EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION · CDM STOCKHOLM ARLANDA WP1 EEC Note No....

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROCONTROL EXPERIMENTAL CENTRE

CDM STOCKHOLM ARLANDA WP1

EEC Note No. 19/03

Project APR-Z-P2 E1XX

Issued: October 2003

The information contained in this document is the property of the EUROCONTROL Agency and no part should be reproduced in any form without the Agency’s permission.

The views expressed herein do not necessarily reflect the official views or policy of the Agency.

REPORT DOCUMENTATION PAGE

Reference: EEC Note No. 19/03

Security Classification: Unclassified

Originator: EEC - APT (AirPort Throughput)

Originator (Corporate Author) Name/Location: EUROCONTROL Experimental Centre Centre de Bois des Bordes B.P.15 F - 91222 Brétigny-sur-Orge CEDEX FRANCE Telephone : +33 (0)1 69 88 75 00

Sponsor:

Sponsor (Contract Authority) Name/Location: EUROCONTROL Agency Rue de la Fusée, 96 B -1130 BRUXELLES Telephone : +32 2 729 9011

TITLE: CDM STOCKHOLM ARLANDA WP 1

Author Olivier Delain - Sofréavia Alain Payan - Quaternove

Date 10/03

Pages x + 159

Figures 88

Tables 31

Annex 1

References 2

Project APR-Z-P2 E1XX

Task No. Sponsor Period 2002 to 2003

Distribution Statement: (a) Controlled by: Head of APT (b) Special Limitations: None (c) Copy to NTIS: YES / NO

Descriptors (keywords): CDM - Airport - Arlanda - Stockholm

Abstract: State of operations processes at Arlanda airport This note assesses the current operations business processes and co-ordination processes between Arlanda airport actors. It also assesses the major decision drivers involved in the process of decision making. It analyses the information systems used by Arlanda’s airport actors and the main information flows between these actors.

CDM Stockholm Arlanda WP1

Document Change Log

Version Date Total Pages

Modified Sections

Comments

0.1 23.12.2002 120 All Creation of the document

0.2 27.01.2003 154 All Major Modifications

0.3 14.02.2003 170 All Proposed issue for review

Approvals

Company Name Project Responsibility Date Written by

EUROCONTROL

Olivier DELAIN Alain PAYAN

Project Leader

14.02.2003

Reviewed by

EUROCONTROL

Peter ERIKSEN

CDM Project Manager

Approved by

EUROCONTROL

Peter ERIKSEN

CDM Project Manager

iv EEC Note No. 19/03


TABLE OF CONTENTS

1 INTRODUCTION................................................................................................. 1 1.1 BACKGROUND............................................................................................... 1 1.2 DOCUMENT PURPOSE.................................................................................... 1 1.3 STRUCTURE OF DOCUMENT ........................................................................... 2 1.4 ACRONYMS................................................................................................ 3

2 AIRPORT PRESENTATION............................................................................... 7 2.1 AIRPORT LAYOUT.......................................................................................... 7 2.2 RUNWAY CONFIGURATION............................................................................. 8

2.2.1 Sectorisation ........................................................................................ 8 2.2.2 Surveillance ....................................................................................... 10 2.2.3 Weather ............................................................................................. 11 2.2.4 Traffic Characteristics ........................................................................ 12

2.3 TRAFFIC...................................................................................................... 15 3 ARLANDA OPERATIONS SUMMARY ............................................................ 18

3.1 BUSINESS PROCESS ASSESSMENT .................................................... 18 3.1.1 General business process model....................................................... 18

3.2 INFORMATION FLOWS ASSESSMENT ............................................................. 19 3.2.1 Main information flows between Stockholm Arlanda’s actors ............ 19 3.2.2 Description of the information and data flows .................................... 19

3.3 INFORMATION SYSTEMS ANALYSIS..................................................... 24 3.4 TIME ESTIMATES ANALYSIS .................................................................. 26

3.4.1 Update of time estimates ................................................................... 26 3.4.2 Inbound flights.................................................................................... 26 3.4.3 Outbound flights................................................................................. 28

4 PROCESSES AND INFORMATION FLOWS MODELS BY ACTOR............... 29 4.1 ACS (AIRPORT CO-ORDINATION SWEDEN)................................................... 29

4.1.1 Airport slots planning during strategic phase ..................................... 29 4.1.2 Airport slots planning during tactical phase ....................................... 30 4.1.3 Airport Co-ordination Sweden (ACS) main business processes........ 31 4.1.4 ACS Information Flows ...................................................................... 33 4.1.5 Information Systems used by ACS .................................................... 34

4.2 FMP........................................................................................................... 35 4.2.1 FMP Operations................................................................................. 35

4.2.1.1 Strategic phase ...........................................................................................................35 4.2.1.2 Pre-tactical phase .......................................................................................................36 4.2.1.3 Tactical phase .............................................................................................................37 4.2.1.4 Description of the Operational Business Process .......................................................39

4.2.2 FMP INFORMATION FLOWS AT ARLANDA AIRPORT................... 40 4.2.3 TIME ESTIMATES TERMINOLOGY ................................................. 42 4.2.4 INFORMATION SYSTEMS USED BY FMP ...................................... 42

4.3 STOCKHOLM ARLANDA’S TWR .................................................................... 44 4.3.1 Tower Operations .............................................................................. 44

4.3.1.1 Operations environment ..............................................................................................44 4.3.1.2 Description of the Operational Business Process .......................................................46

4.3.2 Main information flows with other actors............................................ 55 4.3.2.1 Information Flows........................................................................................................55

4.3.3 Time estimates................................................................................... 58

EEC Note No. 19/03 v


4.3.3.1 Time Estimates update process ..................................................................................59 4.3.4 Information Systems .......................................................................... 60

4.4 STOCKHOLM ARLANDA’S RAMP TOWER OPERATIONS............................ 61 4.4.1 Operations description ....................................................................... 61

4.4.1.1 Information co-ordinator ..............................................................................................62 4.4.1.2 Planning co-ordinator ..................................................................................................63

4.4.2 Stand and Gate Policy ....................................................................... 66 4.4.3 Description of the Operational Business Process.............................. 68 4.4.4 Main information flows ....................................................................... 69 4.4.5 Time estimates................................................................................... 71

4.4.5.1 Time Estimates update process ..................................................................................72 4.4.6 Information systems........................................................................... 73

4.4.6.1 Main information Systems...........................................................................................73 4.4.6.2 Links with other Information Sources. .........................................................................73

4.5 SAS ........................................................................................................... 75 4.5.1 SAS Operations ................................................................................. 75

4.5.1.1 Understanding SAS corporate operations structure ....................................................75 4.5.1.2 Regional Organisation.................................................................................................75 4.5.1.3 SAS operations in Arlanda ..........................................................................................76 4.5.1.4 SAS operations positions ............................................................................................77 4.5.1.5 Identification of SAS main business processes...........................................................79

4.5.2 SAS INFORMATION FLOWS............................................................ 81 4.5.3 TIME ESTIMATES............................................................................. 83

4.5.3.1 Time Estimates Terminology.......................................................................................83 4.5.3.2 Time Estimates Updating Process ..............................................................................84

4.5.4 SAS INFORMATION SYSTEMS ....................................................... 86 4.6 SGS........................................................................................................... 88

4.6.1 SGS Operations................................................................................. 88 4.6.1.1 SAS Corporate Organisation:......................................................................................88 4.6.1.2 SGS corporate organisation (Scandinavian level).......................................................88 4.6.1.3 SGS operations organisation in Arlanda .....................................................................89 4.6.1.4 SGS operations description in Arlanda .......................................................................90

4.6.2 Description of the Operational Business Process.............................. 95 4.6.3 Main information flows with other actors.......................................... 102

4.6.3.1 Information Flow diagram:.........................................................................................102 4.6.3.2 Information Flows relations: ......................................................................................103

4.6.4 Information systems......................................................................... 104 4.6.4.1 Links with other Information Sources. .......................................................................105

4.7 SERVISAIR ............................................................................................. 106 4.7.1 Servisair Operations ........................................................................ 106

4.7.1.1 Operations organisation in Arlanda ...........................................................................106 4.7.1.2 Description of the Operational Business Process .....................................................107

4.7.2 Main information flows with other actors.......................................... 114 4.7.3 Time estimates................................................................................. 116

The following terminology is used:..........................................................................................116 4.7.4 Information Systems ........................................................................ 117

4.7.4.1 Main information Systems.........................................................................................117 4.8 NOVIA ..................................................................................................... 118

4.8.1 Novia Operations ............................................................................. 118 4.8.1.1 NOVIA Operations organisation in Arlanda...............................................................119 4.8.1.2 Novia operations description .....................................................................................120 4.8.1.3 Description of the Operational Business Process .....................................................121

4.8.2 Main information flows with other actors.......................................... 127 4.8.2.1 Information Flows relations: ......................................................................................128

4.8.3 Time estimates................................................................................. 129 4.8.3.1 Time Estimates terminology ......................................................................................129 4.8.3.2 Time Estimates update process ................................................................................130

vi EEC Note No. 19/03


4.8.4 Information Systems ........................................................................ 132 4.8.4.1 Main information Systems.........................................................................................132 4.8.4.2 Links with other Information Sources. .......................................................................133

4.9 DE-ICING ................................................................................................ 134 4.9.1 De-Icing Operations ......................................................................... 134

4.9.1.1 General environment:................................................................................................134 4.9.1.2 Description of the Operational Business Process .....................................................136

4.9.2 Main information flows with other actors.......................................... 139 4.9.2.1 Information Flow diagram:.........................................................................................139 4.9.2.2 Information Flows relations: ......................................................................................139

4.9.3 Information Systems ........................................................................ 140 4.9.3.1 Main information Systems.........................................................................................140 4.9.3.2 Links with other Information Sources. .......................................................................141

4.10 LFV IT - SAFIR ........................................................................................ 142 4.10.1 SAFIR Information Flows : ............................................................... 142

4.10.1.1 Few months to few hours before the flight (strategic planning) .................................142 4.10.1.2 24 hours to few hours before arrival flight .................................................................143 4.10.1.3 12 hours to 0 hour before arrival flight.......................................................................144 4.10.1.4 12 hours to 0 hour before departure flight .................................................................147

4.10.2 Information Systems ........................................................................ 148 5 CO-ORDINATION ASSESSMENT ................................................................. 150

5.1 ARLANDA ACTORS MAIN COMMENTS ................................................ 150 5.1.1 Tower ............................................................................................... 150 5.1.2 Ramptower....................................................................................... 151 5.1.3 Aircraft Operators............................................................................. 152 5.1.4 Handling Agents............................................................................... 153 5.1.5 De-icing Activities............................................................................. 154 5.1.6 LVF IT .............................................................................................. 154

5.2 IDENTIFICATION OF POTENTIAL CDM DIRECTIONS ......................... 155 5.2.1 The Information Challenge............................................................... 155 5.2.2 Collaborative Management of Disruptions Procedure ..................... 157 5.2.3 Post Operations Analysis................................................................. 157 5.2.4 Cross Organisations Steering Group ............................................... 158

EEC Note No. 19/03 vii


LIST OF FIGURES

FIGURE 1: AIRPORT LAYOUT.......................................................................................... 7 FIGURE 2: OPERATIONAL BUSINESS PROCESSES MODEL ................................................ 9 FIGURE 3: ATC TASK SHARE ARRIVAL TO DEPARTURE DURING TURN AROUND............... 10 FIGURE 4: GROUND RADAR VIEW................................................................................. 11 FIGURE 5: RWY UTILISATION....................................................................................... 14 FIGURE 6: OPERATIONAL BUSINESS PROCESSES MODEL .............................................. 18 FIGURE 7 : MAIN INFORMATION FLOWS BETWEEN STOCKHOLM ARLANDA’S ACTORS ...... 19 FIGURE 8: AIRPORT’S SLOTS WORKING SCHEDULE FOR A SUMMER SEASON .................. 29 FIGURE 9: CFMU/FMP FLOWS ................................................................................... 37 FIGURE 10: FMP/ATC FLOWS.................................................................................... 38 FIGURE 11: GENERAL FLOW DIAGRAM......................................................................... 41 FIGURE 12: FMP INFORMATION SYSTEM DIAGRAM....................................................... 43 FIGURE 13: TWR CONTROL POSITION......................................................................... 44 FIGURE 14: TOWER OPERATIONS POSITIONS................................................................ 45 FIGURE 15: FLIGHT DATA ASSISTANT DESK.................................................................. 48 FIGURE 16: CLEARANCE DELIVERY DESK..................................................................... 49 FIGURE 17: GROUND CONTROLLER DESK .................................................................... 50 FIGURE 18: AWOS SYSTEM........................................................................................ 50 FIGURE 19: LOCAL CONTROLLER DESK ........................................................................ 52 FIGURE 20: TWR ARRIVAL PROCESS .......................................................................... 53 FIGURE 21: TWR DEPARTURE PROCESS..................................................................... 54 FIGURE 22: ITV SCREEN............................................................................................. 55 FIGURE 23: TWR INFORMATION FLOW DIAGRAM ......................................................... 57 FIGURE 24: TWR TIME ESTIMATES UPDATING PROCESS ............................................... 59 FIGURE 25: APPROACH RADAR (RDP)......................................................................... 60 FIGURE 26: TOWER’S INFORMATION SYSTEMS.............................................................. 61 FIGURE 27: RAMPTOWER FACILITIES MAP .................................................................... 61 FIGURE 28: SURFACE MOVEMENT RADAR SCREEN ...................................................... 62 FIGURE 29: RAMP TOWER INFORMATION CO-ORDINATOR POSITION ............................. 63 FIGURE 30: INFORMATION CO-ORDINATOR DESK .......................................................... 63 FIGURE 31: PLANNING COORDINATOR DESK................................................................. 64 FIGURE 32: PLANNING COORDINATOR POSITION .......................................................... 65 FIGURE 33: RAMPTOWER INFORMATION FLOWS DIAGRAM............................................. 69 FIGURE 34: PILOT CO-ORDINATION .............................................................................. 71 FIGURE 35: TIME ESTIMATE PROCESS FOR RAMPTOWER .............................................. 72 FIGURE 36: RAMPTOWER INFORMATION SYSTEMS DIAGRAM ......................................... 73 FIGURE 37: RAMPTOWER OTHER INFORMATION SOURCES ............................................ 74 FIGURE 38: SAS CORPORATE ORGANISATION.............................................................. 75 FIGURE 39: SAS REGIONAL STRUCTURE...................................................................... 75 FIGURE 40: SAS OPERATIONS STRUCTURE IN ARLANDA............................................... 76 FIGURE 41: SAS TRAFFIC CONTROL ROOM .................................................................. 77 FIGURE 42: SAS TRAFFIC CONTROL POSITION ............................................................ 78 FIGURE 43: SAS NDS SCREEN................................................................................... 78 FIGURE 44: MAIN INFORMATION FLOWS ....................................................................... 81 FIGURE 45: FLOWS PILOT/OTHER ACTORS ................................................................... 83 FIGURE 46: SAS TIME ESTIMATES UPDATING PROCESS ................................................ 84 FIGURE 47: MAIN INFORMATION SYSTEM USED BY SAS ................................................ 86 FIGURE 48: OPUS 2000 SCREEN................................................................................. 87 FIGURE 49: OTHER SOURCES OF INFORMATION FOR SAS ............................................ 87

viii EEC Note No. 19/03


FIGURE 50: SAS CORPORATE ORGANISATION.............................................................. 88 FIGURE 51: SGS CORPORATE ORGANISATION............................................................. 88 FIGURE 52: SGS OPERATIONAL ORGANISATION IN ARLANDA ........................................ 89 FIGURE 53: SAS MAIN OPERATIONS ROOM IN ARLANDA................................................ 90 FIGURE 54: SGS TRAFFIC CONTROL POSITION DESKS.................................................. 91 FIGURE 55: SGS PASSENGER CONTROL POSITION DESKS ............................................ 92 FIGURE 56: SGS STAFF CONTROL POSITION DESKS..................................................... 93 FIGURE 57: SGS LOAD CONTROL ROOM ...................................................................... 93 FIGURE 58: GROUND HANDLING PROCESS ................................................................. 100 FIGURE 59: SGS ’S PUSH-BACK PROCESS................................................................. 101 FIGURE 60: SGS ’S INFORMATION FLOW DIAGRAM..................................................... 102 FIGURE 61: SGS INFORMATION SYSTEMS .................................................................. 104 FIGURE. 62: OTHER INFORMATION SOURCES ............................................................. 105 FIGURE 63: GROUND HANDLING PROCESS ................................................................. 112 FIGURE 64: SERVISAIR ’S PUSHBACK PROCESS ....................................................... 113 FIGURE 65: SERVISAIR ’S INFORMATION FLOW DIAGRAM.......................................... 114 FIGURE 66: SERVISAIR SOURCES OF INFORMATION .................................................... 117 FIGURE 67: NOVIA STRUCTURE................................................................................ 119 FIGURE 68: NOVIA TRAFFIC AND RAMP CO-ORDINATOR DESKS .................................. 120 FIGURE 69: GROUND HANDLING PROCESS ................................................................. 125 FIGURE 70: NOVIA ’S PUSH-BACK PROCESS ............................................................. 126 FIGURE 71: NOVIA ’S INFORMATION FLOW DIAGRAM ................................................. 127 FIGURE 72: PILOT CO-ORDINATION WITH OTHER ACTORS............................................ 129 FIGURE 73: NOVIA TIME ESTIMATE UPDATING PROCESS ............................................ 130 FIGURE 74: INFORMATION SYSTEMS USED BY NOVIA................................................. 132 FIGURE 75: OTHER INFORMATION SOURCES .............................................................. 133 FIGURE 76: DE-ICING CO-ORDINATORS POSITIONS ..................................................... 135 FIGURE 77: SAS DE-ICING CO-ORDINATORS POSITION ............................................... 135 FIGURE 78: AIRCRAFT DE-ICING PROCESS DIAGRAM................................................... 137 FIGURE 79: AIRCRAFT DE-ICING TIMING DIAGRAM ...................................................... 138 FIGURE 80: INFORMATION FLOWS DIAGRAM ............................................................... 139 FIGURE 81: DE-ICERS INFORMATION SYSTEMS........................................................... 140 FIGURE 82: OTHER INFORMATION SOURCES .............................................................. 141 FIGURE 83: SAFIR INFORMATION FLOW FOR AIRPORT SLOT PROCESS ........................ 142 FIGURE 84: SAFIR INFORMATION FLOW 24 HOURS TO 0 HOUR BEFORE THE ARRIVAL

FLIGHT.............................................................................................................. 143 FIGURE 85: SAFIR INFORMATION FLOW DIAGRAM 12 HOURS TO 0 HOURS BEFORE ARRIVAL

FLIGHT.............................................................................................................. 144 FIGURE 86: SAFIR INFORMATION FLOW DIAGRAM 12 HOURS TO 0 HOURS BEFORE ARRIVAL

FLIGHT.............................................................................................................. 145 FIGURE 87: SAFIR INFORMATION FLOW DIAGRAM 12 HOURS TO 0 HOURS BEFORE FLIGHT

DEPARTURE ...................................................................................................... 147 FIGURE 88: SAFIR SCREEN ...................................................................................... 148

EEC Note No. 19/03 ix


LIST OF TABLES

TABLE 1: PLANNED CAPACITY VERSUS VMC/IMC AND WINDS ...................................... 13 TABLE 2 : OPERATING AIRLINES VS MOVEMENTS (NOVEMBER 2002)............................ 15 TABLE 3 : OUTBOUND FLIGHTS (NOVEMBER 2002)....................................................... 16 TABLE 4 : INBOUND FLIGHTS (NOVEMBER 2002) .......................................................... 17 TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (1/4) .............................................. 20 TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (2/4) .............................................. 21 TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (3/4) .............................................. 22 TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (4/4) .............................................. 23 TABLE 6: INFORMATION SYSTEMS MAIN FUNCTIONALITIES (1/2)..................................... 24 TABLE 6 : INFORMATION SYSTEMS MAIN FUNCTIONALITY (2/2)....................................... 25 TABLE 7: ACS MAIN BUSINESS PROCESS ..................................................................... 32 TABLE 8: ACS CO-ORDINATED FLOWS ......................................................................... 33 TABLE 9: ACS SYSTEMS FLOWS .................................................................................. 33 TABLE 10: ACS MAIN INFORMATION SYSTEMS.............................................................. 34 TABLE 11: FMP MAIN BUSINESS PROCESSES ............................................................... 39 TABLE 12: FMP TIME ESTIMATES TERMINOLOGY .......................................................... 42 TABLE 13: FMP MAIN INFORMATION SYSTEMS DESCRIPTION......................................... 43 TABLE 14: TWR MAIN BUSINESS PROCESSES (1/2) ...................................................... 46 TABLE 14: TWR MAIN BUSINESS PROCESSES (2/2) ...................................................... 47 TABLE 15: TWR TIME ESTIMATES ................................................................................ 58 TABLE 16: TERMINALS, STANDS AND HANGARS CHARACTERISTICS FOR APRON ............. 66 TABLE 17 : BUSINESS PROCESSES DESCRIPTION......................................................... 68 TABLE 18 : RAMPTOWER TIME ESTIMATES DEFINITION ................................................. 71 TABLE 19: SAS MAIN BUSINESS PROCESSES (1/2) ....................................................... 79 TABLE 19: SAS MAIN BUSINESS PROCESSES (2/2) ....................................................... 80 TABLE 20: SAS TIME ESTIMATES TERMINOLOGY........................................................... 83 TABLE 21 : BUSINESS PROCESSES DESCRIPTION........................................................ 107 TABLE 22: SERVISAIR TIME ESTIMATES DEFINITION ................................................. 116 TABLE 23: SERVISAIR BUSINESS PROCESSES.......................................................... 121 TABLE 24: NOVIA TIME ESTIMATES TERMINOLOGY..................................................... 129 TABLE 25 : DE-ICING BUSINESS PROCESSES DESCRIPTION................................................ 136

x EEC Note No. 19/03


1 INTRODUCTION

1.1 Background

In order to optimise the operations on Stockholm Arlanda's aeronautical platform, Stockholm Arlanda Airport and its partners decided to study CDM1 concepts. This project is conducted in collaboration with EEC’s (Eurocontrol Experimental Centre) Airport Business Area and Arlanda Airport represented by LFV (Luftfartsverket), SAS, Skyways AB, Britannia Airways, Nordic Aero, Scandinavian Ground Services, Servisair PLC, Novia, Stockholm FMP2, ACS3. Arlanda airport actors agreed, initially, that the overall CDM project would be conducted in four Work packages. WP1 - State of operations processes at Arlanda airport This work package assesses the current operations business processes and co-ordination processes between Arlanda airport actors. It also assesses the major decision drivers involved in the process of decision making. It analyses the information systems used by Arlanda’s airport actors and the main information flows between these actors. WP2 – Define CDM targets, analyse the gaps and propose collaborative solutions This work package will identify and select common improvement targets, detect the gaps with the current state of operations and design new collaborative processes, information flows/system along with expected data quality to reach the common targets. WP3 - Implement and run This work package would implement the processes, the information systems and the information flows. It would also establish a set of parameters, including a method to check and to verify that the required improvements are met. WP4 - Measure and follow-up This work package would measure the results obtained and evaluate the changes made according to the defined parameters and definitive establishment of the model at Arlanda airport.

1.2 Document purpose

The main WP1 objective is to assess the state of operations at Arlanda airport aeronautical platform. It describes the operational business processes, the actual co-ordination processes, the main information flows between actors, the information systems and the time estimates used by these actors. This document corresponds to the end of the first work package of Arlanda Airport CDM project.

1 Collaborative Decision Making 2 Flow Management Position 3 Airport Co-ordination Sweden

EEC Note No. 19/03 1


1.3 Structure of document

• After this introduction, section 2 provides a general presentation of the Arlanda airport platform. It shows the airport configuration and some general figures about passengers, and traffic.

• Section 3 provides saummary of Arlanda airport operations along four different

dimensions:

• Section 3.1 provides an assessment of the airport business processes. It presents and defines the main operational business processes at Stockholm Arlanda airport, their main inputs and outputs and the links between the processes. This section contains an assessment of the actual co-ordination processes between Arlanda’s airport actors.

• Section 3.2 provides an assessment of the state of information flows and information sources

type at Arlanda airport in January 2003. It presents the information flows, the origin and the destination of the data and finally the means by which those information flows are exchanged.

• Section 3.3 presents the main information systems used by Arlanda airport actors. This section

lists the main functions of each information system and describes the main links between those information systems.

• Section 3.4 provides the analysis of the processes of update of time

estimates. • Section 4 stands for the annexes of this report. This section details for each actor

the following items: detailed business processes maps, information flows maps, information systems analysis and processes for updating time estimates as well as time estimates terminology analysis.

• Section 5 provides an assessment of the co-ordination at Arlanda airport. This

section details and explains the co-ordination improvement fields identified during WP1.

2 EEC Note No. 19/03


1.4 ACRONYMS

• ACC Area Control Centre • ACARS Aircraft Communications, Addressing and Reporting System • ACS Airport Co-ordination Sweden • ADS-B Automatic Dependent Surveillance – Broadcast • AFCO Airport Fuelling COmpany • AFTN Aeronautical Fixed Telecommunications Network • AGL Airport Ground Light • AIBT Actual In Block Time • AIM ATFM Information Message • AIP Aeronautical Information Publication • ALDT Actual Landing Time • AMD Advisory Map Display • ANM ATFM Notification Message, • AOBT Actual Off Block Time • AOST Actual On Stand Time • APP APProach • ARN Stockholm Arlanda Airport (IATA code) • ART Actual Ready Time • ATA Actual Time of Arrival • ATC Air Traffic Control • ATCAS ATC Automated System • ATCC Air Traffic Control Centre • ATD Actual Time of Departure • ATFM Air Traffic Flow Management • ATO Actual • ATOT Actual Take-Off Time • ATIS Automatic Terminal Information Service • ATOT Actual Take-Off Time • ATS Air Traffic Services • AWOS Automated Weather Observations System • BA Barometric Altitude • BLK Actual On BLocKs Time • CASA Computer Assisted Slot Allocation (CFMU) • CAT CATegory Precision Approach (I,II,III) • CDM Collaborative Decision Making • CFMU Central Flow Management Unit (EUROCONTROL) • CHG Flight Plan CHanGe message (CFMU) • CIA CFMU Internet Application • CLD CLearance Delivery • CPM Containers Position Message • CTMO Central Air Traffic Flow Management Organisation (ICAO) • CTOT Calculated Take-Off Time (CFMU) • CUTE Common Use Terminal Equipment (SITA) • DARSA Delay Analysis Report at Swedish Airports • DCL Departure CLearance



• DEP DEParture • DES DE-Suspension message (CFMU) • DLA DeLAy message (CFMU) • EAT Estimated Approach Time (Rate PC Tool) • EEC Eurocontrol Experimental Centre (Bretigny-sur-orge, France) • EO Estimated airbOrne message • EOBT Estimated Off-Block Time • EOGT Estimated On Ground Time (Rate PC Tool) • EIBT Estimated In-Block Time • ELDT Estimated Landing Time • ESOS Stockholm ACC • ETA Estimated Time of Arrival • ETD Estimated Time of Departure • ETIF Estimated Time In Flight • ERR ERRor message • ERT Estimated Ready Time • ESSA Arlanda Airport (ICAO code) • ETD Estimated Time of Departure • ETFMS Enhanced Traffic Flow Management System (CFMU) • ETOT Estimated Take Off Time • FPB Flight Progress Board • FDPS Flight Data Processing System • FCM Flight Confirmation Message (CFMU) • FDA Flight Data Assistant • FDOD Flight Data Operations Division (CFMU) • FIDS Flight Information Display System • FLS FLight Suspension message • FMD Flow Management Division (CFMU) • FMP Flow Management Position • FMS Flight Management System • FPL Flight PLan • FSA First System Activation message • GA General Aviation • GND GrouND Controller • HCC Hub Control Centre • I-ACS Integrated Air traffic Control System (Aerotechtelub) • IFPS Integrated initial Flight Plan processing System (CFMU) • IMC Instrument Meteorological Conditions • ICAO International Civil Aviation Organization • IFR Instrument Flight Rules • ILS Instrument Landing System • IOBT Initial Off-Block Time, • ISO International Standard Organisation • ITO Internal Time of Operations • ITV Internal TV network • KPI Key Performance Indicator • LC Load Controller • LCC Load Control Centre • LDM LoaD Message



• LFV LuftFartsVerket, Swedish Civil Aviation Authority • LVP Low Visibility Procedures • MET Meteorological • MTTA Minimum Turn Around Time • MVT (aircraft) MoVemenT Message • NAVAIDS NAVigation AIDs • N/A Not Applicable • NDS New Display System • NTC NeTwork Operations Control • OLDI On Line Data Interchange • OOOI Out Off On In • PGS Passenger Guidance System • PREDICT Pre-Tactical ATFM System (CFMU) • PSC Passenger Service Coordinator • PSM Passenger Service Message • PTM Passenger Transfer Message • RCA Remote Control Access (CFMU terminal) • REA REAdy Message (CFMU) • RETA Revised Estimated Time of Arrival (Rate PC Tool) • RFI Request For Improvement message (CFMU) • RFL Requested Flight Level • RODOS ROute DOcumentation System (SAS Flight Planning and Weather

Database) • RRP Re-Routing Proposal message (CFMU) • RPL Repetitive flight PLan • RJT ReJecTion message (CFMU) • REA REAdy message (CFMU) • RETA Revised Estimated Time of Arrival • RPL Repetitive Flight Plan • RVR Runway Visual Range • RWY RunWaY • SAFIR Swedish Aviation Flight Information Resources • SAM Slot Allocation Message, • SCAA Swedish Civil Aviation Authority • SCORE Slot COordination and REporting (airport slots management

system) • SCR Slot Clearance Request/Replay message • SFS Stockholm Fuelling Services • SIBT Scheduled In-Block Time • SID Standard Instrument Departure (route) • SIGMET SIGgnificant METeorological information • SlP Slot Improvement Proposal • SITA Société Internationale de Télécommunications Aéronautiques • SLA Service Level Agreement • SLC SLot requirement Cancellation message (CFMU) • SLDT Scheduled Landing Time • SMGCS Surface Movement Guidance and Control System • SMM Slot Missed Message (CFMU) • SMR Surface Movement Radar



• SOBT Scheduled Off-Block Time • SPA Slot improvement Proposal Acceptance message (CFMU) • SRJ Slot improvement ReJection message (CFMU) • SRM Slot Revision Message • SRR Slot Revision Request message (CFMU) • STA Scheduled Time of Arrival • STD Scheduled Time of Departure • SWM Slot improvement proposal Wanted Message • TACT CFMU TACTical system • TMA Terminal Manoeuvring Area (or Terminal Control Area (ICAO)) • TMC TerMinal Control Centre • TMS Terminal Management System (Preston Group) • TOBT Target Off Block Time • TWR ToWeR • TQM Total Quality Management • UCM Unit load device Control Message • UHF Ultra High Frequency • UTC Universal Times Co-ordinates • VFR Visual Flight Rules • VMC Visual Meteorological Conditions • W&B Weight and Balance • WP Work Package



2 AIRPORT PRESENTATION

2.1 Airport Layout

Arlanda airport has three runways. There are two parallel runways: • 01L-19R (3.300 m), • 01R-19L (2.500 m), distance between runways 2.300 M and threshold of runway 01R displaced

800 M south. • The converging runway 08-26 (2.500 M) is located north of runway 01R.

Figure 1: Airport Layout



•

High-speed exits can be found at all runways. There are no high-speed entries to the RWY at Arlanda. No push and hold positions4 are available. There is predefined taxiway routing on ARN supporting single direction taxing procedures.

