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India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad International Airport

India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad International Airport



CDM driven real-time decision making and support system – a new horizon in stakeholder management – Manish Sinha, Deputy COO, Hyderabad International Airport

CDM driven real-time decision making and support system – a new horizon in stakeholder management – Manish Sinha, Deputy COO, Hyderabad International Airport



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    India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad International Airport India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad International Airport Presentation Transcript

    • 1 Succession Planning - CONSTRUCTION 1 A-CDM driven real-time decision making and support system at RGIA - A new horizon in stakeholder management
    • 2 What is A-CDM Airport Collaborative Decision Making (Airport CDM) is an important enabler that will improve operational efficiency, predictability and punctuality to the ATM network and airport stakeholders. • It is a concept, which involves ATC, Airport Operators, Airlines & Ground Handlers to come up with a transparent and efficient working methodology to enhance the Air Traffic Flow and the capacity management at an airport and en-route. • It is about partners working together and making decisions based on more accurate and higher quality information, where every bit of information has exactly the same meaning for every partner involved. • It primarily revolves around various steps an airport undertakes to reduce flight delays and resolve possible Air traffic flow conflicts • It brings in positive impact on the operating efficiency of airport partners through predictable reduction in buffer/ lead times for resource planning. • It also helps in creating an information exchange platform through which preferences and constraints of partners are known.
    • 3 A-CDM Benefits AIRPORT OPERATOR : Reduced environmental impacts – noise and emissions Improved punctuality Improved gate/stand planning and management Additional flights and passengers possible AIRLINES Shorter taxi times, shorter holding before runway access, Less Boarding gate conflict Fuel savings Reduced delays -> cost savings and customer satisfaction Increased capacity with the same fleet GROUND HANDLERS Better planning and use of resources Improved customer satisfaction Increased productivity could enable ground handlers to lower their prices
    • 4 A-CDM Benefits AIR TRAFFIC CONTROL: More predictable traffic - therefore reduced workload Reduced probability of errors Better pre-departure sequence Higher service quality Beneficial network effects as more airports become CDM accredited REGULATORS: Safety and environmental benefits that can help meet THE ATM NETWORK: More available en-route and airport capacity Improved ATFM slot adherence Fewer wasted slots
    • 5 A-CDM Benefits EVERYONE Reduced apron and taxiway congestion Mutual understanding and trust Less stress on the system and the people within it Higher service quality with knock-on benefits to company image and customer satisfaction
    • 6 A-CDM Elements The Airport CDM concept is divided in the following Elements:  Information Sharing  Milestone approach  Variable Taxi time  Collaborative pre departure sequencing  Collaborative Management of Flight updates  CDM in adverse condition
    • 7 Information Sharing The aim of information sharing is to share latest data important for turnaround process to all partners involved at the right time through IT tool or A-CDM interface. This platform should be user friendly, cost effective and should have the capability of assimilating and disseminating data after due validation. Another big challenge in todays date is strike a balance between Data Security and transparency.
    • 8 Proposed A-CDM Screen for Data sharing Arrival Date Flight No. Origin STA CTOT TOTo ETA TMO ATA ONBL A/C Type REG RWY Routing Stand no. Variable Taxi time Departure Date Flight No. Des STD TOBT BGO BGC ASRT ASAT AOBT ATOT A/C Type REG RWY Routing Stand no. Variable Taxi time STA: Scheduled Time of Arrival CTOT: Calculated take off time at Origin TOTo: Take of time at Origin ETA: Estimated time of arrival TMO: Ten Miles out ATA: Actual time of Arrival ONBL: On Block Time STD: Scheduled Time of Departure TOBT: Target off block time BGO: Boarding Gate Open BGC: Boarding Gate Closed ASRT : Start-up request ASAT : Start-up approved AOBT : Off Block ATOT : Take off
    • 9 Data Source Parameter Source Scheduled Time of Arrival STA Airport System Calculated take off time at Origin CTOT Airlines/Flight plan Take of time at Origin TOTo Airlines/ Movement Msg Estimated time of arrival ETA ATC Ten Miles out TMO Radar/VHF Actual time of Arrival ATA ATC On Block Time ONBL VDGS/CCTV Scheduled Time of Departure STD Airport System Target off block time TOBT Airlines Boarding Gate Open BGO Airport System Boarding Gate Closed BGC Airport System Start-up request ASRT VHF Start-up approved ASAT VHF Off Block Time AOBT GOS/CCTV Take off ATOT ATC
