- European CDM -

1. - European CDM - Collaborative Optimisation of Arrivals To benefit from the animation settings contained within this presentation we suggest you view using the slide show option. To start the show click ‘View - Slide Show’. next page

2. - European CDM - Collaborative Optimisation of Arrivals The following pages illustrate how introducing collaboration into Arrivals Management would benefit all participants …. Collaborative Decision Making www.euro-cdm.org Visit the European CDM website at for more information next page

3. Introduction Arrivals Management involves sequencing and metering the traffic approaching an airport. The aim is to optimise both runway capacity and approach capacity. next step Computer-assistedArrivals Management is already operational at a few airports in Europe. Increasingly sophisticated processes and tools are being developed - for example by the EATCHIP ATM Added Functions sub-group. Within the next decade, we can expect Arrivals Management to be operational at most of the major airports in Europe. next page

4. Introduction Developing Arrivals Management as a collaborative process can enable it to serve better all involved – ATC, the Aircraft Operator and the Airport. We have identified 3 areas where collaboration can improve the optimisation of arrivals: next step 1. In better estimating ETAs. 2. In achieving Required Times of Arrival. 3. In prioritising critical flights in the arrivals sequence. next step This presentation will look in turn at these 3 areas. next page

5. ETA ETA Estimated Times of Arrival (ETAs) Arrivals Management depends on estimates of flight arrival times. It can be much more effective ifgood estimatesof arrival times are availablewell in advance, forallflights. This allows the arrivals sequence to be planned early, giving time for the necessary adjustments to arrival time to be made in afuel-efficient manner. BAW321 315 KEY A/C id FL next step Achieving better estimates requires collaboration between ATC and Airlines... KLM591 410 next step next step Q Q In this example, arrivals sequence planning starts 30 minahead, with the aircraft around 200NMfrom the airport. next step Q flight info ATC ATC The planning is based on Estimated Times of Arrival (ETAs) provided by ATC Units “upstream” from the airport. flight info next step But these estimates rely on information from the airlines and the aircraft - for example accurate estimates of their cruising speed. Q Q Departure ATC Departure ATC Airport AFR456 270 Q Q ABC123 0 Some aircraft may still be on the ground at departure airport 30 mins prior to arrival... next step Q Q In this case, collaboration between Airline (including Ground Staff) and ATC (including Departure Tower) will be particularly important to produce good estimates of arrival time. DLH687 245 Scale : 50 NM SWR352 310 next step next step Estimating ETAs requires information from both ATC and Airlines. Collaboration to provide better estimates will make the Arrivals Management process more effective. next page

6. ETA ETA Estimated Times of Arrival (ETAs) Generating better ETAs is the first example of how collaboration can make Arrivals Management more effective. next step BAW321 315 KEY A/C id FL There is a “win-win” – ATC and Airlines both win by providing reliable and timely information to enable effective Arrivals Management. KLM591 410 Q Q flight info ATC next step • Airlines benefit from: • increased capacity • fuel-efficient arrivals • avoiding costly airborne holding. flight info Q Departure ATC Airport AFR456 270 Q • ATC benefits from: • increased capacity • reduced traffic holding in the terminal area. ABC123 0 Q Q next step DLH687 245 We can increase the benefit by taking further the principles of Collaborative Decision Making. Scale : 50 NM SWR352 310 To understand how, we first need to understand Arrivals Management in more detail... next page

7. Arrivals Sequence (by ETA) - 44 - - 43 - - 42 - - 41 - - 40 - - 39 - - 38 - - 37 - - 36 - - 35 - - 34 - - 33 - - 32 - - 31 - - 30 - - 29 - - 28 - - 27 - - 26 - - 25 - M 10:17 CC001 H 10:20 CD119 L 10:20 BB125 M 10:24 EE456 M 10:21 EE123 H 10:31 CC789 H (0) 10:31 CC789 M (+3) 10:27 EE456 AA001 10:18 M CC222 10:22 M CC111 10:22 M CC333 10:23 M JK598 10:27 M AB304 10:19 H L (+4) 10:24 BB125 JK598 10:30 (+3) M Wake vortex category Flight ID CC333 10:28 (+5) M M (+1) 10:22 EE123 CC222 10:25 (+3) M H (0) 10:20 CD119 CC111 10:23 (+1) M AB304 10:19 H M (-1) 10:16 CC001 AB304 10:20 (+1) H AA001 10:17 (-1) M 10:25 Estimated time at metering fix. A.M. delay Arrivals via Fix A Arrivals via Fix B Arrivals Management The Arrivals Manager receives an ETA for each flight 30 minutes in advance, accurate to the nearest minute. This gives the anticipated schedule of arrivals. Arrivals Sequence (by RTA) next step next step • The Arrivals Management function will modify this “natural” sequence to: • take account of radar and wake vortex separation criteria, • optimise the arrivals runway throughput and/or approach capacity, • arrange the arrivals traffic to improve safety and reduce tactical • controller workload where possible. next step This produces Required Times of Arrival at the threshold (RTA) and at the metering fix (RTAMF). next step next step next step Note that arrivals sequencing is not an exact science – and the whole process is subject to revision as updates to arrival times are received. Key Required time (+3) next page