Separation Minima There are no separation minima required on aprons and taxiways today at Stockholm-Arlanda (ARN). Current procedures are based on the visual "see and be seen" principal to maintain separation between aircraft and/or vehicles. The progressive increase in traffic, the complexity of aerodrome layouts and the increasing number of operations that take place in low visibility conditions require advanced capabilities to ensure separation when visual means are not adequate. This is a prerequisite to maintain aerodrome capacity in low visibility conditions. Note: in LVP (Low Visibility Procedures) the capacity is reduced from 35 to 22 arrivals when CAT II or III procedures are in use. The reason for this is that the sensitive area (area to protect ILS LLZ) must be free when arriving aircraft is on 2 nm final and that means extra spacing between arrivals, resulting in fewer landings per hour. For departing aircraft there are no restrictions. For ground movements the use of SMCGS is fundamental. There are no prescribed separation standards but controllers are monitoring, giving instructions to aircraft to minimise collision hazards. Navigation on ground and ability “to see and follow” for aiarcraft are severely reduced as the situation awareness. Vehicle traffic is strongly reduced during LVP and necessary vehicles are treated as aircraft.

2.2 Runway Configuration

2.2.1 Sectorisation Arlanda airport is divided into five different controlled sectors. The runways are assigned as follows: • RWY 01L/19R to TWR W and • 08/26 and 01R/19L (new runway) to TWR E The taxiways and aprons are assigned to three ground controllers, at low traffic the three-taxiway sectors may be merged and handled by one or two controllers.

4 A hold position on the ramp or the manoeuvring area which is not blocking other traffic, used when AIRCRAFT is waiting for a particular event, such as de-icing, a calculated take-off time, CTOT or a free stand.



G HF

TWR

M

R

S

JK

TWR W118,5

TWR E125,125

GND N121,925

GND W121,70

GND E 121,975

IHPU14

IHP

IHPW12

IHPZ18

IHPX18

IHPX19

DEICE-M

VEHICLE ROAD

Figure 2: Operational business processes model

The following complex characteristics should be noted5: • Three runways, after landing flights have to cross the taxiway of departing flights to reach the

parking. • A very large manoeuvring area makes orientation in low visibility conditions difficult and causes

a high complexity of the infrastructure layout. This makes it a delicate task to navigate on aprons and the taxiway system.

5 Section 2.2 is derived from “Gate to Gate , Operational Key Concepts, V0.3 (LFV), October 2002)



•

•

Arrival Phase The APP (Approach) controller controls the arriving aircraft during the last ten minutes of flight. The spacing between aircraft is kept as close to minimum allowed as possible. The aircraft is handed over to TWR latest at 4NM final. The TWR (Tower) controller manages the runway occupancy, issues the landing clearance and controls the aircraft until it exits the runway. The GND (Ground) controller handles the taxiing aircraft from the runway exit to the gate/parking stand. Note that as the aircraft passes from taxiway to apron it leaves the manoeuvring area for an area of information and thereby the responsibility of a safe routing is transferred from the controller to the pilot.

Departure Phase The CLD (Clearance Delivery) issues the start-up and ATC-clearance. The GND controller issues the pushback approval for departing aircraft. The GND controller then issues the clearance for the aircraft from the apron to the runway holding position. The TWR controller sequences aircraft on the runway for takeoff taking into account arriving aircraft, wake-vortex constraints and required radar separation after departure pending the SID (standard Information Departure) routing of the aircraft. When departing aircraft is 1500-2000 ft climbing TWR hands over the control of the aircraft to APP. The APP controller manages aircraft during the climb out from the airport through the TMA and acts as an interface with the en-route controlling sectors. LVP - Low Visibility Procedures

Apron Taxiway RunwayILS Area APP TWR GND Task share

inbound outbound

10 miles out 2 miles4 miles

RWY safety area

Gat eTopography Usage Taxiing Landing/Take-offApproach/Departure

Manoeuvring Area

Boarder

CDM

Figure 3: ATC Task share arrival to departure during turn around

2.2.2 Surveillance Surface movements’ surveillance is currently based on visual observation and the use of primary radar. The automatic identification identifies about 90% of arriving traffic; this is achieved through a correlation between the approach radar and the ground radar. Call sign is transferred between the two radar systems. Approximately 60 % of departing traffic is automatic identified. The apron management manually pushes a button at off block time. A radar gap is created at the gate where the aircraft is standing. The ground radar correlates with the first echo it can find in the radar gap. The rest of the traffic (for example traffic at remote stands) is identified manually by drag and drop from flight lists.



From 2002, three new ground radar stations are operating, with the capability to integrate and display ADS-B data to the ground controller.

Figure 4: Ground radar view

2.2.3 Weather Low visibility procedures6 are used mainly during the period September – December. Cat II operations are possible to runway 01/L only. CAT II operations are used approximately 15-20 days per year and

• Visibility condition 4: Visibility insufficient for the pilot to taxi by visual guidance only. This is normally taken as a RVR of 75 m or less.

6 The ICAO has defined low visibility condition (both for day and night) as follows: • Visibility condition 1: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic

on taxiways and at intersections by visual reference, and for personnel of control units to exercise control over all traffic on the basis of visual surveillance;

• Visibility condition 2: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, but insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance;

• Visibility condition 3: Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other traffic on taxiways and at intersections by visual reference with other traffic, and insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance. For taxiing this is normally taken as visibilities equivalent to a RVR less than 400 m but more than 75 m;



•

normally only during the early morning hours. The new runway 01R/19L will be equipped for CAT II and CAT III operations. Winter operational conditions exist from mid-November to end of March. Snow and icing conditions reduce the capacity. All actors are well prepared for these conditions. The time for recovery after snowfall is remarkably fast and limitations due to snow and reduced braking action last normally only a short time. In average 10-15 days per year with severe snow and icing conditions significantly reduce the capacity. The aircraft de-icing facility is sufficient to cope with normal icing conditions, only severe icing conditions brings the capacity down. Snow sweeping of runways is performed in accordance with a co-operative plan and completed in 6 or 8 minutes (2.500 m and 3.300 m), including the clearway spread and measurement of braking action. Start of snow sweeping is normally decided on 30 minutes notice. Cumulonimbus with strong winds occurs about 15 days per year, predominantly in summertime and mostly in afternoon and evening hours. Prevailing winds are from Northeast or Southwest. Depending on actual winds runway configuration 01L/01R or 19L/19R will be used. Stockholm-Arlanda has about 15-20 days of LVP (RVR less than 600m), which could be compared to the ICAO visibility condition 3 and 4. During Low Visibility any vehicle using the Vehicle Road shall advise to the Tower their position and intended destination. UHF/Radio shall be monitored and amber rotation lighting shall be used. Assigned escort can accommodate vehicles without radio and required lighting instead. All escorts are co-ordinated by the Security Centre. To alert all vehicles when LVP conditions are in force, red stoplights are activated at all entrance points to the Vehicle Road. 2.2.4 Traffic Characteristics

Traffic / Schedule Demand and Capacity Four airlines together constitute for more than 50 percent of the traffic at Arlanda. The major part of the traffic consists of domestic flights, which are not affected by FMU regulations and also have a shorter turn around time (<30 minutes) compared to international flights (>30 minutes). Planned maximum capacity in different RWY configurations with regards to IMC/VMC7 and wind direction (see next page):

7 Instrument Meteorological Conditions/ Visual Meteorological Conditions



WIND VMC/IMC RWYs CAPACITY

[land+arr] Total Note

IMC 2,2% Mix 01 L Mix 01 R

[22+22] 44 [22+22] 44 88

6.5 nm between arrivals NW 2800 / 3500

9,6% VMC 7,4% Mix 01 L Mix 01 R

[28+28] 56 [28+28] 56 112

5 nm between arrivals

IMC 12,1% Arr 01 R Dep 08 Mix 01 L

32 32 [22+22] 44 108

Regards taken to M/A 01R when dep 08 4 nm spacing between arrivals (01R)

NE 3500 / 1000

34% VMC 21,9% Arr 01 R

Dep 08 Mix 01 L

35 35 [28+28] 56 126

3 nm spacing between arrivals (01R)

IMC 18,0% Mix 19 R Mix 19 L

[22+22] 44 [22+22] 44 88

6.5 nm spacing between arrivals SE-SW

1000/ 2800

55,4%

VMC 37,5% Mix 19 R Mix 19 L

[28+28] 56 [28+28] 56 112

5 nm spacing between arrivals

00/ 2800 IMC-VMC 1% 1 bana mix [22+22] 44

Table 1: Planned Capacity versus VMC/IMC and winds

• Throughput In the table above maximum RWY capacities for different configurations and weather conditions is declared. The basis for the declared airport capacity will be independent parallel mixed operations. Estimated maximum capacity will be 90-100 movements per hour within the next 3 – 8 years. By 2004 maximum arrivals are estimated to 45 per hour and departures 45 per hour. Balancing of arrivals/departures can be made to meet peak demand by allowing more than scheduled movements arrivals/departing and at the same time reducing the not needed schedule capacity for departures/arrivals. The airport is open 24 hours with maximum peak hours from 06.30 to 09.30 and 15.00 to 20.00. (Local time). • Runway Utilisation The runway in use utilisation percentage is planned as follows (see next page):



Wind 10 %

1 0Transmit ready 2 Receive actual wind3 Landing clearance 4 Instructions to

1L

26Wind 30%

01L

08

Wind 40 % 19R 26

Wind 20 %

19R08

19L

Off peak Flow Segregated operations

Wind 40 %

Wind 20 %19R

19L

Wind 30%

01L

01R

08

Peak Flow 0630-0930 and 1500-2000Independent approaches and departures

01R 01L

Wind 10 %

Figure 5: RWY utilisation



•

•

• •

•

Sector Traffic Density Sector traffic density can be characterised by maximum instantaneous aircraft count and maximum daily aircraft count. Traffic tends to peak at desired travel times, and thus daily averages are not alone indicative of the peak sector traffic density. Sector traffic density affects collision risk and controller workload. Stockholm-Arlanda is a fully co-ordinated airport with a traffic density about twice that of ICAO’s Heavy category8.

Aircraft Mix Aircraft types can be categorised by two characteristics:

Wake Turbulence category. In 2001 the percentage was heavy 4%, medium 94% and light 2%. Performance category, such as heavy cargo, long-distance, propeller, charter, domestic, European and others.

2.3 Traffic

Airlines Operating at Arlanda Airport (November 2002)

Top 10 airlines operating at Arlanda airport (Nov.2002) Rank ICAO Airline Movements Percentage

1 SAS SAS 8951 40.39 % 2 SKX Skyways AB 3171 14.31% 3 KFB Air Botnia 1077 4.86% 4 FIN Finnair 958 4.32% 5 DLH Lufthansa 763 3.44% 6 TWE Transwede 717 3.24% 7 SWN West Air Sweden 390 1.76% 8 BAW Bristish Airways 353 1.59% 9 DTR Danish Air Transport 350 1.58%

10 AFR Air France 302 1.36%

Table 2 : Operating Airlines Vs Movements (November 2002)

Note: • • •

Total number of movements considered: 22160 (source: CFMU Operational log) Top 5 airlines operate more than 2/3 of the total number of movements (67.33%) Total number of aircraft operators in the sample: 93

8 The ICAO Ref_1 (Appendix C) has defined traffic density cases independent of visibility conditions as follows: • Light (L): Not greater than 15 take-off or landings per runway or typically less than 20 total

aerodrome movements; • Medium (M): 16 to 25 take-off or landings per runway or typically between 20 to 35 total

aerodrome movements; • Heavy (H): 26 or more take-off or landings per runway or typically more than 35 total aerodrome

movements.



• Inbound / Outbound Traffic

• Outbound Flights [from Stockholm Arlanda to another station]

Rank To Name Movements Percentage Cumulated % Flight Time9

1 EKCH Copenhagen (Denmark) 577 5.21 00:55 2 ESMS Malmo (Sweden) 567 5.12 10.33 00:45 3 ESGG Goteborg (Sweden) 552 4.98 15.31 00:43 4 EFHK Helsinki (Finland) 532 4.8 20.11 00:41 5 EGLL Heathrow (GB) 383 3.46 23.57 02:00 6 ENGM Oslo (Norway) 362 3.27 26.84 00:42 7 ESPA Lulea (Sweden) 285 2.57 29.41 00:59 8 LFPG CDG (Paris) (France) 278 2.51 31.86 02:00 9 ESNN Sundsvall (Sweden) 272 2.45 34.31 00:37

10 ESNU Umea (Sweden) 268 2.42 36.73 00:49 11 ESNS Skelleftea (Sweden) 258 2.33 39.06 01:16 12 EHAM Amsterdam (Netherlands) 247 2.23 41.29 01:34 12 ESSV Visby (Sweden) 247 2.23 43.52 00:33 14 EBBR Brussels (Belgium) 230 2.08 45.6 01:50 15 ESGJ Jonkoping (Sweden) 208 1.88 47.48 00:48 16 EDDF Frankfurt (Germany) 205 1.85 49.33 01:35 17 EFTU Turku (Finland) 203 1.83 51.16 00:34 18 EFTP Pirkkala (Finland) 195 1.76 52.92 00:52 19 ESMX Vaxjo (Sweden) 190 1.71 54.63 00:38 20 ESMT Halmstad (Sweden) 181 1.63 56.26 01:01

Table 3 : Outbound Flights (November 2002)

Notes: • 165 outbound stations, 11082 inbound flights (CFMU op log) • In the Top 20 destination from Stockholm:

• 10 are Swedish (2760 mvts, e.g. 24.9% of the number of outbound movements), • 3 are Finnish (930 mvts, e.g. 8.4% of the outbound traffic), • 1 is Danish (577 mvts, e.g. 5.2% of the outbound traffic), • 1 is Norvegian (362 mvts, e.g. 3.3.% of the outbound traffic).

9 Mean Flight Time, depends of course of winds, implementation of restrictions, etc.



• Inbound Flights (to Stockholm Arlanda)

Rank To Name Movements Percentage Cumulated % Flight Time10

1 EKCH Copenhagen (Denmark) 571 5.15 00:55 2 ESGG Goteborg (Sweden) 560 5.05 10.2 00:43 3 ESMS Malmo (Sweden) 557 5.03 15.23 00:45 4 EFHK Helsinki (Finland) 549 4.95 20.18 00:41 5 ENGM Oslo (Norway) 379 3.42 23.6 00:42 6 EGLL Heathrow (GB) 367 3.31 26.91 02:00 7 ESNU Umea (Sweden) 292 2.64 29.55 00:49 8 ESNN Sundsvall (Sweden) 290 2.62 32.07 00:37 9 ESPA Lulea (Sweden) 279 2.52 34.59 00:59

10 LFPG Paris (CDG) (France) 271 2.45 37.04 02:00 11 ESNS Skelleftea (Sweden) 260 2.35 39.39 01:16 12 EHAM Amsterdam (Netherlands) 248 2.24 41.63 01:34 12 ESSV Visby (Sweden) 244 2.2 43.83 00:33 14 ESGJ Jonkoping (Sweden 218 1.97 45.8 00:48 15 EDDF Frankfurt (Germany) 214 1.93 47.73 01:35 16 EBBR Brussels (Belgium) 208 1.88 49.61 01:50 17 EFTU Turku (Finland) 201 1.81 51.42 00:34 18 ESMX Vaxjo (Sweden) 187 1.69 53.11 00:38 19 ESSP Norrkoping (Sweden) 182 1.64 54.75 00:30 20 ESOK Karlstad (Sweden) 181 1.63 56.38 00:43

Table 4 : Inbound Flights (November 2002)

Notes: • 11081 inbound flights (CFMU op log) • In the Top 20 destination to Stockholm:

• 11 are Swedish (3260 mvts, e.g. 29,4% of the number of outbound movements), • 2 are Finnish (750 mvts, e.g. 6,8% of the outbound traffic), • 1 is Danish (571 mvts, e.g. 5,1% of the outbound traffic), • 1 is Norvegian (379 mvts, e.g. 3,4% of the outbound traffic).

• 30% of the inbound flights have a flight time less or equal to 45 minutes. • About 40%11 of the inbound flights have a flight time less than 1h. The proportion of short flight times suggests that the sensitivity to potential disruptions (for instance, lack of information coming from outstations) may be significant.

10 Mean Flight Time, depends of course of winds, implementation of restrictions, etc. 11 39.68%



3 ARLANDA OPERATIONS SUMMARY

3.1 BUSINESS PROCESS ASSESSMENT

3.1.1 General business process model The following simplified model has been used in order to assess and to analyse the operational business processes and the state of collaboration at Stockholm Arlanda airport.

Pre-tactical planningCFMU

Management of flight plans

Operations management(slots and regulations management)

Amendment of flight plans

ACC

SAS

OperationsControl

FlightPlanning /Operationsdispatch

push-back tractors'planing

SKYWAYS AB

SERVISAIR PLC

ACS

Airport slots - strategic planning

BRITANNIA AIRWAYS

NORDIC AERO Airplane De-icing

Airport slots - tactical phase Stockolm's ArlandaAirport Operations

Airport'sressources planning

(strategic phase)

Airport's resourcesmanagement

(tactical phase) Airport's

resources planning(pre-tactical phase)

SCAA / LFVTWR

Clearance(Departure)

Push-back andtaxi clearance

Groundmovementcontrol

Local oraerodrome

control

ACCOperations

management(tactical phase)

FMP

Strategicplanning

Pre-tactical

planning

Operationsmanagement

(tacticalphase)

IT

Support operations(central database

and statistics)

FlightPlanning /Operationsdispatch

OperationsControl

FlightPlanning /Operations

dispatchOperations

Control

SAS DE-ICINGAirplane De-icing

NOVIA

Ramp handlingPassengers handling


SERVISAIR PLC


SGS



Figure 6: Operational business processes model

Tables below describe the operational business processes. Each process has been described with the following items: • Major inputs and outputs, • Major inbound and outbound links, • A detailed model of each process. In order to complete the process analysis, an assessment of the actual co-ordination processes between Arlanda actors has been realised. WP2 report will assess the gaps in co-ordination between airport actors.



3.2 Information flows Assessment

In order to complete the assessment of the actual state of co-ordination at Stockholm Arlanda, the “passive” co-ordination (information flows) have been described. To do so the major information flows between Stockholm Arlanda’s actors and the usability of such information and data have been assessed. 3.2.1 Main information flows between Stockholm Arlanda’s actors

- REAmessage

- Coordinates the required runway configuration- Coordinate in case of disruptions the arrival sequenceand the departure sequence

- Push back, taxi and landing clearances

- Start-up , Push Back, Take-off andLanding clearances to pilots

- Start-up request- Push Back request- Take-off request- Landing request from pilots

Stand numbers- ATFM slots (CTOT)- Time estimates foroutbound and inboundflights

TOWER

APPA C C

(FDPSSystem)

CFMU

RAMPTOWER

DE-ICERS(SAS, NORD

AERO)

AIRLINES(SAS, etc.)IC

HANDLERS

- Request from pilot- Flight departureinformation

- De-icing report

(SGS, SERVISAIR,etc.)

- Start of De-icing- End of de-icing

- Request for de-icing- Load and all-door closed signals

- Messages for inboundoutbound flights- CTOTS for outbound f

and

lights

- Messages for inbound and outbound flights

LFVSAFIR

- Airport slot program- Time estimates for inb- landing times

ound flights

- airport resources planning andallocation- Landing request from pilots

- Push back clearance- Landing clearances

Actual landing,take off, in-

block and off-blok times

- RPLs- FPLs- ATFM and slotmessages

- ProvisionalATFMregulations andslots- ATFMregulations andmessagesduring day ofoperations

Landingsequence with

rate PC

ATCAS - Landing and airborneTime

Figure 7 : Main information flows between Stockholm Arlanda’s actors

3.2.2 Description of the information and data flows Tables 5 through 8 describe each of the information flows shown in figure 7. It assesses for each information flow the origin and the destination of the information flow, the exchanged data and the type of the information flow (manual or automatic, SITA, MVT, telephone, radio messages).



Flow From To Description Type 1 ACS Airlines • Stockholm Arlanda’s airport historical slots and rights,

• Stockholm Arlanda’s airport slots programme, • SITA/TELEX

2 Airlines ACS • Requests and complains about historical and airport slots (modifications, new slots …), • SITA/TELEX 3 ACS Stockholm Arlanda’s

Airport operations • Stockholm Arlanda’s airport slots programme, • Automatic (SAFIR system at

day-3) 4 Stockholm Arlanda’s

APRON ACS • Stockholm Arlanda’s airport capacities and constraints,

• Air navigation services capacities and constraints, • The realised during the previous seasons,

• SITA/TELEX, • SITA/TELEX, • Automatic,

5 Stockholm Arlanda’s APRON

Airlines • Stockholm Arlanda’s airport slots programme, • Airport resources planning, • Airport resources allocation during day of operations (stand and gate for inbound and outbound flights, check-in banks for outbound flights, baggage

belts for inbound flights)

• SITA/TELEX

6 Airlines Stockholm Arlanda’s Apron

• Airport slots programme modifications’ requests starting day-3, • Flight data and time estimates during day of operations (arrivals and departures time estimates), • LDM messages and daily report for billing purposes,

• SITA/TELEX • Manually (radio frequencies

…) • Automatic,

7 Stockholm Arlanda’s Apron

Handlers • Stockholm Arlanda's airport slots programme, • Time estimates for inbound and outbound flights, • Airport resources planning, • Airport resources allocation during day of operations, (stand and gate for inbound and outbound flights, check-in banks for outbound flights, baggage belts for inbound flights)

• SITA/TELEX

8 Handlers (SGS,Servisair, Novia)

Stockholm Arlanda’s Apron

• Outbound flights data, actual ands estimated departure times, • Inbound flights data, actual and estimated arrival times, • Daily reports for billing purposes,

• SITA/TELEX,


Stockholm Arlanda’s TWR

• Stands and gates numbers, • Modifications of stands and gates numbers on short and very short notice,

• Radio

10 Stockholm Arlanda’s TWR

Stockholm Arlanda’s Apron

• Aircraft’s push-back clearances, • Aircraft’s landing clearances and actual landing times,

• Radio frequencies,

Table 5 : Information flows between actors (1/4)



Flow From To Description Type 11 Stockholm Arlanda’s

Apron CFMU • Flight plans from Airport’s to CFMU, • FPL messages,

12 CFMU Stockholm Arlanda’sApron

• Flight plans messages from CFMU to airport’s unit, • ATFM slots and messages from CFMU to airport’s unit,

• FPL messages


Stockholm FMP • Nil • N/A

14 Stockholm FMP Stockholm Arlanda’s airport operations

• Nil • N/A


Stockholm Arlanda’s ACC

• Nil • N/A

16 Stockholm Arlanda’s ACC

Stockholm Arlanda’s airport operations

• Nil • N/A

17 Airlines Handlers (own handlers and/ or other handlers)

• Airlines schedules, • Aircrafts’ technical data, • Messages for inbound Stockholm Arlanda's flights : (MVT message / ticketing message / cargo message /

containers position message / passengers special requirements message / load message / fuel message / delay message / ATFM slots),

• Messages for outbound Stockholm Arlanda's flights (load data (check-in data, cargo data, passengers data) / catering data / passengers data/fuelling data / flight plan data), ATFM slots),

• Passengers data (number of passengers, check-in and boarding data …)

• SITA • SITA • SITA

18 Handlers (ownhandlers and/ or other handlers)

Airlines • Messages for outbound Stockholm Arlanda's flights (MVT messages for outbound flights / cargo message / fuel message / containers position message / load message / delay messages),

• Messages for inbound Stockholm Arlanda's flights (time estimates (ETA at destination) / MVT messages (AIBT, AOBT) / Operations reports),

• Boarding data (ready to board time …),

• SITA • SITA

19 Airlines CFMU (IFPS,TACT/CASA)

• RPLs for a given season and FPLs at least 3 hours before the flight, • ATFM messages (SRR (Slot Revision Request) / SMM (Slot Missed Message) / DLA (Delay Message) / CHG

(Flight plan Change message) / SPA (Slot Improvement Proposal Acceptance Message) / SRJ (Slot Improvement Proposal Rejection Message) / RFI (Request For Improvement Message) / SWM (SIP Wanted Message) / FCM (Flight Confirmation Message) / RJT (Rejection Message), re-routing request messages),

• FPL messages, • ATFM messages • RCA terminal,




Flow From To Description Type 20 CFMU Airlines • Provisional ATFM regulations (ANM (ATFM Notification Message)),

• Provisional ATFM slots (AIM (ATFM Information Message)), • Pre-tactical re-routing messages, • Flight plans messages (acceptance, rejection …), • ATFM regulations and ATFM slots messages during day of operations

• FPL messages, • ATFM messages,

21 Airlines Stockholm FMP • Nil for major airlines, • Airlines which don't have an RCA terminal : requests CTOT information and communicates

new EOBT and request ATFM slot,

• Radio frequencies/telephone

22 Stockholm FMP Airlines • Nil for major airlines, • Airline which don't have an RCA terminal : CTOT and ATFM data and regulations,


23 Airlines Stockholm Arlanda’s TWR • Push-back, taxi, take-off and landing requests from pilots, • Radio frequencies, 24 Stockholm Arlanda’s

TWR Airlines • Start-up, push-back, take-off and landing clearances to pilots and operations control

centres, • Radio frequencies,

25 Airlines Stockholm Arlanda’s ACC • Nil, • Could request from ACC a landing priority for specific flights,



Airlines • Nil, • Could co-ordinate departure sequence for special cases,


27 Handlers Stockholm Arlanda’s TWR • Nil • N/A 28 Stockholm Arlanda’s

TWR Handlers • Landing and push-back clearances, • Radio frequencies,

29 Handlers Handlers • Co-ordinate transit baggage and connecting passengers, • Co-ordination of ramp handling with passengers handling (boarding, check-in, W&B and

load sheets),

• N/A

30 Handlers Stockholm FMP • Nil • N/A 31 Stockholm FMP Handlers • Nil • N/A




Flow From To Description Type 32 Handlers Stockholm ACC • Nil • N/A 33 Stockholm ACC Handlers • Nil • N/A 34 Handlers CFMU • Nil • N/A 35 CFMU Handlers • Nil • N/A 36 Stockholm FMP Stockholm Arlanda’s TWR • ATFM slots for a given flight,

• Stockholm Arlanda’s regulations • Data for REA messages



Stockholm FMP • Request to send REA message, • Request information about ATFM slots co-ordinate traffic situation


38 Stockholm FMP Stockholm ACC • Traffic demand and state of operations for Stockholm Arlanda and boundary sectors • Radio frequencies/telephone

39 Stockholm ACC Stockholm FMP • Co-ordinate with FMP and advise FMP of regulations to be implemented during day of operations


40 Stockholm FMP CFMU • Pre-tactical planning (sectors capacities, regulations for day of operations), • State of flows and traffic demand during day of operations, • REA messages, • Slot requests for a given flight (airlines which don't have an RCA terminal),

• RCA terminal

41 CFMU Stockholm FMP • Pre-tactical data (provisional ATFM regulations, provisional ATFM slots, provisional ATFM re-routings,

• ATFM regulations for Stockholm Arlanda's and boundary sectors during day of operations, • Slot allocation and state of ATFM regulations for a given flight

• RCA terminal


Stockholm Arlanda’s ACC



• Co-ordinate the required runways configurations, • Co-ordinate in case of disruptions the arrival sequence, • Co-ordinates departure sequence for special cases



CFMU • Nil • N/A

45 CFMU Stockholm Arlanda’s TWR • Nil • N/A




3.3 INFORMATION SYSTEMS ANALYSIS

The assessment of information systems used by Stockholm Arlanda’s actors has been undertaken following two axes: description of information systems’ main functionality, analysis of the main automatic links between information systems.

Designation Actor Main functionalities SCORE ACS

• SCORE manages and optimises co-ordination activities (calculation of historical slots and

rights, computation of airport slots programme, management of airlines’ requests and modification of airport slots etc.). It is automatically linked with SAFIR (Swedish Aviation Flight Information Resources) database. It updates the airport slots planning and receives from the realised in order to analyse it and to compare it to the airport slot programme,

• SCORE allows the management of airport slots during pre-tactical and tactical phase and their processing by SAFIR (receives airlines requests, management or airport slots amendments).

SAFIR Airport (Central

Database)

• SAFIR is the Arlanda’s central database. SAFIR allows the management of traffic data and time estimates during day of operations. It centralises this data and feeds all airport systems with real time information from various sources.

TMS Airport

(Stand/Gate Management in Ramp Tower)

• The TMS system allows the planning, the allocation and the management of airport resources and capacities (e.g. stands and gates, baggage belts and check-in banks). This system is automatically linked to SAFIR and receive flight data and time estimates.

OPUS 2000 (SAS

module)

SAS • The OPUS 2000 (SAS module) system is SAS’s operations control system. This system collects and centralises all data and time estimates regarding SAS’s flights during day of operations.

OPUS 2000 (SGS

module)

SGS • The OPUS 2000 (SGS module) system is SAS Handling operations control system. This system collects and centralises all data and time estimates regarding SAS Handling’s operations and handled airlines.

RATE PC LFV/FMP • System dedicated to Arrival Management. ITV System Airport actors • Cameras system recording/playing the strip ranking done by the controllers ATCAS/AMP LFV • Provides the flight strips for inbound and outbound Arlanda’s flights and arrival time

estimates for inbound flights.

Table 6 : Information systems main functionalities (1/2)



Designation Actor(s) Main functionalities ATIS TWR • ATIS provides aeronautical information services, including DCL (Departure Clearance)

PREDICT FMP / CFMU

• PREDICT (the pre-tactical system) system is used by local FMPs and the CFMU to define the pre-tactical plan and regulations to apply during day of operations. PREDICT system receives data from ENV and ARC systems. It communicates data to TACT/CASA systems,

RCA terminal CFMU/ FMP

• The RCA terminal is the graphical users interface with CFMU information systems. This interface runs under Windows systems (PC).

RPL (Repetitive Flight Plan System)

CFMU • The RPL system receives, processes and stores repetitive flight plans (RPLs). It ensures the proper reception, processing and distribution of RPL data. It receives data from ENV system and communicate with TACT/CASA and IFPS systems.

IFPS CFMU • IFPS system enables the reception, the processing and the delivery of flight plan data in the IFPS zone. It provides a centralised flight planning system for the states within the CFMU area in order to rationalise reception, to perform initial processing and distribution of flight plans data to ATC units. It provides RPLs and FPLs data to use for ATFM planning, monitoring and slot allocation. It receives data from ENV database and RPL system. It communicates data to TACT/CASA system.

TACT CFMU • The TACTICAL systems (TACT/CASA) provide a Computer Assisted Slot Allocation (CASA), assesses the re-routing for flows and individual flights. They also provide specific forecast traffic data for the preparation of the ATFM pre-tactical plan, presents and monitors the traffic situation during day of operations. TACT/CASA receive data from RPL, IFPS, ENV database and PREDICT system and communicate data to ARC database,

ARC CFMU • The archive system records the CFMU data and processes it to provide historical data. It assesses the ATFM performance and provides a forecast flight demand model based on historical data. The ARC database receives data from ENV database and TACT/CASA system. It communicates data to PREDICT system.

ENV CFMU • The ATS environment system is a database that includes ATS routes and routing systems, airfields, standard instrument departures, standard arrival routes, navigation aids, ATC sectorisation … This database provides data for use by IFPS, RPL, TACT/CASA, ARC and PREDICT systems.

Table 6 : Information systems main functionality (2/2)



3.4 TIME ESTIMATES ANALYSIS

Thanks to the developpement of SAFIR central database, a common terminology has been set up for all sources that are connected to. Regarding the terminology and data content, the only minor comment that might be made concerns the ETA (Estimated Time of Arrival) that is sent through movement messages whose meaning may differ according to the different airlines (Estimated Landing Time or Estimated In Block Time). In any case, the estimated in-block time at Arlanda airport can be derived from landing time by adding a few minutes to the estimated landing time. In the near future and future, operating the third runway12 and projects for a fourth runway will lead to increase taxi-in time. There would be a need to distinguish between them and to state about which data (landing or in block time) are received through aircraft movement messages. 3.4.1 Update of time estimates In order to analyse how time estimates are issued and received by each actor at Stockholm Arlanda (LFV, airlines, handlers and TWR) the following process has been developed. This process shows how times estimates are issued and received starting from the ground rotation of the inbound flight and ending at the arrival of the outbound flights at destination. It allows a preliminary assessment regarding the completeness, the timeliness and the availability of the issued and received data from a “Gate to Gate” concept pespective. The following paragraphs describe how times estimates are updated and received at each step of the following process. 3.4.2 Inbound flights • Flight plan issue of inbound flight :

• SAFIR receives the airport slots programme which indicates for each flight the scheduled standard time of departure and standard time of arrival.

