What problems are we addressing?
There is currently a lack of shared data between aircraft operators, airports and air navigation service providers, so detailed information on the arrival and departure of flights and airport capacities and configurations is not shared, or shared only in a limited way, between stakeholders. This means airport resources cannot be planned against the actual timings of arrivals and all stakeholders have to build buffers into their management systems to allow for wide variances in operational planning, reducing their capacity. Hence, traffic demand picture is not accurate and predictability reduced.
The integration of Airport (AOP) and Network (NOP) focuses on the timely exchange of relevant airport and network information, resulting in a common situational awareness and improving network and airport planning activities as well as overall operational performance. The collaborative airport and network processes should deliver arrival and departure predictability for both the airport and the network in nominal and adverse conditions. Deploying an airport operations centre (APOC) with comprehensive AOP/NOP data connection and an initial dash board/decision support suite with basic “what-if” modelling capability will optimise airport processes that likewise optimise airline operations on the ground. This should incorporate output of airport-DCB, winter operations (de-icing) management (included in planning), and abnormal/adverse conditions and event management (e.g. local weather, snow/ice). The programme will demonstrate airport/network performance based decision-making in the planning timeframe including; MET forecasting support; airport DCB analysis; what-if modelling tool capability.
- Predictability brought in the integrated AOP-NOP by exchanging airport configuration and resources, flight arrival and departure information, planned activities and events, network constraints and by collaboratively planning and managing demand/capacity balance – in both normal and abnormal conditions - coherency of slots to flight plans, pre-departure flows with surface management and by executing the plan and updating to predicted deviations.
- Capacity/resilience reduction related to adverse conditions is minimised.
- Planning and management of surface movement and winter (de-icing) operations based on shared met forecasts and “now-casts” is optimised.
- Modelling the latest demand (updated trajectory information) with latest AOP and NOP updates over agreed timeframes and supported by collaborative decision making processes will permit proactive management and quicker recovery back to planned operational levels.
- Robustness against different levels of aircraft equipage.
- Safety delivered through common stakeholder awareness of the AOP and ATC use of planning and routing capabilities integrated with adverse condition processes (e.g. de-icing). The development of safety nets detecting and correcting surface and runway deviations and errors.
- Environmental benefits by reducing fuel consumption – fewer delays - delivered by collaboratively managing the airport demand and capacity balance, inclusive of surface and runway flows linked to gate and turn-round management.
- Increased airport cost-effectiveness by optimizing the aircraft turn-round, pre-departure sequencing processes and arrival processes, planning for ground for handling, gates and passengers. The more effective DCB process will result in reduced ground and air delays and decrease the knock-on effect of delayed flights in the daily airline schedule, reducing the cost of airspace user operations.
Part of SESAR Project 07.06.01, of the European Commission’s Pilot Common Project Implementing Regulation, Deployment Manager work programme and Network Manager strategic project.