Generic Operational Concept for DMAN Interaction v07A - Airport ...

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Generic Operational Concept for Pre-departure Runway Sequence Planning and Accurate Take-Off Performance Enabled by DMAN interaction with Airport CDM and A-SMGCS concepts A-SMGCS level 1 intends primarily to enhance safety and efficiency of ground surface operations through the introduction of cooperative and non-cooperative sensors. Visual “Out of the Window View” is supplemented by an automated surveillance system with the aim of maintaining safety and capacity in low visibility. However, with A-SMGCS level 1, the actual movements of aircraft can be recorded, which allows for accurate measurements of actual off-blocks and take-off times, as well as taxi times. A-SMGCS level 2 intends to enhance safety on and near runways, using safety bars and incursion detection and alerting technology for both tower controllers and flight crews. In the future, A-SMGCS functions such as routing, control and guidance will be useful to support flight crews with functions to navigate on the surface more easily, and smooth the taxi flows from stands to runways in order to deliver the actual take-off sequence according to the planning. However although these functions are defined by ICAO, validation is still in progress on various sites. 1.3.2 Airport CDM Airport Collaborative Decision Making is the concept which aims at improving Air Traffic Flow and Capacity Management (ATFCM) at airports by reducing delays, improving the predictability of events and optimising the utilisation of resources and infrastructure. Implementation of Airport CDM allows each Airport CDM Partner to optimise their decisions based on information sharing with other Airport CDM Partners, being informed about their preferences and constraints and the actual and predicted situation. The decision making by the Airport CDM Partners is facilitated by the sharing of accurate and timely information and by adapted procedures, mechanisms and tools. The Airport CDM concept is divided in the following concept elements: 1. Information Sharing 2. Milestone Approach 3. Variable Taxi Time 4. Pre-departure Sequencing 5. Adverse Conditions 6. Collaborative Management of Flight Updates These concept elements are ordered in the recommended way of implementation, as each element depends on the previous element to be in place. Note that Airport CDM is also the name of the EUROCONTROL project coordinating the implementation of the Airport CDM concept at ECAC airports. This project is part of the DMEAN and SESAR programs and is used in preparation for a Community Specification by the European Commission. 1.3.3 DMAN DMAN is commercially available today as a technical product sold by industry, often as a conceptual and complete solution for departure management on airports. Most likely this is the case in combination with an Arrival Manager (AMAN) as an integrated runway management solution for optimising throughput on runways and the airport surface. Page 4 of 29 EUROCONTROL HQ, Cooperative Network Design, Centre of Expertise, Airports Unit
Generic Operational Concept for Pre-departure Runway Sequence Planning and Accurate Take-Off Performance Enabled by DMAN interaction with Airport CDM and A-SMGCS concepts However, as each industrial partner defined its own set of acronyms, definitions and unique functionality, with increasing diversity between products for a similar range of surface traffic problems on airports, a need for harmonisation has grown. Following the two DMAN workshops on 22 February 2008 (reference 4) and 12-13 June 2008 (reference 5) a definition for the term DMAN was accepted by operational stakeholders and industrial partners: DMAN is a planning system to improve departure flows at an airport by calculating the Target Take Off Time (TTOT) and Target Start-up Approval Time (TSAT) for each flight, taking multiple constraints and preferences into account. This definition is in line with the Airport CDM concept, and supports the functionality of the DMAN type of products already available in the market. It allows for coupling to AMAN and surface management products, as well as with TMA planning enablers in the future. 1.4 Justification 1.4.1 History Since the nineties many research projects funded by the European Commission have investigated different types of departure and surface management concepts in different airport environments. Key projects that form the basis of this report are, among others: • AFAS (5 th framework, reference 8), • Gate-to-Gate (5 th framework, reference 15), • Leonardo (5 th framework, reference 16), • NUP2+ (reference 14), • BETA (5 th framework, reference 9), • EMMA (6 th framework, reference 10), • EMMA 2 (6 th framework, ongoing, reference 11), • ITWP (reference 12) A common result of many simulations and studies was that more accurate traffic planning is possible by replacing today’s first-come-first-served principle, by on-time service provision or by optimised cost service provision (prioritisation), could lead to large benefits for stakeholders in terms of efficiency, environment, capacity, and safety. These expectations have led the industry to develop planning tools like DMAN, SMAN, AMAN etc. However, these tools often lack interaction and common acronyms as well as a coherent operational concept. This generic operational concept aims to fill this gap and integrate accomplished research results and industry products in the defined SESAR implementation packages IP1 and IP2. 1.4.2 Expected benefits Based on years of operational validation at several European airports it was concluded that flight sequencing from off-block and take-off events, based on accurate off-block prediction by the Aircraft Operator and/or Ground Handler, can reduce runway queue times, and hence actual taxi times significantly. That leads to the following primary Page 5 of 29 EUROCONTROL HQ, Cooperative Network Design, Centre of Expertise, Airports Unit
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