• Airlines and handlers issue or receive the scheduled in-block time as given by the flight plans submitted the IFPS,

• The ATCAS/AMP (FDPS) system and Stockholm Arlanda’s ATS receive the scheduled in-block time from the IFPS system (e.g. aircraft operators scheduled in-block time),

• ATFM Slot issue of inbound flight :

• SAFIR, the FDPS system and ATS do not receive ATFM slot information for inbound Stockholm Arlanda’s flights,

• Airlines and handlers receive the ATFM slots at the departure station. • Handlers input manually slot information into SAFIR13.

• Start of ramp handling and ground rotation at origin airport : • Ramptower, airlines and handlers generally receive few data from outstation during ground

handling. They may receive delay messages in case of significant delays or flight’s cancellation,

• SAS receives a delay message when the check-in is closed with a delay (usually should be closed 20 minutes before the scheduled time of departure). An estimated off-block time for the outbound flight is then re-calculated.

• The FDPS system and ATS do not receive neither data about Stockholm inbound flights regarding flight progress during its ground rotation at outstation nor information about eventual disruption.

12 from April 17, 2003 onwards. 13 IRM (Information Remark) field in SAFIR. 26 EEC Note No. 19/03


• TWR clearance and aircraft push-back at origin airport :

• Stockholm Arlanda’s actors do not receive these data from outstation when such event occurs; • Handling agents often issue a MVT message indicating the actual off-block time at outstation

and estimated airborne message that gives the actual off-block time and an estimated take-off time after take-off.

• Taxiing :

• Stockholm Arlanda’s actors don’t receive data from outstation when this event occurs,

• Take-off : • At take-off, airlines and handlers at the outstation issue MVT messages. These MVT

messages give the actual off-block time, the actual take-off time and an estimated in-block time at Stockholm Arlanda,

• En-route :

• During the en-route phase aircraft operators and handlers receive very few data and time estimates,

• More accurate arrival time estimates (especially when holding stacks are implemented) might be provided by the RATE PC tool.

• Flight enters Stockholm Arlanda’s sector or FIR :

• During this phase FDPS could update the estimated landing time if the difference with the previous estimate is more than 5 minutes. Those time estimates are received by SAFIR and ATS (ACC, TWR),

• Aircraft operators and handlers sometimes receive an estimated landing time from the pilot, generally 10 to 15 minutes prior to landing. Pilots often inform their operations centre in case of restrictions (implementation of holding stacks) along (whenever the information seems reliable) with an estimated times for exit stack and landing.

• Flight enters approach or stack at Stockholm Arlanda :

• The FDPS system issues an estimated landing time when the aircraft passes over the last fix point (several minutes before landing),

• SAFIR and ATS (ACC, TWR) receives the time estimate, • Aircraft operators and handlers receives an estimated landing time by looking in SAFIR

(NDS) and also the flight strips in the ITV system.

• Landing and touch down at Stockholm Arlanda : • SAS issues and receives the actual landing time by ACARS messages • Novia, Servisair and SGS receive or issue the actual landing time either by scanning TWR’s

frequencies or by the means of MVT messages, • The FDPS system issues the actual landing time, • SAFIR receives the actual landing time either by means of MVT messages or by scanning

TWR’s frequencies or from the FDPS system,

• Arrival at gate at Stockholm Arlanda: • Aircraft operators and handlers issue the arrival MVT message when the aircraft arrives to its

parking position. This message contains the actual landing and in-block times, • SAFIR updates the actual in-block time and could receive the arrival MVT messages, • SAS issues and receives the actual in-block times by ACARS14 messages.

14 ACARS: aircraft communications, addressing and reporting system EEC Note No. 19/03 27


3.4.3 Outbound flights • Flight plan issue of outbound flight :

• Stockholm Arlanda’s airport receives the airport slots programme which indicates the scheduled off-block time and the scheduled in-block time at destination,

• Airlines and handlers issue or receive the scheduled off-block time as given by flight plans submitted the IFPS,

• The FDPS system and Stockholm Arlanda’s ATS receive the scheduled off-block (and the scheduled in-block time in case of domestic flight) time from the IFPS system (e.g. scheduled off-block and in-block times as given by airlines’ flight plans),

• ATFM SLOT issue of outbound flight :

• The ATFM slots (CTOTs) and modifications15 are input manually into the SAFIR system by handling agents.

• Start of ramp handling and ground rotation at Stockholm Arlanda :

• If the flight is delayed, aircraft operators may issue a delay message when the check-in is closed (20 minutes before the scheduled time of departure). This message updates the off-block time and the in-block time at destination,

• In case of delay,handling agents could issue a delay message containing the actual off-block and in-block times,

• SAFIR receives those delay messages. Nevertheless a little amount of time estimates are received,

• Servisair, the FDPS system and ATS don’t issue or receive time estimates during this event, • It is to note that handlers’ flight dispatchers could issue an estimated ready time, • During boarding, airlines and handlers record the times at which boarding starts and ends,

• Doors closed and aircraft ready at Stockholm Arlanda : • For ACARS equipped aircraft, aircraft operators may issue an “all doors closed” event,

• TWR clearance and aircraft push-back at Stockholm Arlanda :

• Airlines and handlers issue the actual off-block time by MVT or ACARS messages. They could issue an estimated airborne message in case of disruptions at Stockholm Arlanda. This message gives an estimated take-off time,

• SAFIR FDPS’s pre-activation messages are issued. These messages contain an estimated off-block time.

• SAFIR receives the actual off-block time by scanning TWR’s frequencies or by controlling the push-back on the apron control system,

• Taxiing :

• Stockholm Arlanda’s actors do not send data to outstation when this event occurs, • Take-off :

• Airlines and handlers issue the departure MVT messages for next stations. It contains the actual off-block and take-off times;

• The FDPS system is activated and issues the actual take-off time by the mean of an activation message.

15 modifications can occur during the CFMU true revision process. 28 EEC Note No. 19/03


4 PROCESSES AND INFORMATION FLOWS MODELS BY ACTOR

4.1 ACS (Airport Co-ordination Sweden)

Arlanda Airport is a fully co-ordinated airport. Thus, ACS (Airport Co-ordination Sweden) is in charge of managing the co-ordination activities for Stockholm. ACS is composed (from April 2002) of two people to fulfil everyone’s needs16. Some restrictive local rules regarding environment and open hours (curfews) apply at Stockholm (Arlanda and Broma). About 70 airlines are land and/or take-off to/from Arlanda airport, the number of movements is about 250 000 per year. Allocation of departure and arrival times is compulsory for all flights at ESSA aerodrome. Airport Co-ordination Sweden is in charge of co-ordinating the planned times of departures and/or arrivals of all flights. Planned times of departure/arrival of all scheduled flights, serialised charters and business flights have to be notified to the Scheduling co-ordinator for co-ordination purpose. For other flights, the estimated time of departure and/or arrival have to be notified to the scheduling airport co-ordinator 3 hours prior to the planned times. 4.1.1 Airport slots planning during strategic phase ACS establishes the airport slots programme at fully co-ordinated Swedish airports. An airport slots planning, for Arlanda airport, is established by the Airport Co-ordination Sweden, checked and discussed with airlines operating from and to Arlanda airport during the biannual IATA conference (November for summer season and June for winter season).

SEP NOVOCT JANDEC MARFEV

Historical slotanalysis

Capacitystudies anddefinition

IATAconference

Historicalslots delivery

Closingmailbox

Open mailboxSCR telex

Fittingcapacitydemand

Initial co-ordination pre-

conference

First agreed co-ordination pre-

conference

Start ofSummerseason

Figure 8: Airport’s slots working schedule for a summer season An airport slot planning is established with aircraft operators and Swedish CAA. It is established using: 16 About 70 airlines land and/or take-off to/from Stockholm airports (between 200,000 and 300,000 movements a year). EEC Note No. 19/03 29

CDM Stockholm Arlanda WP1 •

•

The previous equivalent season planning (e.g. calculation of historical rights based on previous season co-ordination), The realised during the previous equivalent season (cancellations performed after the deadlines and deviations against the schedule). Generally, if more than 80% of given planned slots have been used correctly by the airline then the slots are re-scheduled to the airline ,

• The strategic phase starts approximately 6 months before the beginning of the season by the collection of Arlanda airport and air navigation services capacities and constraints and by the computation of Arlanda historical slots and rights.

The historical slots and rights are calculated based on the previous equivalent season slots and on the realised during the previous equivalent season. The calculation of historical slots for the next equivalent season takes into account those cancellations made until the deadline (31st of January for the summer season, 31st of august for the winter season). The historical slots are sent to the aircraft operators, who then submit their slot requests to ACS for the next season (a rescheduling of historical slots, modifications of historical slots, requesting new slots). Slot Clearance Request/Replay (SCR messages) comprise the following data: • Date of flight, • Type of flight, • Aircraft identification, • Type of aircraft, • Scheduled time of aircraft departure and/or arrival from/at Arlanda airport (in UTC time). Once ACS has received all airline requests, a provisional airport slots programme is computed (internal to ACS). This programme is discussed during the biannual IATA conference. After this conference a second airport slot programme is computed taking into account the outputs of the IATA conference and is sent to the airlines. The major output from the airport slot planning strategic phase is the airport slots programme that is distributed to the airlines and Swedish CAA through the SAFIR system. It takes into account historical slots, grand father rights, new entrants, etc. In order to take into account maximum runway capacity, three specific rolling windows have been established as follows: 5’ Rolling Window 15’ rolling window 60’ rolling window Arrival slots (max.) 6 13 37 Departure slots (max.) 6 13 40 Total slots (max.) 11 24 76 Note: this means for instance that in a rolling period of 5 minutes, no more than 13 arrival slots and no more than 13 departure slots can be offered, for a total that does not exceed 24 slots. 4.1.2 Airport slots planning during tactical phase During the tactical phase, all minor changes (re-timing, cancellations, and new requests) are forwarded directly by the airlines to ACS.



ACS operates 24 hours a day. A sub-contract has been established with ramp tower in specific cases (absence of airport co-ordinator). An alteration of previously co-ordinated flights of departure/arrival times is subject to co-ordination. Regarding scheduled flights, slot request modifications have to be forwarded to ACS. If requested slot times are not available, alternative slot times are proposed. 4.1.3 Airport Co-ordination Sweden (ACS) main business processes The main ACS business processes are as follows: • Airport Slots Planning (strategic activities), • Airport Slots Management (tactical activities).



Process/Actors Definition/objectives Major Inputs Major Outputs Actual links to another processes

Actual links from other processes

Airport slots planning (strategic

phase)

ACS : Airport

Co-ordination Sweden

6 months before the beginning of the season until 3 days before operations day: To establish the airport slots programme for the next season by taking into account airport’s and air navigation’s capacities and constraints and airlines’ requests and complains

• Airport slots’ programme of previous equivalent season,

• The realised during the

previous equivalent season (realised activities, deviations against the schedule and cancellations performed before the deadlines),

• Airport’s capacities and

constraints, • Air Navigation’s capacities

and constraints, • Airlines requests and

complains.

• Historical slots and historical rights based on the realised,

• Airport’s slots programme for the next season.

•

• Airport slots planning (pre-tactical phase),

• Airlines scheduling

processes (strategic and medium term scheduling).

Airport slots management (tactical phase).

Airport slots management

(tactical phase)

To modify and to adapt airport slots programme to dailyoperations and constraints by taking into account aircraftoperators requests and ad-hoc constraints.

• Stockholm Arlanda’s airport

slots programme,

• Aircraft operators requests (re-timing, rescheduling of airport slots and cancellations)

• Amended airport slots programme.

•

• Airport slots planning (strategic phase),

• Airport’s resources

allocation andmanagement (tactical phase).

Airport’s resources allocation and management (tactical phase).

Airport slots planning (pre-tactical phase),

•

Table7 : ACS main business process



4.1.4 ACS Information Flows CO-ORDINATED PROCESSES / FLOWS

Co-ordinated processes Definition Involved actors Actions and decisions Main exchanged information

Airport slots planning (strategic phase)

• To establish Arlanda’s airport slots planning,

• To co-ordinate Arlanda’s airport slots planning activities and airlines requests and complains.

• ACS, • Airlines

• Take into account aircraft operators requests, constraints and complains,

• Modify airport slots programme, • Take into account IATA biannual

conference outputs.

• Airport slots programme, • Aircraft operators requests and complains

(re-schedule of historical slots, change historical slots, new requests …),

Airport slots

(tactical phase)

• To co-ordinate airport slots planning with airport and air navigation capacities and constraints during strategic, pre-tactical and tactical phases.

• ACS, • SCAA (Swedish Airport

Authorities)

• Decide and establish airport‘s slots programme,

• Modify airport’s slots programme.

• Final airport slots programme

Table 8 : ACS co-ordinated flows

FLOWS BETWEEN SYSTEMS

From To Description Through

SCORE

Airlines

• Arlanda airport historical slots and rights, • Arlanda airport slots programme.

• SITA/TELEX

Airlines

SCORE

• Requests and complains about historical and airport slots (modifications, new slots …), • SITA/TELEX

SCORE

Airport

Operations

• Arlanda airport slots programme. • SAFIR

Arlanda

Airport operations

SCORE

• Arlanda airport capacities and constraints, • Air navigation services capacities and constraints, • The realised during the previous seasons.

• SITA/TELEX, • SITA/TELEX, • Automatic,

Table 9 : ACS systems flows


CDM Stockholm Arlanda WP1 4.1.5 Information Systems used by ACS

Designation Actor Main functionalities

SCORE

Airport Slot Co-ordination

• SCORE manages and optimises co-ordination activities (calculation of

historical slots and rights, computation of airport slots programme, management of airlines’ requests and modification of airport slots, etc.). It is automatically linked with SAFIR. It updates the airport slots planning and receives from the realised in order to analyse it and to compare it to the airport slot programme.

• SCORE allows the management of airport slots during pre-tactical and

tactical phase and their processing by SAFIR (receives airlines requests, management or airport slots amendments).

SAFIR / NDS Airport Central Database / New Display System

• SAFIR is the central database for airports and used by ACS for gathering

flight information.

Table 10 : ACS main information systems

Note: Some manual input may be made in SCORE by using information captured from airlines’ websites and reservation systems (AMADEUS).



4.2 FMP

4.2.1 FMP Operations As required by the ICAO CTMO17 concept, a Flow Management Position (FMP) equipped to a common minimum level is established in each Area Control Centre (ACC) within the Central Flow Management Unit (CFMU) area of responsibility. The area of responsibility of Stockholm FMP includes the airspace of Stockholm and Sunsvall ACCs. FMP’s role, in partnership with the CFMU, is to act in such a manner that the most effective Air Traffic Flow Management (ATFM) service can be provided, taking into account the needs of both Air Traffic Control (ATC) and aircraft operators. In this context, the FMP shall ensure that the CFMU has all relevant data to enable it to carry out its responsibilities in the Strategic, Pre-Tactical and Tactical Phases. Three planning phases are used by Stockholm FMP: • Strategic phase: the strategic phase is done until Day-7 and takes into account

main environment changes. Strategic planning is not within the main responsibilities of the FMP and is carried out by the CFMU in conjunction with ATS Authorities of the state. Nevertheless, Stockholm FMP is responsible for ensuring that the problems and concerns of ATC Units within the FMPs area are made known to the CFMU.

• Pre-tactical phase: the pre-tactical phase (between Day-6 and Day of operation)

updates the strategic planning by taking into account more accurate forecast data. Operational problems and ad-hoc needs that occur between Day-2 and operations’ day are included in the plan of operations for the tactical period. The FMP should arrange to be in a position to suggest or investigate alternative measures during the pre-tactical co-ordination process.

Note: the main part of pre-tactical activity is made by the CFMU.

• Tactical phase (between Day-2 and Day-1): the ATFM plan is adjusted tactically

to take account of the operational situation during day of operations. The FMP role in this phase are : • To monitor operations during day of operations (regulations to apply, weather

conditions, monitor the demand of Stockholm FMP area of responsibility. • To provide the CFMU with updated information and traffic forecasts, • To provide ACC with delay information and traffic forecasts.

4.2.1.1 Strategic phase

17 CTMO: Central Air Traffic Flow Management Organisation (ICAO concept) EEC Note No. 19/03 35

CDM Stockholm Arlanda WP1 The main objectives of the strategic phase are to optimise sectors capacities of Stockholm and Sunsvall ACCs, to improve procedures and to decrease traffic complexity. During this phase, Stockholm FMP will: • Define and set new routes structures, • Define and set air navigation sectors for Stockholm FMP area of responsibility, • Define the major modifications to be applied to the actual routes and sectors within Stockholm

FMP area of responsibility. The FMP will co-ordinate with the CFMU and will pass useful data for the strategic planning including new capacities of each sector at Stockholm FMP area of responsibility and routes and sectors structures and modifications. 4.2.1.2 Pre-tactical phase During the pre-tactical phase (from Day-6 until Day of operation), sectors configurations and ATFM regulations are planned. Three main inputs trigger the ATFM pre-tactical planning process: • Strategic phase’s outputs : capacity of each sector and routes’ structures, • Data from the equivalent day of the previous week : traffic volumes, sectors

configuration, capacity of each sector and applied regulations for the day of operations (from CFMU archive).

• Data from the equivalent day of the previous year (week-end, holidays, days of football matches, etc.): these data are modified using a correction factor (~10%, or equals to traffic evolution), taking into account the traffic volume, sectors description, capacity of each sector and applied regulations for the day of operations.

These statistical data are collected using the CFMU archive and take into account the real events and the real traffic volumes during the day of operations. The statistical data’s margin error is equal to 2%. The main outputs of the ATFM pre-tactical planning process are: • Implementation of regulations for the day of operations for Stockholm FMP area

of responsibility, • Sectors capacities and constraints.



StockholmFMP

CFMU

Data from the strategic phase :- Sector's capacity,- Routes structures.

Data from the equivalent day ofthe previous week (D-7 days) :

- Traffic volume,- Sectors' description,- Sectors' capacity,

- Regulations.

Is it anormalday ?

No

Is the number ofused sectors the

same than theprevious week ?

Yes

Is there moresectors in use

than the previousweek ?

No

Send data to theCFMU

Take into account the data of theprevious week (D-7 days)and set more regulations

No

At D-2 (48 hours)Update into PREDICT the

regulations

At D-1 day (24 hours)Send regulations for D to

Airlines and Airports

Take into account the data of theprevious week (D-7 days)

and set less regulations

Yes

Take into account the data of theprevious week (D-7 days)

and set the same regulationsAdd regulations in case of non

planned events

Yes

Take into account data from theequivalent day of the previousyear data (D - 1 year) with a

correction factor (~10%)

ATC staff planning and availability

Figure 9: CFMU/FMP Flows

.2.1.3 Tactical phase4

uring the tactical phase, Stockholm FMP monitors the traffic demand, weather Dconditions and daily operations in the sectors of Stockholm FMP area of responsibility (Stockholm and Sunsvall ACCs). Stockholm FMP communicates traffic forecasts and other information to the supervisor of Arlanda APP/TWR (and vice versa). Stockholm FMP is responsible of setting up the ATFM regulations in Stockholm and Sunsvall ACCs. Main reasons for regulations include weather conditions, strong winds, fog conditions and snow situations.




StockholmFMP

StockholmATC

(Supervisor)

Stockolm sectMonitor operations and an ymodifications in the flow an ffic

demand(3 hours in advance (If )

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2.

The o •

2 FMP INFORMATION FLOWS AT ARLANDA AIRPORT 4.

foll wing flows of information are exchanged between Stockholm FMP and airport actors:

Between the FMP and the Airlines

• In very seldom situations, The FMP may receive requests from airlines that don’t have an RCA terminal. Those airlines may contact the FMP for information about the

• Every time when ATFM regulation is implemented in Stockholm area of responsibility, AFTN messages are issued for operators and ATC-units including information which traffic is regulated, time period, reason for regulation and delays to be expected.

Note:

state of their ATFM slots.

Operational traffic and weather forecasts are forwarded to airlines every 8 hours (4:00, 12:00 and 20:00 UTC). Peak flash events (for instance in case of RWY closure, implementation of regulations) are sent between times by email or fax. • Between the FMP and the TWR

Co-ordination between TWR and FMP may occur in the following cases:

• When a flight is regulated and TWR (before aircraft pushback) feels that the aircraft will not cope with its CFMU slot (outside of CFMU window for more than 5’) due to taxiways/runway congestion, late start-up request from pilot, etc. In such cases, the TWR may contact the FMP for co-ordination with the CFMU.

• When there is a need for on line changes to CFMU taxi times. • During very adverse conditions for co-ordination (OPS procedure 003).

• Between the FMP and ACC

• The FMP gives the traffic demand and the state of operations for Stockholm FMP area of responsibility,

• The ACC supervisor will then co-ordinate and advises the FMP of the regulations to be implemented.

• Between the FMP and the CFMU • Stockholm FMP sends to the CFMU the following data:

• Pre-tactical planning (sectors capacities, regulations for day of operations), • During the tactical phase, Stockholm FMP sends to the CFMU the state of

flow and traffic demand over Stockholm ARLANDA’s sectors, • REA messages (on the request of TWR), • Slot request for a given flight (airlines which don't have an RCA terminal), • Changes to taxi times, • Requests to the CFMU for exempting/excluding one or more flights from

regulations (especially during very adverse weather conditions). •



Stockholm FMP receives from the CFMU the following data:

• CFMU’s feed-back on the pre-tactical data during the pre-tactical phase (provisional ATFM regulations, provisional ATFM slots and re-routings),

MU’s re for Stockholm FMP ar slots and ul tactical phase.

•

• CF gulations ea of responsibility, ATFM the state of ATFM reg ations for a given flight during the

Airlines

Stockholm TWR

Stockholm Airport

CFMU

Stockholm FMP

- Airport resources planning,- Airport resources allocation (stand and gate for inbound and outbound flights, check-in banks

for outbound flights, baggage belts for inbound flights),

- Request modification of airport slots program after day-3,

- Flight data and time estimates during day of operations,

- LDM messages and daily report for billing purposes,

Handlers

Messages for inbound Stockholm flights - MVT message/Ticketing message/Cargo

message/Container position message/passengers special requirements message/load message/fuel

messag

- Airlines schedules, - Aircraft' technical data,

- ATFM slots (CTOT) for inbound and outbound flights,

e/Delay message

Messages for outbound Stockholm flights - Load data (check-in data, cargo data, passengers

push-ing C

- Start-up, push-back and taxi take-off and

landing requests

data)/passengers data/fuelling data/ flight plan data)

- TWR gives start-up, back, take-off and land learances

- RPLs for a given season, - FPLs at least 3 hours before the flight,

- Re-routing requests and re-routings - SRR (Slot Revision Reques

- SMM (Slot Missed Mes- DLA (Delay Message),

- CHG (Flight plan Changement message), - SPA (Slot Improvement Proposal Acceptance Message),- SRJ (Slot Improvement Proposal Rejection Message),

- RFI (Request For Improvement Message),

acceptance messages,t Message), sage),

- SWM (SIP Wanted Message), - FCM (Flight Confirmation Message),

- RJT (Rejection Message), - Provisional ATFM regulations (ANM (ATFM

Notification Message)), - Provisional ATFM slots (- AIM (ATFM Information

Message)), - Flight plans messages (acceptance, rejection ...),

- Pre-tactical re-routing messages, - ATFM regulations during day of operations

- SAM (Slot Allocation Message ), - SRM (Slot Revision Message),

- SLC (Slot Requirement Cancellation Message),- SlP (Slot Improvement Proposal), - FLS (Flight Suspension Message),

- FSH (Flight Shift Message),

Messages for outbound Stockholm flights- MVT messages for outbound flights/Cargo message/Fuel message/Containers position message/Load message/delay messages

Messages for inbound Stockholm flights- Time estimates (ETA at destination)/MVT messages (AIBT, AOBT)/Operations reports

- There are no data flows with major airlines,

Airlines wich don't have an RCA terminal

- Request CTOT information,

- Communicate new EOBT and request ATFM slot,

- DES (De-suspension Message), - RRP (Re-routing Proposal Message),

- RPN (Re-routing Notification Message),- ERR (Error Message) ,

- CTOT and ATFM data and Regulations (seldom) - Operational Forecasts - Peak Flash

Stockholm’s ACC

- Operational Forecasts - Peak Flash

Figure 11: General Flow Diagram



.2.3 TIME ESTIMATES TERMINOLOGY

4

Acronym Decoding Received by or Distributed to SOBT Scheduled Off Block Time Received through ATCAS and RCA/CIA STOT Scheduled Take Off Time Received through RCA/CIA SLDT Scheduled Landing Time Received through RCA/CIA ETOT Estimated Take Off Time Received through RCA/CIA ELDT me Received through ATCAS. ELDT (e.g. ETAs) is distributed via FIAT to

via Rate Estimated Landing Ti

SAFIR with no update until outer marker. ELDT is distributedPC to ATCC (ETA is updated (RETA)).

CTOT Computed Take Off Time Received through RCA/CIA. ATOT via OLDI to Actual Take Off Time Received via ATCAS and distributed via FIAT to SAFIR and

CFMU (RCA/CIA).

Table 12 : FMP time estimates terminology

.2.4 INFORMATION SYSTEMS USED BY FMP

Stockholm FMP uses at least three systems: • PREDICT system : the CFMU system to support the pre-tactical phase

(operational in the CFMU since 28/06/2000); Predict is a TACT-like system enabling better information to airspace users, greater planning accuracy, thus better anticipation, with the following functionality: • Possibility to implement regulations off-line on real traffic, • Assessment of regulations impact, • Re-routing of flows.

• RCA terminal: the CFMU RCA terminal linked to TACT/CASA system (ETFMS18). • In addition, RATE-PC TOOL: The Rate PC Tool (in-house development) aims at managing the

arrivals.

4

18 Enhanced Traffic Flow Management System 42 EEC Note No. 19/03


S MAIN FUNCTIONALITIES

YSTEM

PR

) system is used by local FMPs and the CFMU to define the pre-

ply during day of operations. PREDICT system receives data from icates data to TACT/CASA systems,

EDICT PREDICT (the pre-tactical systemtactical plan and regulations to apENV and ARC systems. It commun

RCA ter inal is the graphical users interface with CFMU information systems. This interface

indows systems (PC). Maybe used by FMP for CFMU/Airline dialog if an airline does minal

The RCA termruns under Wnot have RCA Terminal

RATE-PC The RATE-PC TOOL is used for managing arrivals at STOCKHOLM Arlanda Airport. It is being

reaking.

developed and being experimented. The radar co-ordinator supervisor (TMC) puts the information into RATE PC (winds, runway configuration, rate modifications, space (breaking, snow sweeping), go-round, diverting, exclusions, etc.). For runway closure, the information comes from the Tower. During the winter season, there is a standard snowfall sweeping every 45 minutes and it lasts between 6 and 8 minutes, including sweeping of RWY and TWY-exits plus measuring of b

Table 13 : FMP main information systems description

FMP

FMD

FDOD

TACT/CASA

ENVARC - Environment data

-Flight data fromthe reference day

- Capacities values- Sectors configurations

AME- ATFM dailyPlan (ADP)

- ATFM daily

Plan (ADP)

RCA terminal

PREDICT / RCA

PREDICT

Figure 12: FMP Information System diagram




.3.1 Tower Operations 4.3.1.1 Operations environment

4.3

4

The Tower belongs to LFV that manages: • airport operations, • air traffic control, • stand and gate management, • air traffic flow management. Arlanda’s control tower manages aircraft operations on the ground and within the airspace around Arlanda’s airport. TWR manages the ground movements of aircraft around the airport and ensures appropriate spacing between aircraft’s taking-off and landing. They issue a variety of instructions to aircrews on how to enter into a pattern for landing or on how to depart for their destination. The Tower activity is divided in the following positions:

• Tower C • Tower East • Tower Supervisor • Ground Control West , North and East (GND W, GND N, GND E) • Clearance Delivery (CLD) • Flight Data Assistant

Figure 13: TWR Control Position




The map fo

of the positions in the Tower is as llows:

Flight Da

Assistantat

TWR East

Sup

GND GND West

TWRervisor

East

C D

GND N thor TWR C

Figure 14: To r

wer ope ations positions


.3.1.2 Description of the Operational Business Process4 Process/Actors Definition/objectives Major Inputs Major Outputs Actual links to another A

processes ctual links from

other processes

CD (1pos)

ance deli [clear very]

ARLANDA TWR

Day

of operations delivers the start-up and

flightsSIGM

delivers SAM msgs, delivers valid SIGMET advises of AMD19

forecasts

striA/AM

(flight pand AMP

parking data aircrews at

requests, SIGMET via AFTN Meteorological report, AMD

Forecast via AMP/ATIS SAM msgs via strip printer and/or

AMP

start-upaircrewATC-cSAM m

deliverinform

co-ordinGND, ESTMC, provide a

an gement with data n ad-hoc flights

via ATCAS/FIAT systems automatically

stributes ETAs to AFIR

cobet S FM

or ad-hoc flights from apron management.

ATC-clearance for departure flights

FPL

ps from (FDPS) P system,

lans) via ATCAS

from SAFIR ’ d a, start-up and ATC

clearance to s, learance including sg

SIGMET and

mof AMD o

ation between OS FMP and

pron a

diS

-ordination ween GND, ESOP and TMC

Parking stands f

GND (3 pos)

[ground control]

ARLANDA TWR

Day of operations

flights strips rews’ pusests,

craft moveand arrivals

strips f SMCGS with ls for

vals incl. parking stand S with semi-automatic ncl. CTOT for departures

GS with arrivals and departures lists (originated from

strips)

ush-bclearan

quentraffic

parking aircraft

deliver flight s

GND ground

for vehi aft, aircraft guidance on ground

and apron

GNWRs

Co-ordiO F

TMco-ordinaApron M

en a stand is cupied or not working

CGS-data to Apron Management (and later SAS operations)

Co

TMC

co fro

Management when late stand changes or to wait for occupied stand

push-back clearances taxi clearance for departure flights, including best sequencing

aircrequ

air

taxi clearance for arriving flights

flight

change of SAM msgs to control all traffic on runways incl. Vehicles handle TWY-lights (direction and intensity)

arri SMCG

labels i SMC

from CD h-back and taxi

p

ments for departures

rom TWR automatic labe

flight

ack and taxi ces to aircrews cing of departing

stand to landing

T

ES

se

change in SAM msg trips to TWR and wh

oc movement control cles and aircr

SM

D

nation between

S MP, TWR and C,

tion with anagement

CD (strips)) -ordination

between TWR and

coord. GND ord. TWR m Apron

Table 14 : TWR main ness processes (1/2)

busi

19 AMD: Arrival Management Display


olm Arlanda WP1

47

Process/Actors Definition/objectives Major Inputs Major Outputs Actual links to ot sher proces es

Actual li from nks other processes

TWR (2 positions)

Runway and CTR

control

ARLANDA TWR

Day of operations to manage departures and arrivals and all

air movements around Arlanda airport handle Runway- and Approach-lights

(direction and intensity)

flight strips aircraft arriv

point inbound traf SMCGS da Radar data Met-data (w

ding n crew

f st ND V distribute

l l equence to ne operators

V tual takeoff s n

T sy ms u tak and

e

( m

io

O a

D ordination een ESOS , TWR and

from ing t

fic ota

ind,

GNo h

n fi

BA

D oldi

nal

etc

ng

.)

