Airport CDM – Making the Most Of What We Have Today A Block 0 Capability Within Our Grasp

1. Airport CDM – Making the Most Of What We Have TodayA Block 0 Capability Within Our Grasp Global Air Navigation Symposium, ICAO Headquarters Montreal 21 September 2011

2. Topics for Discussion • Setting the Scene • Collaborative Decision Making (CDM) • Eurocontrol Airport Collaborative Decision Making (A-CDM) Programme • US Surface CDM Concept of Operations • Application of the Airport CDM Concept • KATL • LFPG • EBBR • EDDF • KEWR • Inconsistencies Among A-CDM/S-CDM Implementations • Applicability of ICAO Aviation System Block Upgrades (ASBUs) to A-CDM and S-CDM • Value of ASBU Framework • Considerations for Global Harmonization/Interoperability Activities

3. Setting the Scene – Goals of CDM Provide the Right Information to the Right People, At the Right Time High quality data Appropriate frequency Facilitate Common Situational Awareness Which Enables Partners to Optimize the Collective Response to an Operational Situation Understand the situation (tactical and strategic perspective) Informed decision-making Leverage available resources of all Partners Provide the Capability for all Partners to Measure Performance Individual Partner organizations Across a network of airports Maximize Use of Available Resources Within Known Constraints “Once You’ve Seen One Airport, You’ve Seen One Airport”

4. Setting the Scene - Terminology Airport CDM is….. A set of well defined capabilities and procedures, which facilitate proactive management of departure queues via continuous assessment of airport capacity and demand, which is expected to improve the safe and efficient management of traffic flows at airports Reduce environmental impacts Must be transparent, flexible, agile, and equally important, capable of supporting the distinct needs of individual airports and the unique business models of different flight operators Situational awareness Understanding of “real demand” Predictability of future capacity/demand imbalances A domain with a far reaching tentacles Traffic Flow Management Weather Time Based Metering Essential for Effective, Efficient ATFM Full participation from all Partners is essential Different from ATFM ATM on the Ground “Everything Starts and Ends at the Stand/Gate”

5. Industry Airport CDM InitiativesEUROCONTROL Airport CDM Programme September 2000, Airport Operations Team (AOT) /5 Proposal to develop WP 4000 "information exchange and capacity Management with CDM" as part of the Airport Operations Programme (APR) December 2000, AOT/6 Terms of Reference (ToR) for A-CDM Task Force (TF)  were submitted for approval 12 December 2001 , ACDM TF/1 meeting (TF met twice per year until 2006)  13-14 Nov 2006, ACDM TF/13 meeting (final meeting) The number of TF participants increased to approximately 150 participants, making it difficult to continue to function as a WG WG was replaced by the A-CDM Coordination Group (ACDM CG) and the Procedures Group (limited to 30 participants) Nov 2007, ACDM CG/1 Meets for First Time (forum for all Partners to exchange views, lessons learned, implementation status)

6. Industry Airport CDM InitiativesEUROCONTROL Airport CDM Programme 24 October 2011 Procedures Group “Harmonise discrepancies concerning pilots' procedures" (initiated by IATA) Outcome of the Work of the Various EUROCONTROL Groups Operational Control document (OCD) Functional Requirements Document (FRD) A-CDM Implementation Manual  Information Sharing Milestone Approach Variable Taxi Time Approach Collaborative Pre-Departure Sequencing CDM in Adverse Conditions Collaborative Management of Flight Updates

7. Industry Airport CDM Initiatives - US CDM 1992, CDM begins as ‘FAA / Airlines Data Exchange’ (FADE) 1996,  FADE becomes ‘Collaborative Decision Making’ (CDM) Initiative CDM Stakeholder Group (CSG) established; Provides guidance and tasking to subgroups Focus is on timely exchange of Air Traffic Flow Management (ATFM) data among NAS Stakeholders 2006, CSG formed the Surface CDM (S-CDM) WG Identify and document “surface management” solutions in operation at U.S. airports Identify the essential data elements that should be exchanged among NAS Stakeholders participating in a Surface CDM environment 2008, CSG formed the Surface CDM Team (SCT) Further refine the essential data elements that should be exchanged among NAS Stakeholders participating in a Surface CDM environment Develop the US Surface CDM Concept of Operations (ConOps) in the Near-Term Identify Policy issues associated with US Surface CDM

