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ANS Operational Performance Framework as seen by the Airports

ANS Operational Performance Framework as seen by the Airports. ICAO Worldwide Symposium on Performance of the Air Navigation System, Montreal, 27 March 2007. Free up the sky?. Free up the sky?. The Operational Concept: key deliverables for the aviation community.

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ANS Operational Performance Framework as seen by the Airports

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  1. ANS Operational Performance Frameworkas seen by the Airports ICAO Worldwide Symposium on Performance of the Air Navigation System, Montreal, 27 March 2007

  2. Free up the sky?

  3. Free up the sky?

  4. The Operational Concept:key deliverables for the aviation community • To raise awareness of the need to change the way ATM is planned, to understand that planning by one party has impacts on all others and vice versa. • To provide “getting-started” guidance for all regions, with tailor-made pace and focus • To promote global harmonisation and an agreed transition strategy • To foster capacity and safety, both locally and globally

  5. ATM and Airport Operations: what airports need to perform • Local and strategic Collaborative Decision-Making (CDM)

  6. There is more than just the skies (Airline) Great, but what we want is this ... (ATC) Sorry guys, but we work like this ... (Airport) We plan this ... Collaborative Decision Making ??? (PAX) Schedule, check-in, security, delays, … (Ground handling) How will we cope? (Communities) Noise + gaseous pollution, safety ... (Legislator) I have a constituency, haven’t I?

  7. ATFM ATS Airlines ATM ASM Airside Landside Third parties AIRPORTS ATM and Airport Operations Local CDM: a clear necessity

  8. Airlines ATM AIRPORTS ATM and Airport Operations BUT: No airline will ever allow to be influenced on their operations (a/c turn-around, sequence of doors closed at gate, ...) No ATC will ever allow to be influenced on local operational airspace and rwy usage No airport operator will ever allow to be influenced on safety processes, investments and infrastructure usage, especially tailored for only one carrier Local CDM: a clear necessity Operational CDM is restricted to joint data/information, tight decision sharing and trilateral discussion of effects

  9. Future Programmes and development Airport Collaborative Decision Making • Airport Collaborative Decision Making means information sharing and balancing of operational decisions 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 threshold operations • Slot swapping • Speed control on final • HCC /Hub Ctrl. Center, trilateral ops management

  10. ATM and Airport Operations: what airports need to perform • Local and strategic Collaborative Decision-Making (CDM) • A-SMGCS, Multilateration: equip aircraft, switch on transponder (on ground!), tighten separation • RWY occupancy: reduce time on rwy – 5” less per ATM means 6’ more in FRA  HIRO, checklists, clear when cleared • stand productivity: communicate actual ETD to operator, handlers’ equipment needs to be allocated, next INB is waiting • Better links between systems (AMAN, DMAN, CAPMAN, SMAN) • Better match between the various slots (Airport & ATFM slots) • Optimal aircraft separation(M-Lat, wake vortex prediction, …) • GPS / GBAS capability for landing/take off(fleet wide) • Brake-to-vacate systems for aircraft(to minimize Rwy occupancy time)

  11. ATM and Airport Operations: new initiatives • Pilot Performance DaysJoint controller workshops(discussing mutually beneficial improvements in terms of capacity and safety) • Capacity Manager / CapMan(pre-planned just-in-time coordination of Rwy- and terminal usage)

  12. Future Programmes and development CAPMAN is a modular designed system to... • unlock hidden capacity • by calculating and forecasting the available operational capacity up to 10 hours ahead, for arriving and departing aircraft, based on: • 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

  13. Future Programmes and development CAPMAN is a modular designed system to... • 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.

  14. ATM and Airport Operations: new initiatives • Pilot Performance Days Joint controller workshops (discussing mutually beneficial improvements in terms of capacity and safety) • Capacity Manager / CapMan (pre-planned just-in-time coordination of Rwy- and terminal usage) • High Intensity Runway Operations(location and type of exits, pilot information, infrastructure publications) • Dual Threshold Ops (DTOP)(flexible rwy usage to reduce wake effects) • Awareness campaigns(pilot meetings, flight experience, tower visits, joint events) • Comprehensive approach to ALL capacity- influencing components(don’t ignore capacity elements next in sequence)

  15. Short and medium term actions Medium term • Development of an incentive/penalty system for adherence to schedules in agreement between Airport, Airspace Users and ATC • Development of a masterplanfor 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 unit should be investigated, depending on complexity of infrastructure and traffic density

  16. Conclusion • More efficient use of airspace will demand more from airports in terms of capacity, therefore … • Increased capacity in the sky must be accompanied by increased capacity on the ground, if the fruits of the ICAO Concept are to be maximised • The role of an airport operator is to provide adequate infrastructure to respond to market demand • Airport operators must be given the possibility to achieve this goal, on a level playing field with other modes of transport • Airport operators are committed to undertake any justified initiative to ensure the highest safety standards, and to minimise the environmental impact of civil aviation • ACI has published its position regarding capacity, efficiency, safety in the Policy Handbook, downloadable from www.aci.aero under “publications” • ACI is pro-actively pursuing joint optimisation approaches: FSF, IATA, IFALPA, ACI (on Rwy safety) or ACI and IATA (on airport capacity/demand management)

  17. THANK YOUAny questions?Contact us ACI World Headquarters PO Box 16 1215 GENEVA 15 Airport SWITZERLAND Tel: +41 22 717 8585 Fax: +41 22 717 8888 E-mail: aci@aci.aero www.aci.aero

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