Transcript No Slide Title

- European CDM Collaborative Departures Sequencing
‘Optimising departure sequence according to the priorities of
Airline and Airport as well as Tower ATC’
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Made possible through shared, accurate estimates of
Off-Block Time.
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The following pages illustrate Collaborative Departures Sequencing,
highlighting how the collaboration would benefit all participants ….
Collaborative Decision Making
Visit the European CDM website at www.euro-cdm.org for more information
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Introduction
At present departures at any airport are ordered according to the time at
which they call for push-back - first come, first served. That, with taxi time,
determines the departure sequence. (Although ATC may shuffle the sequence
a little to increase runway throughput).
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There is no prior notification of the time at which flights expect to be ready
for push back (in most cases). As a result, only very limited prioritisation
of departures is possible.
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This demonstration illustrates what might be achieved by applying the
principles of
CDM. Flights that are time critical can be given priority.
Consider the following scenario .....
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An airport apron cul-de-sac :
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5 minutes to push back
and clear cul-de-sac.
10 minutes
taxi time.
XXX001
YYY002
If one a/c is manoeuvring, culde-sac is blocked for others.
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Flights XXX001 and YYY002 are in the cul-de-sac
(other flights are elsewhere on the airport, with
different taxi times).
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Under CDM Ground Ops Co-ordinators try to advise ATC 10 minutes in
advance of when a flight will be ready for start up/push back:
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Ground Operations
Co-ordinator
for Airline X
17:00:00
XXX001
expected ready
time 17:09
Ground Operations
Co-ordinator
for Airline Y
Ground Operations
Co-ordinator
for other Airlines
17:01:30
17:01:00
YYY002
expected ready
time 17:10
ABC123
expected ready
time 17:12
ATC Tower
17:02:30
IJK001
expected ready
time 17:13
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Tower plans departure sequence : first come, first served
(with some optimisation of sequence of wake vortex categories).
Departure Sequence
Flight
Ready
Estimate
OBT
Estimate
TOT
Estimate
ABC123
17:12
17:12
17:22
****
XXX001
17:09
17:09 +5+10 17:24
17:20
IJK001
17:13
****
ATC Tower
+5 17:15
17:27
YYY002
17:10
17:14 +5+10 17:29
******
*****
*****
*****
CTOT
**** ****
17:25 17:35
****
17:10
****
17:15 17:25
****
**** ****
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XXX001 is ready before YYY002, so ATC plans XXX001 will depart first.
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YYY002 then has to wait until XXX001 has cleared the cul-de-sac
- which takes 5 minutes - so YYY002 Off-Block estimate is 17:14.
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YYY002 now has 5 minutes to push back plus 10 minutes taxi time
- so YYY002 has a take-off time estimate of 17:29.
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This now means that YYY002 will miss its CFMU slot (CTOT)
- TOT estimate for YYY002 is 4 minutes after CFMU latest Take Off Time.
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Under CDM ATC has prior estimates of ready time.
Tower is able to re-plan the departure sequence to avoid missing the slot:
Revised Departure Sequence
Flight
Ready
Estimate
OBT
Estimate
TOT
Estimate
ABC123
17:12
17:12
17:22
****
YYY002
XXX001
17:10
17:09
17:09
17:10
17:24
17:25
17:10
17:20
IJK001
17:13
17:15
17:27
YYY002
XXX001
17:10
17:09
17:14
17:15
17:30
17:29
******
*****
*****
*****
****
ATC Tower
CTOT
**** ****
17:15
17:25 17:25
17:35
****
17:20
17:10
****
17:25
17:15 17:35
17:25
****
**** ****
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This improves efficiency for the :• Airline
• Passengers
• ATC (who would have to request slot extension)
• Airport Stand/Gate Manager (who would have to re-plan stand
allocations if YYY002 given a later slot)
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In the example we have just seen, a flight was given priority to allow it to meet
its CFMU slot.
There are other reasons why one flight may be given priority. For example:
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Stand and Gate Management
If an incoming flight is waiting to use the stand or gate still occupied by a
departing flight, that departing flight could be given priority over others. Apron
congestion is reduced, and delays avoided.
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Destination airport curfew
A departing flight has already been delayed (perhaps for technical reasons) and
now runs the risk of arriving at its destination airport too late - after the curfew
or after the airport has closed. Giving priority to that flight could save valuable
minutes, avoiding the need to divert or cancel.
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Departure runway capacity
ATC already tries to sequence departures according to their wake vortex
category to optimise runway throughput. Advance notification of ready time
may allow further optimisation, effectively increasing the runway capacity.
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Conclusion
Collaborative Departures Sequencing allows flights that are time-critical, for
whatever reason, to be given priority.
Prioritising those critical flights means that some non-critical flights will be
delayed a little.
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But the operational benefit from prioritising a single, critical flight
outweighs the disadvantage of a slight delay to a non-critical flight.
All airlines sometimes have flights that are time-critical, so
all participating airlines benefit from the more flexible operations.
Collaborative Departures Sequencing also enables:
• more efficient management of stands and gates
• increased runway throughput.
Collaborative Decision Making
Visit the European CDM website at www.euro-cdm.org for more information
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