Airside Capacity Enhancement

1. Airside Capacity Enhancement Martin Lenke Head of Airside Operations Frankfurt Airport

2. Traffic density Capacity • Airports will become the bottleneck in ATM as they have various capacity constraints (e.g. RWY’s, Apron, Terminal and Landside) • The proportion of heavy aircraft (NLA) will increase • Complex infrastructure needs more and optimised interfaces between ATC, Airport and Airspace Users • Seamless operations and optimal throughput becomes a must Airside Capacity Enhancement, 2007-02-19

3. Limited Infrastructure Runways • Current RWY configuration on many existing airports does not allow the maximum use of an individual RWY • Increasing environmental obligations impede building new infrastructure (e.g. runways, aprons) • Traffic demand is often higher than provided capacity • Necessary reconstruction is an additional limiting factor Airside Capacity Enhancement, 2007-02-19

4. Limited Infrastructure Apron • Cul-de-sacs in terminal areas lead to delay (inbound versus outbound) • New large aircraft do not match with current infrastructure • Increasing vehicle traffic and timely pressure is a safety aspect and can become a limiting factor • ATC may no longer be able to handle complex traffic situations on the apron Airside Capacity Enhancement, 2007-02-19

5. Interdependence Airside / Landside • Any interference in airside operations (e.g. reposi-tioning of aircraft due to blocked position) can have a direct influence on terminal procedures (e.g. check-in, passenger flow) • Any delay in passenger flow (missing pax, security ctrl, bag/pax mismatch) will have influence on the punctuality on airside operations • Infrastructural and procedural activities to increase the airport capacity will have to be balanced carefully Airside Capacity Enhancement, 2007-02-19

6. Short and medium term actions Short term • Providing high speed exits • Implementing High Intensity Runway Operations in cooperation between all stakeholders • Remote Holding procedures to vacate aircraft stands for incoming traffic on time (and v.v.) • Develop multiple entries on RWY’s for bypassing and optimising departures • Setup of e.g. pilot performance day’s to increase awareness for special procedures • Active communication towards users (flyers, events, flash-movies…) Airside Capacity Enhancement, 2007-02-19

7. 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 masterplan for 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 Airside Capacity Enhancement, 2007-02-19

8. Future Programmes and development Advanced-Surface Movement Guidance and Control Systems • Multilateration System for identified targets using Mode-S (approach, rwy, txy, aprons) • Combined use of transponder and SMR technology • Labelled targets (aircraft and vehicles) • Joint undertaking with ATC • Further development of handover and surveillance procedures to avoid RWY-incursions • Participation to int. programmes and development • Single European Sky ATM Research • Runway Safety • Apron Safety (via SMS) Airside Capacity Enhancement, 2007-02-19

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 Airside Capacity Enhancement, 2007-02-19

10. 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 for arriving and departing aircrafts based on the • 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 Airside Capacity Enhancement, 2007-02-19

11. 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. Airside Capacity Enhancement, 2007-02-19

12. Thank you! Airside Capacity Enhancement, 2007-02-19