Takeclearalight

via ITactuaairportvia ITeque

via Adistriblandingairlinauto

-off ances trips -caandiand dist

ce

te ac timoperatica

d lano airto G

merang sairlir. ac

CAS/FIATtual

es toatorslly)

stee off

airport and

GND Co-ordinatbetween ESFMP, TWRTMC

n S nd

GN Co-betwFMPTMC

WS (1 position) (watch supervisor)

or TC (1 position)

(tower coordinator)(position will be

introduced next year)

Day of operations to co-ordinate actions between ESOS

FMP, TMC/ACC and TWR (runway configurations, regulations to apply, landing separation and rates).

to provide ACC with delay information and traffic forecasts

via e-mail/fax distribute Operational Forecast (runways in use, closed areas, expected delays and reasons etc) or Peak Flash (rapid or unexpected changes) to airports and airline operators

via internet to CFMU or co-ordination ESOS FMP set new taxi times , SRM, REA-msg, etc.

state of traffic o anairport and secto

weather conditio nd da CFMU-data via net NAVAIDS data RWY and TWY light

configuration

ns ken d t an tors

i e tion( at pply y

u ands ati rate

u AID

( rt light tem ia In t or

F

FM ations

(tac ase), TW sses,

s

(tac ase),

s operations management

cal phase), TWR processes, ATCC operations management

cal phase),

FMP’

(tacti

(tacti

P’s opermanagement

tical phR proce

ATCC operationmanagement

tical ph

n Arlrs ns ainter

da’s

ta

ActioArlann casregul

configepar

config

airpo REA orESOS

to ba’s aof diionsratioons re N

gro SRMP

e tairporsrup to ans, landAV

RWY-configuration for AGL und M v

over d secs , ru

ing s …)S

) systerne

nwa

n buTable 14 : TWR mai sines ces 2/

2) ses (s pro

CDM Stockh

EEC Note No. 19/03


otes:N

The watch supervisor performs the co-ordination today. In the future he will do more planning, especially

the FMP).

Prepara

•

during the peak hours. er conditions sent to the CFMU (directly or via• The change of taxi-times depends on the weath

tion of flights strips - FDA

The FD /AMP printer, checks s to CLD (Clearance delivery) and inbound flight strips to TWR.

A (Flight Data Assistant) collects the flight strips from the SIGMA data and passes the outbound flight strip

FlightData

Assistant

SAFIR

FLIGHTSTRIPS CARSMAP

RADIO

he flight strips are printed, using (FDPS) SIGMA/AMP system:

Figure 15: Flight Data Assistant desk T• For departures: 25 minutes before the ETD (Estimated Time of Departure as given by the flight

plan), • For arrivals: between 30 and 90 minutes before ETA (Estimated Time of Arrival). The printed flight strip contains the following data (from Flight Plan System): • Callsign, airspeed, type of flight (IFR/VFR), aircraft type, wake turbulence category, departure and

destination airport and transponder code, ETD, SAM-msg – if any, •• SID incl. altitude, exit point from the TMA, ATS-route and Requested Flight Level (RFL), • Not FMS equipped.



Clearance delivery - CD • CD receives the flight strip 20-25 minutes before ETD from the FDA. • CD will manually add on the strip:

• Stand number for departure and arrivals (derived from SAFIR-list), • Mark the wakevortex type if Heavy, • Insert a special mark if departure is going to DEP-EAST sector, • A note if a DEP MSG is to sent via AFTN.

CDController

ATLASI-ACS CD

Software

RADIO

Figure 16: Clearance Delivery desk

The call for start-up, which also states stand number and aircraft type, is generally received between 10 and 15 minutes before ETD. CD checks if the stand number and aircraft type are correct according to flight plan. CD transmits start-up and ATC clearance (including SID20 and ATC-route, transponder code and CTOT (if any). CD is also responsible for that a readback of a clearance is correct. After a correct readback aircraft is transferred to GND for pushback or taxi clearance.

During normal operations, the first air t-up. In case of congestion, the start-up sequence is established taking into account the start-up call time (first to call first to start-up) and the ATFM slot time (the most urgent ATFM slot is to start-up). If the start-up call is too late to comply with the CTOT, CD will ask the aircrew to get new CTOT through its airline or the handling agent or the FMP. CD can also assist aircrew by calling WS TWR or FMP.

craft to call is the first to star

20 Standard Instrument Departure EEC Note No. 19/03 49

CDM Stockholm Arlanda WP1 Push-back / taxi clearances – GND controller The ground controller, GND, approves of push-back requests and issues taxi

position of the departure RWY. Aircraft is transferred to TWR when pproaching the RWY.

clearances (mostly by standardised routes) and instructions to aircrew, from stand to holding a

GND WController

AWOSSMGS LightSystem

RADIO

Figure 17: Ground Controller desk

Figure 18: AWOS System



Arriving traffic, transferred to GND when vacating the RWY, is given taxi clearance from RWY-exit to stand (normally by standardised routes). On certain remote stands (lacking docking system) a follow-me-car takes over on apron. GND establishes the push-back and the departure sequence taking into account the following parameters: • The start-up sequence as established by the clearance controller, • Restrictions from FMP, • The time of the call for push-back, • Stand conflicts, • Aircraft types, • Departure routes (SIDs), • Possible intersection takeoff, • Traffic pattern on TWYs. When the aircraft is ready for pushback (e.g. all doors are closed and the pushback tractor - ordered by the handling agent - is in position), the aircrew contacts GND for pushback. When the pushback and start-up are completed, aircrew requests taxi clearance from GND. If an aircraft is parked on a remote stand, the aircrew calls for taxi clearance after start-up. Aerodrome control - TWR The local controller, TWR, manages the departures and the landings. For departures, the local controller establishes the final departure sequence, e es the correct

separation between dep/arr, dep/dep and arr/dep aircraft, controls the state of aerodrome and delivers the take-off clearance,

Send a DEP MSG if required, When about 1500-2000 ft climbing, the aircraft is transferred to DEP controller.

For approaching

nsur

aircraft, TWR checks separation on final approach and gives needed information (b/a, gusts, tfc etc.).

For landing aircraft, TWR delivers the landing clearance after a wind check and checking that the RWY is free.

After landing aircraft is transferred to GND.




TWR CController

Approach

RadarSMGS Weather

AWOS RADIO

Light

System

Figure 19: Local controller desk

olm Arlanda WP1

53

Figure 20: TWR Arrival Process

FDA

t Dista

RR olle

C

FlighAss

TWTW

Contr

RWY &

GNDGround

Controller

Apron & TWY

atant

r

TR

FPLSystem

Strip printerarriving flights

Strip with demand

flight plan data

u

M

Stawit

S C

ndh:taat

is

nd H

pd

ark

ated Distr eStri

T

ibutp to

WR

ReceiveStrip

Put strip intime sequence

on FPB(Flight

ProgressBoard)

Scan Radar Sequence strips in landing orderto be seen viaITVIf necessary,coordinate withAPP

Scan Radar Sequence strip in landing ordeto be seen viaITV If necessary,coordinate withAPP

ReceiveStrip

Distributestrip toArchive

Transmit to a/c:Stand number

Taxi instructions

Transmitchange o

New taxi in ions

sr

LCANtiCoTg

a gl n/ Ao am n iph a dn Rr e cr d

ndinearaC Lte le o

eck SMansfoun

ceNDSndin str/c i

r a/

g

ent

to

Dist testr o

G

ribuip tND

to f sstr

a/tanuct

c:d

Changeof

stand ifreceived by

apronM

A/Cparked

CDM Stockh

EEC Note No. 19/03

olm Arlanda WP1

EEC Note No. 19/03

i 2 R Departure s

F gure 1: TW Proces

FDA

Flight DataAssistant

FPLSystem

Stride

p

fl

ri te iga mi e

T

printpartingights

er StplE

p wn dD

ith pata, 2

rin5

d flnut

hts to

DisS

t etr

ributip to

CD

CD

ClearanceDelivery

ReceiStrip

ve

S p

- u- a- - D- o

trip is u

Stand ncat H mDep E mNote if

Marking

dated w

mberrking

arkingep MSGf CTOT

ith: A/ ll

c nmi E

ri cwith

St le cinc if u m i

TOT b a

C Caand10

No st

s forlearan. to

p che FDA

startce TD

k

-up art uludinabl, NTO

p ang Ce toT

nd cTOT co

will

aranis givply we arr

eenthngedC

Aftr

Trat

er a coeadbansfer

o grou

rreccka/c nd

t

Distriburip tCD

teoSt

ReceivStrip

penP

h-back oi reques

nge a stp or taxequence

Give Taxiarance andstructions

hen a/proachlding p

ransferTWR

ePut stri

sequF

in timece onB

Pustax

Arraus

rt

art-i

Clein

Wapho

T

c isingoint

to

DisSt

T

triburip tWR

teoNO

GND

ApronandTWY

D e

HIV

istriStriARC

butp toReceive

Strip

M n op d inCh p

be a de sG u nc

ake a fitimiseeck setweenparture

ive line

al &sequencarationrrivals/

p cleara

g

e

Che betConGiv

ck sepa nween d etrolof ru y

e Take O e

ratioep/d

nwaff Cl

p

arance

A/CTaking

Off

tI

Checto oWhe

k sepather a/n a/c 1

ransfer to f required DEP

ratioc,5-2,DEPsend

n

0 ft

TWR

TowerControllerRWY &

CTR

CDM Stockh

54



4.3.2 Main information flows with other actors 4.3.2.1 Information Flows Between the TWR and airport operations (Apron Management): • The TWR receives from airport operations the following data:

• Stand number, • Change of stand number on short and very short term (by radio from follow-me cars).

• The TWR sends to airport operations (Apron M) the following data : • Push-back, take-off and landing clearances (received by scanning TWR’s frequencies), • Landing order and ATA, departure order and ATD via ITV-camera of flight strips,

e 22: ITV Screen

e air via radar-data. IR.

Figur

• Positions of aircraft on ground and in th• ATD and ATA via ATCAS-system to SAF


etween the TWR and the airlines operations: B

w ceivet-u ff and

TWR’sLandin partu a of flight strips.

e TWR irlines the following The aircrew requests start-up, pus g.

n the TW

• The follo ing TWR’s data are re d by the airlines: • Star p, push-back, take-o landing clearance (received by scanning

frequencies), • g order and ATA, de re order and ATD via ITV-camer

• Th•

receives from the a data : hback and taxi, take-off and landin

Betwee R and the handlers

e hand e TWR t• Push-back and landing clearance anning TWR’s frequencies) • Landing order and ATA, departure order and ATD via ITV-camera of flight

strips.

n the TWR and the FMP :

• Th lers receive from th he following data (received by sc

etweeB

The ready messages (REA) are sent by the FMP to the CFMU on the request of Arlanda’s TWR, • Stockholm FMP could give ATFM slot information to the TWR for a given flight on the request of

Arlanda’s TWR, • Change of landing rate that will result in ATM-restrictions sent to CFMU. Between the TWR and ATCC :

•

• The TWR communicates during day of operation the required runways

configurations, • The TWR co-ordinates with ACC in case of disruptions in order to increase the

arrival separation, • The co-ordination process between the TWR and Stockholm ATCC is performed

by the two supervisors: the TWR supervisor and the ACC supervisor. Regarding the co-ordination between actors, ITV cameras participate to a good co-ordination between actors at the airport. However, according to TWR, improvements could be found in: • Providing more accurate ETAs to airport actors and handlers, • Receiving updated ETDs (EOBTs) +/- 3 min from handlers to TWR.


olm Arlanda WP1

57

Figure 23: TWR Information Flow Diagram

ATCAS SYSTEM

FDPS SYSTEM SMGCS Ap

(Straon Townd Mn

erg)

ETAvia

LAN

FPL dataSAM

via LAN

SMRPicture

via LAN

SPic

via

MRtureLAN

S

SMRPicture

via LAN

AFIR

Stan , AOBTaN

dsvi

LA

TOWER

SMRPicture

via LAN

Infag

o ou x,e St s, d s, .

iaN

abnts,elay

vLA

t paandetc

H nsgandli

AgentLa ng Seq. + A

Seq. + ATDvia ITV

ndiDep

TA

CFMUIFPS

FPL and SAMvia AFTN

Strips: FPL data + SAM

via Printer

SSR Req, REA req+ only lookvia internet

ESOS FMP

ESOS ATCC

SSR Req., REA Req.On Line

Msg. For flowrestrictions for

ESSAOn Line SRR req.

REA Req.via TFN

Co-ordination of RWY configuration TWR coordinates distances between

a/c on finalvia TFN

SAM, via SI

SRRTA

Air Crew

req. ATC clearancStart up

Pushback, Taxi Landing,

Departure Clearancevia Radio

e,

, Trand d invia

nsmit: ki of clearancean structions

Radio

All s

CDM Stockh

EEC Note No. 19/03


.3.3 Time estimates

Received by or Distributed to

4

Acronym Decoding ETD / EOBT Estimated Off Block Time Received through FPL data (ATCAS) or SAFIR ELD Received through ATCAS and distributed to SAFIR T / ETA Estimated Landing Time

e of Arrival Estimated TimCTO ke Off Time Received through the CFMU (via AFTN) T Computed TaETIF Estimated Time in Flight Received through FPL data from ATCAS or AMP AOBT Actual Off Block Time Received from RT via SAFIR to SMCGS

Received from SMCGS ATOT Actual Take Off Time Distributed via LAN from ATCAS to SAFIR; Put on strips and

visualised on ITV

ALDT Actual Landing Time Distributed via LAN from ATCAS to SAFIR; Put on strips and visualised on ITV

Table 15 : TWR time estimates

Note: Statistics about Actual Outbound Taxi Time could be obtained through A-SMGCS but it is not done yet.



.3.3.1 Time Estimates update process 4

ring the departure process Arlanda’s TWR receives few time estimates from other actors at Arlanda Departure time estimates and ATFM CTOTs are received from the ATCAS/AMP system.

he TWR could issue several time estimates during the Start-up – Take-off process. Those time

ates are actually recorded by the TWR for statistical purposes. Airport Operations has those data A ation when they will have a

DAirport.

u

Testimwith pron Tower – by radio or SMCGS. SAS Operations will have informSMCGS.

Flight planissue

Start of ramphandling and

ground rotationATFM Slot

IssueDoors closedand aircraft

readyTake-off

Start-up request Start-UpClearance

TRW clearanceand aircraft push-

backTaxiing

Push-back andtaxi request

Groundmovement

control

Take-offclearance

Received data

TWR's data

Flight plan data- SOBT

CFMU data- SOBT

A little data is received by the Arlanda TWR during ground rotation

Start-uprequest time

- Start-upclearance time

- Push-back request time- Taxi request time

- Push-back clearance time- Taxi request time

Push-back andtaxi clearance

- Time of arrival atholding point orholding queue

- Actual take-off time

Figure 24: TWR time estimates updating process

For dealing with the arrival process, the ATCAS system provides: • An ETA from 30 minutes up to one hour in advance through the sector system, • A revised ETA when the aircraft is 20 miles from the airport.



Ground radar view system (SMGCS), • Approach radar (RDP),

4.3.4 Information Systems The main information systems used are as follows: •

MET-system, ATIS22 broadcast, SAFIR system (provides with information about flights).

te with ACC and FMP controllers

• p

Figure 25: Approach Radar (RDP)

• Flight strips system, • Cameras filming the strips (ITV system): cameras record the strip ranking done by the controllers.

Most of actors in the airport have access to this camera view of the strips. • AMP/ATCAS21: system provides the flight strips for inbound and outbound Arlanda’s flights and

arrival time estimates for inbound flights, •••• Telephone facilities: allow the TWR controllers to communica

and aircraft operators and ARLANDA’s airport operations, Radio facilities: allow the TWR controller to communicate mainly with aircrews and with other air ort actors.

ATCAS: Air Traffic Control Automated System

22 The ATIS (Airport Traffic Information Service) is information about the airport that a pilot needs for takeoff and landing. Traditional ATIS is a broadcast message transmitted by each airport as a continuous voice transmission on a special ATIS frequency. The pilot is required to check and copy down the ATIS information before departure and before landing.

21



Automatic processing

Manual processing

SAFIR

Other

Phone/Faxfacilities

Radiofacilities

Visualfacilities

Approach andsurface radar

Strips cameras

ATC AS/AM PMET-system

ATIS

erations description

Terminal 4 planning (strategic and tactical) Terminal 5 planning (strategic and tactical) Terminals 2 and 3 planning (strategic and tactical)

Figure 26: Tower’s information systems

4.4 Stockholm Arlanda’s RAMP TOWER OPERATIONS

4.4.1 Op Basically, the operations positions are the following: • Weather information position (is located in Ramptower but does not depend of Ramptower) • Information co-ordinator • • •

PlanningTerminal 4

Weather

Information

Planning

Terminal 2

and 3

ICoordinformation

nator PlanningTerminal 5

Figure 27: Ramptower facilities map



.4.1.1 Information co-ordinator4

he information co-ordinator is in charge of inserting off-block and in-block times into TSAFIR. She/he checks the update of airborne landing and approach times and takes care of the flights with follow-me cars. He has an access to RATE PC, but it is not in use yet.The SMR is essentially used during low visibility condition and for follow-me cars.

Figure 28: Surface Mo ement Radar Screen

he information coordinator is also in charge of checking if the gate status (free or not) and if the de-icing Thein S

rn r handling agents to publish an accurate estimated

v The knowledge of airspace restrictions implementation (holding stacks) is often deduced from growing longer ETAs on flight strips cameras (ITV). T

fluid has been removed (in case of de-icing operations).

re is also a strong requirement regarding regulated flights to get CTOT information automatically AFIR (at current, it is performed by handling agents). Another interesting idea to get more accurate around information about flights might be fotu

ready time (e.g. all doors closed, pusshback truck in place, aircraft ready to pushback after clearance) 15 minutes up to 20 in advance. In case of de-icing procedures, such information should be supplemented with wiaitng for de-icing information etc.



Figure 29: Ramp Tower Information Co-ordinator Position

W I N D O W

INFO Coor dinator

RADIO

SAFIRNDS'Arrivals

ITV SMR NDSDep.

Figure 30: Information co-ordinator desk 4.4.1.2 Planning co-ordinator The planning co-ordinator performs the strategic and tactical planning for its dedicated terminals. The timetables are inserted into SCORE by the Airport Slot co-ordinator (ACS), then distributed from SCORE to SAFIR and from SAFIR to TMS (automatically).




TMS alerts for depa es delays and/or als • W att ion (type of aircr n n• D n ation, e.g. the inf has rm nt public into NDS: blue

color;

rturributfirm

early arrivaft, Schengeormation

en, e be

compass:tc.): greeen confi

rongelay co

color; ed and we

W I N D O W

RADIO

ND'Arriv

TMSSals

ITV SMRNDSDep.

pl an d r

Figure 3 rd esk Ramptower does not get accurate information about de-icing aircraft (which aircraft will be de-iced, in which order, etc.). However, sharing de-icing information between airport acto s necessary to optimise the use of ai ces. R ing ramp tower operations, preventing ential conflicts between arriving and aircraft e stand), inimising last stand and gate changes are important issues fo n ati a ness about de-icing airc would provide signi t fits De-ic a ft a erfo k (15/20 meters from t and). In such situat t rcr ock s not taxiing. This creates a misleading infor n uatio e s i-out times due to de-icing) and real-time moni g. The f delay information from airlines and handlers during turnaround operations is an impo ssue e airlines and ha rs d alway e reliable information about delays. There strong requir shared by AT ssed to handlers and aircraft operators to always publish delays ev ey are less tha

ning Coor

1: Planning coo

inatoinator d

rs i pot

raft

he st

rport resour departing which common i

rminal 2 is pn off-bl

for taxi-out tim

egard (samform

rmed stattatist

mware

sh bacs it ier tax

r .

t teaft has an

on

er puunles

(long

fican

ing ion, matiotorin

provision ortant i is a

bene

ircrahe ai sit

aftus ics

sinc ndle o not sC TWR addren 15 minutes.

providement en if th


Figure 32: Planning coordinator Position




Stand allocation policy 073 document for whiSC ing of aircraft withairport is in

4.4.2 Stand and Gate Policy

for Stockholm Arlanda airport is described in SA 2002-0251-ch the main elements have been extracted hereafter. The

AA - Traffic Planning23- is the principal for all planning and positionin Stockholm Arlanda airport. The main planning for the air traffic at Arlanda

according with the following principles (see table below):

Note: since October 27, 2002, Terminal 4 is managed by airport authorities (previously operated by

T

SAS).

erminal / Stand Apron

Type of Traffic

Term 61, 62, 63-65 International – Schengen Flights. inal 2 – Mixed flights Schengen, non Schengen-

European. 66, 69, 69L, 69R International

International – Non Schengen, European flights. 68 Terminal 3 50-58 Domestic flights – Regional flights. Terminal 4 31-44 Domestic flights. Terminal 5 11-20 International – Mixed flights – Schengen, non-Schengen,

European. 1-10 International – Schengen flights. F29 – F39 International – Mixed flights. Schengen, non-Schengen –

European. Apron G Surplus flights – preferably from Terminal 5. Apron H Hangar area. Apron J Hangar area. Apron K Long term storage and technical remote. Special arrangement

e.g. V.I.P flights. Apron M Long-term

arrangemstorage and technical remote. Special

ents. Apron M constitutes de-icing area on RWY 01R and 19L.

Apron R Cargo and mail including surplus flights from all passengers terminals. Cargo and mail including surplus flights preferably from Terminals 2,3,4.

Table 16 : Terminals, stands and hangars characteristics for apron

Note: stand not listed above are handled as stands intended for long-term storage and technical remote.

list does not include bus-gates for passengers. Th

e

• Regarding departure flights, the aim is to publish the departure gate/stand 4 hours before scheduled time of departure.

• For arrival flights: the aim is for arrival gate/stand to be published at the latest 10 minutes before actual time of arrival.

The Apron Tower is responsible for Arlanda TWR being informed of the correct stand via a set information procedure. Any change must - as far as possible - be announced prior to landing. The Apron Tower is also responsible for the customers and operators being given correct information through the airport’s internal information display system. The information must include stand/gate details and SAFIR system must be updated with 23 LFV – STOCKHOLM Airside Operations Team (SAOT)


orrect times with regard to approach time, landing time, on-block, off-block and take-

off time.

the event of remote parking, the SCAA (Swedish Civil Aviation Administration) is ches being ordered for arriving and departing flights.

O nditions regar f traffic – Operators / Custo

c

An optimum stand planning on the basis of Schengen, non-Schengen European allocation of the flight must be performed. In the event of deviations, and when combination gates cannot be given, then unless stipulated otherwise, departing flights must be given precedence over arriving flights. Inresponsible for airport coa

perating Co dless type o mers Actual booking figures must be presente

bookin is of pequivalent to an empty flight, and are thu

ng traffic ected delays, late CTOTs, awaiting connecting pasngements etc. about each i dual fli

ise the ov

perator / ble fomust ensure that a tow bar and tow tractor, inclu ailable for any moving of

raft withi tipu

d in SAFIR, 24 hours before departure. The actual g figures form the bas lanning. Non-submitted booking figures are

s not prioritised in terms of stand allocation.

On-goisafety arra

information such as expndivi

sengers, ght must be passed on to the Apron Tower in order to

rational erall use of gates.

Each o handling agent is responsi r the push-and-hold procedure. The handling agent ding authorised staff, are av

the airc n the prescribed time unless s lated otherwise by the apron tower.

Note: a. Code Cminutes

aircraft 36.00 me test 45 before t parture, a

min. after the time of arrival.

ode D aircraft (wing a stand at the latest 60 minutes before the schedu e to be towed away 60

in. after the time of arrival. c. Code E aircraft (wingspan 52.01 to 65.00 metres) must be provided with a stand at the latest 90 minutes before the scheduled time of departure, and must without request be able to be towed away 60 min. after the time of arrival.

(wingspan 24.01 tohe scheduled time of de

tres) must be provided with a stand at the land must without request be able to be towed away 30

b. C span 36.01 to 52.00 metres) must be provided with

led time of departure, and must without request be ablm


olm Arlanda WP1

EEC Note No. 19/03

Description of the Operational Business Process

rs Definition/objectives Major Inputs Major Outputs Actual links to another processes

Actual om other processes links fr

Stand and gate planning (pre-tactical phase)

One day before operations: • Define a planning of stands

and gates allocation for the day after.

• Airport slot allocations • Airline schedules, flight data,

technical data such as aircraft type, type of flight (schengen / non schengen), type of traffic (international/domestic).

• Stand and gate allocation

planning

• Stand and gate

management (tactical phase).

• ) to get information

about flSAFIR (NDS sy

ights. stem

Stand and gamanagement (tactical phas

The Day of operations: • To adapt the planning to

daily operations by taking into account airlines’ data, time estimates, add-hoc conditions and constraints including facilities.

• Airport slots allocation during

day of operations • Time estimates • Add-hoc conditions and

constraints. • CTOT (manually input by

handlers into SAFIR).

• Stand and gate allocation,

published into SAFIR 4 hours before scheduled time of departure (for arrivals, at the latest 10 minutes before actual time of arrival).

• Set up of ATOs (Actual Off

Block Times) and BLK (Actual On-Block Times)

• SAFIR system

(automatic), for publishing and updating the stand / gate allocation, and set up of ATOs and BLKs.

• ) to get information

about f TAs, EOBTs, CTOTs (that are fille l handling agents).

Manual links

SAFIR (NDS sylights (Ed manua

:

te

e)

stem

ly by

systemD (dom

(evalu

when holding conditions aring p

CDM Stockh

68

4.4.3

Process/Acto

• SAS 3A (international flights), • SAS 3 estic flights) and ADA

(domestic – international flights used by SAS to report turnaround delays and problems.

• Rate PC ated in October 2002 at Ramp Tower) for better prediction of ETAs

e implemented and/ or dur eak periods.

Table 17 : Business processes description


ain information flows are as follows:

4.4.4 Main information flows M

RAMPTOWER(Stand and Gate

management)

AIRLINES

A P P / A C C HANDLERS

TOWER

- Push back and taxi clearancesrances- Landing clea

Stand numbers

Stand numbersLanding sequencewith RATE PC

ATCAS Landing TimeAirborn Time

Figure 33: Ramptower information flows diagram

Between Ramptower and the airlines : • Flight daily modifications made throughout the day. • Airline representatives’ requests concerning specific gates, stands or time stated at gate. • Requests from technical departments to dispose the engine test base for engine run-ups and

technical control. • Airlines requesting another de-icing area than published for the stand in use, or request of new de-

icing area if the hold-over time expires.

EEC note No. 19/03 69


ptower and the Tower : Between Ram

Stand number at the latest 10 minutes prior to landing. This information is not only published to TWR, but to the airport in general. TWR monitors the stands in SAFIR/NDS as any other department at the airport.

Late changes of stands already published in SAFIR. Aircraft returning to gate after pushback. Aircraft in need of a Follow-Me car or GA-flights requesting bus-transfer, fuelling, de-icing, crew-transportation etc.

ptower and the handlers :

•

•

Between Ram

All kinds of traffic information, Runway slot requests and timetable matters for times when Ramptower is managing the SCORE

system, Delays and CTOT including push-and hold, Late passengers, transfer passengers, Gate/stand requests, Late crew, or crew arriving from another flight which will cause delay for other flights, Passenger Guidance System. Flow of passengers. Doors to be opened/closed or just being placed

in the right position in accordance with nature of flight.

ptower (Traffic Planning) presents prior to each season an expected ee improvements, difficulties or discrepancies

ur during the season.

r to be able to accept or refuse, for example airline requests or aintenance of stands or bridges. The purpose is to cut costs

Between Ramptower and the pilots

••

•••••

Ramplan, in which it is possible to sthat may occ Note: This is important in orde

chnical closures caused by mtenot only for SCAA but also airlines and handlers.

Practically none , possibly GA-flights with no assigned handling agent. Fuelling

, bus transfer etc. Requests from/to pilot may be performed in specific conditions, for instance to have information about flights that have to wait for a certain gate or stand, or a pilot requesting a de-icing area, one not corresponding with the normal one published in AIPs.

•requests, crew-transportation



Departureclearance

Push-backand taxi

clearance

Take-offclearance Approach and en-route control Landing

clearanceGroundcontrol

Groundcontrol

Flight dispatching / Operations control departments

Ramp handling (flight dispatchers)

- Flight data

- Load andthe Weight& Balanceorders and

sheets

- Departurerequest

andclearance

- REAmessage

- Take-off anden-route data

- Push-back and

taxi requestand

clearance

- En-route andapproach data(landing time,turn around

operational data)

- Aprondata,- Taxi

instruction

- Take-offrequest

andclearance

- Landingrequest

andclearance

- Aprondata,- Taxi

instruction- Departure instructions, en-route instructions, approach instructions

- Co-ordinateramp handling

and push-back activities

Figure 34: Pilot co-ordination

Note: Stand/Gate Management is missing the information going back and forth for every single flight between airlines and ramptower respectively. That is all kinds of traffic information, delays, CTOT, late arriving crew or passengers, towing of aircraft, cancellations, bridge-openings etc. This is a two-way communication, that forms a very good platform on which all planning of stands in general and gates in particular are based. 4.4.5 Time estimates

Acronym Decoding Received by or Distributed to SOBT Scheduled Off Block Time Received from SAFIR when manually updated in case of delays.

Distributed to TMS and NDS. EOBT Estimated Off Block Time Manually updated in SAFIR. Distributed automatically to NDS.

Terminology is BLK (can be either on block (for departing flights) or off-block times (for arriving flights)).

ETOT Estimated Take Off Time Received from handlers (manual updates) and put into SAFIR. ELDT Estimated Landing Time ETAs are received in SAFIR based on MVT messages telex.

Distributed to NDS and TMS. CTOT Computed Take Off Time CTOTs come from manual updates from handlers (at current),

and distributed to SAFIR. MTTA Minimum Turn Around Time Minimum Turn Around Times are used for planning purpose. Only

airline schedules are published in SAFIR. AOBT Actual Off Block Time Actual off block times are received from ATCAS, via FIAT. These

are distributed to SAFIR (manually) and NDS. AOST Actual On Stand Time Terminology is BLK (see AOBT above). These are manually

updated into SAFIR and distributed to NDS.

Table 18 : Ramptower time estimates definition



cess 4.4.5.1 Time Estimates update pro

e flight turnaround process is depicted below, including the arrival of the inbound flight and the departure of the outbound flight.

th

Inbound Flight

Flight plan issue

Data receisys

ved by ATMtem

Main datasources


ground rotation

ATFM Slot Issue

TRW clearanceand aircraftpush-back

Doors closedand aircraft

ready

Taxiing

Take-off

En-route

Flight enterssector or FIR

Flight entersapproach or stack

Landing or touchdown

Arrival at gate

Outbound FlightFlight plan issue


ground rotation

ATFM Slot Issue



ready

Taxiing

En-route

Landing or touchdown at destination

Arrival at gate

- ETA at Arlanda

- ETA at Arlanda update by APP

- ATA at Arlanda

FPL from departure airport- SIBT

Take-off


at destination

Data issued byATM system

Main datasources

- ATOT

FPL for outbound flight- SOBT- SIBT

- CTOT

- EOBT (flight pre-activationafter TWR clearance)

Flight enters sectoror FIR at destination

Legend- SOBT: Scheduled Off-Block Time- SIBT: Scheduled In-Block time- EOBT: Estimated Off-Block Time- EIBT: Estimated In-Block Time- AOBT: Actual Off-Block Time- ATOT: Actual take-Off Time- ETA: Estimated Time of Arrival (estimated landing time)- ATA: Actual Time of Arrival: (Actual landing time)- AIBT: Actual In-Block Time- ART: Actual Ready Time (all doors closed time)

- ETA at Arlanda update

- ETA at Arlanda update by ACC

De-icing (if needed)


Figure 35: Time estimate process for Ramptower



4.4.6.1 Main information Systems

4.4.6 Information systems

iMacTOWER

iMac

Ramptower

Aircraft

iMacAirport

iMac

SAFIR

ACARS

- Actual off-block time- Actual take-off time- Actual landing time- Actual in-block time

SMR

TMSITV

System

Figure 36: Ramptower information systems diagram

4.4.6.2 Links with other Information Sources. The main information and data sources at Ramptower in Arlanda are: • TMS (Terminal Management System (Preston Group)): Stand and Gate Management System

(Preston Group) used also in Manchester, Melbourne, Amsterdam, Hong Kong, etc. SAFIR: CAA central database for all information related to flights. • Airport Surface Radar: Gi is moving on the airport (in

the ground): aircraft, truck, buses, etc. SAS system: airport stand and gate management is located in the Ramptower office. • TWR Systems Information: there is an information co-ordinator that has access to the Tower

systems and updates the useful information into the system (SAFIR) used by Ramptower and other actors.

• Fax / Telex facilities, telephone and radio facilities: allows ramp tower operators to contact aircraft operators and other actors.