    • 10 Milestone Approach The Milestone Approach Element describes the progress of a flight from the initial planning to the take off by defining Milestones to enable close monitoring of significant events. It aims at generating alert trigger whenever there is a discrepancy between the actual time and calculated time over and above the set tolerance. The aim is to achieve a common situational awareness and to predict the forthcoming events for each flight with off-blocks and take off as the most critical events The entire concept of Milestone Approach is based on the precondition that all relevant Stake Holders agree for Information Sharing. The Milestone Approach combined with the Information Sharing element is the foundation for all other Concept Elements
    • 11 Milestone Approach 1 2 4 3 1075 12 14 16 9 8 6 1 3 11 1 5
    • 12 Information correlation & flow Time Activity SubmittedBy ToALLACDMPartners especiallyrelevantto-- InformationUpdated Milestone1 EOBT-3hrs FlightPlanActivation(Submission) AircraftOperator ATC,AirportOperator ELDT,EIBT Milestone2 EOBT-2hrs CTOTAllocation ATC RelevantATSUnits,AO AirportOperator ELDT Milestone3 ATOT(ActualTakeofftime)FromOutstation TakeofffromOutstation ADEP AirportOperator ELDT,EIBT,TOBT,TTOT Milestone4 Dependentuponthepositionoftheairportin relationtotheFIRboundary. Variable LocalRadarUpdate AreaControlCentre (ACC)/ATC AO/GH ELDT,EIBT,TOBTandTTOT Milestone5 Variable FinalApproachPhase ATC AO/GH ELDT,EIBT,TOBTandTTOT Milestone6 ALDT ActualLanding ATC AO/GH EIBT,TOBTandTTOT Milestone7 AIBT (ActualInBlockTime) ActualinBlock ATC AO/GH TOBT,TTOT Milestone8 ACGT (ActualGroundHandlingStartTime) GroundHandlingActivitiesStart AO/GH ATC,AircraftOperator ETTT/TBOTandTTOT Milestone9 TargetOffBlocKTime Variable FinalconfirmationofTARGETOFFBLOCKTIME AO/GH ATC,AircraftOperator TBOT/TTOT Milestone10TargetStartUpApprovalTime Variable ATCissuesTSAT ATC Aircraft/AirlineOperator TTOT Milestone11Boardingstarts Variable Boarding AO/GH ATC N.A Milestone12 ARDT (ActualReadyTime) Aircraftisready AO/GH AirlineOperator/ AirportOperator N.A Milestone13 ASRT (ActualStartupRequestTime) Startupisrequested ATC(basedonPilot request) AirlineOperator/ AirportOperator N.A Milestone14 ASAT (ActualStartupApprovalTime) StartupApproved ATC AirlineOperator/ AirportOperator N.A Milestone15 AOBT (ActualOffBlockTime) OffBlock ATC AirlineOperator/ AirportOperator AOBTrecorded TaxiOut Milestone16ATOT (ActualTakeOffTime) TakeOff ATC AirlineOperator/AirportOperatorATOTrecorded OUTBOUND Boarding Turnaround DataCoherency Check FIRentry/Local ATC TaxiIn INBOUND TURNAROUND
    • 13 Variable taxi time • A complex airport system of runway and parking stands can result in a large difference in taxi time. Instead of using a standard default value, a calculation of the different permutations for stands and taxi routing based upon historic data with operational experience will provide a set of more realistic individual taxi times. • For Airport CDM purposes, taxi time is considered to be: For arriving flights: Taxi‐in time = Actual On‐Block Time ‐ Actual Landing Time For departing flights: Taxi‐out time = Actual Take Off Time ‐ Actual Off‐Block Time • Accurate taxi times are essential for calculating the following important times in the milestones approach: – Estimated On Block Time (EOBT) – Estimated/Target Take Off Time (E/TTOT) and – Calculated Take Off Time (CTOT)
    • 14 Collaborative pre departure sequencing • Collaborative pre departure sequencing allows ATC to arrange the Target Off Block Times (TOBT) obtained from the Turnaround Process in a way that flights can depart from their stands in the optimum order in place of traditional first come first serve concept. • The main objectives of Collaborative Pre departure Sequence are: – Enhance flexibility – Improve punctuality – Improve slot adherence – Improve transparency – Improve ground handling efficiency – Improve stand and gate management
    • 15 Collaborative Management of Flight Updates • This Element ensures the required operational flexibility of ATFM to cope with modifications in departure times, due to traffic changes and operators’ preferences. It requires the availability of precise taxi times provided by Variable Taxi Time Calculation and the CDM Turn‐round Process. • The main objectives the Collaborate Management of Flight Updates are: – Ensure the completeness of information between en‐route and airport operations – Improve predictability of ground operations through enhanced initial information about inbound flights – Improve estimates of take off times, allowing a more accurate and more predictable view of the traffic situation, resulting in improved ATFM slot allocation
