airport collaborative decision making

Airport Collaborative DecisionMaking (A-CDM

Isometric Scene of Pitstop (in progress)

• Worldwide Services Operational Efficiency enhancement includes:• Airport CDM

• Fuel Efficiency• Airline & Ground handling procedures• Gap Analysis / Site Surveys• DMAN / AMAN / ASMGCS• Flow Management• Capacity Enhancement• Training / Transfer of knowledge

Dave Hogg – Chief Operating Officer

“...On both a professional and personal level, I would like to thank you for yourprofessionalism, your dedication to the CDM process and your hard workand effort in accomplishing this important mission…”Mark Libby, ATCSCC, FAA

Caroline Schmeits- Senior Airports & CDM Expert Aviation“... It was a great pleasure working with you in Geneva. Over the years wevalued your expertise in guiding Geneva Airport to implement Airport CDMin a mature way. The criteria for Airport CDM were a challenge to us,and with your help we are now ready to be soon one of Europe’snext CDM airports. ” Francois Duret - Head of projects & planningOperations

Recent & Current A-CDM involvement

IC- Recent A-CDM initiatives onbehalf of IATA

Haneda A-CDM Workshop

CDM55 Gatwick

Changi A-CDM workshop

Beijing A-CDM workshop

Shanghai A-CDM briefing

Narita A-CDM workshop

Changi A-CDM

Dubai DMAN

Abu Dhabi Workshop

Hong Kong Training

Introduction to A-CDM

Where did the CDM story begin & Why?

USA Enroute & only one ANSPEurope

Airports were the bottleneckLimited infrastructure & capacity growthMany European ANSP, Airspace Users & Airport PartnersDifferent procedures & technology shortfall

Airport CDM is growingUSA adopting European CDMAsia- Pacific & Middle East followingSouth America & Africa showing interest

Global CDM only possible in a harmonised wayEUROCONTROL, IATA, ICAO and ACI areensuring this standardisation

What ARE the inefficiencies today?

No optimal use of Airport infrastructureNot using all available dataBeing reactive rather than pro-activeKeeping our operations to ourselvesWe have a blaming culture today

Possible Causes?Sitting on InformationLack of having the full pictureBuffering of planningLack of procedures amongst partnersDifferent Definitions

The symptoms…• No single partner has the complete picture• Information is passed too late for partners to respond – and has not the same meaning

Examples:• Airport & ATC don’t know when the aircraft are ready for departure (Ground handler knows)• Airlines don’t know when the aircraft can start up until getting clearance. (hard for ATC to plan in advance)• Airport & GHA only know the estimated arrival time when aircraft enter FIR boundary (Airline knows earlier)

Have you ever asked yourself

WHY?Have you ever considered the impact

on the operations of others?

The cure…What if we’re able to share and predict the aircraft readiness time?

• departure sequence can be planned earlier.• runway / taxiway congestion can be managed in a better way.• aircraft holding at stand instead of taxiway, save fuel.• pilot will know in advance the engine start-up time.

What if we’re able to get a better ETA much earlier than today?• airport will have more time to resolve gate conflict, better passenger experience• ground handlers will be able to deploy resources more efficiently

Airport CollaborativeDecision Making

(A-CDM)

Different Definitions…

ETA – Estimated Time of Arrival

• ATC ACC: arrival on TMA entry• ATC TWR: landing time on runway• GH / Airport / Airline: arrival on stand

ETD - Estimated Time of Departure

• ATC TWR: take off time• GH / Airport / Airline: pushback from stand

Inaccurate Information

EOBT (FPL) not updated by Airlines, despiteknowledge of delay

Taxi time calculated based onstandard taxi times

Flights have equal EOBT even thoughcapacity cannot accommodate Take offtime unpredictable due to large holding queue

A-CDM will improve:• resources usage• decision making• infrastructure usage• predictability• situational Awareness

NEED FOR COLLABORATIONAmongst all Airport Parties forA-CDM to WORK

A-CDM Stakeholders

ATC

MET

AIS

Aircraft Operator

GA

ATC Flow

Aircraft Operator

Airport CDM is aboutPEOPLE, not just tools!

CULTURE CHANGE

Pick any card and concentrate on only that card…

Pick any card and concentrate on only that card…

Card Gone?

This power-game is a metaphor for our inabilityto see change – or the need to change.