•ves a real time overview of everything that

•



Manual processinginput sources

SAFIR

Other

Phone/Faxfacilities

Radiofacilities

TMS

Visualfacilities

ApproachRadar

Surface Radar(SMR)

Figure 37: Ramptower other information sources


CDM Stockhol rlanda


4.5 SAS

4.5.1 SAS Operations 4.5.1.1 Understanding SAS corporate operations structure

SAS Holding

SASl

m A WP1

Air ine

Crew

SGSGround Services

STSTechnicalServices

Traffic C lontro Net rkPla

4.5.1.2 Regional

wonning

Figure 38: S

ganisaOr tion

Netw

AS corporate organisation

ork Traf ontrolCopenha

fic Cgen

HCC SHub Control Cen r

tockolmte HCC Copenhagen HCC Oslo

RegionOperat

al ol:io

CrewMaintenance Control

Changes o(Flows, CFM

Contrnal Control Control

traffic prto graU slots, etc)

m

Local CTraffi

OperatFl

Punctualityx flow

Crew ControlMaintenance Contr

Flow and o

ontrol:c Control (STC Y5)

ions Controlights Monitoring

Pa

olnitoring slot m

NCC CopeNetwork Con

n enCenter

hagutrol

Duty NetworkManager

DuM

ty Hubanager

AS regional structure Figure 39: S



4.5.1.3 SAS operations in Arlanda

S A SHCC Arlanda

Corporate Organisation: STC (TrafficControl)

Corporate Function: Y5Sita adress: ARNY5SK

Local Function: HCC (Hub ControlCenter)

Responsibilities:- Hub Control- Monitoring Flight- Connexion Info

Corporate Organi(Scandinavian Gro

Corporate Function: KOSita address: ARNKOS

Local Function: LCC (L

Responsibilities:- Passengers Handling- Ramp Handling- Load Control- Stand and gate coord

sation: SGSund Services)

K

oad Control Center)

ination

Corporate Organisation: STS (TechnicalServices)

Corporate Function: TBSita address: ARNTBSK

Responsibilities:- Maintenance- Engineering

Cor e Organi SOM (Operations

CorporaSit ddress:

Local ement

Resp n- Operations- C

porat

te Funct

io

sibiliti M

age

satanage

ODSK

w M

m

ion:ment)

anag

ent

M

ion: ARNOD

n: Cre

es:anage

ent

a a

Funct

o

rew Man m

Local

Sita ad

fun

flig

dre

ion (

ht supp

ss: STO

ocum

ort

OSK

esponsibilities: supportct d ents,

ce, e

R

crew advi tc.)

Note: rmed in CPH(NOTAMs, F ETS, etc.)

AS operations structure in Arlanda

Flight Dispatlight Plannin

ch is perfog, SIGM

Figure 40: S


.5.1.4 SAS operations positions 4

W I

N D

O W

SASTr af f ic Contr o l

OPUS2000

RADIO

OPUS2000 Hermes

ITV/MET

OPUS2000

RADIO

OPUS2000

RADIO

SAFIRSAFIR

ITV/MET

HermesOPUS2000

Hermes

ITV/MET

OPUS2000

SAFIR OPUS2000

RADIO

Hermes

ITV/MET

OPUS0200

SAFIR

Figure 41: SAS traffic control room

Notes: • ETAs in SAFIR come from the RODOS system (ACARS information from aircraft). • When the turn-around time is too short, SAS may perform swapping between aircraft. • There is a possibility to put the ETOT in OPUS 2000 and make it available to other stations.



Figure 42: SAS Traffic Control Position

Figure 43: SAS NDS Screen


olm Arlanda WP1

19/03 79

Identification of SAS main business processes • in Copenhagen (CPH):

Process/Actors Def on/initi objectives Major Inputs Major Outputs Actual links to another processes Actual links from other processes

SAS’s

Flight Planning and Operations Dispatch

[Network Control & Fligh

Dispatch]

[Network Control & FlighDispatch activities are

performed in CPH (networControl Centre)]

•

t

t

k

Network Operations Control (NTC); To y

s

maintenance c k level.

Flight Dispatch

moperations (Network OperationControl), crew control and

ontr

anag

ol a

e

t ne

dail

twor

: To manage dispatching activities (FD), including managing operational

• kpit an b ews

• na ATFMreg a e-routings for of operations (FD); • M s andregulations during day of operations (FD)

SAS’s flights operational C flight plans

o c),

re-routing uests (FD),

• CFMU’s management of

flights plans, • CFMU’s amendment of

flights plans, • CFMU’s operations

management (slots and regulations management)

• SAS’s operations control • CFMU’s pre-tactical

planning, • CFMU’s management of

flights plans, • CFMU’s amendment of

flights plans, • CFMU’s operations

management (slots and regulations management)

• Other SAS’s handling units (Pax …)

•

and ATF

ATC flM slots

ight pl (Flow

ans,Con

matrol)

nagin.

g

Cocdata (NTC);

Provulati day ATF

d ca

l nd r

slot

in cr

isioons

• and(aut • and

ATmati

Flight plans amendments req

19 : SAS main business processes (

• In Stockholm (AR

Table 1/2)

N): A number of local acti es Copenhagen HCCs, represented a Duty Hub Manager). • Operations Control, • Monitoring Flights, • Monitoring Flows / Slo• Crew Control • Maintenance Control Technical representatives for t ort to CPH O ntrol, Flow Control, Crew Control and Maintenance Control (Duty Network Manager).

by are pe

ts

hese

rforme

activ

d at h

ities rep

ub level (Stockholm, Os

perations

lo,

Co

viti

CDM Stockh

EEC note No.

4.5.1.5

olm Arlanda WP1

EEC Note No. 19/03

ss/Actors Definition/objectives Major Inputs Major Outputs Actual links to otan her processes

Act links from other ual o s pr cesse

SAS’s Operations Control

Performed by

Network Control (NTC in CPH) and Hub Control (HCC

in Arlanda)

In HCC (Stockolm) To manage and to control daily operations. This includes monitoring the state of operations and adapting schedule to daily constraints regarding monitoring flights from/to Stockholm, local crew control, local maintenance control, monitoring ATFM slots. Co-ordination and two-ways distribution of data is crucial. Final decision choice (if necessary)

• Inbound flights’ time estimates and data, • Outbound flights’ time estimates and data, • CFMU slots’ and delay data, • Information about disruptions (from NTC)

• Inbound flights’ time estimates and data,

• Outbound flights’ time estimates and data,

• Schedules amendments, • Information about disruptions (to

NTC)

• Ramp handling (local),

• Passengers hand(local),

• Network C(CPH)

Ramp handling (local), engers handling al), work Control (CPH)

Pass(locNet

ling

ontrol

• •

•

CDM Stockh

80

Proce

Table 19 : SAS main business processes (2/2)


.5.2 SAS INFORMATION FLOWS

etween SAS and other actors of the airport are described below.

4 Information flows b

HANDLERS

S A S

C F M U A P PA C C

L F(Arlan

Vda's

AirportAuthorities)

ArlandTow

a'ser

- RP s- FP s R outing requests

e-routing

LL

- e-rand r

eR A

- SPA - RFI - FCM

acc ptance messages- SR - SMM- DL - CHG

- SRJ - SWM

- Provisional ATFMregulations- Provisional ATFM slots- Right plans messages(acceptance, rejection,..)- Pre-tactical re-routingmessages- ATFM regulationsduring the day ofoperations- SAM - SRM- SLC - SIP- FLS - FSH- DES - RRP- RPN - ERR

- Coordinatesdeparturesequence forspecial cases

- Request fromACC a landingpriority for specialflights (medicalemergencies)

- Request modification ofairport slots program after

daily report for biolling

hours -72- Flight data and timeestimates during day ofoperations- LDM messages and

purposes, report for billingpurposes

- Airport resources planning- Airport resources allocation(stand and gate for inboundand outbound flights, check-in banks for outbound flights,baggage belts for inboundflights)

- Start-up, push-back,take-off and landingclearances to pilots

- Airline schedules Aircrafts' technical data

load messages / fuel message / delay

- ATFM slots (CTOT) for inbound and outboundflights,

Messages for inbound Arlanda's flights- MVT messages / Ticketing messages / Cargomessages / Container position message /Passenger special requirement messages /

- Push-back, taxi, take-off and landingrequests from pilots

message

Messages for outbound Arlanda's flighs- Load data (check-in data, cargo data,passengers data / fueling data / flight plan data)

Messages for outbound Arlanda's flighs- Load data (check-in data, cargo data,passengers data / fueling data / flight plandata)

assenger special requirement load messages / fuel message

ssage

Figure 44: Main information flows

Messages for inbound and flights- MVT messages / Ticketing messages /Cargo messages / Container positionmessage / Pmessages // delay me

• SAS / Airport Authorities Flows

• SAS receives from airport operations the following data : • Airport resources planning (stand and gate for inbound and outbound

flights, check-in banks for outbound flights, baggage belts for inbound flights),

• Airport resources allocation through the SAFIR system. This system is automatically linked to SAS’s system.

• SAS sends to airport operations the following data :

• Modification requests of airport slots programme after day-3, • Flight data and time estimates during day of operations, • Movement (MVT) and delay (DLA) messages, • LDM messages and daily report for billing purposes.



S • SA / FMP Flows

• There are no communications between the FMP and SAS during normal operations,

P only for special requests (extra slots, re-routings).

• SAS only knows about the applied regulations but not about the sectors’ active during day of operations,

• SAS / TWR Flows

• SAS communicates with the FM

• SAS operations receive information from the TWR by scanning TWR frequencies.

• The TWR sends to SAS (pilot) the following data :

• Start-up , push-back, take-off and landing clearances, • The TWR could call the operations requesting data for SAS’s flights,

• SAS / ACC Flows

• There are no communications between SAS and the ACC during normal operations,

• In case of disruptions, SAS HCC receives a little amount of data from ATS (TWR, FMP) regarding: • The situation of ramp (stand and gate, runways), • The departure sequence, • The nature of the encountered discrepancies,

• SAS may contact the ACC in order to request a landing priority for special flights (passenger emergency etc.),

• SAS / CFMU Flows

• SAS receives automatically the messages regarding the ATFM slots (SAM, SRM, etc.)

• SAS sends to the CFMU flight plans, slot revision messages, flight plan revision mess

SAS

ages,

/ Ground Handling Flows • n SAS and Scandinavian Ground

xchange of data, SAS priorities between an Ground Services).

ly distributed communicated by

SGS to hub control.

Strong co-operation is performed betweeHandling. In addition to extensive eflights are taken into account by SGS (ScandinaviOperational deviations (late aircraft arrival, late crew, etc.) are quickto SGS and turnaround problems along with their impact are



SAS Pilots and other actors

Departureclearance

Push-backand taxi

clearance



Groundcontrol



- Flight data


sheets

- Departurerequest

andclearance

- REAmessage


- Push-back and

taxi requestand

clearance


operational data)

- Aprondata,- Taxi

instruction

- Take-offrequest

andclearance

- Landingrequest

andclearance

- Aprondata,- Taxi

instruction- Departure instructions, en-route instructions, approach instructions



Figure 45: Flows pilot/other actors

• SAS/ De-icing Facilities Flows Relations with de-icing are handled by SGS.

TIME ESTIMATES 4.5.3

4.5.3.1 Time Estimates Terminology

ing Received by or Distributed to

Acronym DecodSTD Standard Time Of Departure The Scheduled Off-Block Time is equal to the Airport Departure

Slot. Airport Operators and Aircraft Operators call it also “P” time or “STD” or simply “Scheduled Departure”, which stands for “Scheduled Time for Departure”.

STA Standard Time Of Arrival Distributed to SAFIR EOBT Estimated Off Block Time Distributed to SAFIR ETA Estimated Time of Arrival Distributed to SAFIR CTOT Computed Take Off Time Received from CFMU and managed by SAS during

revision process (CFMU). the true

OOOI Out, Off, On, In Received through ACARS. AOBT, ATOT, ATA, AOST are commonly called OOOI (Out Off On In) parameters.

On Stand Time is not used (only ATA). Difference between ATA and 5 minutes. and AIBT is between 3

Table 20 : SAS time estimates terminology


CDM Stockholm Arlanda WP1 4.5.3.2 Time Estimates Updating Process SAS turnaround process including the arrival of the inbound flight and the departure of the outbound flight is depicted below.

Inbound Flight

Flight plan issue

Data received andissued by SAS STK Main data

sources


ground rotation

ATFM Slot Issue


back


ready

Taxiing

Take-off

En-route




Arrival at gate



ground rotation

ATFM Slot Issue



ready

Taxiing

En-route


Arrival at gate

- AOBT / ATOT- EIBT at Arlanda- EOBT for new flight

MVT message fromoutsation

3' before landing- ETA at Arlanda TWR frequencies

ATA at Arlanda ACARS messages

- AIBT at Arlanda- EOBT of Outbound flight

- ACARS messages - MVT messages

10' before landing- ETA at Arlanda Pilot call

FPL from departure airport- SOBT- SIBT

20 minutes beforedeparture in case of delay

- EIBT calculated forArlanda

Delay messagefrom outstation

Take-off


at destination

Data received andissued by SAS STK

Main datasources

- ATOT- EIBT at destination

- ACARS messages - MVT messages


- CTOT

20 minutes before departure(in case of delay)

- New EOBT- EIBT at destination

- ART

ATFM messages

- AOBT

- Radio frequencies (flight dispatcher)- Delay messages

ACARS messages

ACARS messages


Legend- SOBT: Scheduled Off-Block Time- SIBT: Scheduled In-Block time- EOBT: Estimated Off-Block Time- EIBT: Estimated In-Block Time- AOBT: Actual Off-Block Time- ATOT: Actual take-Off Time- ETA: Estimated Landing Time- ATA: Actual landing Time:- AIBT: Actual In-Block Time- ART: Actual Ready Time (all doorsclosed time)

Data and information are availablein the operations control system

(e.g. OPUS 2000). Data andinformation are either automatically

or manually updated.


De-icing (If needed)

Figure 46: SAS time estimates updating process



following for inbound Stockholm landa’s flights:

• STD (standard me of Arrival) are

issued by SAS’s traffic program.

sent to LFV which contains an estimated off-block time.

The process for updating time estimates is theAr

Times of Departures) and STA (standard Ti

• In case of delay, when the check-in is closed, (say 20 minutes before the scheduled off-block time), a delay message is

Remark: MVT messages are issued to outstations by handling agents for movement control purpose (Off Block Time information is mandatory).

• VT message is sent from handling

are implemented), an estimated landing time could be sent by the pilot, and ETA updates is then input into OPUS 2000.

• 3 or 4 minutes prior to arrival, SAS traffic unit retrieves from TWR’s frequencies an estimation of the landing time.

• When the aircraft lands, an ACARS message is generated and gives the actual landing time. If the aircraft doesn’t have ACARS facility, an actual landing time is updated into the system at landing,

• When the aircraft arrives to its block an ACARS message is generated and gives the actual in-block time,

• A MVT message is generated and issued when the aircraft arrives at the parking position, it contains the actual landing time and the actual in-block time.

The process of update of time estimates is the following for outbound Stockholm Arlanda’s flights: • The STD and STA are the initial times. They are issued by SAS’s traffic program

(same process for inbound and outbound flights). • If the flight is subject to ATFM regulations, the CTOT is automatically received by

SAS’s traffic control unit, • At brakes off / first movement of nose wheel, an ACARS message is issued

giving the time at which all aircraft doors are closed, but it is not a monitored parameter.

• In case of delay, when the check-in is closed (20 minutes before the scheduled off-block time), a delay message is sent to destination station containing an estimated off-block time,

• When the flight leaves its parking position, an ACARS message is generated and the actual off-block time is issued,

• At take-off, an ACARS message is generated and the actual take-off time is issued,

• A MVT message is also sent containing the actual off-block time, the actual take-off time and an estimated in-block time at destination.

When the flight departs from outstation, a Magents containing the actual off-block time (mandatory), the actual take-off time and an estimated in-block time. It is received by SAFIR (LFV) and by OPUS 2000 (SAS).

• A few minutes before the arrival of the flight (important when holding conditions


CDM Stockholm Arlanda WP1 4.5.4 SAS INFORMATION SYSTEMS SAS mainly uses the following systems:

OPUS 2000RESAID

(Airline reservationSystem)

SAFIR(LFV Database)

AMADEUS(Airline Reservation

System)

CRUAT, TAP

( ew ManagementSystem)

Cr

TMS, SPARK(Gate Management)

CFMU system

- CTOT- CFMU messages

ACARS

- Actual off-block time- Actual on-ground time- Actual off-ground time- Actual In-block time

Figure 47: Main information system used by SAS • OPUS Mainframe: Internal SAS information system • OPUS 2000: Graphic interface of OPUS Mainframe • Airline reservation system: RESAID, AMADEUS • Crew management system: CRUAT, TAP. • Departure Control System (Monitoring Turn-Round Tasks): OPUS • Resource Management System (for instance Gate Management): TMS, SPARK • Monitoring irregularities system: OPUS (Traffic Watch, Weather Watch).



Figure 48: Opus 2000 Screen The other information and data sources at SAS Arlanda are the following:

Automatic processing

MVT / DLAmessages

Aircrafts(ACARS

messages)

Manual processing

Fax / Telexfacilities


Radio facilities(TWR and SAS

frequencies)

OPUS

Figure 49: Other sources of information for SAS


CDM Stockholm Arlanda WP1 .6 SGS

.6.1 SGS Operations 4.6.1.1 SAS Corporate Organisation:

4

4

SAS Holding

SASAirline

SGSGround Services

STSTechnicalServices

Figure 50: SAS corporate organisation Since 2000 the handling group is organised as an operating division and since January 2000 it is organised as a business unit called SGS. Among its recent challenges there is the service to other airlines than SAS. SGS has passengers and cargo services. 4.6.1.2 SGS corporate organisation (Scandinavian level) SGS employ 900 people. SAS flight accounts for about 50% of SGS activity.

SGS---------------Headquarters

SGS-------------

Oslo

SGS-------------

Oslo

SGS--------------

Arlanda

SGS--------------

Arlanda

Security KR/KE STOKK

PAX handling

Ramp handling

Figure 51: SGS Corporate Organisation



S operations organisation in Arlanda 4.6.1.3 SG

SCC---------------

Station ControlCenter

DomesticFlights

SASInternational

flights

Other internationalflights KOR

DutyStation

ManagerKO

Trafficcoordinator

KOA

Gate StaffAllocation

Ramp StaffAllocation Y5 Operations Cleaning

CateringTS

Figure 52: SGS operational organisation in Arlanda

SG (S an Ground Services) is one of the handling companies at Arlanda airp t. wo main handling activities: 1. m tivities on and around the ramp (load and unload baggage

and cargo and remote services). It’s supervised by the station duty manager.

. Landside or passengers handling: management of all passengers related activities (check-in and

SGSAer tivity is mostly split into domestic flights and

ternational flights. Domestic flight represent around 100 departures a day, mostly SAS flights (88%). e

S candinavior They manage t

Ra p handling: management of the ac

2

boarding, passengers’ information management etc.).

handles in Arlanda SAS flights but also the following airlines Star Alliance, Air Botnia, Spanair, oflot, Lituanian, Air Britania, Skyway, etc. their ac

inInt rnational flights represent 110 departures a day (SAS 60%).



• • ck tractors planning processes Co-ordination with the other SGS main hubs (Copenhagen and Oslo)

.6.1.4 SGS operations description in Arlanda

The following processes have been analysed during WP1:

Ramp handling processes Push-ba

• 4 Basically, the main operations areas are the following: • Traffic control • Passengers control • Staff Control • Load Co-ordination • Cleaning co-ordinator • Catering co-ordinator Main operations room In the main operation room, there are most of SGS operations but also the operations from SAS, STS, SAS De-Icing and Nordic Aero.

KO-SDuty Station manager

KOATraffic Control

KLTPassengers Control

KLTStaff Control

SAS De-Icing and NordicAero

SAS Operations(Traffic Control)

STS(Scandinavian Technical

Services)

W I

N D

O W

SGS AREA

Figure 53: SAS main operations room in Arlanda


CDM Stockholm Arlanda


In the main o activ• Duty st• Traffic Control• Staff C• Passenger ntrol There is also a cleaning co-ordinator located in another room, as well as the load centre locat er room, and e offices of LS tr he following paragraphs is describe more in detail each a Traffic Co

operatioati

ont

ns rnage

omr

, there are 4 main ities of SGS: on ma

rol Co

ed in anothG (Lufthansa Sky Chefs), the caterin

l

finally the g

ctivity.

cat c

erinon

g coacto

-ordinator, located in thr of SGS. In t

d

ntro

W I

N D

O W

t r af f ic

WP1

Cont r o l

KOA

KO

OPUS2000

R

OPUS00

RADIO

SAFIRNDS

20

RADIO

SAFIR

KOA-SK

NDSITVO20PUS

00

RADIO

SAFIR NDS ITV

ITVOPUS2000

RADIO

SAFIRNDS ITV

tion desks

c control posiFigure 54: SGS Traffi


assengers Control P

W I

N D

O W

Passenger Contr o l

OPUS2000

RADIO

SAFIR

KLT

NDSITVOPUS2000

RADIO

SAFIR NDS ITV

OPUS2000

DIO

SAFIRNDS ITVOPUS2000

RA RADIO

SAFIRNDS ITV

he pa nnections to ns or will be rebooked to another igh

Note: In thconnec t a printed message.

Figure 55: SGS Passenger control position desks

ssenger control monitors incoming and outgoing flights with coTe ure that passengers will acheive their connection

t. fl

e new Airbus aircraft, passengers get directly the information on their screen about tions changes. In other aircraft they ge



Staff Cont or l

STAFF Contr o l

OPUS2000

RADIO

DagensLara

Inrikes

NDSITVOPUS2000

RADIO

NDS ITV

OPUS2000

RADIO

NDS ITVOPUS2000

NDS IT

RADIO

V

Figure 56: SGS Staff control position desks

Sta s, etc.

ff control checks the allocation of staff for checking, gate

LOAD Control

LOAD Co nt r o l

LIN

C A L

K L S

D O

W N

W I

S K

Figure 57: SGS load control room

he KLS position checks the configuration of the aircraft.


T


centres in the world:

• Copenhagen ntinental flights)

Remark

There are 4 main SGS load• Stockholm • Oslo

• Bangkok (Inter-co

s and observations: • mp agents do the fuel

re ed re).

SGS is informed about any LGS delay (SLA matters).

ns or delays are the passenger connection problems and the

SGS owns its pushback tractors. They are co-ordinated by the loading department. There is also a

Holding stacks information is provided by pilots (radio and ACARS) or deduced through the flight

There is no use of red caps. The gate staff does the passenger release, the rarelease and the load master do the load release. Then the centralised load control checks the

l ases and does the final release. The final release is then sent to the pilot cockpit by ACARS an the pilot acknowledge it (electronic signatu

•

The main reasons for disruptio•passengers late to show up. 5’ before EOBT, if the passenger is not at the gate, the luggage search begins. Only 5 minutes are necessary to find the passenger luggage thanks to an advanced system of scanning and positioning of luggage.

•

co-ordinator in the hangar. •

information displayed on strips cameras (by noticing the difference between the ETA and the STA).


WP1

19/03 95


Process/Actors Definition/objectives Major Inputs Maj uts or Outp Ac s estual link to another proc ses Actual lin om other processes ks fr Ramp handling

Day of operations • To manage the activities on and

around ramp. It includes baggage handling, cargo handling, Aircraft cleaning, aircraft’s catering, co-ordination with passengers handling.

• Airlines data (schetc.),

• Load and Weight & Balance orders,

• Catering data, • Cockpit and cabin

crews data, • Passengers data, • airport stand and gate

planning (with SAFIR).

a rtureti om g

• rt to con

orga i

es l

urces allocation and m tactical phase), h ng (other handlers and ), ge ndling, ac ractors planning and ofl planning and operations hs erations control, ght dispatching and operations

edules • a

Erriv

Cope

stimal nha

Repotrol

ted depames (fren) loads

and SAS

load

•

• • •

RamphandlePassenPush-bAirlin

hands and aiers hanck tract operati

ling (rlines), dling , ors allocatons contro

ther

on,

• Airportmanage

• Ramp airlines

• Passen• Push-b

allocati• SAS’s

dispatc• Airline• SAS fli

control

resoent (

andli

rs hak tn, ight , op

Passengers handling

Day of operations • To manage activities related to

passengers. It includes check-in, boarding, management of the departures and arrivals passengers management and management of passengers information.

• Passengers reservation data (check-in processes),

• Ramp handling data for boarding activities and arrivals management.

• k • oar

tim rt dingof boardin

• Arriva (bagtransfer, onne passenger

t am ct, ors a li

es op o lfligh p ions o

resources allocation and ment (tactical phase), handling (other handlers and ), s operations control, ght dispatching and operations ,

Chec

e, sta

-in data,Boarding data (b

of boarg …), ls data

cs).

ding , end

gage cting

•

•

• •

Airporand phase)RamphandleAirlinSAS operat

resouranagem

handnd aireratit discontr

ces allocent (ta

ling (nes), ns controatchingl,

tion ical

ther

, and

• Airportmanage

• Ramp airlines

• Airline• SAS fli

control

Push-back tractors planning

Pre-tactical time frame • To establish the push-back

tractors’ planning by taking into account Stockholm Arlanda’s slots programme and airlines schedules

• Airlines schedules, • Airport slots

programme.

• Push racplanning

i ors a liack or i

slots planning (pre-tactical

’s resources planning (pre- phase) handling (other handlers rlines), s schedules

ther

on.

• Airportphase), • Airport

tactical• Ramp

and ai• Airline

ng (nes), s allocat

handlnd airtract

RamphandlePush-b

tors’ •

•

-back t

Table 1 : SGS Business proces ption ses descri


EEC note No.

4.6.2



Ramp handling: • Ramp handling is the management of the activities on and around the ramp. It includes the

following activities: • Baggage handling : unloading and loading of baggage, baggage sorting,

transfer baggage between the aircraft and the terminal, lost and found activities etc.,

• Cargo handling: unloading and loading of cargo, transfer cargo between the aircraft and cargo areas,

• Cleaning activities : aircraft cleaning, water supply, catering activities: co-ordination with catering companies and staff co-ordination of loading and unloading catering etc.,

• Flight dispatching activities : flight co-ordination, flight plan management, computation of Load and Weight & Balance orders and sheets, CFMU slot management etc.,

• Departure activities: Fuelling, de-icing procedures, departure check ( SAS-flight). Ramp handling ’s main actors • Ramp co-ordinator: manages and supervises ramp activities and resources (ramp supervisors and

ramp staff): • Establishes the planning of handling staff and equipment (buses, push-back tractors, stairs and

loaders), • and allocates resources during day of operations, • rvises the maintenance activities of the handling equipment.

• Flight co-ordinator

highManagesSupe

, e.g. Load Controller-LC(Red Cap) or Passenger Service Co-ordinator (PSC conce he flight coordinator manages and co-ordinates all the ramp handling processes and is respo e of the flight during the ground rotation.

• co-ordinator receives, issues and manages all messages for

d outbound flights. Those messages are received and issued by leaves the parking position at outstation and are sent

when the flight departs from the airport.

Note:

pt). Tnsibl

The flightinbound anSGS when the aircraftby the flight co-ordinator

Below mention duties depend on LC or PSC concept.

8 MVT messages : contains the actual off-block time, actual take-off time and an estimated in-block time at destination,

8 Ticketing message: passengers data, 8 Cargo message: cargo type, total weight and cargo positions in cargo bays, 8 Containers position message: position of baggage and cargo in cargo bays, 8 Passengers transfer message: number of connecting passengers and their destinations, 8 Passengers special requirements message (wheel chairs, ambulance etc.), 8 Load message (passengers type (M, F, Infant etc.), cargo and baggage weight), 8 Fuel message (for non-SAS flights, otherwise done by STS): remaining fuel on board,

initial fuel on board, uploaded fuel at outstations and other fuelling data. • Receives and issues service requirements and prepares all data and instructions

for outbound flights. It includes the following : 8 The load and balance data (the Load and Weight & Balance orders and sheets). These

orders are computed before and during the check-in using passengers and cargo reservation and provisional fuelling data and could be recomputed if major modifications are made to passengers, cargo or fuelling data,

8 When the check-in is closed, new Load and Weight & Balance orders are computed (the of check-in processing is monitored by the flight co-ordinator (number of passengers to check-in, number of passengers checked-in, remaining number of passengers …)),


8 When the load of the aircraft is over (passengers, baggage, cargo and fuel), the final Load mputed, signed and given to the cockpit crews who

verify then, sign and give then back to the flight co-ordinator,

8 The flight plan (if necessary) and meteorological data for outbound flights,

Co-ordinates activities during ground rotation : 8 Boarding activities with the passengers handling co-ordinator and decides when the boarding

could start (after the end of re-catering, refuelling and cleaning (normal procedures)), 8 Fuelling activities (checks fuelling figures with the fuelling company and cockpit crew receive

request for a fire truck, request fuel trucks, provides fuelling figures to fuelling company, signs the fuelling order),

8 Catering activities (co-ordinates catering with cabin crew and catering staff), 8 Provides flight plan, Weight & Balance sheet, Load sheet and load figures, catering figures,

re-fuelling figures, receives cockpit crews requirements to cockpit crews, 8 Provides all co-ordinators and staff with turn around time objectives, 8 LC or PSC contact traffic co-ordinator for information about new ETD which is published by

KOA into LFV system SAFIR for public information. • Co-ordinates the push-back activities and sequence : 8 Pushback activities are monitored between ramp-staff and ramp-co-ordinator. • At departure and arrival 3 messages are issued and sent to destination station : 8 ACARS messages when the aircraft is off-block or in-block (actual off-block time and actual in-

block time), 8 MVT messages from station : passengers, actual off-block or in-block times, actual take-off or

landing times and estimated time of arrival (e.g. in-block time) at destination station, 8 ACARS messages when the aircraft takes-off or lands (actual take-off time or actual landing time),

Ramp supervisor

and Weight & Balance sheets are co

8 Catering and passengers data (passengers number, catering requirements), 8 Fuelling requirements for departing flight,

8 ATFM slots are received from airlines operations centre or Stockholm FMP. Estimated departure estimates and delay codes are also received.

• Communicates data to the ramp actors : 8 The Load and Weight & Balance orders to the ramp supervisor, 8 Catering requirements to the catering company, 8 Catering and passengers data to cockpit and cabin crews.

•

• : manages and supervises ramp activities for a given flight

• Receives all figure outbound flights from the flight co-ordinator and communicates them to ramp staff …,

• Manages and supervises baggage and cargo loading and unloading : 8 Receives the number of baggage, 8 Co-ordinates with the supervisors in charge of arrivals’ and departures’ baggage belts,

correlates passengers boarding and baggage loading, 8 Ensures correct unloading and loading of baggage and cargo, 8 Supervises dangerous goods, 8 Ensures that the load has been done following the instructions given by the Load and

Weight & Balance orders, 8 Signs the load order sheet and passes it to the flight co-ordinator (if there is a difference

between the load order and the real load the load sheet must be recalculated by the flight co-ordinator), or CLC if PSC concept in use.

s and messages for inbound and


CDM Stockholm Arlanda WP1 • Catering supervisor

• Manages resources and staff,

pervisor

• Co-ordinates catering and re-catering activities with caterer and flight co-ordinator, • Cleaning su

• Manages the cleaning resources and staff, • Co-ordinates cleaning activities with flight co-ordinator,

age the activities around baggage belts

Bagg belts supervisors: manages • • Manages the loading and the unloading of baggage at baggage belts based

on load orders, • Co-ordinates with r

amp handling for inbound flights

amp supervisor. R At the departure of the aircraft from outstation SGS Handling receives all inbound flights’ data (MVT message, ticketing message, cargo message, containers position message, passengers transfer message, passengers special requirements message, load message, fuelling message). For each flight, an ETA (from MVT messages) is displayed in LFV-SAFIR system The daily planning of handling resources is modified if necessary and the required handling resources are allocated to the flight. 15 minutes prior to landing, the pilot can communicate to SGS Handling an estimated time of landing. In the majority of cases, the ETA is distributed by LFV system SAFIR. The ramp handling resources are then mobilised and sent to the parking position. The stand and gate number is known also in handling agents information systems.. When airport restrictions are implemented (holding stacks), pilots may call before exiting the stack to give an estimate time of arrival. The amendments of the stand and gate numbers in very short notice (for 2 to 3 % of the inbound flights) are generally not received by SGS Handling. This could generate disruptions and delays. The unloading of baggage and cargo starts when the ramp supervisor gives the clearance for unloading. Baggage belt numbers are known several minutes before unloading. The first baggage must be unloaded 10 minutes after aircraft landing and the last one 20 minutes after. Aircraft cleaning, re-catering and refuelling starts when all passengers left the aircraft.



amp handling for outbound flights R

he Load and Weight & Balance orders are computed or manually when CLC concept is not in use, o ight & Balance sheets are computed

at th n ends, the Weight & Balance sheets are issued and signSTAR a

no al p e aircraft. Boarding starts ly irport fire department must be contacted and a fire c

The eparture messages (see sect ator).

ll flights, there are “co-ordinators” instead when responsible for low hts, the pilot validates actions by ACARS.

tef

• e

actu • e

•

Tbef re the check-in and are updated during the check-in. The We

e e d of the check-in. When aircraft loading ed by the cockpit crew and the flight co-ordinator and if necessary could be recalculated. For some

lliance flights, weight and balance sheet is received in aircraft cockpit via ACARS function.

