A-CDM Implementation: Burden or Blessing for …...A-CDM Initial Phase Main problems Fiumicino -...

A-CDM Implementation: Burden or Blessing for ANSPs?

CANSO report on A-CDM

• Download it for free at: www.canso.org/publications

• Basic A-CDM processes, principles and benefits formanagers and operationalstaff

• Useful, easy to understand, relevant to all ANSPs

Presentation of our Panel

• Eugene Tuinstra (ex Eurocontrol, senior aviation consultant at To70Aviation)

• Antonio Nuzzo (A-CDM Implementation Manager / ATM Operational and Technical Expert at ENAV S.p.A)

• Phil Marques (Head of air traffic control, Dubai Air Navigation Services)

• Moderator: Bastien Bernard (DSNA, France)

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DANS ACDM JOURNEY FROM 2013 TO PRESENT

To CANSO Ops Conference

10.03.2017

Prepared by: Philip Marques

Head of ATC Dubai Approach

DUBAI AIR NAVIGATION SERVICES

CONTENTS. . .

A-CDM 11

THE CATALYST

BEGINNERS STEPS TO A-CDM

WHERE WE ARE CURRENTLY / BENEFITS

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 12

THE CATALYST

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 13

THIS…

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 14

AND THIS…

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 15

POST MORTEM

• In 2013, Dubai experienced extreme delays due to fog. With increased traffic levels, the delays reached a point where the airport experienced gridlock.

• No one was speaking to each other which resulted in chaos at:

• Towers• Approach• ACC• Airline ACC’s• Ground handling

• Various inquisitions were held, and one of the key actions that came out was that the stakeholders (Dubai Airports, dans, Emirates ACC, Emirates / Fly Dubai Airlines) needed a communication forum when things like this would happen.

• The airport was planning an 80 day closure of one of it’s 2 runways during the summer of 2014 (Called the NRR – Northern Runway Rehabilitation)

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 16

BEGINNER’S STEPS

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 17

KEY STEPS TO KICK OFF A-CDM FOR DUBAI

1. One common forum where all stakeholders meet regularly which opens up communication at a management level. For DXB the first step was the seasonal Runway Scheduling Committee set up for capacity issues.

2. Conference Calls held by ATC twice a day.3. NRR had its own subgroup where a “play book” was prepared and

agreed to by all stakeholders on how a runway blockage at DXB would be handled.

4. All stakeholders further agreed to an APF (Airfield Performance Forum) to be held monthly.

5. Further forums were still needed to address things that happen (in our case, disruptions) that feed back into a main forum (APF).

6. A “Disruption and Resilience Workgroup” (DRWG) was formed and chaired by dans. It meets every 2 months and each disruption that happened over the last 2 months is reviewed and any lessons learned captured. The DRWG then reports to the APF if any issues require escalation.

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 18

WHERE WE ARE CURRENTLY / BENEFITS

DUBAI AIR NAVIGATION SERVICES

. . .

CANSO 19

WHERE WE ARE NOW, BENEFITS

1. With the results and benefits seen from the DRWG, in 2017 the DRWG has gone national and is now a subgroup of a National Committee. Stakeholders now attending have more then doubled.

2. Despite all this we still have our daily conference calls, and are now finally ready to capture requirements for a common picture tool (A CDM tool) that all stakeholders will use.

3. Airport company setting up an AOCC which all stakeholders will have a place at.

4. No more gridlock with increased capacity.

5. LVO movements doubled with the introduction of dual runway procedures.

6. Much calmer workforces / stakeholder trust / combined disruption training for our respective management teams.

7. Only cost so far has been the manpower, and a monthly conference call fee.

THANK YOU

A-CDM – ENAV ApproachAntonio Nuzzo

A-CDM Implementation ManagerAirport Operations Dept. - ENAV S.p.A.

Madrid, 10-03-2017

enav.it

A-CDM in ItalyRoma Fiumicino: Full A-CDM on 03 March 2014

Venezia Tessera: Full A-CDM on 20 January 2015

Milano Malpensa: Full A-CDM on 07 October 2014

Milano Linate: Full A-CDM on 3 May 2016

Napoli Capodichino: Operations planned end 2017

Bergamo Orio al Serio: Operations planned 2018

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Data Exchange

Common Data Exchange Protocol between ENAV and all Airport Operators

A-CDM Operational Procedure

• Common Set of Operational procedures tailored to specific AirportOperational needs

A-CDM Implementation Approach

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A-CDM Architecture 1/2

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Centralized Architecturte

Pros:All technical expertise in one site

Cons:Complex architecture. Initially not always easy

to identify fault sources.

A-CDM Architecture 2/2

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A-CDM HMI 1/2

26

TSATTOBT

De-icing

A-CDM HMI 2/2

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A-CDM Initial Phase

Main problems

Fiumicino - Complex airport

Unstable PDS (Pre-Departure Sequence) - Too many updates

A-CDM data not integrated in ATC operational system

WIP on RWY25 during first A-CDM Trials

Malpensa – Taxi time update due to RWYs rotation

Venice – First Single RWY Ops

Linate - General Aviation

Enablers

Automatic ARDT Procedure for aircraft release from Airport Operator to

ENAV already in place when A/C is fully ready

TOBT cancelled if A/C not ARDT within TOBT+5’ AZA123AZA123

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A-CDM Benefits Taxi Time

Example of a typical Winter week of operations for FCO Pre and Post A-CDM

pre A-CDM

A-CDM

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FCO

Since the start of Local A-CDM Trial (January 2013)

average 3 minutes less taxi time per flight

MXP

Since the start of Local A-CDM Trial (January 2014)

• average 0.5 minutes less taxi time per flight

VCE

Since the start of Local A-CDM Trial (June 2014)

• average 0.5 minutes less taxi time per flight

LIN

Since the start of Local A-CDM Trial (July 2015)

• average 0.5 minutes less taxi time per flight

A-CDM Benefits Taxi Time

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Operational BenefitsNew start up procedure

In FCO pilots monitor ATC frequency for Start Up clearance, no need to call.

ATCO calls pilot for Start Up according TSAT (-5’/+5’) after ARDT

Less workload

No need for REA

After the reception of ARDT, A-CDM platform triggers a new DPI message to NMOC

acting as an automatic REA message

Better CTOT allocation process

Sending accurate TTOTs NMOC ‘adapt’ CTOTs according TTOTs provided by the

airport

Estimated Landing Time

Accurate estimated landing time provided to AO and Handling Agents

Information sharing Information sharing among all airport partners provide benefits to all (at moment not

fully quantified)

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A-CDM –Key Success Factors Strong commitment from Top Management

All Airport Stakeholders part of the process

Right communication with different Airlines actors

Maximum transparency on processes

Frequent Meetings between partners to identify problems and find shared/balancedsolutions

Information sharing and coordination among all A-CDM Airports

Incremental Stepwise approach

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A-CDM next STEPS

Italian

A-CDM HTF

Improved

Data Analysis Improved A-CDM

support in airport

contingencies

New Procedure

to manage

double FPs

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–Any questionsContact: Antonio Nuzzo

antonio.nuzzo@enav.it

+39.06.8166.2733

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