8. FAA Surface CDM – Outcome of Work 2010, FAA Accepts US Surface CDM ConOps 2011, Commence Validation of US Surface CDM ConOps (S- CDM capabilities) Improvement of individual and shared situational awareness regarding departure management via the sharing of real-time and forecast operational information which positions Stakeholders to understand the current status of the airport operation Tactical management of airport surface movement and aircraft departure queues to avoid excessive taxi-out times and improve departure efficiency Improvement of the management of arrival traffic flows to increase throughput and coordination of arrival and departure demand Analysis, measurement and monitoring capabilities to position Stakeholders to objectively quantify airport operational performance, the impact of the specific airport operations on the NAS, and the performance of individual Stakeholder organizations Global harmonization to ensure synergy with other countries and to adopt “best practices” from the respective models, which will facilitate future interoperability among the various international models

9. A-CDM in Operation - KATL (Courtesy of Delta Air Lines)

10. A-CDM in Operation - KATL Airport Operator Implemented Surface Management System (SMS) Primary Objectives Common Situational awareness Real-time and Historical Operational Performance Measuring and Analytical Capabilities Improved Gate Utilization Departure Queue Length Optimization to Reduce Delay and Environmental Impact Improved Demand Predictions Verification of Landing Fee Charges

11. A-CDM in Operation - LFPG Pre-Departure Sequencing Description Of Departure, Operational Procedure Definitions A-CDM (APT-Collaborative Decision Making) is a calculation and management system for an off block predeparture sequence linked to CFMU At Charles-de-Gaulle, A-CDM is called CPDS (Collaborative Predeparture Sequence) SOBT (Scheduled Off Block Time) is that time relating to APT slot ED (Estimated Departure) is that target time set by airline itself as off-block departure time TOBT is translation by CPDS of ED TSAT (Target Start-up Approval Time) is off-block departure approved time, calculated by A-CDM system General APT-CDM is about partners (APT operators, ACFT operators/ground handlers and ATC) working together more efficiently and transparently in how they work and share data| APT-CDM is implemented in APT environment through the introduction of the following operational procedures and automated processes relative to CPDS: (Airport Supplied 10-1P Pages)

12. A-CDM in Operation - LFPG CPDS makes continuous calculation for best off-block departure sequence, providing for each flight an off-block departure time based on TOBT. TOBT improves predictability during the turn-round process of ACFT. With variable taxi time in place, the link between off-block time and take-off time becomes transparent to all partners, and a proper prediction of the take-off time can be communicated towards the network function represented by CFMU. For each flight, the CPDS calculate a TSAT, providing an off-block sequence, for every situation where different bottlenecks occur enables ATC to keep the traffic capacity maximally utilised APT is connected with the CFMU for collaborative management of flight updates with the exchange of messages containing estimated departure times of flights, and taken into account for slot allocation. In sequenced mode, the update of TOBT and/or EOBT is a benefit for airlines, each flight keeping is initial reference to be sequenced (or slotted) which is SOBT.CDG Pages (Airport Supplied 10-1P Pages)

13. A-CDM in Operation - LFPG Airport Operator Implemented A-CDM Primary Objectives Information Sharing Collaborative Pre-Departure Sequencing CDM in Adverse Conditions Collaborative Management of Flight Updates (Airport Supplied 10-1P Pages)

14. A-CDM in Operation - EBBR Departures TOBT-TSAT Procedure TOBT Target off block time: confirmation of estimated ready time TSAT Target start-up approval time. Expected pushback time, based on TOBT +/- 5 minutes Docking guidance system should display TOBT and TSAT. If no display available, pilots can obtain TOBT via Ground Ops and TSAT via Brussels Delivery from approx TOBT - 10 min onwards Pushback/Engine Start/Clearance Procedures Contact Brussels Delivery for clearance to pushback/start engines at TSAT +/- 5 min when fully ready. If not ready by TSAT +5 min, request a new TOBT from Ground Operations Aircraft requiring full runway length should include this in their start-up request Request to change departure runway must be made through Flight Care Operations (Flight Operator 10-7 “green pages”)

15. A-CDM in Operation - EBBR Airport Operator Implemented A-CDM Primary Objectives Sharing of TOBT and TSAT data Accuracy Timeliness Policies and Procedures Once TOBT has expired it will be replaced by Target Start-Up Approval Time (TSAT) The push back is based on the TSAT If Pilot do not call at TSAT + 3, ATC will only issue a new TSAT after receipt of an updated EOBT Pilots can obtain their TSAT via voice on 121.950 MHz