In rm rocedure, aircraft refuelling starts when all passengers have left thon when refuelling has ended. In other cases, atru k is sent to supervise the boarding and the fuelling.

d send to the outbound station all the dflight co-ordinator closes the flight anion Handling actors / flight co-ordin

There are no “Red Caps” on aontrol actions. For Star Alliance fligc

• ircA raft on remote positions are considered boarding when the first passenger is boarding at the

ga . Communications today is by com-radio used at the airport by LFV, SGS and other involved f. sta

Th objective for punctuality is to have 95.5% of all flights within 2 minutes on the schedule. The al results dated of September 2002 are approximately 85%.

Th following turnaround statuses are managed: gate open,

• boarding, • final call, and • gate closed


WP1

EEC Note No. 19/03

R a m ph a n d lin g

fo r in b o u n dflig h ts

P a s s e n g e rsh a n d lin g

R a m ph a n d lin g

fo ro u tb o u n d

flig h ts

S ta rtC h e ck -in S ta r t B o a rd in g

T ra n sfe r t to a irc ra ft(b y b u s f rom te rm in a l toa irc ra ft , o r b y b o a rd in g

g a te )

R e c e iv e b a g g a g e sd u r in g c h e ck -in

R e c e iv e p a sse n g e rsb a g g a g e a n d c a rg o f ig u re sfrom c h e c k -in a n d c a rg o

se rv ice s

E sta b lish th e- W e ig h t a n d b a la n c e

o rd e r- L o a d o rd e r L o a d b a g g a g e s a n d

c a rg o fo llo w in g th eW & B sh e e t a n d L o a d

o rd e rs in stru c t io n s

- S o rt b a g g a g e s- S o rt ca rg o

R e ce iv e E T A fo rin b o u n d f lig h ts b y M V Tm e ssa g e a t th e f lig h t

d e p a rtu re fromo u tsta t io n

M o b ilise n e e d e dsta ff a n dh a n d lin g

e q u ip m e n t

- R e c e iv e E T A f rom th e p ilo t- C h e c k s ta n d a n d g a te n um b e r

- C h e c k b a g g a g e b e lt n um b e r

- P rov id e h a n d lin ge q u ip m e n t a n d sta ff

- P rov id e b u se s ifn e e d e d

A irc ra fta rr iv e s toth e b lo c k

P u t th ec h o c k s o n

- U n lo a d b a g g a g e s a n dc a rg o

- D e liv e r b a g g a g e s tob a g g a g e b e lt

- D e liv e r ca rg o to ca rg ow a re h o u se

P u t fin g e r o r s ta irso n a n d o p e na irc ra ft g a te

- D ise m b a rqp a sse n g e rs

T ra n sfe r tp a s se n g e rs to

te rm in a l b y b u se sif n e ce ssa ry

E n d ofp a s se n g e rs

d ise m b a rqm e n t

E n d of c a rg oa n d b a g g a g e s

u n lo a d in g

C h e c k if lo a d in g b a g g a g e sh a s b e e n d o n e a s W & B

sh e e t a n d th e lo a d o rd e rsin stru c t io n s

S ig n a n d c om m u n ica teW & Bh e e ts

to th e p i lo t th e a n d th e lo a d s

E n dC h e c k - in E n d B o a rd in g

S ta rtc le a n in g

E n dc le a n in g

C a ll f o r fu e llin gse rv ic e s

R e c e iv e th e c le a ra n ceto s ta rt fu e ll in g a n d

sta r t fu e llin gE n d fu e llin gR e c e iv e fu e l lin g fig u re s

R e c e iv e c a te rin gf ig u re s

C o m m u n ic a tec a te r in g fig u re s to

c a te re r

C o m m u nica tefu e ll in g fig u re s tofu e ll in g c om p a n y

R e c e iv e fu e llin gf ig u re s f rom

fu e lin g c om p a n y

S ig n a n d c om m u nic a tefu e llin g fig u re s to p ilo t

U n lo a d c a te rin g o fp rev io u s f lig h t

S ta r t re -c a te rin g fo rth e d e p a rtin g f lig h t

E n d re -ca te rin gfo r d e p a rtin g f lig h t

S ig n a n d com m u n ic a teto ca b in c re w ca te r in g

f ig u re s

- R a m p d u ty m a n a g er- F lig h t c o-o rd in a to r

- R a m p d u ty m a n a g er- R am p d u ty m a n ag er- F l ig h t c o- o r d in ato r

- R a m p d u ty m an ag er- D r ive r c o- ord in a tor

- F lig h t c o-o rd in a to r

- R am p s u p e r v is or

- A irp or t s taf f- C ab in c r ew

- D r ive r

- F l ig h t c o- o r d in ato r - F l ig h t c o- o rd in a to r

- F lig h t c o-o rd in a to r

- R am p S taf f- R am p s u p e rv is or

- R am p s u p e rv is or- F l ig h t c o- o r d in a to r

- F l ig h t c o- o rd in ato r- P as s en g e rs h a n d lin g s ta f f

- F lig h t c o -ord in a tor

- R am p S taf f - R a m p S ta f f- C ar g o s up e r v is or- R a m p s up e r v is or

- C le an in g S ta f f- C le an in g s u p e r v is or

- C lean in g S taf f- C lean in g s u p e rv is or

- F l ig th c o- o r d in ato r - F lig th c o-o r d in a to r- F lig th c o-o r d in a to r - F l ig th c o- o r d in ato r - F l ig th c o- o r d in ato r

- F l ig th c o- o r d in ato r- C ate rin g c o- o rd in a to r

- F l ig th c o- o r d in ato r- C ate r ing c o-o rd in a to r- C ate r e r s ta f f

- C ate rin g c o- o rd in a to r- C ate re r s taf f

- C ate rin g c o-o rd in a to r- C ate re r s ta f f - F lig th c o-o r d in a to r

- F u llin g c o np an y s ta f f - F u llin g c o np an y s ta f f

R e c e iv e f rom o u tsta tio n- P a sse n g e rs d a ta

- C a rg o a n d lo a d d a ta- A rriv a l tim e e st im a te s

- S p e c ia l re q u e s ts- F u e llin g d a ta

C o m m u nic a ted a ta to ram p

su p e rv iso r

- F lig h t c o-o rd in a to r- F l ig h t c o-o rd in a to r

C o m m u n o a da n d w e d

b a la n c e ora m p s r

ic a te lig h t a n o rd e rs tu p e rv iso

- F l ig h t c o- o r d in ato r

E sta b lish th e f in a l lo a da n d w e ig h t a n db a la n ce sh e e ts

- F lig h t c o -or d in a tor

Is th ere fu e ll in g

c o m ple te d ?

Y e s

C o u lb o a rd id e la y

d th en g b ee d ?

N o

C a ll f ired e p a rtm e n t a n d

w a it fo r f i re tru c kN o

D e la y b o a rd in gu n til l th e re fu e ll in g

is c om p le te d

Y e s

- F l ig h t c o-o rd in a to r

- F l ig h t c o-o rd in a to r

Figure 58: Ground handling process


100


k Push-bac sequence planning and management SGS have three pushback tractors based in modules 2, 3 and 4. Three more

ushback tractors in the storage area are also ready to be used.

A p ons based on the airlines schedules and the

subj s especially in case of disruptions (incidents, slots, delays). The allocation of the sh

requ co-ordinator. The pushback supervisor checks the pushback tractors’ planning d

p

ushback tractor planning is established for daily operatiairport stands and gates planning. These schedules are made using SGS systems.

These daily schedules are printed and given for each pushback tractor driver. Nevertheless, they are ect to modification

pu back tractors is then performed by the pushback supervisor when he/she receives the push-back est from the flight

an could re-allocate a pushback tractor to another by calling the driver.

TWR

Cockpitcrew

Flight co-ordinator

Push-backsupervisor

Planning ofpush-back

trucks

Receives cockpitcrew request for

push-back

Request a push-back tractor frompush-back co-

ordinator

Receives therequest for a push

-back tractor

Check the dailyplanning

Contact driver andgive flight data (stand

and gate number)

15 to 20 minutes beforepush-back

10 to 15 minutesbefore push-back

Receiveairlines

schedule

Establish dailypush-backplanning

Give Clearance toStart-up

Request the push-back tractor

Receives the start-upclearance

Push-backtruck on

Aircraft readyto push

Request push-backand taxi clearance from

the TWR

Give push-back andtaxi clearance

Start push-back

Figure 59: SGS ’s push-back process



Theliste changed is

ade below.

.6.3.1 Information Flow diagram:

4.6.3 Main information flows with other actors

information flows between your SAS and other actors of the airport have been d and identified. A map of those information flows and the data ex

m

4

S G S

Airlines

L F V(Arlanda's

AirportAuthorities)

Arlanda'sTower

- Arlanda's airport slot program- Time estimates for inbound flights- Airport resources planning- Airport resources allocation (standand gate for outbound flights, check-in banks for outbound flights,baggage belts for inbound flights)

- Flight data and timeestimates during day ofoperations (actual in-blocktime and actual off-blocktime)- Daily reports for billingpurposes

- Landing clearance- Push-back clearance

Messages for outbound Arlanda's flights- MVT messages for outbound flights/cargo message/fuel message/containers position message/loadmessage/delay message

Messages for inbound Arlanda's flights- Time estimates (ETA at destination)/MVT messages(AIBT,AOBT), operations report

Messages for inbound and flights- MVT messages / Ticketing messages /Cargo messages / Container positionmessage / Passenger special requirementmessages / load messages / fuel message/ delay message

Messages for outbound Arlanda's flighs- Load data (check-in data, cargo data,passengers data )/ fueling data / flight plandata)

Other Handlers- Coordinating transit baggage and connecting passengers- Coordination between ramphandling and passengershandling

Figure 60: SGS ’s information flow diagram



WP1


4.6.3.2 Information Flows relations: Between SGS and the Airport:

me (twice peocation (

• SGS receives from the airport the f a :

• Airport slots • Airport st nd and outbound flights, check-in banks

for outbo s, baggage bel i und flights), • Tim r inbound flight n e (handler) name system,

• SGS send rt the followi

• Act imes, actual of by MVT and SITA messages, • Daily repo illing purpos

Between SGS and :

ollowing dat

dprogram

r year),

resoundimat

the airpon bloc

rts fo

the

urces flightes fo

k-tr b

airlines

all and ants fors usi

ng dataf-block es,

gatnbog th

: time

e for inbou

e est

s toual i

• SGS receives ines the f

• Airlines schedules and aircraft dat n s bays confi ations, loading da c.),

• During tactical phase, ATFM sl bo hts, • M r inbound Stockhol , ticketin essages, cargo

message er position uiremen essages, load me essages),

• M or outbound Stockh -in data, cargo data, passenge a), catering data, plan da

• SGS sends to es the following

• Me r outbound Stockh flight V essages for bound flights, Cargo m es, fuel messages, con essa elay messages in case ys),

• M r inbound Stockho a s ation), MVT e ), Operations re

• h o- nation between SGS a s in ope ions between irline’s nator and SGS

Between SGS and t

from the airl ollowing data : a (cabi

or inand

ssages, passeng

m Arlasengers

s config

und and a flights

nda flig data, fu

uration

outbou(MVT mers special req

hts (loaelling d

, cargo

nd fligessages

d data (checkata, flight

gur

g mts m

ta)

outes, d

estin

rat

ta et

essages

ssages, fuel messages f

ots fm Arlme

olpas

fos, contain

rs dat

the airlinfo

essagof dela

o(AIBT, AOBT

ordi flights co-ordi

data olm Arl

tain

lm Arl

nd’s

: anda

ers position

nda flightports), airlines i flight co-o

ssages

essages fssages e c

s (M m

(time

shared rdina

T mges, lo

mates (ETA at d

dur,

a

g day

d messag

of

esti

tor

m T

a

he Tower :

and push-back ’s frequencies, her communication

r handlers

• SGS receives landing WR departure and arrival data by

scan n WR• There are o ot bet the T Between SGS and the othe

information from

ween SGS and

the T

WR. ni g T

n

n of the handling and Balance sheet

• Th in a flight co-ordinators. They share

Loa an a, transit baggage and connecting passenge

e co-ordd

atioeight

ctivs, ch

ities is performeck-in and boa

edrdi between

ng datd Wrs.


.6.4 Information systems

GS principal Information System tool is Opus 2000 (SAS main information system).

4 S

OPUS 2000

ACARS

OTHERS

SAFIR

RATE PC

Actual In-Block TimeActual Off-Block Time

CFMU Actual Landing TimeActual Take-Off Time- CTOT

- CFMU messages

- Arrivalsequence

Stands and gatesBaggage beltsCheck-in counters

Figure 61: SGS information systems



4.6.4.1 Links with other Information Sources. The main • LINDA d by SAFIR), but some other

companies (Skyways for example) still use the system • Mo message contains estimated in-block and

off- d estimates (landing), • Fax t aircraft operators and other Stockholm

Arla Tele perators and other Stockholm

Arla• Rad cies, to contact other SGS operators

and

S

: This system is expected to shut down soon (replace

GS information sources in Arlanda are:

vement (MVT) and Delay (DLA) messages. DLA block times. MVT message issues actual times (off-block, take-off) an / Telex facilities. Allows SGS operators to contac

s actors, nda’phone facilities. Allows SGS operators to contact SGS’s o•nda’s actors, io facilities. Allows SGS operators to scan TWR frequen

other Stockholm Arlanda’s actors,

Manual processing

Airline

Automatic

MVT / DLAmessages

systems(OPUS 2000,Fax / Telex

facilitiesSITA Screen

LINDA,..)Phone

facilities


frequencies)

processing

Figure. 62: Other information sources


CDM Stockholm Arlanda WP1 4.7 S

4.7.1 Ser tions

Servisair is a wholly owned subsidiary of French Business Group Penauille Polyservices SA which employs over 30,000 dedicated people in 15 countries. Ser a pe, the

aribbean and USA. These services include passenger services (including disabled pas transit shed operations, operations and load con l pervision and representation, security er e aintenance, line Maintenance nd

In S 4.7.1.1 rlanda

ERVISAIR

visair Opera

vis ir offers customers ground handling services in 15 countries in EuroC

senger handling), ramp services,tro , de-icing, executive lounges, su

sa

vic s, aircraft cleaning, passenger coaching, GSE m Engineering, tour representation, bonded stores/duty free.

weden, Servisair operates Arlanda and Gothenburg Landvetter airports.

Operations organisation in A

operates at Terminals 2, 4 (since 2002 Oct 27th) and

nformation management),

In Stockholm Arlanda, Servisair5 (about 20 clients) by managing three main handling activities: • Ramp handling: ramp handling is the management of the activities on and around the ramp (load

and unload baggage and cargo and remote services), supervised by a duty manager. • Landside or passengers handling : management of all passengers related activities (check-in and

boarding, passengers i • Establishing weight and balance sheets.


WP1

19/03 107


rs Definition/objectives Major Inputs Major Outputs Actual links to another processes

Actual link m other processes s fro

Ramp handling


around ramp. It includes baggage handling, cargo handling, aircraft’s provision of the machinery and equipment, co-ordination with passengers handling (subcontractors ensure cleaning and catering activities).

• Airlines data (schedules) • Loading report Ramp handlin sand airlines), ba Push-back trac dallocation,

e es allocation and ( cal phase), d (other handlers and

h ng, tors planning and

g (otheggage ptors pl

r handlerrocess anning an

Airport rmanagement Ramp hanairlines), Passengers Push-backallocation,

sourctactiling

andlitrac

Passengers handling


passengers. It includes check-in, boarding, management of the departures and arrivals passengers management and management of passengers information.

• Passengers reservation data (check-in processes, etc.)

• Ramp handling data for boarding activities and arrivals management,

• Check-in data, • Boarding data (start

of boarding, end of boarding),

• Arrivals data (baggage transfer, connecting passengers)

Airport resour dmanagement (t g.stand/gate alloc Ramp handlin sand airlines),

esources allocation and (tactical phase), dling (other handlers and

rations control, Servisair’s flight dispatching and

ol,

Airport rmanagement Ramp hanairlines), Airlines ope

operations contr

ces alloactical ation g (othe

cation anphase), e.

r handler


EEC note No.

4.7.1.2

Process/Acto

Operations Day of operations • To establish load and balance sheets

as well as to co-ordinate the traffic.

• Load and Weight & Balance orders,

• Catering data, • Cockpit and cabin crews

data, • Passengers data, • Arlanda airport resources

planning and allocation,

• Estimated and actual departure and arrival times,

• Load and Weight & Balance orders and sheets,

Table 21 : Business processes description



Ramp handling and flight dispatching Ramp handling is the management of the activities on and around the ramp. It includes the following activities: • Baggage handling : unloading and loading of baggage, baggage sorting, transfer

baggage between the aircraft and the terminal, lost and found activities …, • Cargo handling: unloading and loading of cargo, transfer cargo between the aircraft and cargo

areas, • Load and Weight & Balance orders and sheets, flight co-ordination • Co-ordination with push-back tractors supervisor. Ramp handling ’s main actors • The supervisor: manages and supervises ramp activities and resources (ramp supervisors and

ramp staff), • Establishes the planning of handling staff and equipment (buses, stairs and high loaders), • Manages and allocates resources during day of operations, • Supervises the maintenance activities of the handling equipment.

• The handling co-ordinator: manages and co-ordinates the handling process. The handl ight

co-ordinator is responsible of the flight during the ground rotation: • Receives, issues and manages all messages for inbound and outbound

flights. Those messages are received and issued by SERVISAIR when the aircraft leaves the parking position at outstation and are sent by the fligordinator when the flight departs from Arlanda airport.

4 MVT messages : contains the actual off-block time, actual take-off time and an estimated

in-block time at destination, 4 Ticketing message (SLS message) : passengers data, 4 Cargo message : cargo type, total weight and cargo positions in cargo bays …, 4 Containers position message: position of baggage and cargo in cargo bays…, 4 Passengers transfer message : number of connecting passengers and their destinations, 4 Passengers special requirements message (wheel chairs, ambulance …), 4 Load message (passengers type (M, F, Infant …), cargo and baggage weights…), 4 Fuel message: remaining fuel on board, initial fuel on board, uploaded fuel at outstations

and other fuelling data.

• Receives and issues service requirements and prepares all data and instructions for outbound flights. It includes the following:

4 The load and balance data (the Load and Weight & Balance orders and sheets). These


4 When the check-in is closed, new Load and Weight & Balance orders are computed (the of check-in processing is monitored by the flight co-ordinator (number of passengers to check-in, number of passengers checked-in, remaining number of passengers)),

4 When the load of the aircraft is over (passengers, baggage, cargo and fuel), the final Load and Weight & Balance sheets are computed, signed and given to the cockpit crews who verify then, sign and give then back to the flight co-ordinator,

ing fl

ht co-


4 Catering and passengers data (passengers number, catering requirements), 4 Fuelling requirements for departing flight, 4 The flight plan (if necessary) and mete rological data for outbound flights, 4 ATFM slots a tockholm FMP. Estimated

departure estimates and delay codes are also received.

• Communicates data to the ramp actors : 4 The Load and Weight & Balance orders to the ramp supervisor, 4 Catering requirements to the catering company, 4 Catering and passengers data to cockpit and cabin crews.

• Co-ordinates activities during ground rotation : 4 Boarding activities with the passengers handling co-ordinator and decides when the

boarding could start (after the end of re-catering, refuelling and cleaning (normal procedures)),

4 Fuelling activities (checks fuelling figures with the fuelling company and cockpit crew receive request for a fire truck, request fuel trucks, provides fuelling figures to fuelling company, signs the fuelling order …),

4 Catering activities (co-ordinates catering with cabin crew and catering staff…), 4 Provides flight plan, Weight & Balance sheet, Load sheet and load figures, catering

figures, re-fuelling figures, receives cockpit crews requirements to cockpit crews.

• Provides all co-ordinators and staff with turn around time objectives,

• Co-ordinates the push-back activities and sequence : 4 Receives pilot request to pushback, requests push-back tractors from the team leader,

manages the push-back of the aircraft and co-ordinates with cockpit crew.

• During departure and arrival phases, three messages are issued and sent to destination station : 4 ACARS messages when the aircraft is off-block or in-block (actual off-block time and

actual in-block time), 4 MVT messages from station : passengers, actual off-block or in-block times, actual take-

off or landing times and estimated time of arrival (e.g. in-block time) at destination station,

4 ACARS messages when the aircraft takes-off or lands (actual take-off time or actual landing time).

• The ramp supervisor

ore received from airlines operations centre or S

: manages and supervises ramp activities for a given flight • Receives all figures and messages for inbound and outbound flights from the

flight co-ordinator and communicates them to ramp staff, • Manages and supervises baggage and cargo loading and unloading: 4 Receives the number of baggage, 4 Co-ordinates with the supervisors in charge of arrivals’ and departures’ baggage belts,

correlates passengers boarding and baggage loading, 4 Ensures correct unloading and loading of baggage and cargo, 4 Supervises dangerous goods, 4 Ensures that the load has been done following the instructions given by the Load and

Weight & Balance orders,



ht co-ordinator (if there is a difference between the load order and the real load the load sheet must be recalculated by the flight

The catering supervisor (subcontract)

4 Signs the load order sheet and passes it to the flig

co-ordinator). •

• Manages resources and staff, • Co-ordinates catering and re-catering activities with caterer and flight co-ordinator.

• The cleaning supervisor (subcontract)

• Manages the cleaning resources and staff, • Co-ordinates cleaning activities with flight co-ordinator.

• The Baggage belts supervisors : manage the activities around baggage belts

• Manages the loading and the unloading of baggage at baggage belts based on load orders,

• Co-ordinates with ramp supervisor. Ramp handling for inbound flights At the departure of the aircraft from outstation Servisair Handling receives all inbound flights’ data (MVT message, ticketing message, cargo message, containers position message, passengers transfer message, passengers special requirements message, load message, fuelling message). The daily planning of handling resources is modified if necessary and the required handling resources are allocated to the flight. Estimated landing times (20’ before arrival) are known to Servisair through the ITV system. The ramp handling resources are then mobilised and sent to the parking position. The stand and gate number is known through SAFIR. If the pilot doesn’t call the ETA is known from MVT messages. The amendments of the stand and gate numbers in very short notice (for 2 to 3 % of the inbound flights) are received by phone. This could generate disruptions and delays. The unloading of baggage and cargo starts when the flight co-ordinator gives the clearance for unloading. Baggage belt numbers are known several minutes before

nloading. The first aircraft landing and Aircraft cleaning, re-catering and refuelling starts when .

u baggage must be unloaded 10 minutes after the last one 20 minutes after.

ll passengers left the aircrafta



Ramp h The Loa the check-in and are updated during the heck-in. The Weight & Balance sheets are computed at the end of the check-in. When the aircraft

d nd signed by the cockpit crew and the flight co-ordinato In nonly htrucThe g

ee sect

andling for outbound flights

d and Weight & Balance orders are computed before cloa ing ends, the Weight & Balance sheets are issued a

r and if necessary could be recalculated.

ormal procedure, aircraft refuelling starts when all passengers have left the aircraft. Boarding starts w en refuelling has ended. In other cases, airport fire department must be contacted and a fire k is sent to supervise the boarding and the fuelling. fli ht co-ordinator closes the flight and send to the outbound station all the departure messages

ion Handling actors / flight co-ordinator). (s


WP1

EEC Note No. 19/03

R am phandling

for inboundflights

Passengershandlings

R am phandling

foroutbound

flights

S tartC heck-in S tart Boarding

Tra(by baircr

nsus oaft

fert to afrom te, or by b

gate)

ircraftrm inal toarding

Receiv e baggagesduring check-in

R eceiv e passengersbaggage and cargo f iguresfrom check-in and cargo

serv ices

Establish the- W eight and balance

order- Load order Load baggages an

cargo following the&B sheet and Load

orders instructions

d

W

- Sort baggages- Sort cargo

Receiv e ETA forinbound f lights by M VTm essage at the flight

departure fromoutstation

M obilise neededstaff andhandling

equipm ent

- Receive ET A from the pilot- Check stand and gate num ber

- C heck baggage belt num ber

- P rov ide handlingequipm ent and staff

- P rov ide buses ifneeded

A ircraftarrives tothe block

Put thechocks on

- Unload baggages andcargo

- De

- D eli

liverbaggagv er cawareh

baggages toe belt

rgo to cargoouse

Put finger or snd o

tairson a penaircraft gate

- D isem barqpassengers

Transfpassengers to

term inal by busesif necessary

ert

End ofngersrqm ent

passesem badi

End of cargoand bagga

unloadiges

ng

C heck ifhas bee

sheet anin

loadinn doned the lstructi

g bagga as W &

oad orons

gesB

ders

S ign and cto the piloand the l

om m unt the W

oad she

icate&Bets

EndCheck-in End Boarding

Startcleanning

Endcleanning

C all for fuellingserv ices

Re he c learanceto start fuelling and

start fuelling

ceiv e tEnd fuellingReceiv e fuelling figures

Receiv e cateringfigures

Com m unicatecatering figures to

caterer

Com m unicatefuelling figures tofuelling com pany

R ec ingfig m

fuel pany

eiv e fuellures fro

ing com

Sign and co efuelling figur ot

m m unicates to pil

Unload catering ofprev ious flight

Start re-catering forthe departing flight

End re-cateringfor departing flight

St

ign and com m unicateo cabin crew catering

figures

- R am p duty m anager- F light c o-ordinator

- R am p duty m anager- R am p duty m anager- Flight c o-ordinator

- R am p duty m anager- D river c o-ordinator

- F -ordinator

- A irpor t s taff- C abin crew

- D river

- Flight c o-ordinator - Flight c o-ordinator

m p S taffm p supervis or

- R a- Flig

- R am p S taff - R am p S taff- C argo s upervis or- R am p supervis or

- C leanning S taff- C leanning supervis or

- C leanning S taff- C leanning supervis or

- F ligth c o-ordinator - F ligth c o-ordinator- F ligth c o-ordinator - F ligth c o - F ligth c o-ordinator

- F ligth c o-ordinator- C atering c o-ord inator - F ligth c o-ordinator

- C atering c o-ord inator- C aterer s taff

- C atering c o-ord inator- C aterer s taff

- C atering c o-ord inator- C aterer s taff igth c o-ordinator

- Fu lling c onpany s taff - Fu lling c onpany s taff

light c o

- R am p supervis or

- F light c o-ordinator

m p supervht c o-ordi

is ornator

- F light c o-ordi- P ass engers

nator handling s taff


-ordinator

- F l

- R a- R a

Receiv e from outstation- Passengers data

- C argo and load data- A rrival tim e estim ates

- Special requests- Fuelling data

Com mdata to

super

unicate ram pv isor

- F light c o-ordinator- F light c o-ordinator

Com m unicate loadand weight and

balance orders toram p superv isor


Establish t loadand wbalanc

he final e ight ande sheets


Is therefuelling

com pleted ?

Yes

Could theboarding bedelayed ?

No

C all firpartm entit for fire

ede

wa tranduckNo

D ardunt fu

lete

ingellingd

elay boill the re

is com p

Yes

- F lig ator

- F lig ator


ht c o-ordin

ht c o-ordin


112


TWR

Cockpitewcr

Fligord

up

nning ofsh-back

trucks

ht co-inator

Puss erviso

h-back

Plapu

Receives cockpitcrew request for

push-back

Request a push-back tractor frompush-back co-

ordinator

Receives therequest for a push

-back tractor

Check the dailyplanning

Contact driver andgive flight data (stand

and gate number)

15 to 20 minutes beforepush-back


Receiveairlines

schedule

Establish dailypush-backplanning

Give Clearance toStart-up


Receives the start-upclearance

Push-backtruck on


Request push-backand taxi clearance from

the TWR

Give push-back andtaxi clearance

Start push-back

Figure 64: SERVISAIR ’s pushback process



M4.7.2 ain information flows with other actors The main information flows are as follows:

Servisair

AirlinesCFMU

FDPS System F M PL F V

(Arlanda's AirportAuthorities)

Arlanda's Tower



- Landing clearance- Push-back clearance


Messages for inbound Arlanda's flights- Time estimates (ETA at destination)/MVT messages(AIBT,AOBT), operations report

Messages for inbound and flights- MVT messages / Ticketing messages /Cargo messages / Container positionmessage / Passenger special requirementmessages / load messages / fuel message/ delay message

Messages for outbound Arlanda's flighs- Load data (check-in data, cargo data,passengers data )/ fueling data / flight plandata)

Other Handlers- Coordinating transit baggage and connecting passengers- Coordination between ramphandling and passengershandling

Figure 65: SERVISAIR ’s information flow diagram Between Servisair and the airport: • Servisair receives from the airport the following data :

• Airport slots programme (twice per year), • Airport resources allocation (stand and gate for inbound and outbound flights, check-in banks

ing the (handler) name system.

etween Servisair and the airlines:

for outbound flights, baggage belts for inbound flights), • Time estimates for inbound flights us

• Servisair sends to the airport the following data :

• Actual in block-times, actual off-block time by MVT and SITA messages, • Daily reports for billing purposes.

B

• SERVISAIR receives from the airlines the following data : • Airlines schedules and aircraft data (cabins configurations, cargo bays configurations, loading

data), • During tactical phase, ATFM slots for inbound and outbound flights,



essages, ticketing messages, cargo messages, container position messages, passengers special requirements messages, load messages, fuel messages),

• Messages for outbound flights (load data (check-in data, cargo data, passengers data), catering data, passenge

Servisair sends to the airlines the following data: • Messages for outbound flights (MVT messages for outbound flights, Cargo messages, fuel

messages, containers position messages, load messages, delay messages in case of delays), • Messages for inbound flights (time estimates (ETA at destination), MVT messages (actual off

block times and actual landing times), operations reports), • The co-ordination between Servisair and the airlines is shared during day of operations

between airline’s flight co-ordinator and Servisair ’s flight co-ordinator. Between Servisair and the Tower:

• Messages for inbound flights (MVT m

rs data, fuelling data, flight plan data). •

• Servisair receives from the TWR departure and arrival data. Between Servisair and the other handlers: • The co-ordination of the handling activities is done between flight co-ordinators.

They share with Load and Weight and Balance sheets, check-in and boarding data, transit baggage and connecting passengers.


CDM Stockholm Arlanda WP1 4.7.3 Ti e The follow terminology is used:

me

ing

stimates

Acronym ing Received by or Distributed to DecodSTD d f Depa

ivalent to the schedulock time)

ived from SAFIR. te:

S(equoff-b

che uled Time o rture led

ReNo

ce The Scheduled Off-Block Time is equal to the Airport

parture Slot. Airport Operators and Aircraft Operators call it “P” time or “STD” or simply “Scheduled Departure”, which s for “Scheduled Time for Departure”.