You see; the six cards and the subsequentgroup of 5 cards never contained the same cards…

It is easier for companies to come up with new ideas than to let go of old ones"

Why are partners reluctant to change? Why share data, oar why not?• Confidentiality of data• Fear of the ‘unknown’?

no understanding of partners’ operations• If they are not involved in the changes?

The Challenge

How to convince to change

Who to convince to change

No Chargingfor DATA &share data

Understandeach othersoperations &

difficultiesBeing

prepared towork with

newprocedures

No Blameculturecreated

All partnersinvolved &

workingtogether

A-CDM is not aIT tool

ChangeManagement

The Airlines are critical in the A-CDM project, both in local implementation of A-CDM andin protecting their interests in multiple A-CDM destinations

• Pilots• Operations Control Centers (OCC)• Airline ground staff• Hub Control Centers

Operational requirements to protect theAirlines• Airlines are involved from the outset of any A-CDM initiative• Airlines delegate TOBT responsibility to GH if needed• A-CDM procedures are agreed by the partners i.e. Airlines e.g. some airports applying rules with no consultation• Airlines proactively share data with other partners

Airline involvement worldwide & support• In development To safe guard airline input in procedures• In implementation To safe-guard benefits as an outcome

In general to safe-guard global harmonization

Additional help from Organisations• To engage partners• To maintain commitment• To have a need for common procedures• To safe-guard interests of all involved

IATA & IACA effortsIn relation to Member Airlines

• Recommend Airlines to be A-CDM compliantRecommend a uniform way of executing A-CDMNeed to look at delay codes?

In relation to Ground Handler Organisation

• Need for harmonised SLA with Airlines

Next• What data is shared and how• New terminology• Best planned best served• What can it do for you in adverse conditions

Airport CDM ElementsAirport CDMElements

Air Traffic Flow Management

Adverse Conditions

Pre Departure Sequencing

Variable Taxi Times

Flight Progress

Information Sharing

Information SharingInformation Sharing is the Foundation

At the right time To the right peopleThe right information

Clearly link arrivals & deprtures

A-CDM Platform Requirements

Avoid information overload

Create consistent look and feel

Avoid extra display

Tailor to each partner’s needs

Airport database: the best platform to store,process and share Airport CDM information

2. Milestone ApproachMilestones link the three phases:• Inbound (Arrival)• Turnaround• Outbound (Departure)

In-Block /Actual GroundHandling Starts

TOBT TowingBoardingStarts

A-CDM INFORMATION SHARING & MILESTONE APPROACH

Taxi In(EXIT)

ATC Flight PlanActivation

(EOBT – 3 hrs)

INBOUND

TSAT

TOBTUpdate Prior

to TSAT

TURN ROUND OUTBOUND

Local RadarUpdate

Take Off fromOutstation

LandingALDT

EOBT-2 hrs

FinalApproach

Aircraft Ready Start UpRequest

Start UpApproved

Taxi Out(EXOT)

Off-BlockAOBT

Take OffATOT

3. Variable Taxi TimesNeed for Airport partners ;

To have accurate IN BLOCK prediction to start turnround process

To have accurate TAKE OFF prediction for network ATFM capacity – demand balancing

Default Taxi Times are inaccurate

Variable Taxi Times provide…

…improved NetworkPlanning for the ATFM…better Stand & GatePlanning at the airport…increased Resourceefficiency…economical benefits…environmental gains

4. Pre-departure sequencing

• Reactive handling method of flights by ATC• Positive on FCFS

• Equality of all flights – all flights get same treatment• No disputes – everybody listens to same frequency

• Problem with FCFS• Unpredictable• Less balanced use of resources (e.g. runway)

Today:First Come First Serve!

Best Planned Best Served?Objectives;

• Improve prediction of push back order• Improve management of queuing aircraft at holding point

By using Principles;• Transparency• Replace “first come first served” principle

Target Effect of Sequencing

Benefits

Reduced:Queuing, fuel burn, emissions and noiseworkload for ATC

Improved:Predictability for AirlineStand & Gate managementGround Handler planningSafety

5. A-CDM in Adverse Conditions?Disruption to Adverse Condition =

• Major reduction in Capacity• Slow Recovery due to• Lack of information• Lack of communication• Lack of prioritization

Objectives:• Improve management of disruptions• Enhance Utilisation of Available Capacity• Improve Situational Awareness

A-CDM will:• Facilitate recovery after disruptions• Anticipate strong capacity reductions

How?• Crisis management with A-CDM procedures & tools• Full, same operational picture

