A -- irport C -- ollaborative D -- ecision M -- aking. Erik Sinz, DFS Business Unit Tower

Transcription

1 A -- irport C -- ollaborative D -- ecision M -- aking

2 Presentation Content Airport CDM at Munich Airport Operational overview Airport CDM definition and partners Airport CDM Procedure Airport CDM Informtion sharing Aims and expectations Results Project informations Information and conclusion

3 Operational Overview 2 independent runways 26L/08R and 26R/08L in mixed mode Apron control by Airport Operator (FMG) / Tower control by ATC (DFS) De-Icing (98% remote) by EFM 2007: Movements; ; Daily 1250

4 History of CDM COB process and Sequence planner - SEPL Airport CDM wasn t t a new process for Munich operational airport partners. The fundamental basis was the Implementation of the COB process and the IT-System SEPL in 2002 Limits of the COB process: A common European procedure didn t t exist No integration into the European Air traffic flow- management system (ATFM) Different terms in use between partners Insufficient consideration of preceding Processes focus on Outbound only Not all partners involved

5 Definition and Partners Airport CDM is an operational overall process (concept/procedure) supporting an optimized turnround process at an airport. It is basis for connection to the European ATM network Airport CDM in Munich was developed by FMG and DFS. It is based on European Airport CDM Airport CDM partners are: ATC Tower All Airlines and Ground handlers Airport Apron Control Airport Traffic Ops Centre European Air Traffic flow management (CFMU) Airport (CDM) - one operational process = ATC Flight plan / Arrival / Ground handling / Take Off Airport CDM procedure comprises the time period EOBT-3hr till Take Off

6 Common Situational Awareness for all partners is assured Interfaces / Dialog systems / Alert messages / Phone / etc. One operational process Essential procedure contents: = Transparency = ATC Flight plan / Arrival / Ground handling / Take Off Comparison and Correlation of ATC-Flight Plan, Airport Slot and Airport flight data = Link Day of Operations / Schedule Planning Matching and Correlation of related In- and Outbound Flight times and data = Focus on feasibility of flight turnround Introduction of Target Off Block Time as an estimate of Aircraft Ready = TOBT = Airline commitment Use of Variable Taxi Times (VTT) for all Target time calculations (Stand/Rwy Rwy/Direction) = Replaces CFMU Default Taxi Times Introduction of Target Start Up Approval Time based on TOBT, VTT, CTOT and real operational capacity as driver for the Pre Departure Sequence = TSAT = Airport CDM commitment Start Up clearance / Push Back will be granted under consideration of TOBT and TSAT = Procedure adherence Reliable In and Outbound estimates/target times through automated Data exchange with ATFM (CFMU) = Linking the airport into the network

7 Procedure Overview F U M Estimated Landing time (CFMU/DFS) TSAT Take Off Outstation Final approach TMO Landing TSAT Issue (TOBT-40min) Aircraft ready AOBT ATC- FPL (EOBT -3h) EOBT-2h (CTOT) Inblock Start Ground handling Ground handling Start Up ASAT Take Off ATOT Automatic calculation TOBT TOBT Early-DPI (FPL/Schedule-Comparison) Target-DPI (ATTOT) ( Slot Adjustment Window ) ATC-DPI (CTOT Freeze) Information exchange (Dialog; Interfaces; Alerts; ) (i.e. EOBT/SOBT-Mismatch Mismatch; Acft-Type Type; Acft-Registration Registration)

8 COMMUNICATION CHANNELS Airport CDM Central information system information sharing Airline Operator / Handling Agent / TWR FMG SEPL-Dialog a Basis System Verkehr AO / HA Interface b f Traffic operation center Systems for Counter Management c System SEPL Internet Dialog WEASEL www d By telephone e

9 Customer Dialogs Internet Dialog WEASEL One of the displays of Airport CDM portal

10 DISPLAY AT ALL AIRCRAFT STANDS Pilot and Ground handler awareness and involvement

11 OBJECTIVES/EXPECTATIONS Example 1 Without Airport CDM 1. Estimate Reaction time 30 min Landing Position changes Precise allocation of ground handling resources Gate change PAX 11:00 11:30 12:00 12:30 13:00 13:30 With Airport CDM Landing Pax rebooking Care of Transfer-Pax 1. FUM 2. FUM 3. FUM Reaction time +60 min Planning connection flight

12 OBJECTIVES/EXPECTATIONS Example 2 Flight 2: EIBT 12:10 / SIBT 12:10 Position 3: Scheduled off 12:10 12:10 - punctual flight, Position 3 still occupied New position must be allocated at short notice Flug 2: EIBT 12:10 / SIBT 12:10 Position 3: Scheduled off 12:10 11:40 - New Position (9) could be allocated earlier Without Airport CDM Flight 1: EOBT 12:05 /SOBT 11:55 Position 3: Scheduled till 12:10 At 12:10 no Delay yet, Flight 1 occupies position 3 longer than planned Flight 1: EOBT12:05 /SOBT11:55 /TOBT1205 Position 3: Scheduled till 12:10 11:40 TOBT-Update to 12:15 ( TSAT 12:20) Position 3 now planned till 12:25 Reaction time 10 min Position change Precise allocation of ground handling resources Gate change PAX Use of push-back truck Push Back Adaptation Pre Departure Sequence Deicing With Airport CDM Reaction time +30 min Expected takeoff time (T/O) Adherence CTOT