Dealso stand

STA Time of Arrivo the schedu

ved from SCORE Sched(equb

uledaletim

al led in-iv

lock nt te)

Recei

ETD me of Depao the estima

ally input into SAFIR Estima(equivblock

tealetim

d Tint te)

rture ted off

Manu

ETA me of Arrivaiv t to the estimain e)

SAFIR Estimated Ti l (equland

aleng tim

ted Received from

CTOT p Take Off Tim Received by Telex and Manually input in SAFIR Com uted e ETIF Time in Flight Sent to SAFIR EstimatedATD Departure

t to the time)

SAFIR Actua(equivactual

l Time of alen off block

Through

ATOT Off Time SAFIR Actual Take ThroughATA

n the actual landi r in-block time depen e stat

SAFIR ActualArrival

Time(equival

of e t to

ng time oding on th

actual

us)

Through

Time estiTable 22 : SERV IR mates defi

ISA nition



EEC note No.

4.7.4 Information 4.7.4.1 The m ••

•

•

•

•

WP1

19/03

Systems

Main information Systems

ain information and data sources used by Servisiar in Arlanda are:

SAFIR: LFV central database for all information related to flights. Airlines systems. Handling messages are retrieved from airlines’ systems. Those messages

include, for inbound flights, estimated in-block time, actual landing and actual in-block time. For outbound flights, those messages include estimated off-block time, actual off-block and actualtake-off time. ATFM slots are received for both inbound and outbound flights

Movement (MVT) and Delay (DLA) messages. DLA messages contain estimated in-block and off-block times. MVT message issues actual times (off-block, take-off, landing and in-block),

Fax / Telex facilities. Allows Servisair operators to contact aircraft operators and other StockholmArlanda’s actors,

Telephone facilities. Allows Servisair operators to contact Servisair’s operators and other Stockholm Arlanda’s actors,

Radio facilities. Allows Servisair operators to scan TWR frequencies and to contact otherServisair operators and other Stockholm Arlanda’s actors,

Automatic

MVT / DLAmessages

Manual processing


Phonefacilities

Airlinesystems

(OPUS 2000,LINDA,..)

SITA Screen

117


frequencies)

processing

Figure 66: Servisair sources of inform

ation


.8.

No ith ope ti nburg serving both regional and international airlines. As a full-service handling company Novia delivers passenger ser No

4.8 NOVIA

4

1 Novia Operations

via is an independent airport ground-handling agent in Scandinavia wra ons in Copenhagen, Stockholm and Gothe

vices, ramp services and cargo services.

tes: At Arlanda airport, Novia operates Air Botnia, Braathens, Egypt Air, El al, Estonian Air (ramp), Mae rworld, LTE,

nur Air, Swedish Postal Office, My Travel Airways, Sun-Air of Scandinavia, NordicAirlink, Azu

rsk Air (ramp), Pulkovo, Royal air Maroc, Tarom, Tunis Air, Falcon Air, Fedex, IbeO

rraair, Malmö aviation, Swedish airforce, Eurocypria.



4.8.1.1 aNOVIA Operations organisation in Arland In Stoc ls 2, 4 and 5 (main activities are operate ain activity. Commercial private

eeken

kholm Arlanda, Novia operates at Terminad at Terminal 5). Charter flights constitute the m

hts, military flights (all military transport airc flig raft except vacation and ds), freight and post operations are other activities handled by Novia. w

NOVIA

Copenhagen Arlanda Gotemborg

StationManager

Ramp OfficeTraffic office

Trafficcoordinator

TimeTables

PassengersServices

PaxCoordinator

RampCoordinator

Ramp Staffloaders and

drivers

Figure 67: NOVIA structure

NOVIA main business processes are: • Ramp Handling: ramp handling is the management of the activities on and around the ramp (load

and unload baggage and cargo and remote services). It’s supervised by Novia’s own ramp co-ordinator

• Passengers Handling: management of all passengers related activities (check-in and boarding, passengers information management…).

• Other activities towards aircrew, such as briefing, information to crew about slots, load control,

co-ordination of all activities on gate are performed, normally provided by staff from the Traffic office. All crucial information management regarding departure / arrival times delays is carried out by the Traffic co-ordinator and to be used by all the other staff.



.8.1.2 Novia operations description4

ITV ITVNDS

NOTIS NDS ?RADIOCODECO

TrafficCoordinator

RampCoordinator

Figure 68: NOVIA traffic and ramp co-ordinator desks



4.8.1.3 Description of the Operational Business Process

Process/Actors Definition/objectives Major Inputs Major Outputs Actual links to another processes


Ramp handling


around ramp. It includes baggage handling, cargo handling, provision of the machinery and equipment, co-ordination with passengers handling.

• Airlines data, • Cockpit and cabin

crew data, • Passengers data, • ESSA resources

planning and allocation (stand/gate number trough SAFIR)

• Load and Weight & Balance sheets,

• MVT messages for outstations.

• Ramp handling (other handlers and airlines),

• Passengers handling, • Traffic Office

• Airport resources allocation and management

• Ramp handling (other handlers and airlines by phone)

• Passengers handling, • Traffic Office

Pax handling


passengers. It includes check-in, boarding, management of the departures and arrivals passengers’ management and management of passengers information, get passengers list, prepare flight manual boarding cards and luggage cards.

• Passengers reservation data (check-in processes…)

• Ramp handling data for boarding activities and arrivals management,

• Estimated and actual departure and arrival times,

• Check-in data, • Boarding data, • Arrivals data (baggage

transfer, connecting pax, etc.)

• Airport resources allocation and management (tactical phase),


• Airport resources allocation and management (tactical phase),


Table 23 : SERVISAIR business processes



ain ActorsM

• The Station Manager

supervises ramp activities and resources.

• Establishes the planni airs and high loaders), • Supervises the maintenance activities of the handling equipment. • Manages and allocates resources on long term view.

• Schedule co-ordinator

ng of handling staff and equipment (buses, st

: the schedule co-ordinator gathers information from all customers and publishes a timetable document to be used internally by all departments to allocate staff plus roistering in both short and long view planning of resources.

• The Ramp Co-ordinator manages and allocates resources during day of operations • The flight co-ordinator (also called redcap) is responsible for the flight during the ground

rotation. Some of the telexes are managed by the Traffic co-ordinator, typically all sorts of movement messages.

• Receives, issues and manages all messages for inbound and outbound

flights. Those messages are received and issued by Novia when the aircraft leaves the parking position at outstation and are sent by the flight co-ordinator when the flight departs from ESSA airport.

4 MVT messages : contains the actual off-block time, actual take-off time and an estimated

in-block time at destination, 4 Ticketing message: passengers’ data. This is sent to the airlines revenue department after

the departure. 4 Containers Position Message (CPM) : position of baggage and cargo in cargo bays, 4 Passengers Transfer Message (PTM): number of connecting passengers and their

destination, 4 Passengers special requirements message (wheel chairs, ambulance …), 4 LoaD Message (LDM), passengers type (M, F, Infant etc.), cargo and baggage weight), 4 Fuel message : remaining fuel on board, initial fuel on board, uploaded fuel at outstations

and other fuelling data,

• Receives and issues service requirements and prepares all data and instructions for outbound flights. It includes the following : 4 The load and balance data (the Load and Weight & Balance orders and sheets). These


4 When the check-in is closed, new Load and Weight & Balance orders are computed (the of check-in processing is monitored by the flight co-ordinator: number of passengers to check-in, number of passengers checked-in, remaining number of passengers),

4 When the load of the aircraft is over (passengers, baggage, cargo and fuel), the final Load and Weight & Balance sheets are computed, signed and given to the cockpit crews who verify then, sign and give then back to the Redcap,

4 Catering and passengers data (passengers number, catering requirements …), 4 Fuelling requirements for departing flight, 4 The flight plan (if necessary) and meteorological data for outbound flights, 4 ATFM slots are received from airlines operations centre or Stockholm FMP. Estimated

departure estimates and delay codes are also received. 122 EEC Note No. 19/03


4

Catering and passengers data to cockpit and cabin crews, 4 Estimated new departure time to Traffic co-ordinator when a delay is occurring.

• Co-ordinates activities during ground rotation : 4 Boarding activities with the passengers handling co-ordinator and decides when the

boarding could start (after the end of re-catering, refuelling and cleaning (normal procedures)),

4 Fuelling activities (checks fuelling figures with the fuelling company and cockpit crew receive request for a fire truck, request fuel trucks, provides fuelling figures to fuelling company, signs the fuelling order …),

4 Catering activities (co-ordinates catering with cabin crew and catering staff…), 4 Provides flight plan, Weight & Balance sheet, Load sheet and load figures, catering

figures, re-fuelling figures, receives cockpit crews requirements to cockpit crews, 4 Provides all co-ordinators and staff with turn around time objectives, 4 Order de-icing truck when ordered by captain.

• Co-ordinates the push-back activities and sequence : 4 As soon as passengers are on board, aircraft and all papers delivered by the redcap, the

doors of the aircraft will be closed by crew. The Captain will then request pushback from ground ATC. Meanwhile the Novia ramp co-ordinator has made sure that a pushback truck is connected and waiting for the "push". The person responsible for the loading team for the specific flight (Loadmaster) will connect to the aircraft and communicate with pilot about pushback and engine start-up.

• At departure and arrival (this varies depending of the flight) messages are

issued and sent to destination station : • MVT messages from station : passengers, actual off-block or in-block times, actual take

off or landin lock time) at destination station,

• LDM, PSM, PTM, CPM, and UCM24 messages.

• Communicates data to the ramp actors : The Loading Instruction Form orders to the ramp supervisor,

4 Catering requirements to the catering company, 4

-g times and estimated time of arrival (e.g. in-b

24 LDM (Load Message), PSM (Passenger Service Message), PTM (Passenger Transfer Message), CPM (Containers Position Message), UCM (Unit load device Control Message) EEC note No. 19/03 123


amp handling for inbound flights

t the departure of the aircraft from outstation Novia Handling receives all inbound ntainers position message,

p s requirements message, load message, fuelling message). The daily planning of handling resources is modified if nec s A re e inutes before landing based on the ATC radar system. 15

inut unicate to Novia Handling an estimated time of landing. e d sent to the parking position. The stand and gate m this information is

kno f

he e and gate numbers in very short notice (for 2 to 3 % of the inbound by NOVIA Handling. This could generate disruptions and delays.

rcraft blinking warning lights is turned off. g

belt and refu Ram h The o

pdate e sheets are computed at the end & Balance sheets are issued

rec u In nonly htruc

ed tion all the departure messages (see section

R Aflights’ data (MVT message, Load message, co

a n rs special se gers transfer message, passenge

es ary and the required handling resources are allocated to the flight.

vis d ETA is distributed to SAFIR 30 mes prior to landing, the pilot may commm

Th ramp handling resources are then mobilised annu r be is known through SAFIR. If the pilot does not communicate an ETA,

wn rom MVT messages or SAFIR or STRIP-TV (ITV).

T am ndments of the stand flights) are generally not received The unloading of baggage and cargo starts when the aiBa gega belt numbers are known several minutes before unloading. The first baggage must be on the

15 minutes after aircraft landing and the last one 35 minutes after. Aircraft cleaning, re-catering elling starts when all passengers left the aircraft.

p andling for outbound flights

L ad and Weight & Balance orders are computed before the check-in and are d during the check-in. The Weight & Balancu

of the check-in. When aircraft loading ends, the Weightand signed by the cockpit crew and the flight co-ordinator and if necessary could be

alc lated.

ormal procedure, aircraft refuelling starts when all passengers have left the aircraft. Boarding starts en refuelling has ended. In ot w her cases, airport fire department must be contacted and a fire

k is sent to supervise the boarding and the fuelling. cap closes the flight and send to the outbound staThe R

Handling actors / flight co-ordinator).


WP1

19/03 125

Ramphandling

for inboundflights

Passengershandling

Ramphandling

foroutbound

flights

StartCheck-in Start Boarding

Transfert to aiy bus from te

aircraft, or bygate)

rcraftrminal to

boarding(b

Receive luggageduring check-in

Receive passengersbaggage and cargo figuresfrom check-in and cargo

services

Establish the- W eight and ba

order- Load orde

lance

r Load lcargo

W&B sorder

uggage followinheet ands instruct

andg the Loadions

- Sort luggag- Sort cargo

e

Receive ETA forinbound flights by MVTmessage at the flight

departure fromoutstation

Mobilistha

equi

se neededaff and

ndlingpment

- Receive ETA from the pilot- Check stand and gate number- Check baggage belt number

- Provide handlingequipment and staff

- Provide buses ifneeded

Aircraftarrives tothe block

Put thechocks on

- Unload baggages andcargo

baggagage beltargo to

ehouse

- Deliver bagg

Deliver cwar

es to

cargo-

Put finger or stairson and openaircraft gate

- Disembarpassenger

qs

Transfpassenge

terminal byif necess

ertrs to busesary

End ofpassengerisembarqm

sd ent

End of cargod baggagesunloading

an

Check if lhas bee

sheet anin

oading bn done ad the loastructions

aggagess W &Bd orders

Sign and communito the pilot the W &and the load shee

cateBts

EndCheck-in End Boarding

Staclea

rtnning

Endcleanning

Call for fuellingservices

Receive the clearanceto start fuelling and

start fuellingEnd fuellingReceive fuelling figures

Receive cateringfigures

Communicatecatering figures to

caterer

Communicatefuelling figures tofuelling company

Receivfigur

fueling

e fuellinges from company

Sign afuellin

nd co ateg figu lot

mmunicres to pi

Unload catering ofprevious flight

Start re-catering forthe departing flight

End re-cateringfor departing flight

Sign and communicto cabin crew cateri

figures

ateng

- Ramp duty manager- Flight co-ordinator

manager- Ramp duty manager- Flight co-or

- Ramp duty manager- Driver co-ordinator

- Flight co-ordinator

- Airport staff- Cabin crew

- D

- Flight co-ordinator - Flight co-ordinator

fervisor

amp superviight co-ordin

ght co-ordinator handling staff


- Ramp Staff - Ramp Staff- Cargo supervisor- Ramp supervisor

- Cleaning Staff- Cleanning supervisor

- Cleaning Staff- Cleanning supervisor

- Fligth co-ordinator - Fligth co-ordinator- Fligth co-ordinator - Fligth co-ord -ordina

- Fligth co-ordinator- Catering co-ordinator

- Fligth co-ordinator- Catering co-ordinator- Caterer staff

- Catering co-ordinator- Caterer staff

- Catering co-ordinator- Caterer staff

- Fueling conpany staff - Fueling conpany staff

- Ramp duty

dinator

- Ramp supervisor

river


- R- R

amp Stafamp sup

- R- Fl

sorator

- Fli- Passengers

inator - Fligth co

- Fligth co-ordinator

tor

Receive ation- Pas ta

- Carg data- Arrival ates

- Spe sts- F

from outstsengers dao and load time estimcial reque

uelling data

Communicatedata to ramp

supervisor

- Flight co-ordinator- Flight co-ordinator

Communicand weig

balance orramp sup

ate loadht andders to

ervisor


Establish tand webalanc

he final loadight ande sheets


Is therefuelling

completed ?

Yes

Could theboarding bdelayed ?

e

No

Call departmait for f

fireent andire truckwNo

Delay boardinguntill the refuelling

is completed

Yes





EEC note No.


TWR

Cockpit crew

Flight co-ordinator

Push-back supervisor

Planning of push-back

trucks

Receives cockpit crew request for

push-back

Request a push-back tractor from push-back co-

ordinator

Receives the request for a push

-back tractor

Check the daily planning

Contact driver and give flight data (stand

and gate number)

15 to 20 minutes before push-back


Receive airlines

schedule

Establish daily push-back planning

Give Clearance to Start-up


Receives the start-up clearance

Push-backtruck on


Request push-back and taxi clearance from

the TWR

Give push-back and taxi clearance

Start push-back

Figure 70: NOVIA ’s push-back process



act

4.8.2 Main information flows with other actors

The following diagram is intended to show the main flows between Novia and airport ors.

Airlines

NOVIA

L F V(Arlanda's

AirportAuthorities)

Messages for inbound and flights

/ delay message

Messages for outbound Arlanda's flighs- Load data (check-in data, cargo data,

- MVT messages / Ticketing messages /Cargo messages / Container positionmessage / Passenger special requirementmessages / load messages / fuel message


Messages for inbound Arlanda's flights- Time estimates (ETA at destination)/MVT messages

passengers data )/ fueling data / flight plandata)

(AIBT,AOBT), operations report

Arlanda'sTower



- Landing clearance- Push-back clearanceO er Handlersth

- Coordinating transit baggage and connecting passengers- Coordination between ramphandling and passengershandling

Figure 71: NOVIA ’s information flow diagram



.8.2.1 Information Flows relations:4

etween Novia and the Airport Authorities: B

a e following data : • Airport slots programme (twice per year), • Running amendments to slots during season. • Airport resources allocation (stand and gate for inbound and outbound flights, check-in banks

for outbound flig• Time estimates for inbound flights.

imes, actual off-block time by MVT and SITA messages, • Pax number and deadload statistics for billing purposes, • Aircraft registrations.

Between Novia and the airlines:

• Novi receives from the airport th

hts, baggage belts for inbound flights),

• Novia sends to the airport the following data :

• Actual in block-t

• Novia receives from the airlines the following data :

• Airlines schedules and aircraft data (cabins configurations, cargo bays configurations, loading data),

• During tactical phase, ATFM slots for inbound and outbound flights, • Messages for inbound flights (MVT messages, ticketing messages, cargo messages, container

position messages, passengers special requirements messages, load messages, fuel messages), • Messages for outbound flights (load data (check-in data, cargo data, passengers data), catering

data, passengers data, fuelling data, flight plan data) • Novia sends to the airlines the following data :

• Messages for outbound flights (MVT messages for outbound flights, Cargo messages, fuel messages, containers position messages, load messages, delay messages in case of delays),

• Messages for inbound flights (time estimates (ETA at destination), MVT messages (AIBT, AOBT), Operations reports),

• The co-ordination between Novia and the airline is shared during day of operations between Novias redcap and Novia ’s Traffic co-ordinator,

Between Novia and the other handlers • The co-ordination of the handling activities is done between Redcaps, Passenger co-ordinators and

ramp co-ordinators between handling companies. They share transferring LiveLoad/Deadload, transferring load and connecting passengers.



Between Novia and the pilots

Departureclearance

Push-backand taxi

clearance



Groundcontrol



- Flight data


sheets

- Departurerequest

andclearance

- REAmessage


- Push-back a

taxi rend

questand

clearance


operational data)

- Aprondata,



- Taxiinstruction

- Take-offrequest

andclearance

- Landingrequest

- Aprondata,

andclearance

- Taxiinstruction

- Departure instructions, en-route instructions, approach instructions

Figure 72: Pilot co-ordination with other actors

4.8.3 Time estimates 4.8.3.1 Time Estimates terminology

Acronym Decoding Received by or Distributed to STD Scheduled Time of Departure

(equivalent to the scheduled off-block time)

Received from SAFIR. Note: The Scheduled Off-Block Time is equal to the Airport Departure Slot. Airport Operators and Aircraft Operators call it also “P” time or “STD” or simply “Scheduled Departure”, which stands for “Scheduled Time for Departure”.

STA Scheduled Time of Arrival (equivalent to the scheduled in-block time)

Received from SCORE

ETD Estimated Time of Departure (equivalent to the estimated off block time)

Manually input into SAFIR

ETA Estimated Time of Arrival (equivalent to the estimated landing time)

Received from SAFIR

CTOT Computed Take Off Time Input into SAFIR ATD Actual Time of Departure

(equivalent to the actual off block time)

Through SAFIR

ATA Actual Time of Arrival(equivalent to the actual actual landing time or in-block time depending on the status)

Through SAFIR

Table 24 : NOVIA time estimates terminology


CDM Stockholm Arlanda WP1 4.8.3.2 Time Estimates update process

Inbound Flight

Flight plan issue

Data received byNOVIA

Main datasources


ground rotation

ATFM Slot Issue


Doors closed andaircraft ready

Taxiing

Take-off

En-route




Arrival at gate



ground rotation

ATFM Slot Issue


back

Doors closed andaircraft ready

Taxiing

En-route


Arrival at gate atdestination

- AOBT / ATOT- EIBT at Arlanda- EOBT for new flight

MVT message fromoutsation

3' before landing- ETA at Arlanda TWR frequencies

ATA at Arlanda TWR frequencies

- AIBT at Arlanda- EOBT of Outbound flight

MVT messages

FPL from departure airport- SOBT- SIBT

- CTOT- EIBT at destination

Take-off

SITA messages

In case of delay:- EOBT- EIBT at Arlanda


at destination

Data issued by NOVIAMain datasources

- ATOT- EIBT at destination

- TWR m - MVT m

essagesessages


(received by SGS) - CTOT

20 minutes before departure(in case of delay)

- New EOBT- EIBT at destination

SITA messages

- AOBT

- Delay messages

MVT messages


Delay messages



Legend- SOBT: Scheduled Off-Block Time- SIBT: Scheduled In-Block time- EOBT: Estimated Off-Block Time

- ETA: Estimated Time of Arrival (estimated landing time)

closed time)

- EIBT: Estimated In-Block Time- AOBT: Actual Off-Block Time- ATOT: Actual take-Off Time

- ATA: Actual Time of Arrival (actual landing time)- AIBT: Actual In-Block Time- ART: Actual Ready Time (all doors- ETA at destination

- EIBT at destinationMVT messages

Figure 73: NOVIA time estimate updating process



te of time estimates is the following for inbound Stockholm rlanda’s flights (tentative model):

• The scheduled off-block and in-block times are the first received time estimates. They are issued within airlines’ flight pl

delay, NOVIA receives a delay message containing an estimated in-block at Stockholm Arlanda,

• At take-off from outstation, the actual off-block, the actual take-off time at outstation and an estimated in-block time at Stockholm Arlanda are received by the depart MVT message,

• When the flight is in approach, NOVIA could receive an estimated landing time at Stockholm Arlanda from cockpit crews,

• In final approach, NOVIA retrieve an estimation of the landing time by scanning TWR’s frequencies,

• At arrival to gate, the arrival MVT message is issued containing the actual landing and in-block times,

The process of update of time estimates is the following for outbound Stockholm Arlanda’s flights (tentative model): • The scheduled off-block and in-block times for the outbound flight are the first received time

estimates, • If the flight is subject to ATFM regulations, the CTOT is received by and an in-block time at

destination is computed, • If the ground rotation is delayed, an estimated off-block time and an in-block e at destination

could be issued within a DLA message, • The flight dispatcher in c me (e.g. an estimation of

the all doors closed tim IA, • At take-off, the departure MVT message is sent to outstation giving the actual off-block time, the

actual take-off time and an estimation of the in-block time at destination.

The process of updaA

ans,

• If the flight is subject to ATFM regulations, the CTOT and an estimation of the in-block time at Stockholm Arlanda are received by NOVIA,

• In case of

tim

harge could issue an estimation of the ready tie). This time estimate is actually not used by NOV



4.8.4 Information Systems 4.8.4.1 Main information Systems

NOTICE

ACARS

OTHERS

SAFIR

Actual In-Block Timeal Off-Block Timeal Landing Time

ctual Take-Off Ti

ActuActuA me- CTOT

essages

CFMU

- CFMU m

Stands and gatesBaggage beltsCheck-in counters

Figure 74: Information systems used by NOVIA

OTICE is the main system used by NOVIA (customised product), essentially for invo

N

icing purposes.



.8.4.2 Links with other Information Sources. 4

he main information and data sources used by NOVIA in Arlanda are:

Airlines systems. Handling messages are retrieved from airlines’ systems. Those messages

and in-block),

Telephone facilities. Allows NOVIA operators to contact NOVIA’s operators and other

T •

include, for inbound flights, estimated in-block time, actual landing and actual in-block time. For outbound flights, those messages include estimated off-block time, actual off-block and actual take-off time. ATFM slots are received for both inbound and outbound flights

• Movement (MVT) and Delay (DLA) messages. DLA message contains estimated in-block and off-block times. MVT message issues actual times (off-block, take-off, landing

• Fax / Telex facilities. Allows NOVIA operators to contact aircraft operators and other Stockholm Arlanda’s actors,

• Stockholm Arlanda’s actors,

• Radio facilities. Allows NOVIA operators to scan TWR frequencies and to contact other NOVIA operators and other Stockholm Arlanda’s actors,

Automatic

MVT / DLAmessages

Manual processing


SITA Screen

Airlinesystems

Phonefacilities

Radio facilities(TWR

frequencies)

processing

Figure 75: Other information sources



4.9 DE-ICING

4.9.1 De-Icing Operations 4.9.1.1 General environment: Companies: Two companies do the de-icing in Arlanda: SAS De-Icing and Nordic Aero. The special situation in Arlanda is that Nordic Aero works very closely with and for SAS De-Icing. Nordic and SAS de-icing own a certain number of trucks, and the fleet has increased from last year. De-icing operations efficiency and reactivityd depend on several factors, truck capacity and non-reliable enough weather forecasts being the most important. Season: The de-icing season goes from the beginning of October to the end of April. The standby status begins in the middle of September and full production begins in the middle of October. From the opinion of the different actors of the airport, very bad weather that creates big disruptions in the airport only happens a few days per year. There are problems in the very first days of bad weather, because it takes time for everybody to get the habits back in place. First flights of the morning can be critical when there is very bad weather conditions. Critical factors and situations: Several factors are critical for the de-icing activity: • Weather forecasts: information about weather forecasts encompass:

• The type of weather: snow or ice, when it starts. Example of bad situation can be stated when freezing occurs during night, combined with snow in early morning.

• The temperatures • The type and amount of snow • How long it will last.

• Weather type: de-icing activity will slightly change depending on a snow or ice weather condition. Different material and products are used that depend on snow /ice status.

• Temperatures. Depending on the temperature, different types of fluid will be used. De-icing

duration varies depending on the fluid type used. • Type and amount of snow. These parameters are important to consider since de-icers have to

prepare a corresponding truck capacity to it. The type of snow is important as the products to use will be different (fluids and treatments).

• The duration. Duration also matters because of capacity constraints in workforce and material and

also logistics planning (refuelling of trucks with de-icing fluids).



Operations description:

W

RADIO

I N

D O

W

SAS DE-ICING

NDSTempWeatherForecast

De-icesystem

RADIO

Notebook

Nor dic Aer o

FIDS

PaperManagement

ITV

cing co-ordinators positions

are located inside the main operation room of SAS nd SGS.

Figure 76: De-i

The de-icing co-ordinators desksa

Figure 77: SAS De-icing co-ordinators position



ational Business Process 4.9.1.2 Description of the Oper

Process/Actors Definition/objectives Major Inputs Major Outputs W rw

up

eather fo ecast atch and follow-

Day before operations To forecast the weather on the day of operations in order to plan the type and amount of resources to use. Day of operations Follow-up the weather forecast in real time

resources capacity) Decision making duof operations

Weather forecast from the weather station

Decision making about next day operations planning (human and technical

ring day

Mprep

p

aterial and people Day before operationsaration and lanning

Plan the types of resources and capacity according to the type of

ons weather expected on day of operatiDay of operations Modify the resources planning and allocation according to the weather conditions during day of operations

ce, quantity, duration Weather conditions, weather forecasts, Tower instructions and information

nd type of trucks to use, number of employees to have on duty, types and quantity of fluids to use

Weather forecast watch, Number atemperature, type of snow or i

Trucks management

Day of operations To manage the de-icing operations, use of trucks, fuelling of gas and de-icing fluids, assignment and priorities during the de-icing period

Weather conditions, requests from airlines and information from airport authorities

Assignment of tasks to trucks and crew

Aircraft De-icing

Assign the trucks depending on aircraft requests, ensure to have enough crew and truck capacity. Plan the sequence to de-ice the aircraft.

Airline requests and flight schedules. Tower information about departures and arrivals, runway closures.

Estimates of beginning and end of de-icing as well as the duration of de-icing

Table 25 : De-icing Business processes description

Weather forecast watch and follow-up • The day before operations: Activities encompass the weather forecasts checking in order to prepare the planning for the next day. • The day of operations: The weather updates are checked in order to adapt the resources capacity and configuration to the weather situation. Material and people planning and preparation • The day before operations:

Depending on the weather forecasts, a certain number of parameters are going to bet set: • Type of trucks and fluids to be used • Number of trucks used and amount of fluids used • Number of employees on duty

A certain number of regular actions are taken:

• Alert drivers on stand-by list. • Prepare the trucks to be used the next day • Refuel the trucks (fuel and fluids) to be ready for operations • Verify there will be enough fluid for the day in the store

Note: These actions are usual daily maintenance operations during winter season. 136 EEC Note No. 19/03


he day of operations:T

epending on the weather situation, adapt the resources capacity and configuration.

echnical information:

D T

SA trucks whereas Nordic Aero owns 5 trucks. Nordic

access to SAS de-icing information system. Nordic Aero has a computer system

tcond

re is wet snow.

hen there are critical conditions, there are many factors that impact the activity. In these conditions, experience of the de-icing crew is very important. In general it is difficult to know which aircraft is

ready, so many times de-icers are waiting next to an aircraft and do not know it is going to be ready or to leave because of lack of information. There is limited space to park the planes overnight (Available space is needed for planed ma hangars the planes that stay

vernight and leave in the morning.

ote:

S de-icing owns 11 de-icing

Aero does not use any integrated operational information system and cannot have

used mainly for invoicing and in which it inputs the de-icing reports. No e: Below only valid for Ramp M, calculated figures for "today’s" operation approx. 70 (frost

itions) The actual capacity of de-icing in normal weather conditions (frost only) is of 25 aircraft / hour (less if bigger aircraft). Specific weather conditions are when there is a lot of snow or it is very cold or the Wthe

intenance). It is planned to park in theo N an average de-icing costs 6,000 SEK (Swedish Crowns) and the environment fee for each litre of

uid used is of 6 SEK. 150 litres are used on average for de-icing.

ircraft De-Icing

fl A

uring the day of operations the de-icing operations are scheduled for aircraft depending on the flight hedules. Regular updates are made depending on on-time events, delays and eventual disruptions.

he "ready signal" comes from 1.PIC, 2 De-ice-release person, 3 loaders have to be finished.

Dsc T

GroundControl

Give clearanceto start-up

Receives thestart-upPilotclearance

Give push-back and taxi

clearance

Request thede-icing

De-IcingCoordinator

De-IcingTrucksDrivers

Receivescockpit

request forde-icing

Request a De-Icing truck for

the aircraft

Request push backand taxi clearance

from the TWR

Receives therequest for

de-icing

Receiveairlines

schedules

Establishde-icingplanning

Goes to theaircraft

ready to bede-iced

De-Icing

Red Cap

When all-doorsclosed, signs theloading sheet andgives the ready

signal for de-icing

Reportselements

of thede-icing

Receives andfiles elementsof the de-icing

operation

Figure 78: Aircraft de-icing process diagram EEC note No. 19/03 137

CDM Stockholm Arlanda WP1 Below is another diagram showing more precisely the operations timing during a turnaround. This is the case where everything goes well, there are no delays or problems (nearly represents 80% of the cases).