8. BAW321 315 KEY A/C id FL KLM591 410 Q Q ATC RTA ETA ETA Q Departure ATC Airport AFR456 270 Q RTA ABC123 0 Q Q DLH687 245 Scale : 50 NM SWR352 310 Required Times of Arrival (RTAs) In current implementations of Arrivals Management, ATC is responsible for ensuring aircraft meet their RTAs (by issuing instructions to change speed or vectoring them along path stretches). next step Under CDM, Required Time at the metering fix (RTAMF) is sent to the pilot, who is responsible for meeting that time. (Rules of thumb would ensure that ATC does not generally request delays or advances that are too great for the aircraft to achieve by speed control. If the aircraft cannot achieve the required time, the pilot would be responsible for declaring this to ATC.) next step Larger variations in Arrival Time could be achieved by varying the route flown. This implies a flight-plan change, and therefore requires collaboration with en-route ATC. next step (This leads on to the In-Flight Traffic Managementapplication of CDM, described in another scenario.) next step next step This change of responsibility for meeting RTA is the second example of how collaboration can make Arrivals Management more effective. Airlines benefit from the freedom to fly in their preferred way to meet the required arrival time. ATC benefits from reduced workload and better compliance with Required Times of Arrival. next page

9. Collaboration in Arrivals Sequencing The benefit to Airlines, and hence their interest in the process already described, can be increased by introducing a third element ofCDM into Arrivals Management: allowing AOCs to influence the planned arrivals sequence according to their own priorities. Notes: next step Capacity will continue to be the main driver for Arrivals Management. next step However, once the infrastructure for Arrivals Management is in place, it is a relatively small step to extend the concept to allow Airlines to gain additional operational benefit from it, over and above the benefit they gain from the increased landing capacity. next step ATC is best-placed to decide the arrivals sequence needed to optimise capacity. Within that sequence there may be some cases where two flights could be swapped without significantly degrading capacity or the orderliness of the arrivals sequence. next step Airlines are best-placed to decide which flights are critical, and therefore have responsibility for requesting swaps in the planned arrivals sequence. next page

10. H (0) 10:31 CC789 Arrivals Sequence (by RTA) M (+3) 10:27 EE456 - 44 - - 43 - - 42 - - 41 - - 40 - - 39 - - 38 - - 37 - - 36 - - 35 - - 34 - - 33 - - 32 - - 31 - - 30 - - 29 - - 28 - - 27 - - 26 - - 25 - L (+4) 10:24 BB125 JK598 10:30 (+3) M CC333 10:28 (+5) M CC333 10:28 (0) M M (+1) 10:22 EE123 CC222 10:25 (+3) M H (0) 10:20 CD119 CC111 10:23 (+1) M CC111 10:23 (+6) M M (-1) 10:16 CC001 AB304 10:20 (+1) H AA001 10:17 (-1) M 10:25 Collaboration in Arrivals Sequencing The process would work as follows: The AOCs are informed of the planned arrivals sequence. Where an Airline has two or more flights arriving within a short time of one another, its AOC can request to swap the order of those flights in the arrivals sequence. next step For example, assume CC333 is already delayed and trying to make up time to reduce impact on the schedule. next step Its assigned arrivals delay is 5 min, but the AOC would like it to arrive as soon as possible - at its ETA of 10:32. Airline CC has another flight in the Arrivals sequence at that time - CC111. ? next step That flight is not time critical; the schedule will not be affected if it is delayed by an additional 5 minutes. The AOC sends a request to the Arrivals Manager to swap flights CC111 and CC333 in the arrivals sequence. next step The Arrivals Manager would evaluate the request in the light of other constraints (departure traffic, approach constraints, wake vortex category, ...). If the requested swap is feasible, the Arrivals Manager will implement it, sending new RTAMFs to the affected flights. next step next page