    • 16 CDM in adverse condition • In Adverse Conditions, A-CDM helps airports minimize the impact on operations due to bad weather/ natural climatic condition by disseminating relevant information in anticipation of disruptions and allowing a rapid recovery after disruptions. • Changes in airport capacity are communicated in real time to the Airport part will help in proper planning and sequencing of flights. • This will also help in the event of Airport infrastructural failure also by communication recovery time and expected delay in turn around procedure if any. • This enables the development of strategies to help deal with the situation as it evolves
    • 17 Airport Profile • Airport situated at Hyderabad • PPP model Airport • Runway : Single runway of 4000M X 60M (09-27),with a parallel taxiway • Rapid Exit taxiway= 2 each side of runway • Exit point from Runway :10 points • Connecting taxiway to main apron : 3 • No. of Stands :42 • Airport Capacity: 28 Mvmt/Hrs • Peak hrs movement: 20 Mvmt • On time Performance: 85% • Passenger traffic : 9MPPA • Predominate Domestic traffic • Predominate Aircraft fleet: Q-400/ATR/B-737/A-320
    • 18 GAP Analysis Gap analysis has been done to determine what steps need to be taken in order to move from the current state to the desired, future state CDM airport. The gaps of implementing ACDM at RGIA were identified by conducting GAP analysis at each and every stage. • Educating all partners • Setting up Organization structure • Setting Objectives • Signing of MOU between partners • Setting up CDM project plan • Implementation Process • Identifying Risks and their Mitigation • Post Implementation Activities The gap analysis was done for the major stakeholders – Airport and Airline operator
    • 19 Cost involved In terms of money (in million) In terms of Man power (in man days) Summary cost cash flow Year 1 Year 2 Average on-going CDM project definition and management ₹ 1.25 ₹ 1.25 ₹ 0.92 Procedures development ₹ 0.00 ₹ 0.76 ₹ 0.00 Training ₹ 0.34 ₹ 0.22 ₹ 0.34 System integration ₹ 0.89 ₹ 0.00 ₹ 0.00 Hardware ₹ 0.00 ₹ 0.00 ₹ 0.00 Total ₹ 1.68 ₹ 1.55 ₹ 1.27 Summary effort Year 1 Year 2 Average on- going CDM project definition and management 270 270 20 Procedures development 0 29 0 Training 117 67 10 System integration 20 0 0 Hardware 0 0 0 Total 407 366 30 Costs incurred in implementing CDM Costs to be incurred for a period of time 1 Project Management 10 (2 years + 8 years of post-implementation activities) 2 Project Definition 2 years 3 Procedure Development 1 year 4 Training 4 years 5 System Integration 1 year 6 Hardware 1 year
    • 20 Benefits Benefits by ACDM Impact Recipient/ Benificiary Applicable at Airport Reasons for NO 1 Fewer Lost slots Financial Airlines Yes 2 Departure Punctuality Economic Passengers Yes 3 Reduced Outbound taxi time Financial Airlines Yes 4 Reduced ground emissions (Outbound) Economic Local Community Yes 5 Reduction in Delay - Late arrivals, allocate stand/gate with MTT to minimize reactionary delays Financial Airlines No Small Airport, taxing times are too small 6 Improved cost efficiency - Ground handlers do not arrive too EARLY at the stand Financial Handlers Yes 7 Improve Customer Service - Ground handlers do not arrive LATE at the stand Financial Handlers Yes 8 Improved Asset Utilization Financial Handlers Yes 9 Improved Cost efficiency - Fuelling services at the right place and right time Financial Handlers Yes 10 Improved Cost efficiency - De icing services at the right place and right time Financial Handlers No No ICING problem 11 Reduce in Bound taxi time Financial Airlines Yes 12 Reduce ground emissions 2 (Inbound) Economic Local Communtiy Yes
    • 21 C& B Analysis The final Analysis table comprising of all the costs and benefits( Fig. in million):- Impact Year 1 Year 2 Average on-going Cost ₹1.68 ₹1.55 ₹1.27 Economic benefit ₹5.08 ₹7.33 ₹9.26 Financial benefit ₹15.59 ₹14.56 ₹21.62 Grand Total ₹20.82 ₹22.03 ₹30.89 The Cost to Benefit ratio is approximately more than 1:10
    • 22 Challenges in A-CDM Implementation Following are the main challenges to implement A-CDM: • Technological limitation • Unwillingness to data sharing • Mix of Government & private operated Airports. • No Airport to Airport Data exchange platform • No central agency for implementation (e.g Euro control) • Surplus capacity available at most of the Indian Airports – thus resource optimization is not the key focus area. • No immediate benefit for Airports. • Multi Ground Handler presence.
    • 23 Way forward for A-CDM As of now A-CDM has more emphasis on Airside/ slot related issue and very less focus on terminal related issues. As a way forward, following areas can be taken care in A-CDM, which will also impact on Operational performance, Aircraft turnaround and OTP: 1.Integration with terminal processes 2.Reduction in Runway occupancy time 3.Touch point improvement 4.Environmental initiatives( Reduction in Scope 2 & 3 emission) 5.Improvement in baggage delivery and Handling.
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