Full implementation of European Airport CDM at Frankfurt Airport

Transcription

1 Full implementation of European Airport CDM at Frankfurt Airport Network Manager User Forum, EUROCONTROL, Jan. 30, 2014 Peter Schmitz, Managing Director Operations

2 Chart 2 Contents 1. Motivation and Goals 2. Realisation 3. Results and Benefits 4. Lessons Learned 5. Conclusions

3 Chart 3 Chapter 1. Motivation and Goals 2. Realisation 3. Results and Benefits 4. Lessons Learned 5. Conclusions

4 Chart 4 Increase of ground delay in the early 2000s Source: Eurocontrol PRR 2005

5 Chart 5 Operational challenges Traffic structure and infrastructure Transfer passengers Peak traffic bundling Limited capacity and resources Strong need for connectivity Enhancement of punctuality and predictability through Airport CDM

6 Chart 6 Motivation to introduce A-CDM Efficient utilisation of capacity and operational resources Safety, punctuality and quality of service Information sharing and common situational awareness Link to the European ATM network European programs (SESAR) The airport s competitiveness

7 Chart 7 Chapter 1. Motivation and Goals 2. Realisation 3. Results and Benefits 4. Lessons Learned 5. Conclusions

8 Chart 8 Challenges for the A-CDM implementation Different parties with different interests Major change process ( first come first serve to best planned best served ) High expectations ( A-CDM must have no adverse effects ) Tight time schedule and limited project resources due to competing projects

9 Chart 9 A-CDM elements and partners The A-CDM procedure is European standard Optimising the collaboration of the airport s partners Comprising the time period between EOBT-3hrs and take off Concept Elements Milestone approach Information sharing Collaborative management of flight updates Variable taxi times Pre-departure sequence Adverse conditions

10 Chart 10 A-CDM Milestone Approach INBOUND A-CDM MILESTONES Aircraft Ready Data Coherency Check Enroute / Approach FUM Flight Update Msg. Taxi In EXIT Start-up Request Take-off from Outstation (ATOT) FIR Entry/ Local Radar Actual Landing TURN-ROUND Minimum Turn-Round Time MTTT Final Approach 7/ Boarding Start TSAT Issue OUTBOUND Taxi Out EXOT -2hrs NMOC Slot Allocation Final Update of TOBT 14/ hrs Flight Plan Submission Actual In-block Actual Ground- Handling Start Actual Start-up Approval Actual Off-block Actual Take-off

11 Chart 11 CSA Tool - Common Situational Awareness TOBT = Target Off-Block Time TSAT = Target Start-Up Approval Time A-CDM Alerts A-CDM Process Status

12 Chart 12 Implementation in FRA Kick Off GAP-Analysis Procedure Development System Requirements System Development and Fine Tuning Tests Trial Communication Training 2011 Regular Operations: 23rd Feb years experience with full A-CDM implementation

13 Chart 13 Implementation in Germany and Europe Hamburg (2016) Berlin Düsseldorf (fully Ops) Frankfurt (fully Ops) Stuttgart (2014) München (fully Ops) ~33 A-CDM Projects in Europe 8 fully implemented: MUC, BRU, CDG, FRA, LHR, HEL, DUS, ZRH

14 Chart 14 Chapter 1. Motivation and Goals 2. Realisation 3. Results and Benefits 4. Lessons Learned 5. Conclusions

15 Chart 15 The Airport s expectations Procedure adherence and acceptance by all partners Safe, stable and efficient turn-round and traffic flow Improved quality and availability of target times (TOBT, TSAT, TTOT...) Improved slot allocation (CTOT) for regulated flights by Network Management Improved data quality at adverse situations and smoother return to regular Ops

16 Chart 16 Enormous benefit through improved predictability of departure target times A-CDM: Small deviation between Target and Actual times no A-CDM: regular conditions A-CDM: no A-CDM: adverse conditions

17 Chart 17 Enormous benefit through improved predictability in adverse situations Worse predictability without A-CDM especially in adverse situations Much better predictability with A-CDM especially in adverse situations

18 Chart 18 Positive trend of key performance areas after full implementation Development of Performance Figures Outbound Punctuality (IATA) Stability of Aircraft Stand Allocation/Planning Target Off-Block Time Quality (TOBT) Deviation TSAT TOBT Average Number of TSAT per Flight Taxi-In Time (AXIT) Taxi-Out Time (AXOT) Target Take-Off Time-Quality (TTOT) Slot-Adherence (CTOT) Trend

19 Chart 19 Strong reduction of outbound ATFM delay About 50 % reduction of ATFM delay due to network regulations since A- CDM implementation in 2011

20 Chart 20 Chapter 1. Motivation and Goals 2. Realisation 3. Results and Benefits 4. Lessons Learned 5. Conclusions

21 Chart 21 Lessons learned Success factors of A-CDM implementation Success factors of A-CDM regular operation Conditions Steady project structure and avoidance of personnel turnover Full backing of Fraport and DFS management (MoU) Transparent and intensive involvement of airlines in the project work (after procedure development phase) High effort of communication and training Benefits from lessons learned from A-CDM in Munich Short project duration due to tight time schedule Support expenses (A-CDM Team) proceeding after project has been finished Continuous process and KPI monitoring Continuation of aircraft operator communication Improvement of procedure adherence by offering training High benefits especially at adverse conditions (e.g. Winter Ops ) Strict procedure adherence especially under adverse conditions necessary So far, no interruption of data exchange with NMOC since A-CDM has been fully implemented (in contrary to other A-CDM airports) Differing approaches at single airports contrary to European Standard Long project durations and slow implementation progress Declining support expenses of Eurocontrol (economisation) Participation in harmonisation initiative A-CDM Germany since 2010!

22 Chart 22 Chapter 1. Motivation and Goals 2. Realisation 3. Results and Benefits 4. Lessons Learned 5. Conclusions

23 Chart 23 Conclusions The implementation of A-CDM is feasible and affordable A-CDM in Frankfurt is well-established and accepted Positive trend of performance und efficiency Further implementation of A-CDM in Europe must be continued to achieve network effect European harmonisation has to be advanced (same procedures and attributes to the Aircraft Operators) A-CDM is an essential requirement of the SES approach (Single European Sky) and the baseline for further developments towards TAM (Total Airport Management)

24 Thank you for your attention!