Features of ACISP / PDS ModulesFunctionality
ACISP module (Airport CDM Information Sharing Platform) enables interaction between the following partners: Network Operation (NO), Control Tower (Air Traffic Control - ATC), Aircraft Operator (AO), companies that provide auxiliary services for air transport (Ground Handling - GH) and Airport Operational Control Centers (AOC). Through a platform, they share information to improve operational efficiency, predictability, and airport punctuality. In use at the São Paulo International Airport in Guarulhos, the concept is based on the document Airport CDM Implementation Manual, prepared by the European Organization for the Safety of Air Navigation (Eurocontrol).
More planning, less uncertainty
Through the implementation of the A-CDM (Airport Collaborative Decision Making) concept, EOBT (Estimated of Block Time) has a less prominent role in the process, and TOBT (Target Off Block Time) has more emphasis among the partners. The information becomes more tactical and records the current moment. Then, the partners NO, ATC, AO, GH and AOC have access to the data and start to see the same information, from different angles and in a more organized way, in a flexible and friendly interface.
As soon as the TOBT is inserted in the ACISP platform and validated by a set of specific rules, a query is made to the integrated Pre-Departure Sequencer (PDS) module to issue a TSAT (Target Start-up Approval Time). The TSAT is the time limit for approving the departure of the aircraft. It is an approval forecast provided in advance by the ATC control body so that the aircraft can start. Both the TOBT and the TSAT represent a commitment between the AO (aircraft) and the ATC (control body) to improve the punctuality and predictability of operations.
Predictability and punctuality
TOBT is inserted into the ACISP platform by AOs. Thirty minutes before the time entered, the platform presents users with the TSAT referring to the informed TOBT. According to the takeoff capacity of the airport's runway system at that time, the reported TSAT is based on an available takeoff slot. As of the issuance of the TSAT, there is a "commitment" between the aircraft (flight) and the control body. The aircraft must be ready to start at the informed and validated TOBT schedule, and the control body must authorize the start of the engines under the TSAT provided.
It is a fact that things do not always go as we expected, and, therefore, there are tolerances foreseen in the system for the fulfillment of this commitment. This tolerance, with the maturity achieved by the partners, will tend to be lower over time, generating more and more predictability to operations and, consequently, more punctuality.
This scenario of predictability and punctuality is clear to the partners involved in the A-CDM, contributing to an increase in situational and operational awareness.
The ACISP platform organizes and presents information clearly to users through specific tabs. The information regarding the arrival of the flights (Arrivals) is separate from the information regarding the departure (Departures). In each tab, the user can follow the details of each flight by checking a collection of specific information about each one. In the tab related to the arrival of the flights, it is possible to track the flight number, estimated time of landing and arrival at the parking position, parking location, among others. In the tab referring to the departure of the flights, in addition to the basic information, it is possible to follow the turnaround time, TOBT, TSAT, departure boarding time, actual activation time, actual push-back time (when applicable), estimated time (Target Take of Time - TTOT) and actual time (Actual Take Off Time - ATOT), among other information. The measurement of results about the process is done through performance indicators and can be followed in a specific tab - KPI (read more below). In addition to the overview, each flight has a collection of additional data that expands access to information. It is arranged in the following mini tabs:
• Timeline: lists the chronological history of a flight's data change from when the plan is launched on the platform until the flight takes off.
• Alerts: presents a robust and configurable alert system responsible for informing non-compliance with rules that could compromise the flight's departure, such as failure to comply with TOBT validation or the absence of a flight plan.
• Chat: allows the exchange of information about a particular flight between partners (AO, ATC, GH, AOC and NO).
• MLS: records the A-CDM Milestones, that is, milestones for aircraft movements from the insertion of the flight plan to take off, which allows the company to increase its efficiency based on data analysis.
• Stats: presents a dynamic statistic about the A-CDM performance of a given flight.
The PDS works automatically, semi-automatically or manually. One of the strengths of the PDS in use at the São Paulo International Airport is that it integrates with the information from the electronic strip system and the meteorological information of the place. By using a series of measurable data, it's possible to suggest a standard departure flow capacity from the airport runway system. It can be adjusted both automatically and manually by the ATC Supervisor. Adjusting the takeoff flow capacity is extremely important for the generation of flight TSATs.
The mobile app
AO and GH have access to the application developed to view, through a tablet or cell phone, the primary information of the ACISP platform, such as TOBT and TSAT. Thus, if it is not supported by an associated GH or belongs to general aviation, the pilot will interact with the platform efficiently, within the comfort of his cabin, to edit his TOBT or departure boarding time, for example.
The data shared between partners/users of the platform will be the basis for the generation of performance indicators or KPIs. These indicators will provide partners with various views (global or specific) on the fundamentals of operational efficiency, predictability and performance. With the use of KPIs, it will be possible to:
1. Discover possible bottlenecks that exist during flight arrival, turnaround and departure operations.
2. Check the individual performance of each AO compared to the others (benchmarking).
3. Check the quality of data from the sources providing information to ACISP.
With KPIs, partners will be able to view, for example:
1. The OTP (On-time Performance) index of incoming and outgoing flights.
2. The delay or advance in fulfilling essential milestones, such as TOBT, TSAT, TTOT.
3. The response times of AOs, AOC and ATC to specific processes.
4. The quality of the estimated landing time provided by the source PCICEA (Platform for Sharing Current Information in Airspace).
5. The EXIT (Estimated Taxi In Time) / EXOT (Estimated Taxi Out Time) quality of the flights calculated by the PDS.
6. The difference between the estimated takeoff time and the actual takeoff of flights.
7. The actual solo time of the flights in turnround.
Regardless of the number of movements of each company, the process is the same for all. Therefore, based on the results present in the KPIs, managers will be able to adjust, over time, the ACISP / PDS rules to obtain the best results.
Main features of the platform
• Customizable rules.
• Manual insertion of a flight in case of failure in sending by the data sources.
• Canceling flights on the platform under the A-CDM concept.
• Insertion of TOBTs by AO or GH according to the user's profile.
• Expansion of ATC's situational awareness regarding aircraft activation through the presentation of TOBT on electronic strips.
• Presentation of ETOTs (Estimated Take of Time) or TTOTs (Target Take of Time) up to 3 hours before departure, according to the flight plan received or the TOBT entered by the user.
• Increased situational awareness of partners (AO, ATC, GH, AOC and NO).
• Improved match planning; with that, the departure of the flights can be better planned since the companies will have a clearer vision of the arrival of the flights.
• Improvement and optimization of the use of soil resources.
• Provides the ATC and ATFM (Air Traffic Flow Management) with a substantial increase in the predictability of flight departure. Without the A-CDM, the control tower is "reactive" to the aircraft's initial call; with the implementation of the concept, there is a commitment that the AO should call at the proposed target time for shims outside and activation.
• With a broad database formed by multiple lines of information (tens of thousands), it is possible to estimate more efficient taxi times for each position for each headland in use. This results in better TSATs and more accurate outputs.
• The planned operation by the A-CDM partners will bring, with the maturity of the use of the concept, a significant reduction in the average taxi time at the airport. Consequently, there will be less spending on fuels and less polluting gas and noise pollution around the airport. Eurocontrol studies show that reducing the average taxi time by a single minute generates savings of millions of dollars for the partners involved over the years.