13 OBJECTIVES/EXPECTATIONS Example 3 First come first serve Start Up Request 12:05 Start Up Given 12:08 Push Back 12:12 Taxitime 22:min Waiting time Rwy 6min Number 5 in Sequence Fuel-consumption Positionning Pre Departure Sequence Push Back Without Airport CDM Pre Departure Sequence TOBT 12:05 TSAT 12:12 Start Up Given 12:12 Push Back 12:14 Taxitime 20 min Waiting time Rwy 2 min Number 2 in Sequence Deicing Estimated takeoff time (T/O) Adherence CTOT With Airport CDM

14 OBJECTIVES/EXPECTATIONS Summary Optimized use of available resources and infrastructure G E N E R A L Connection to the european ATM Increase of programmability for all operational processes Generation of an optimized Pre-Departure Sequence Common Situational awareness No Blame Culture Consideration of Airline needs and wishes

15 RESULTS 1 1 Very good involvement of operational partners = TOBT update / Procedure adherence Improved ground handling processes through reliable target times e.g. Gate/Positioning; Push Back truck allocation; etc. Measured and proven decrease in taxitimes / waiting time at the runway = Fuel / Environment / Engine running time Minimize Arrival Delay impact for linked departure flight Locally Optimized Sequencing based on target times Improved programmability for all operational processes (Airlines, Airport; ATC) through reliable target times Optimized use of available resources and capacities Improved working culture between the different operational partners/companies = NO BLAME CULTURE

16 RESULTS 2 2 CFMU Flight Update messages lead to a reliable ELDT quality => enhanced airport operation planning Network (CFMU/DMEAN) Airport CDM Target take of times (DPI) needed for the potential flight recalculation => enhanced ATFM planning Increase in CTOT Adherence TTOT, Identification of Ghost Flight plan and fewer lost CTOT lead to better prediction of network traffic which can increase capacity (enroute( enroute,, etc.)

17 Airport CDM MünchenM Projectstructure Small project team Constant participation Building of sub working groups Memorandum of Understanding Management support - 6 persons - avoid replacement of participants - Airlines; CFMU; Technik - FMG / DFS - Active Support May Project start - 1. Informationsmeeting June Project end Regular operations

18 Projectstructure: Steering committee: DFS + FMG (consulting EUROCONTROL) Local CDM Manager Core Project team: Apron Control ATC Tower Airport Traffic Operation Centre Contact to the CFMU/ Eurocontrol SUB-Groups AOC LH HCC GH Techn. Dep,..,

19 Project status First information meeting EUROCONTROL (APT+CFMU)/DLH / DFS / FMG) Comparison: COB-procedure MUC / European Airport CDM (gap( analysis) Project organisation / Decision making Communication MoU FMG and DFS Development of Airport CDM procedure Munich Operational and technical requirements System adaption Data exchange trials with CFMU (test system) Communication Trial analysis and adaptations (procedures / systems) Local technical trial Trial operations (locally and data exchange with CFMU test system) Data exchange with CFMU ETFMS live Operation System Analysis, Evaluation of first results, adaptations ( Fine Tuning ) Communication (Individual / Internet / Letter/Events) (Individual / Internet / Letter / Events) (Individual / Internet / Letter / Events)

20 Project status Last Trials with CFMU ETFMS System Fine Tuning 2007 AIP publication Finalization of KPI concept Definition of follow up measures Completion of project phase Start of regular Airport CDM operation at 07th July 2007 Communication (Individual / Internet / Letter / Events)

21 AIRPORT CDM MUNICH POST PROJECT ACTIVIES MOU TURNED INTO AIRPORT CDM CONTRACT SYSTEM FINE TUNING AND ADAPTATIONS 2007/2008 INVESTIGATION OF COMPLAINTS AND OBSERVATIONS KEY PERFOMANCE INDICATOR KPI YEARLY REPORT ON RESULTS MONTHLY REPORTING AND MONITORING DEFINITION OF FUTURE MEASURES SUPPORTING EUROPEAN DEVELOPMENTS

22 KPI (2) DAY OF OPERATION AIRPORT CDM POST ANALYSIS AND REPORTING Airport CDM Process DFS Data archive KPI Database Monthly A-CDM monitoring / reporting Yearly A-CDM Result Report A-CDM controlling A-CDM development DFS ATM Controlling FMG controlling Publication FMG Data archive A-CDM Reports on Request Internal or external use

23 PUBLICATION European Airport CDM: Munich Airport CDM: Documents Munich Airport CDM: - AIP ED, Band II, AD2-EDDM Local Traffic Regulations - Brief Description (Dispatch/Operations/etc.) - Flight crew Description - Leaflets Airport CDM Munich - EEC Note 3/06 Airport CDM Munich - Report on results 2007

24 finally Airport CDM is a way of working, not a IT system Airport CDM requires procedures Airport CDM requires participation of all operational partners Airport CDM is needed for the connection to european ATM network Airport CDM is not expensive and not rocket science Airport CDM needs Do ers not talkers Airport CDM is no blame culture Airport CDM = best planned best served

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