16. A-CDM in Operation - EDDF A-CDM, Start-Up and Pushback Start-up approvals and push-back clearances are issued taking into account the TOBT and TSAT only. The sequence of the start-up request is no longer a factor. The following rules apply: The ACFT has to be ready for start-up and/or remote de-icing at TOBT. The pilot shall request start-up approval and en-route clearance within the time period of TSAT +/- 5 minutes (not DCL) The push-back/taxi clearance has to be requested no later than five minutes after the start-up approval has been issued In the case of delays, Clearance Delivery has to be informed accordingly Otherwise the TOBT will be deleted and has to be re-entered REMOTE HOLDING In case an ACFT cannot leave its parking position due to a late TSAT and the parking position is required for an incoming flight, the remote holding procedure can be applied When the ACFT is ready to taxi, the pilot will request start-up/pushback for remote holding from apron control (Flight Operator 10-7 “green pages”)

17. A-CDM in Operation - EDDF Datalink Clearance - DCL For data link departure clearances (DCL), the published procedures and time parameters will remain valid. The TSAT is transmitted via CLD (departure clearance uplink message - issue of the start-up approval and en-route clearance by Clearance Delivery) ("start-up approved at TSAT hh:mm-") The push-back/taxi clearance shall be requested at TSAT +/- 5 minutes. Terms and Definitions TOBT (Target off-block time): The time that an ACFT operator or ground handler estimates that an ACFT will be ready, all doors closed, boarding bridge removed, push-back vehicle available and ready to start-up/ push-back immediately upon reception of clearance from the Tower. TSAT (Target start-up approval time): Target time for start-up approval according to the A-CDM procedure taking into account TOBT, CTOT and/or the traffic situation. Contact Detailed information on Airport CDM can be found at: www.cdm.frankfurt-airport.com

18. A-CDM in Operation - EDDF ANSP Implemented A-CDM Primary Objectives Optimized Pre-Departure Sequencing (TSAT) High Quality of Take Off Time Predictability (TTOT) Realistic Calculated Take-Off Time (CTOT) for Regulated Flights Common Situational Awareness Parking Position day /hour Runway in Use day/hour

19. A-CDM in Operation - KEWR (Courtesy of Continental /United Airlines)

20. A-CDM in Operation - KEWR Runway Occupancy Report (Courtesy of Continental /United Airlines)

21. A-CDM in Operation - KEWR Flight Operator Investment in Surface Management System (SMS) Primary Objectives Improve efficiency of traffic flows on the airport surface in nominal operations Understand aircraft position were on the airport surface Prevent situation whereby departures with open departure routes/fixes were blocked by other aircraft that did not have an open route/fix  Coordination to request reroutes to fixes not impacted by weather was difficult without knowing the location of the aircraft Improve efficiency of winter operations Identify constraints (pad, gate, both) More accurate decisions regarding the de-icing rate (slow down or continue at current rate) Ramp Control could identify an increase in the number of departures waiting to depart and recommend suspending de-icing operations until the queue was reduced to minimize the likelihood of a need for secondary deicing (Flight Operator eventually increased the number of departures per hour from 16 to 20 when the snowfall remained less than ½ inch) Improve coordination/communication with local ATC Avoid case where a flight that has been off block more than 100 minutes is sequenced behind departures over the same fix that had been off block for less than 60 minutes Improve ability to measure performance of ramp operations Enhance customer experience/on-time performance

22. Inconsistencies Among A-CDM Implementations “Owner” of Implementation Capabilities Comprising the Solutions Terminology Data Elements that are Required to be Exchanged Accountability Partner Training Extremely Limited Interoperability

23. ICAO Aviation System Block Upgrades and A-CDMModule B0-80: Improved Airport Operations Through A-CDM Satisfies all of the Criteria for Block 0 Technology exists today Demonstrations of A-CDM capabilities have been performed Need for Policies and Procedures Data Ownership Integrity Standards Communications Training Performance Measures Accountability Technology is NOT the Challenge!

24. ICAO Aviation System Block Upgrades and A-CDMConsiderations for Global Harmonization Interoperability in the Context of Regions of the world ATFM Domains Technical solutions Recognition of Investment Made by “Pioneers”/”Early Adopters” Phase/Stage of A-CDM Implementation at Various A-CDM Airports Criteria for Characterization as an A-CDM Airport Dynamics of an Airport Operation Concept of “Networked” and ”Coupled” Airport Operation Terminology Diverse “Owners” of A-CDM Implementations