A-CDM
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Airport Collaborative Decision Making (A-CDM) provides a framework for airports, airlines, air traffic control and ground handlers to share operational information in real-time to improve efficiency. Key elements of A-CDM include sharing estimated and actual times of arrival and departure, implementing variable taxi times for more accurate predictions, and using pre-departure sequencing to balance runway usage. A-CDM can help manage disruptions and enhance capacity utilization during adverse conditions through improved communication. Linking airports to air traffic flow management networks allows for more accurate estimated times of take-off and integrated priority handling. Overall A-CDM benefits include improved predictability, resource efficiency, and situational awareness for all stakeholders.
A-CDM
- 1. Airport Collaborative Decision Making (A-CDM
- 2. Isometric Scene of Pitstop (in progress)
- 3. Airport CDM Fuel Efficiency Airline & Ground handling procedures Gap Analysis / Site Surveys DMAN / AMAN / ASMGCS Flow Management Capacity Enhancement Training / Transfer of knowledge Worldwide Services Operational Efficiency enhancement includes:
- 4. Dave Hogg – Chief Operating Officer Caroline Schmeits- Senior Airports & CDM Expert Aviation “...On both a professional and personal level, I would like to thank you for your professionalism, your dedication to the CDM process and your hard work and effort in accomplishing this important mission…” Mark Libby, ATCSCC, FAA “... It was a great pleasure working with you in Geneva. Over the years we valued your expertise in guiding Geneva Airport to implement Airport CDM in 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’s next CDM airports. ” Francois Duret - Head of projects & planning Operations
- 5. Recent & Current A-CDM involvement IC- Recent A-CDM initiatives on behalf of IATA Changi A-CDM workshop Beijing A-CDM workshop Shanghai A-CDM briefing Narita A-CDM workshop Haneda A-CDM Workshop CDM55 Gatwick Changi A-CDM Dubai DMAN Abu Dhabi Workshop Hong Kong Training
- 7. Where did the CDM story begin & Why? USA Europe Enroute & only one ANSP Global CDM only possible in a harmonised way EUROCONTROL, IATA, ICAO and ACI are ensuring this standardisation Airports were the bottleneck Limited infrastructure & capacity growth Many European ANSP, Airspace Users & Airport Partners Different procedures & technology shortfall Airport CDM is growing USA adopting European CDM Asia- Pacific & Middle East following South America & Africa showing interest
- 8. What ARE the inefficiencies today? Possible Causes? No optimal use of Airport infrastructure Not using all available data Being reactive rather than pro-active Keeping our operations to ourselves We have a blaming culture today Sitting on Information Lack of having the full picture Buffering of planning Lack of procedures amongst partners Different Definitions
- 9. 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?
- 10. 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 Collaborative Decision Making (A-CDM)
- 11. ETA – Estimated Time of Arrival ATC ACC: arrival on TMA entry ATC TWR: landing time on runway GH / Airport / Airline: arrival on stand Different Definitions… ATC TWR: take off time GH / Airport / Airline: pushback from stand ETD - Estimated Time of Departure
- 12. Inaccurate Information Taxi time calculated based on standard taxi times EOBT (FPL) not updated by Airlines, despite knowledge of delay Flights have equal EOBT even though capacity cannot accommodate Take off time unpredictable due to large holding queue
- 13. A-CDM will improve: resources usage decision making infrastructure usage predictability situational Awareness NEED FOR COLLABORATION Amongst all Airport Parties for A-CDM to WORK
- 14. A-CDM Stakeholders AIS MET Aircraft Operator ATC ATC Flow GA Airport Operator
- 15. Airport CDM is about PEOPLE, not just tools! CULTURE CHANGE
- 16. Pick any card and concentrate on only that card…
- 17. Pick any card and concentrate on only that card…
- 18. Card Gone?
- 19. You see; the six cards and the subsequent group of 5 cards never contained the same cards… This power-game is a metaphor for our inability to see change – or the need to change.
- 20. Why share data, oar why not? Confidentiality of data Fear of the ‘unknown’? Why are partners reluctant to change? It is easier for companies to come up with new ideas than to let go of old ones" no understanding of partners’ operations If they are not involved in the changes?
