGURATION


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The EUROCONTROL APOC Validation Platform

Pre-departure sequencerStand plannerTerminalAirport outside

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Communication bus

Data bus

Ground radar Performance

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Trial layout

30

APOC cell: ➢ ANSP,

➢ Airport Operator,

➢ Airspace

user/Handlers

(Ryanair, JET2,

EasyJet, Iberia,

Norwegian)

ALC

“Shadow

Mode”

RMP

DMAN

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5. RESULTS


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RESULTS

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RESULTS

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When a TOBT value was automatically updated, was easy to

understand why?

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The anticipated knowledge of TOBT helps my reallocation of

resources?

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Knowing the departure sequence (TSAT) helps me in task

coordination?

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A-CDM does not increase the workload singnificantly

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I consider taht this concept is a step foward compared to the manual

entry of all TOBTs

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DMAN does not increase ATC workload

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TSAT data assigned by DMAN do no penalize with delays operations

due to incompatibility, or others, that could be solved by the

controller

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QUANTITATIVE RESULTS

27/06/201841

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DUDAS

27/06/201842 Dirección: Arial Negrita. División: Arial Normal

A-CDM FOR REGIONAL AIRPORTS CONCEPT...

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