6. Linking to the ATFM NetworkGap in ATOT predictability

• No Airline confirmation of EOBT• No Airline update of deviating from EOBT• No Airport information about changing conditions• No ATC sequence confirmation• No accurate ETOT prediction due to default taxi time

Conclusion• The Airports are black boxes for ATFM

Example: CDM Messages to ATFMDeparture Planning Information (DPI) Message

• Aims to send frequent airport status and flight TOBTTTOT and TSAT predictions• Integrated Airports receive priority in ATFM regulations

Development of Regional ATFMInitiatives in Asia Pacific

• Thailand’s capacity enhancement initiatives (with A-CDM) Interim Framework for Collaborative ATFM?• Sub-regional ATFM network operational trial 2013-2014 (with A-CDM) - Hong Kong China, Indonesia, Malaysia, Singapore, Thailand and Viet Nam• Others?

A-CDM will both feed

ATFM with dynamic data

and receive network

updates

Current implementation status in Europe

44

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VIE

BUD

Initial phase

Ongoing

A-CDM Airport

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ZRH

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AMS

FCO

MUC

LYS

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LIS

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ARNBCN

BBI

GVA

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MAD

PMI

LGW

FRA

DUS

RHO

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KBP

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VCE

MAN

BHX

DUB

CPH

LTN

A-CDM 2013

LJU

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LHR

BENEFITS

Operational benefitsInbound;Better arrival times and sequence information = pro-active decision making

Turnaround;Improved ground handling processes = improved resource efficiency

Outbound;Improved punctuality = improved imageReduced taxi- & runway queuing = reduced fuel and improved safety

Improved communication and situational awareness

High level Benefits Airlines

Improved situationalawareness, moreaccurate fleetpredictions

Significant decrease infuel costs & enginerunning

Accurate Arrival &Departure times andplanning

Better use of resourcesand communication

High level benefits Ground Handling• Accurate Arrival & Departure times and planning.• Better use of resources and communication

Operational examples and benefits for Airlines and Ground Handlers• Late arrival = late departure?• Transfer pax?

Earlier and different decision making based on TOBT & TSAT mechanism

• Visibility of towing aircraft?

Ground radar display and TOBT for towings

• Daily programme of flight operations and turn-round times on schedule – enhanced punctuality• Possible schedule disruptions predicted early, thus managed efficiently• Preferences and priorities taken into account• Less equipment has to be moved and less often (less fuel and maintenance)

Benefits Airports• Accurate Arrival & Departure times and planning = operational efficiency• Better use of resources• Airport image on punctuality• Airport revenue (more customers?)

Benefits passengers• reduced delays and missed connections• better reliability on flights meaning improved customer satisfaction

Benefits environment

• less noise & emissions (NoX, CO2)

ATC benefits• Reduced / Improved• workload with predictability of traffic• Improved planning• RWY waiting time• taxi times

The Proven Benefits

Munich – source: www.euro-cdm.org (“CDM special bulletin Dec 2011”)Improved punctuality and reduced delays20% (approx.)reduction in taxi times for departures

2.75 M € annual fuel savings

93% ATFM slot adherence

= 5400 tons of fuel to airlines = € 2.7M

Paris CDG - source: www.eurocontrol.int (“CDM@CDG”)13% reduction in taxi times for departures (average 2 min per flight)40% reduction in waiting time at the runway90% ATFM slot adherence

Paris CDG - source: www.euro-cdm.org25% reduction in taxi times for departures (average 3 min per flight)17022 tons carbon dioxide (Co2) & 22 tons of nitrogen oxides (NoX)

Madrid – source: International Airport Review – Aug 2014 8% reduction in taxitimes (average 2 min per flight)Over 1 million liters kerosenein savings

Lessons learned in implementation

Lessons Learned from other Airports?• Clear project driver• Establish MoU from outset• Dedicated Project Manager• Lack of PMP with tasks, accountability and timeframes• Project overlapping• Poor Communication• A-CDM cherry picking• Working Groups too large or not consistent• participation

• Steering Groups slow in resolving issues & politics• Too many ‘talkers 'and lack of ‘doer’s’• Platform developed around CDM Procedures• Involving ALL and maintaining Commitment of all partners• Harmonised, standardised Global A-CDM

Isometric Scene of Pitstop (in progress)

Questions & Answers

Likes and concerns of what you heard?

Dislike Like

What will be the changes?

Is this rocket science?

Nothing is impossible, the impossible just takes a bit longer

THANKYOU