Airside Capacity Enhancement v01 Le

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    Capacity

    Traffic density

    Airports will become the bottleneck in ATM as they

    have various capacity constraints (e.g. RWYs,

    Apron, Terminal and Landside)

    The proportion of heavy aircraft (NLA) will increase

    Complex infrastructure needs more and optimised

    interfaces between ATC, Airport and Airspace Users

    Seamless operations and optimal throughput

    becomes a must

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    Runways

    Limited Infrastructure

    Current RWY configuration on many existing airports

    does not allow the maximum use of an individual

    RWY

    Increasing environmental obligations impede building

    new infrastructure (e.g. runways, aprons)

    Traffic demand is often higher than provided capacity

    Necessary reconstruction is an additional limiting

    factor

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    Apron

    Limited Infrastructure

    Cul-de-sacs in terminal areas lead to delay (inbound

    versus outbound)

    New large aircraft do not match with currentinfrastructure

    Increasing vehicle traffic and timely pressure is a

    safety aspect and can become a limiting factor

    ATC may no longer be able to handle complex traffic

    situations on the apron

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    Airside / Landside

    Interdependence

    Any interference in airside operations (e.g. reposi-

    tioning of aircraft due to blocked position) can have a

    direct influence on terminal procedures (e.g. check-

    in, passenger flow)

    Any delay in passenger flow (missing pax, security

    ctrl, bag/pax mismatch) will have influence on the

    punctuality on airside operations

    Infrastructural and procedural activities to increase

    the airport capacity will have to be balanced carefully

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    Short term

    Short and medium term actions

    Providing high speed exits

    Implementing High Intensity Runway Operations in

    cooperation between all stakeholders

    Remote Holding procedures to vacate aircraft standsfor incoming traffic on time (and v.v.)

    Develop multiple entries on RWYs for bypassing

    and optimising departures

    Setup of e.g. pilot performance days to increaseawareness for special procedures

    Active communication towards users (flyers, events,

    flash-movies)

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    Medium term

    Short and medium term actions

    Development of an incentive/penalty system foradherence to schedules in agreement between

    Airport, Airspace Users and ATC

    Development of a masterplan for airport capacity.- Required capacity to be determined by regarding available

    airspace, runways, apron, taxiways, stands and gates- Define the capacity per item and identify the bottlenecks- Determine the current maximum capacity over all aspects

    - Identify measures to increase the entire capacity

    The implementation of a separate Apron Control unitshould be investigated, depending on complexity ofinfrastructure and traffic density

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    Advanced-Surface Movement Guidance and

    Control Systems

    Future Programmes and development

    Multilateration System for identified targets using

    Mode-S (approach, rwy, txy, aprons)- Combined use of transponder and SMR technology

    - Labelled targets (aircraft and vehicles) Joint undertaking with ATC

    - Further development of handover and surveillance procedures to

    avoid RWY-incursions

    Participation to int. programmes and development

    - Single European Sky ATM Research- Runway Safety

    - Apron Safety (via SMS)

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    Airport-Collaborative Decision Making

    Future Programmes and development

    Airport-Collaborative Decision Making meansinformation sharing and balancing of operationaldecisions between all stakeholders for the optimum

    output Possible instruments:- Arrival Manager is a system and constituent for traffic flow through

    a defined block of airspace- Departure Manager is a system and constituent for on-time

    delivery of departures

    - HALS/DTOP: high approach landing system/dual thresholdoperations

    - Slot swapping- Speed control on final- HCC /Hub Ctrl. Center, trilateral ops management

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    CAPMAN is a modular designed system to...

    Future Programmes and development

    unlock hidden capacityby calculating and forecasting the available operational capacity up to

    10 hours for arriving and departing aircrafts based on the

    - available infrastructure

    - traffic demand

    - current weather conditions and weather forecast for the next 10 hours

    make best use of available capacity

    by calculating the optimum runway utilisation and thus giving the

    available take-off and landing slots for each individual runway at ten-

    minute intervals. Providing these information for up to 10 hours, the

    system supports a well-balanced runway utilisation.

    Sorting in the air, NOT on the ground

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    CAPMAN is a modular designed system to...

    Future Programmes and development

    improve punctuality

    by forecasting the available operational capacity and the traffic

    demand CAPMAN enables the air traffic flow management to discover

    possible bottlenecks in advance and thus having sufficient time for pro-

    active sorting and swapping to reduce future delays and improve the

    overall punctuality of the air traffic.

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    Thank you!