Push-backand taxi

clearancefrom TWR

De-icingcoordinator

TIME FRAMEATA

FlightDispatcher

Push-backand taxirequest

andclearance

STD(Landing Time) (Off-Block Time)

Pilot requestfor de-icing

Handler

Fewminutes

afterATA

7 'beforeSTD

De-icetruck

arrives tothe plane

6 'beforeSTD

End ofloading

5 'beforeSTD

Closedoors andready forde-icing

DEICING

4 minutes1 '

beforeSTD

Push-back

Figure 79: Aircraft de-icing timing diagram



.9.2 Main information flows with other actors

.9.2.1 Information Flow diagram:

4 4

D E - I C I N G

Airlines

Handlers

- Request for de-icing- Load signals- All doors closedsignal

- Start of de-icing- End of de-icing

- Request from pilot- Flight departureinformation

- Estimate of de-icing duration- De-icing report

Figure 80: Information flows diagram

4.9.2.2 Information Flows relations: • Between de-icers and airlines : Airlines distribute times schedule to SAFIR. Regarding SAS flights, SAS de-icing can access to them directly in the OPUS 2000 system. De-icers give post operations reports to the airlines about the de-icing operations. • Between de-icers and handlers Handlers may request for de-icing aircraft they handle. Handling agents also provide information when the load is completed and when all doors are closed. The de-icers provide information to the handlers about de-icing start/end events. • Between de-icers and pilots Pilots may directly request for de-icing



.9.3 Information Systems 4.9.3.1 Main information Systems

4

SAS de-icing uses a specific information system. Nordic Aero has also a computer system but used mainly for invoicing. When the SAS de-icing system will be upgraded to the new version, a customised access will be given to Nordic Aero. The trucks also have some technology system where information can be recorded: • Order of de-icing (flight number and stand number from SAFIR) • Start of de-icing (ready signal from pilot) • End of de-icing (ready signal to pilot)

iMacNordic Aero

iMac

SAS De-icing

SAS Trucks

iMacS

Invoicingsystem

Manual input

SAS de-icingsystem

OPUS 2000

Wirelesssystem

- Order of de-icing (flight number andstand number)- Start of de-icing (ready signal frompilot)- End of de-icing (ready signal sent topilot)

Manual access

Figure 81: De-icers information systems

AS Airline



.9.3.2 Links with other Information Sources. 4

k the gates allocation, plan the trucks movements and check

he SAS system and see all the information relative to SAS

S’s operators and other Stockholm Arlanda’s

llow de-icers operators to scan TWR frequencies and to contact other actors at

The main information and data sources used by de-icers in Arlanda are: • SAFIR: De-icers use SAFIR to chec

the flights’ schedules variations. OPUS 2000. SAS de-icing can use t

flights. •

• Movement (MVT) and Delay (DLA) messages. DLA message contains estimated in-block and off-block times. MVT message issues actual times (off-block, take-off, landing and in-block),

• Fax / Telex facilities. Allow de-icers to contact aircraft operators and other Stockholm Arlanda’s actors,

• Telephone facilities. Allow de-icers to contact SGactors,

• Radio facilities. Athe airport.,

• Gate TV: Allows to see the gates.

Automatic

MVT / DLAmessages

Manual processing

SITA Screen

Airlinesystems

(OPUS 2000,LINDA,..)

Phonefacilities Radio facilities

(TWR and SASfrequencies)

Gate TV


processing

Figure 82: Other information sources



ws : 4.1 w months to few hours before the flight (strategic planning)

4.10 LFV IT - SAFIR

4.10.1 SAFIR Information Flo

0.1.1 Fe

Data Processes for Airport Slots Allocation

Airport SlotCoordinator

- FlightSchedule

SCOR

APRON- FlightSchedule

S A F I R

Complementaryprocess

- Who inserted the schedule- When the schedule wasinserted

Verification

Automatic + Manual update

References

Automatic +Manual update

Handlers InfoAutomatic +

Manual update

Terminal Info

Manual update

Routes / Via Info

SYSTEM PROCESSES

LFVHandlersAirlines

Figure 83: SAFIR information flow for airport slot process

The slot coordinator Sends the flight schedule into SCORE that updates it into SAFIR.



.10.1.2 24 hours to few hours before arrival flight4

24 hours to few hours before flight

S A F I R

Handling AgentsBooked passengers

S A S

N D S(New Display

System)

F light Details

To bedefined

Public Internal

- O pen time- C lose time

T M S NDS (ex FIDS)

BaggageSystem

- C hecking pockets- Terminal 2&5

To be defined

Ev ery thing about flights(to be detailed)

To be defined

To be defined

To be defined

Parking Stands

To be defined

(Future interface )C onvey or belts for

ure 84: SAFIR information flow 24 hours to 0 hour before the arrival flight

Handling agents

departures

Fig

Sends the number of booked passengers to SAFIR



.10.1.3 12 hours to 0 hour before arrival flight4

Data Process for Arrivals: 12 hours to 0 hours before flight

S A F I R

Handling Agents

S I T A

N D S

Differentactors

Businformation

Red Cap

L F V

- LDM- Cargo

senger figures- Mail- Pas

First andlast bag

P G S

- Schengen flight?(Y/N)

Internal remarks

APRON(S&GM)

OBT

Bus coordinator

AssistanceinformationHC/HR/HS

L F V

ATCASFIAT

- Revised ETA- Landing time

ferenceReTable to check

formismatching

Passenger service

INTERNET - FTPTransfert

Figure 85: SAFIR information flow diagram 12 hours to 0 hours before arrival flight

ATCAS / FIAT: ATCAS is the system used by ATC. FIAT is the interface between FIDS and ATCAS. ATCAS/FIAT provides the following information to SAFIR: • Revised ETA • Landing time Notes: The runway configuration is available through the ATCAS system but not transmitted to SAFIR. The public website information display goes to “Landed” when the aircraft is In-Block.



LFV (Passenger service) Sends information about passenger special assistance requests to SAFIR such as MAAS (Meeting Assistance, used for connections and transfers), UM (Unaccompanied Minors) APRON (Stand and gate management) Provides Off Block Time information to SAFIR PGS (Passenger Guidance System)

ngen/Non-Schengen flight and to which gate it is going in order to verify Check in SAFIR if it is a Schethat the gate and the passenger flow is adapted to that kind of flight. The system end to SAFIR the time the flow is opened. If the flow is not closed at OBT (for departures), it send an alarm to close the flow. SITA Load Messages are distributed to SAFIR through SITA/ Handling agents:

d cap that will handle the flight to SAFIR. They are supposed to send the information about the number of passengers

for remote positions in order to get the appropriate buses.

Handling agents may send the name of the re

in arriving flights LFV (Bus coordinator): May send information about the buses that will go to the remote position.

ND

S (New Display System): ds information about the first and last bag and the baggage belt (for arrivals) to Sen

SAFIR. Different actors:

internal remarks about the flight into SAFIR Put

Data Process for Arrivals (part 2) : 12 hours to 0 hour before flight

S A F I R

N D S

Handlingagents

- Diversions- Cancels- Delays (

- SITA- Handling

agents times, codes)

L F V- Standsand gates

T M S

- Change ofaircraft type

- SITA- Handling

agents- Manually

formreference

table

- Registrations

- Manuallyform

referencetable

ETA / EST

- Belts

Figure 86: SAFIR information flow diagram 12 hours to 0 hours before arrival flight


CDM Stockholm Arlanda WP1 The ETA (Estimated Time of Arrival) and or EST ( Estimate Standard Time )

estimate is sent when the aircraft still in the inbound station whereas the other is sent en-route. It be updated to SAFIR either by: SITA Handler

- Or updated manually from the reference table

istration Number:

An can • •

Reg

information may come from either by: SITA Handling agents Manually from reference table SAS (for SAS flights) through an automatic interface with the SAS system

This• • • •

n Ha dling agents:

d the following information to SAFIR: Diversions Cancels And delays

S:

Sen• • • ND Sends into SAFIR the belt assigned to the flight for luggage delivery TMS:

cks in SAFIR any change in the type of aircraft. The type of aircraft type has an influence on which dedicate to the plane, because each gate can handle specific types of aircraft.

Chegate



4.10.1.4 12 hours to 0 hour before departure flight

Data Processes for Departures: 12 hours to 0 hour before flight

S A F I R

Return / no return to stand

- SITA- Handling

agents

- Registrations

ATDFIATChanges Handlers

Assistance HC/HR/HS L F V

Passenger service

- Manuallyfrom

referencetable

Public remarks

Buses

ETD

Differentactors

ITO

L F V

Bus coordinator

Differentactors

Ramptower

gi

Figure 87: SAFIR information Flow diagram 12 hours to 0 hours before flight departure

Re strations:

information comes from either by: This• SITA • ents • ITO

Handling agManually from reference table

(Internal Time of Operations): s internal information (not communicated to NDS) is used by actors to municate interesting operational information like delays from outbound stations ther actors that may be affected.

naround:

Thicomto o Tur In SAFIR there is no link between ar

rival flights and departure flights.


CDM Stockholm Arlanda WP1 4.1 The

0.2 Information Systems

main information system for LFV is SAFIR.

Figure 88: SAFIR screen

Am • curity organisation) BKA (Badge Security Authorisation) • PGS (Passenger Guidance System) • Kortläsare (card readers) • • • SCORE (S

ong the different connected systems have been identified:

BVC (Airport se•

Larmer (alarms) Markradar (SMR: Surface Movement radar)

lot COordination and REporting software used by the slot co-ordinator send information to SAFIR

• rmation for the public (schedules for arrivals and departures, delays, status of flight, etc)

• CUTE (Common Use Terminal Equipment ) – SITA

to get andNDS (New Display System): Display the info



• • • • Disk planering (checking desk planning in NDS)

DARSA (Delay Analysis Report at Swedish Airports) Bagage Styr system Baggage reconciliation (BHS) Stand/gate management (TMS)

•


CDM Stockholm Arlanda WP1 5

DuordArladisthisWP In a first paragraph you will find all the actors’ opinion and remarks about the co-ordination at Arlanda airport. In a second paragraph we give our general feeling about the co-ordination at Arlanda airport, taking into account what we have seen during our study, the actors comments and remarks and our expertise from previous airport studies.

5.1 ARLANDA ACTORS MAIN COMMENTS

CO-ORDINATION ASSESSMENT

ring this phase a preliminary analysis has been performed regarding the co-ination and/or information flows improvements between actors situation at nda’s airport platform. During our visits to each actor operations we have

cussed the co-ordination status and each actor has given his observations about topic. This is a preliminary co-ordination assessment that will be continued in the 2 part of the project.

5.1.1 Tower The main remarks/suggestions made by ATC/TWR addressed the data quality regarding departures and arrivals estimates. • On the one hand, ATC/TWR suggests that more accurate ETAs could and should be provided to

ramp tower, handlers and aircraft operators through SAFIR; in particular, efforts should be developped to provide better ETAs when ATC restrictions are implemented (holding stacks). Comments: in such conditions, it is suggested that ETAs should be provided through Rate-PC tool25 and shared between actors for increasing the efficiency of the airport. Common awareness of non-sensitive and valuable information (in that case Rate-PC information) should be a common asset shared by airport actors. Sharing common ETAs, improving the information about holding stack implementation, and - whenever possible - predicting better ETAs with a sufficient time-horizon, increasing aircraft operators flexibility in arrival sequence should be potential achievements in the next future. Collaborative Arrival Sequencing taking into account airport constraints and possible AOs preferences should be studied (pre-requisites in terms of data quality, conditions, upstream flow measures, operational feasibility).

• An estimated ready time26 (accuracy 3 minutes, 20 minutes in advance) is required from handlers

to optimise the use of runways/taxiways and optimise the departure sequence with a sufficient time

Comments

horizon.

: it is commonly agreed that uncertainty about departures is much more

important compared to arrival uncertainty. Direction towards predicting an estimate ready time (all doors closed, pushback truck in place, aircraft ready to depart immediately after clearance delivery) 20 minutes in advance is a common need already stated in other European airports27. Uncertainty, constraints and disruptions that may arrive before and

M

2 called TOBT (Target Off Block Time) in generic Eurocontrol CDM terminology (ref. Airport CDM Applications, V 0.4, 09.12.2002; Airport CDM Apllications Level I, v 0.4, december 2002, EEC report 371 “Improving airport operations through CDM project: Brussels Zaventem 2001 project; reports are available on www.euro-cdm.org)

25 AESTRO in the next future when S2000 will be implemented 6

. TOBT is defined in EEC report 371 as a ready status, e.g. all doors closed, jetway/airbridge removed , pushback truck in place (for contact stands) and aircraft ready to depart immediately after reception of clearance”. 27 EEC report 371, “improving airport operations through CDM: Zaventem 2001 Project” (authors: O.Delain, J.P Florent) 150 EEC Note No. 19/03


during operations prevent from efficient operations. Under CDM paradigm, it is assumed

deciTheordiDiffsamand rsened. Thus a critical feature of teams is that individuals must co-ordinate their decisions and activities by sharing information and

evethe withsha to remove disencentives are the corne

ccount by the CFMU. Such taxi time would take into account various

delusea s

that sharing a common view on data on the one hand and publication of consequences of sions as soon as possible will contribute to the optimisation of available resources. re is a need for synchronising activities by sharing experience, monitoring the co-nation, communicating and providing feedback and backup assistance when needed. iculties are for the most important part due to the fact that actors do not share the e objectives. Individual reactive planning to face disruptions is the common response the overall performance is wo

resources to attain shared goals. It is clear that removing uncertainty and unexpected nts that may appear until actual off-block time from a few hours in advance heightens difficulty of any prediction. However, operational excellence of individuals combined a high level of collaboration, communication, mutual understanding, information ring, transparency between actors and actions

rstone for high mutual benefits. • It is sugggested that it should be possible to establish a taxi-out time per flight

taken into aparameters such as peak hours effects (queues), weather situation (de-icing

ays), distance between RWY and aircraft stand would bring benefits for airport rs and would contribute to a more accurate estimated take off time (along with

ufficient time horizon).

Comments: Slot adhelimiaccuATF rdeliveries. For such, it should be possible for the CFMU in the next future to take into account a flexible taxi-out time under conditions to determine.

5.1.2 Ramptower The main remarks made by the ramp tower operations are summarised as follows: • Regarding information flows, the majority of information are already available to ramp tower

opefrometc. This lly uploaded through AFTN netwsave tinformat e in the airport.

Commen

rence to CFMU slot is one important CFMU concern. The knowlege – even with a ted time horizon – of a more predictable take off time of flights in Europe will result (with a rate flight profile) in a better prediction of air situation, allowing to take measures (ground and M) to reduce significantly ATC ove

rations (stand/gate management); However CFMU slot times and updates for departing flights Arlanda airport are performed manually by handling agents, with risks of bad updates, lacks,

information is sent by the CFMU to ATC and automaticaork and displayed for all departing flights from Stockholm Arlanda airport. It is suggested to

ime and minimise the risk of error that manual inputs should be dropped if the same ion is automatically available somewher

ts: clear for all actors that CFMU slots should be uploaded automatically into SAFIR central base for the benefit of all airport acto

1. It isdata rs. Reducing time lost in manual inputs and alleviating induced risks should lead to such improvement.

2. CFMU information for inbound flights: in order to increase the knowledge of potential

inbound flight delays, it is suggested that CFMU slots should be available also for inbound flights (coming from outstations). As the flight time (section 2.3) is less than 45 minutes for about 30% of the inbound flights, there is a need to increase the knowledge of operational situation at close outbound statins (especially in the case of a future Nordic CDM network). The CFMU might provide such information regarding updated information regarding inbound regulated flights. It is recognised that there is limited number of regulated flights from close outbound stations and that the adhererence to CTOT may not be respected in all cases. Airports are both information providers and receivers. In the long run, a possible way would



be for every airport to provide to outbound station reliable estimated take off times with a

• Better information about eastern flights should be provided. In case of short flight times (less than

airp

Com

limited horizon that would take into account all constraints.

45 minutes), any disruption that may occur on an outbound station should be made available to the ort.

ments e problems of information have been stated coming from eastern countries, and the issue of ering accurate data with a limited time horizon has been raised. C

Somgath losely akin to what has been said previously, a framework should be established in order to exchange more data with a standard

abe s

• Bett

Not

dat quality to establish between airports. Consequences of disruptions in terms of delays should hared between close airports. er ETAs should be distributed, especially important during holding conditions or peak period.

e: SAS made some suggestions and requests to improve some co-ordination areas: 28 first step better ETA

gh SAFIR.

Comments

possibility to get a ground radar and Rate-PC Tool (to obtain in aaccuracy) is being studied. Accurate ETAs should be available throu

When ATC restrictions are implemented, the RATE-PC Tool could provide better ETAs. At current, Rate PC delivers instructions and information about approach times and delays. Calculations are made on the ETA and the result is dynamically presented in screens in both the ACC and TMC (trial at Ramp Tower). The system is stable about 35 minutes before landing (150 nm from the airport). Amongst other data, ETAs and RETAs (Revised ETAs) are displayed, as

Comments

well as EATs (Estimated Approach Time). Events window (snow cleaning for instance) are other information that should be shared with other actors (in particular ground handling agents), possibly through SAFIR.

• Better information should be given by all aircraft operators about transferring passengers from all

airlines (except the triple A messages already given)

in or not a connection should be

d arrival time estimates (ETAs) especially in the last 30 ions are implemented.

The knowledge of connecting passengers would help in getting more information about flight departure. Waiting for connecting passengers may result in extra-departure delays that is not always passed to connected flights through the provision of a revised estimated time of departure. In order to optimise the stand and gate allocation and minimise last stand/gate changes (when the departure delay is not known with certaintu), it would be necessary for all aircraft operators to publish the consequences of their choices. The decision to maintareflected in a new estimate time of departure if it is needed. Better checking/monitoring of departure flights (decreasing last minutes stand/gate changes) would be the main benefit.

5.1.3 Aircraft Operators Main observations and comments about the co-ordination with other actors at the airport encompassed: Inaccuracies that exist regarding provide

minutes when vectoring/holding condit•

Comments This remark has been raised by different interviewees at the airport (see above). The quality of ETA is the initial link in the chain between arrival and departing flights. However, depending on interviewees, the assessment of ETA quality slightly differ and may puzzle. The qualitative

28 Ground radar priced at 50,000 euros (estimate) per terminal by LFV; Rate-PC priced at 75,000 SEK (estimate) to get access plus annual fee. 152 EEC Note No. 19/03


hly) a status of unbiased key performance indicators (KPIs) to establish.

Comments

valuation ranged from “good” to “bad with a lot of last minute stand and gate changes in the last minutes”. The main issue there is the absence of quantitative assessment that should be shared between actors. If DARSA is a pragmatic initiative to study delays at Arlanda airport, it would be necessary to monitor and publish (on a regular basis, say mont

• Disorganisation of operations exist due to airport disruptions during crisis situations: strong bad

weather conditions (snow, de-icing conditions) that affect overall operations.

entification of information flows that should be available in such

Collaborative procedure is required face to crisis (foreseeable but with a short time horizon and unforeseeable) situations. All available information should be distributed to users for better planning and organisation. This also includes maintenance of fairness, equity and transparency and the shift from demand management to dynamic management of the available capacity where increased flexibility should be the anchoring concept. In such situations, sharing good and bad experiences between stakeholders should be the starting point for better collaboration: identification of problems, idsituations. One potential idea would be that all general available airport information that would help (prediction of runway sweeping or runway closure, etc.) should scroll on SAFIR display. A collaborative framework should be studied including major aiport representatives (data quality issues, collaborative issues, monitoring issues, actions to prevent non-collaborative behaviours (such as requesting anticipated de-icing whereas the aircraft is not ready), etc.

• Cameras system (old) should be enhanced to cover all airport angles (remote stands, other angles, terminal areas, and hangar areas).

Note: There is a LFV project to upgrade the camera tech nology in order to have digital picture

Some observations have been made regarding the co-ordination with other actors in Arlanda airport: • Accessibility to information: some problems have been raised regarding the visibility on SAFIR

data, due to the fact that handling agents cannot see SAFIR information about flights handled by other companies (data policy). Any mistake about the allocation [flight, handling agent] results in the unability for the handling agent to access to inform regarding its flight(s). Comments

transmission and be able to forecast the cameras views on the computer networks with web technology. 5.1.4 Handling Agents

ation

The occurrence of such is ld be quantified (occurrence number and quantification of consequences)as well as r n root causes). The possibility to request in real-time an u order to flights or to declare a wrong allocation might be possible.

• Fuelling issues: some concern delays caused by fuelling

services. Note

sue shouunderlying easons (wrong allocatio

pdate in access to handled

s have been raised regarding turnaround

: The fuelling is performed by AFCO (Airport Fuel Company) and SFS (Stockholm Fuelling Services). Comments A quantification of the problem should be performed


CDM Stockholm Arlanda WP1 • Swedish Postal office / Cargo Handling Communication problems: Communication means

between Swedish Postal Office and gound handlers is quoted as old-fashioned (performed by telephone calls from the postal office to Traffic / or ramp co-ordinator); regarding cargo handling activities, notifications about handling freight are usually sent by fax from warehouses, with many errors.

5.1.5 De-icing Activities

e de-icers have made some requests and suggestions the co-ordination with the ther actors of the airport:

Accessibility to information: as soon as they are available, information about runway closing (when and for how long (prediction)) from the tower should be distributed and made available to all airport actors.

Comments

Tho •

This request is closely akin with others regarding the accesibility to information. If the vast majority of data is available to airport actors through Safir, a few data that are available at one location are not shared with others for mutual benefits. In particular, during disruption situations, more real-time information is definitely required about common airport resources (status, short term prediction, etc.).

• Information about departure sequence should be considered. Increased co-ordination with Tower

and Ramp Tower should be achieved to establish the best de-icing plan. • Request for more accurate information about estimates, delays before and during the turn around

should be performed. • There is a request for a light beacon at each contact stand/gate that would be turned on when the

aircraft is ready to be de-iced (this information could go also to SAFIR). Pushing the light beacon would be under the responsibility of handling agents.

Comments It is clear that better co-operation is required for increased flexibility and better operations planning with a limited time horizon. On the one hand, de-icing requires more information about airport resources and events predictability. Enhanced co-operation with ground handling should be achieved in order to: • Enhance the predictability of a “ready for de-icing” status, • Decrease anticipated requests for de-cing (that results in much time wasted by de-icing trucks

waiting at stands for non-ready aircraft), • Prepare a cooperative procedure between airport actors to provide more flexibility to aircraft

operators (for instance by provision of a preference list of aircraft to be de-iced in real time, provide estimated waiting time for de-icing), integrate stand/gate constraints if deemed appropriate (to reduce last stand/gate changes) etc. Co-ordination with the TWR is required to ensure that an aircraft that would be de-iced would not have to de-ice again because of ignorited constraints (such as the reduction of capacity due to next future runway closure), etc.

5.1.6 LVF IT The IT team has made some observations about the co-ordination issues between actors in Arlanda airport. The main item was oriented towards the lack of coordination structure or coordination points between actors. If several co-ordination frameworks exist (metting between actors, user groups for SAFIR/NDS, etc.), there are some lacks of co-ordination points regarding for instance de-icing co-ordination, lack of cross-organisational structure optimisation for optimising airport resources.




Comments This statement has always been stated in other aiports (Brussels National airport) where a cross-organisational structure has been implemented, basically one for cross-organisation coordination, one (working group and project initiation) for monitoring data quality (punctuality coordinators) and coordinate projects initiated, one for the implementation of initiatives. This kind of structure aims at improving collaboration between airport actors, reinforce the authority for prioritising projects, ensure that expected benefits are tracked as well as overall airport performance (through the establishment of cross-organisation key performance indicators) through regular meetings. It also ensures that all proposals for improvement are referenced and known, and that justification for prioritisation between projects is transparent.

5.2 IDENTIFICATION OF POTENTIAL CDM DIRECTIONS

Arlanda, as the majority of European airports, inherits a puzzle situation in terms of organisation, where several actors (or players)TP

29PT have different objectives and

interests. Each actor has a broad autonomy in the running of its operations and the culture has been for a long time for every actor to avoid giving its information outside. This is illustrated by individual key performance indicators of each company. Difficulties are for the most important part due to the fact that actors do not share the same objectives. Individual reactive planning to face disruptions is the common response and the overall performance is worsened. Thus a critical feature of teams is that individuals must co-ordinate their decisions and activities by sharing information and resources to attain shared goals. The difficult challenge is to move from individual actors to a team where interaction, co-ordination and collaborative procedures and decisions are required to achieve common goals and outcomes. By necessity and because operations become more and more complex with the increase of traffic and the evolution of technologies, airport’s actors have to share more and more reliable information (the “Help You by Helping Others” principle) and decrease the so-called “rule of thumb”. In addition to that, efforts remain to be done towards reducing obvious disencentives against co-operation or information distribution. There is also an important cross-organisational challenge to take up in order to share and monitor airport key performance indicators, quantify problems, identify quick wins and alleviating risks, ensure that approved solutions have been implemented and that benefits have been measured. 5.2.1 The Information Challenge All needed information for an optimal running of operations for all the airport actors is available somewhere in the airport. However, every actor has not access to all the information he would need in order to run its operations at its best level and to collaborate with the other actors of the airport. Accessibility to information should be enhanced as well as data quality (in particular reliability versus timeliness). • Some information should be automatically uploaded into SAFIR:

Estimated Times of Arrivals: The provision of Estimated times of Arrival information and events (events window) from Rate PC TP

30PT to SAFIR should be

made available that would benefit for airlines, handlers and ramptower. TP

29PT Illustrated in gaming theory

TP

30PT Rate PC Tool is planned to be replaced by MAESTRO arrival manager in 2003 (S2K Project).



CFMU slots: Calculated Take Off Times (CTOTs) that are available to TWR

and airlines automatically should be distributed into SAFIR for the benefit of all actors. The current situation where handling agents input manually CTOTs information should disappear. In addition, receiving CFMU slots for inbound flights to Stockolm might be interesting, especially when regulated flights depart from close outstations.

Information about shared ressources: Real-time Information about stacks

(implementation, expected duration), airport conditions (RWY configuration, RWY closure & expected duration), icing conditions, information about disruption etc. should be made available to airport actors in real time. It could be implemented as a “rolling news” system.

• Some new information should be developed to enhance collaboration between

actors:

Link between arrivals and departures: There should be in the systems used in general (TMS, SAFIR, ATC, etc.) a link between arrival and departing flights, in order to anticipate a delays a departing flight, when the aircraft is already arriving. For such it is necessary to link the aircraft registration number with the ATC callsign and commercial flight number.

Estimated times of departures / Target Off Block Time (TOBT):

Turnaround delays below 5 minutes should be communicated. There is a requirement towards establishing an estimated aircraft ready time (with a 3mn target accuracy versus a 20 minutes time horizon (before occurrence)).

This should be an important pre-requisite towards a pre-departure sequence. Successful framework have been developped in Brussels and Barcelona CDM projects,implying:

4 The definition of critical moments (milestones). Shared between actors, there may range from progress-related events situated on the turnaround critical path TP

31PT until time-related

events for which consequences of decisions or reliable data must be known for stability purposeTP

32PT.

4 Information updates and triggers associated to each milestone: downstream estimates updates, alarms notification, etc. based on a sliding horizon.

4 The associated data quality challenge in terms or expected accuracy, timeliness, reliability, stability and predictability. Starting from outstation, these milestones are key information to improve the awareness of all actors at the inbound station, trigger updates of downstream information, and help in identifying potential delays of the aircraft, trigger re-planning and allowing collaborative decisions to be made.

At Eurocontrol level, “Airport CDM applications Level 1 – functional requirements” and “Airport CDM applications – Operational Concept Document”TP

33PT address such requirements

and global Airport CDM concept. TP

31PT In most cases – according to the IATATP

31PT ground handling manual, “passengers deplaning, cabin

cleaning and passengers boarding are the most constraining operations. In some cases, if the fuelling equipment has insufficient performance, it may consist in fuelling operations. With bulk-loaded aircraft, off-loading and loading operations may become critical”.

TP

32PT In the initial approach, it has been decided that only automated signals (without human interaction)

would be taken into account. TP

33PT Referenced on Eurocontrol CDM portal (www.euro-cdm.org )



Note: Comparing the Eurocontrol CDM aiport framework with current Arlanda framework should be compared.

Towards flexible taxi-out times: Today, there is a fixed taxi-out time used by the CFMU to

compute the CTOT (when flights are regulated) However, the taxi-out time may depend on the time of the day, the weather, traffic congestion, in the near future with the remote deicing at the new runway etc. Sharing accurate taxi-out times with a limited time horizon should profit to aircraft operators, the CFMU and would be one important element for future departure manager (establishment of a pre-departure sequence).

Ready for de-icing time: in order to implement a future de-icing collaborative procedure, a

“ready for de-icing time” should be provided by handlers and made available to de-icing coordinators and distributed in SAFIR. The expected benefits include a better de-icing trucks planning, a decrease in anticipated calls for de-icing, the possible integration of aircraft operators prefererences for de-icing. It would also open the way to establish an estimated waiting time for de-icing.

5.2.2 Collaborative Management of Disruptions Procedure There is a strong requirement towards more collaborative management of disruptions. Of course Nordic countries have to deal a tough winter and for Nordic airports, de-icing is a day to day constraint. Arlanda airport cope with efficiency with bad weather conditions. However it seems that there is room for improvement as stated by all airport actors. De-icers concerns range from to non-accurate weather forecasts to muchtime wasted to wait for non-ready for de-icing aircraft that creates snowball delays effect by a non-optimum use of ressources. Also de-icers disapprove the fact that sometimes the delay code show a de-icing delay even if they are not at the root of the delay. Since they are at the end of the chain, once the aircraft is ready, the added delay is attributed to de-icing. Operational excellence of individuals combined with a high level of collaboration, communication, mutual understanding, information sharing, transparency between actors are the cornerstone for high mutual benefits. There is a need for synchronising activities by sharing experience, monitoring the co-ordination, communicating and providing feedback and backup assistance when needed. Thus a cross-organisation collaborative framework should be established and quantification of problems established. Note: De-icers propose the solution to have a light beacon switched on when the aircraft is ready for de-icing and visible by de-icing trucks drivers. This idea could be one practical aspect of a more global collaborative de-icing procedure. 5.2.3 Post Operations Analysis Post Operations Analysis is essential for supporting the global airport activity. Many individual initiatives have been launched oriented towards self-improvement and performance of individual actors at airports. However, a very few initiatives are devoted at European airports to post operations analysis which should support the quantification of problems, explore how the airport functions using a variety of metrics.



The DARSA (Delays Analysis Report at Swedish Airports) initiative provides an overall analytical view on delays at the airport and aims to give annual figures, for instance the percentage of regulated flights, the general causes of delays on certain days at Arlanda airport, the number of delayed flights per day, per month, per week, the delayed flights per time interval etc. Note: In the 2001 report (dated from February 2002), the DARSA analysis group plans to continue the development of the statistics model by including more variables (like runway used, and estimation of taxiing times, queue periods and aircraft de-icing times) and the possibility to include delay codes etc. As a matter of fact, DARSA is oriented to a public audience and we understand that only global figures following certain standards can be published. However, in the case of the day to day airport operations, a monthly report should be made available at least to a cross-organisational committee level in order to quantify various aspects of the airport activity, make awareness, and open the way for improvement and justification of investments. A general difficulty encountered at airports is the absence of problems quantification, either because of statistics unavailability. Glaring examples in Arlanda were elicited by interviewees regarding the accuracy of Estimated Times of Departure and Estimated Times of Arrival. Airport actors qualitative assessment regarding those data are very different, emphasising the need for a common and shared quantitative statement. Thus a monthly assessment of airport key performance indicators (to determine) would help actors to reveal problems and eliminate wrong tracks. 5.2.4 Cross Organisations Steering Group If structures are established to addres next-future operations and problems, it has been pointed out that there is no cross-organisationnal structure or forum where the strategic issues of the airport platform are discussed among all aiport actors.

Commun

icatio

n

Working Groups andProject Initiation

Operational ProjectImprovement Initiatives Management

Gover

nanc

e

Cross-OrganisationsCross-Organisations Steering Committee Steering Committee

• Actual day-to-dayimplementation of initiatives

GovernanceGovernance

• Disciplined approach to define,align, steer and execute theinitiatives

• Punctuality review and targetsetting

• Decide and review improvementprojects

• Forward looking

CommunicationCommunication

• Necessary communications andfeedback to share/stakeholders,top management, linemanagement, entireorganization as appropriate

Strategic, Tactical & OperationalStrategic, Tactical & Operational Improvement Initiatives Improvement Initiatives

• Data analysis• Project definition• Project prioritisation and

planning• Day-to-day coordination and

tracking of improvementinitiatives

Working GroupsWorking Groups

CrossOrganisations

Steering Commitee

Figure 89: Example of Cross-Organisationnal Structure (Brussels Zaventem airport)



This lack of cross-organisational structure where global airport issues could be addressed may be major obstacle to effective collaboration in the airport. Or conversely, a steering cross-organisational structure to address global airport issues should be seen as an important CDM lever, supported by post-operations analysis and special reports (for instance to address post operations of major disruptions). This would help in prioritising projects, sharing good and bad experiences at the aiport, identifying quick wins TP

34PT by assessing costs and benefits associated to each

improvement proposed.

TP

34PT Such experiences are successfully being conducted in Brussels, Amsterdam airports, etc.

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION · CDM STOCKHOLM ARLANDA WP1 EEC Note No....

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