This is part 3 of a 6-part series on European Airport Collaborative Decision Making, in which we explore 2 out of 6 concept elements that constitute the implementation of an A-CDM project. In part 2, we looked at the data sharing efforts to be undertaken, the ‘milestone approach’ and the collaborative pre-departure sequence.
In this episode, we’ll continue exploring the European collaborative decision making implementation details, leading to A-CDM implementation. Last time, we ended with the variable taxi time element as one of the elements that constitute the collaborative pre-departure sequence. Next in line is perhaps the most challenging step of them all…
Adverse Conditions Management
Photo: AP / Virginia Mayo
Although ‘adverse conditions’ cover all possible events that may put a strain on regular airport operations, be it a baggage belt breakdown, a raging thunderstorm overhead or an industrial action, focus tends to be on managing the aircraft, stand, taxi- and runway de-icing or de-snowing process. Frankly, heavy winter conditions rapidly turn Western and Southern European airports in chaotic resorts, and the least we want to do is to insert some organisation in that chaos.
Recently, Eurocontrol published the de-icing milestones -I’ll spare you the set of acronyms that came with it- which allow an airport and its de-icing agents to keep track of the progress of the operations, to try to put some predictability in the whole set-up. Set-ups which vary to a very large extent between airports, ranging from centralized, airport-steered de-icing pads close to the runway holding points (ideal!) to combinations of spread on-stand/remote de-icing by 2 or more independently operating de-icing agents (auch!).
In either way, it’s up to the airport to get its act together during adverse circumstances and be persistent in running its operations in a collaborative way with its stakeholders and keeping the community in the loop. You would be surprised how quick people forget they’re working on an A-CDM airport when the going gets tough…
Almost There: E-DPI, T-DPI-t, T-DPI-s, A-DPI, C-DPI…
Remember the target off-blocks time (TOBT)/target start-up approval time (TSAT) concept, which enables the airport to collaboratively build an aircraft start-up order through data shared by its stakeholders; the time has come to kick functionality in to life that uploads this data into Eurocontrol’s Enhanced Tactical Flow Management System (ETFMS, here we go again…). We do this via a set of structured messages called DPI’s: departure planning information messages. Depending on the course of events during a flight’s turn-around at the airport and/or the time left to departure, a different kind of DPI is transmitted by local Air Traffic Control at the airport. Data elements in the DPI’s vary slightly from type to type, but it is the aim to provide a quality Target Take-Off Time (TTOT), which is getting more correct when the actual departure time approaches.
Photo: FUM/DPI exchange (courtesy of Eurocontrol)
ETFMS likes our DPI’s, and gives us something in return: the flight update messages (FUM), providing a continuous flow of operational data on inbound flights, for intra-Europe flights even if the aircraft is still sitting on the ramp at the airport of origin. Airport operators are particularly interested in the Estimated Landing Times (ELDT) out of those FUM’s, because they form the basis for a good first departure estimation.
Once DPI transmission is established, call yourself an A-CDM airport. You successfully managed to deploy an up-and-running data sharing platform and provided access for the whole airport community. You have a D-MAN in place to master your pre-departure sequence. You’ve built trust among your airport partners and they accept 3rd party data in order to fine tune their operations and the estimation of the core target times. You have transparent procedures in place to tackle predicted and unforeseen capacity drops, and you channel all of the above in DPI. Congratulations, and I’m not being sarcastic this time.
In the next episode, we’ll take a closer look at the road map of an actual implementation, and how Brussels Airport managed to roll out full A-CDM as Europe’s second.
This article is part 3 in a series of 6 on European Airport Collaborative Decision Making.
Additional Resources www.euro-cdm.org
photo credit: APilotsEye