1. ANS Operational Performance Framework as 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. ATM and Airport Operations
ATS
ATFM
ASM
Local CDM: a clear necessity
AIRPORTS
Airlines
ATM
Airside
Landside
Third parties

8. 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
AIRPORTS
Airlines
ATM
Operational CDM is restricted to joint data/information, tight decision sharing and trilateral discussion of effects

9. Airport Collaborative Decision Making
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
Introduction of information pools (shift briefings etc.)
Joint understanding of requirements of all stakeholders

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 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)

12. CAPMAN is a modular designed system to...
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. CAPMAN is a modular designed system to...
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
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
Stakeholders will have to be convinced that procedural adherence is an advantage to all

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 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)

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