11. How much variation in Arrival Time will be possible? The amount of variation possible between ETA and RTA, both for basic Arrivals Management and for the AOC to adjust the planned sequence according to its own priorities, depends on: next step • the manoeuvres that are allowed en-route to adjust a flight’s arrival time at the metering fix (is speed control the only possibility, or are changes of route / path stretching also possible?); • (Route changes provide the opportunity for larger variations in arrival time than can be achieved by speed control alone, but would need to be negotiated with any affected en-route ATC units. This leads on to the In-Flight Traffic Managementapplication of CDM, described in another scenario.) next step • how far in advance the initial arrivals planning is done (earlier planning means that speed changes can be applied over a longer distance/time, and gives more opportunity for path changes, enabling larger differences between ETA and RTA); next step • whether the flight istime-critical (a time-critical flight will probably be flight-planned to fly at its maximum acceptable operating speed, over the shortest route available, and therefore its ETA will represent the earliest time of arrival it can achieve – an earlier RTA will not be possible). next page

12. Collaboration in Arrivals Sequencing  Introducing this collaborative element to Arrivals Sequencing increases the Airlines’ benefit from Arrivals Management by enabling the prioritisation of time-critical flights. next step In principle, theswapped flights need not belong to the same airline. Airlines serving the same airport may come to an agreement whereby each will reciprocally help the other to expedite a particularly critical flight. The arrivals sequence could also be modified to make more efficient use of ground resources (for example to prioritise a flight whose allocated stand is already free, at the expense of one that will have to wait on the apron for its stand to be vacated). next step  In this case, the Airport organisation will also benefit. next step Rules and procedures governing Airlines’ participation in Arrivals Sequencing will need to be agreed between all users to ensureequal access and benefits. • In addition, Approach ATC will need to provide guidance as to which swaps are likely to be acceptable from the point of view of not degrading capacity. For example, must the swapping flights : • - have the same wake vortex category? • - be arriving via the same metering fix? next step Note: An alternative mechanism to achieve flight prioritisation in arrivals sequencing would be for the AOC to send Approach ATC a “prioritise” message for its critical flight. ATC would then give preference to this flight over others from the same airline in planning the arrivals sequence. However, this does not allow for negotiation between airlines, and thus is a weaker implementation of the CDM philosophy. next page

13. Collaborative Optimisation of Arrivals SUMMARY Collaboration can improve the optimisation of arrivals within Arrivals Management in three areas: next step • - Estimating ETAs better • The arrivals sequence can be planned early, giving time for the necessary adjustments to arrival time to be made in a fuel-efficient manner. • Accurate ETAs are also required to enable the following stages. next step • - Achieving Required Times of Arrival (RTAs) • Airlines are able to plan more efficient approach paths, for example by flying slower to delay their arrival in order to avoid costly airborne holding. next step • - Sequencing • Airlines (and the Airport organisation) are able to prioritise critical flights in the arrivals sequence. next step The overall process is animated on the next slide... next page

14. Arrivals Sequence (by RTA) - 44 - - 43 - - 42 - - 41 - - 40 - - 39 - - 38 - - 37 - - 36 - - 35 - - 34 - - 33 - - 32 - - 31 - - 30 - - 29 - - 28 - - 27 - - 26 - - 25 - H (0) 10:31 CC789 M (+3) 10:27 EE456 L (+4) 10:24 BB125 JK598 10:30 (+3) M CC333 10:28 (+5) M M (+1) 10:22 EE123 CC222 10:25 (+3) M H (0) 10:20 CD119 CC111 10:23 (+1) M M (-1) 10:16 CC001 AB304 10:20 (+1) H AA001 10:17 (-1) M 10:25 Arrivals Management - Information Flow co-ordination sequence ACC AOC flight info requests & proposals confirmation co-ordination co-ordination ETA RTA RTA Arrivals Manager co-ordination APP plan arrivals sequence update arrivals sequence planning info and runway config - End of Presentation -