- 21. The Challenge How to convince to change Who to convince to change No Charging for DATA & share data Understand each others operations & difficulties Being prepared to work with new procedures No Blame culture created All partners involved & working together A-CDM is not a IT tool Change Management
- 22. The Airlines are critical in the A-CDM project, both in local implementation of A-CDM and in protecting their interests in multiple A-CDM destinations Pilots Operations Control Centers (OCC) Airline ground staff Hub Control Centers
- 23. 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 Operational requirements to protect theAirlines
- 24. In development To safe guard airline input in procedures In implementation To safe-guard benefits as an outcome Airline involvement worldwide & support In general to safe-guard global harmonization
- 25. Additional help from Organisations To engage partners To maintain commitment To have a need for common procedures To safe-guard interests of all involved
- 26. IATA & IACA efforts In relation to Member Airlines Recommend Airlines to be A-CDM compliant Recommend a uniform way of executing A-CDM Need to look at delay codes? In relation to Ground Handler Organisation Need for harmonised SLA with Airlines
- 27. Next What data is shared and how New terminology Best planned best served What can it do for you in adverse conditions
- 28. Airport CDM Elements Air Traffic Flow Management Adverse Conditions Pre Departure Sequencing Variable Taxi Times Flight Progress Information Sharing Airport CDM Elements
- 29. Information Sharing is the Foundation The right information At the right time To the right people Information Sharing
- 30. A-CDM Platform Requirements Airport database: the best platform to store, process and share Airport CDM information Tailor to each partner’s needs Avoid extra display Create consistent look and feel Avoid information overload Clearly link arrivals & deprtures
- 31. 2. Milestone Approach Milestones link the three phases: Inbound (Arrival) Turnaround Outbound (Departure)
- 32. Local Radar Update Take Off from Outstation Taxi In (EXIT) EOBT-2 hrs ATC Flight Plan Activation (EOBT – 3 hrs) Final Approach Landing ALDT A-CDM INFORMATION SHARING & MILESTONE APPROACH INBOUND TURN ROUND OUTBOUND In-Block / Actual Ground Handling Starts Boarding Starts TSAT Start Up Approved TOBT Update Prior to TSAT TOBT Towing Aircraft Ready Start Up Request Taxi Out (EXOT) Off-Block AOBT Take Off ATOT
- 33. 3. Variable Taxi Times To have accurate TAKE OFF prediction for network ATFM capacity – demand balancing To have accurate IN BLOCK prediction to start turnround process Default Taxi Times are inaccurate Need for Airport partners ;
- 34. …improved Network Planning for the ATFM …better Stand & Gate Planning at the airport …increased Resource efficiency …economical benefits …environmental gains Variable Taxi Times provide…
- 35. 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!
- 36. 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
- 37. Target Effect of Sequencing
- 38. Benefits Reduced: Improved: Predictability for Airline Stand & Gate management Ground Handler planning Safety Queuing, fuel burn, emissions and noise workload for ATC
- 39. 5. A-CDM in Adverse Conditions? Major reduction in Capacity Slow Recovery due to Disruption to Adverse Condition = Lack of information Lack of communication Lack of prioritization
- 40. Objectives: A-CDM will: How? Improve management of disruptions Enhance Utilisation of Available Capacity Improve Situational Awareness Facilitate recovery after disruptions Anticipate strong capacity reductions Crisis management with A-CDM procedures & tools Full, same operational picture
- 41. Gap in ATOT predictability 6. Linking to the ATFM Network Conclusion 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 The Airports are black boxes for ATFM
- 42. Example: CDM Messages to ATFM Departure Planning Information (DPI) Message Aims to send frequent airport status and flight TOBT- TTOT and TSAT predictions Integrated Airports receive priority in ATFM regulations
- 43. Initiatives in Asia Pacific Development of Regional ATFM 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
- 45. BENEFITS
- 46. Improved communication and situational awareness Better arrival times and sequence information = pro-active decision making Improved ground handling processes = improved resource efficiency Improved punctuality = improved image Reduced taxi- & runway queuing = reduced fuel and improved safety Operational benefits Inbound; Turnaround; Outbound;
- 47. High level Benefits Airlines Improved situational awareness, more accurate fleet predictions Significant decrease in fuel costs & engine running Accurate Arrival & Departure times and planning Better use of resources and communication
- 48. High level benefits Ground Handling Accurate Arrival & Departure times and planning. Better use of resources and communication
- 49. 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)
- 50. Benefits Airports Accurate Arrival & Departure times and planning = operational efficiency Better use of resources Airport image on punctuality Airport revenue (more customers?)
- 51. Benefits passengers reduced delays and missed connections better reliability on flights meaning improved customer satisfaction Benefits environment less noise & emissions (NoX, CO2)
- 52. ATC benefits Reduced / Improved workload with predictability of traffic Improved planning RWY waiting time taxi times
- 53. The Proven Benefits Munich – Paris CDG - Paris CDG - = 5400 tons of fuel to airlines = € 2.7M source: www.euro-cdm.org (“CDM special bulletin Dec 2011”) Improved punctuality and reduced delays 20% (approx.)reduction in taxi times for departures 2.75 M € annual fuel savings 93% ATFM slot adherence 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 runway 90% ATFM slot adherence source: www.euro-cdm.org 25% 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 taxi times (average 2 min per flight)Over 1 million liters kerosene in savings
- 54. Lessons learned in implementation
- 55. 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
- 56. Isometric Scene of Pitstop (in progress)
- 58. Likes and concerns of what you heard? Dislike Like
- 59. What will be the changes?
- 60. Is this rocket science?
- 61. Nothing is impossible, the impossible just takes a bit longer
- 62. THANKYOU