1. Airside Capacity Enhancement
Martin Lenke
Head of Airside Operations
Frankfurt Airport

2. Kopfzeile für Handzettel- und Notizseitendruck
Traffic density
Capacity
Airports will become the bottleneck in ATM as they have various capacity constraints (e.g. RWY’s, Apron, Terminal and Landside)
The proportion of heavy aircraft (NLA) will increase
Complex infrastructure needs more and optimised interfaces between ATC, Airport and Airspace Users
Seamless operations and optimal throughput becomes a must
Additional noise abatement
A ; A380
Leading to CDM and combined technical solutions
Optimal ground services (loading/unloading etc.) and passenger flow
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

3. Kopfzeile für Handzettel- und Notizseitendruck
Limited Infrastructure
Runways
Current RWY configuration on many existing airports does not allow the maximum use of an individual RWY
Increasing environmental obligations impede building new infrastructure (e.g. runways, aprons)
Traffic demand is often higher than provided capacity
Necessary reconstruction is an additional limiting factor
Interdependence between RWY‘s because airport was originally not laid out for current traffic situation
Regulatory process takes up to 10 or 15 years
Peak situation; slot restriction
Older airports have and increased necessity for reconstruction of RWY’s, TWY’s and stands
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

4. Kopfzeile für Handzettel- und Notizseitendruck
Limited Infrastructure
Apron
Cul-de-sacs in terminal areas lead to delay (inbound versus outbound)
New large aircraft do not match with current infrastructure
Increasing vehicle traffic and timely pressure is a safety aspect and can become a limiting factor
ATC may no longer be able to handle complex traffic situations on the apron
The more older terminals are extended the deeper cul-de-sacs can become. Taxi-in/taxi-out takes longer
In some cases infrastructure is at its end and could not be rebuilt to match with NLA. Special procedures for guidance become necessary
Less space on Apron roads and on stands, especially for NLA. Lead to delay
The more airports grow, the more complex traffic guidance on the apron area becomes. ATC mostly is not sufficient trained for this
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

5. Kopfzeile für Handzettel- und Notizseitendruck
Interdependence
Airside / Landside
Any interference in airside operations (e.g. reposi-tioning of aircraft due to blocked position) can have a direct influence on terminal procedures (e.g. check-in, passenger flow)
Any delay in passenger flow (missing pax, security ctrl, bag/pax mismatch) will have influence on the punctuality on airside operations
Infrastructural and procedural activities to increase the airport capacity will have to be balanced carefully
Inbound/outbound delay can lead to increased short term gate changes. Can lead to an overflow in terminal areas. Adverse passenger flow.
Vice versa, delayed boarding leads to delay in airside operations (e.g. missing slots)
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

6. Kopfzeile für Handzettel- und Notizseitendruck
Short and medium term actions
Short term
Providing high speed exits
Implementing High Intensity Runway Operations in cooperation between all stakeholders
Remote Holding procedures to vacate aircraft stands for incoming traffic on time (and v.v.)
Develop multiple entries on RWY’s for bypassing and optimising departures
Setup of e.g. pilot performance day’s to increase awareness for special procedures
Active communication towards users (flyers, events, flash-movies…)
All measures in cooperation with all stakeholders
Additional setup between airport operator and ATC
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

7. Kopfzeile für Handzettel- und Notizseitendruck
Short and medium term actions
Medium term
Development of an incentive/penalty system for adherence to schedules in agreement between Airport, Airspace Users and ATC
Development of a masterplan for airport capacity.
Required capacity to be determined by regarding available airspace, runways, apron, taxiways, stands and gates
Define the capacity per item and identify the bottlenecks
Determine the current maximum capacity over all aspects
Identify measures to increase the entire capacity
The implementation of a separate Apron Control unit should be investigated, depending on complexity of infrastructure and traffic density
Stakeholders will have to be convinced that procedural adherence is an advantage to all
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

8. Advanced-Surface Movement Guidance and Control Systems
Kopfzeile für Handzettel- und Notizseitendruck
Future Programmes and development
Advanced-Surface Movement Guidance and Control Systems
Multilateration System for identified targets using Mode-S (approach, rwy, txy, aprons)
Combined use of transponder and SMR technology
Labelled targets (aircraft and vehicles)
Joint undertaking with ATC
Further development of handover and surveillance procedures to avoid RWY-incursions
Participation to int. programmes and development
Single European Sky ATM Research
Runway Safety
Apron Safety (via SMS)
Increase surveillance with use of optimized procedures in combination with new technology
Joint programmes between ICAO and European Agencies
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

9. Airport-Collaborative Decision Making
Kopfzeile für Handzettel- und Notizseitendruck
Future Programmes and development
Airport-Collaborative Decision Making
Airport-Collaborative Decision Making means information sharing and balancing of operational decisions between all stakeholders for the optimum output
Possible instruments:
Arrival Manager is a system and constituent for traffic flow through a defined block of airspace
Departure Manager is a system and constituent for on-time delivery of departures
HALS/DTOP: high approach landing system/dual threshold operations
Slot swapping
Speed control on final
HCC /Hub Ctrl. Center, trilateral ops management
Introduction of information pools (shift briefings etc.)
Joint understanding of requirements of all stakeholders
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

10. CAPMAN is a modular designed system to...
Kopfzeile für Handzettel- und Notizseitendruck
Future Programmes and development
CAPMAN is a modular designed system to...
unlock hidden capacity
by calculating and forecasting the available operational capacity up to 10 hours for arriving and departing aircrafts based on the
available infrastructure
traffic demand
current weather conditions and weather forecast for the next 10 hours
make best use of available capacity
by calculating the optimum runway utilisation and thus giving the available take-off and landing slots for each individual runway at ten- minute intervals. Providing these information for up to 10 hours, the system supports a well-balanced runway utilisation.
Sorting in the air, NOT on the ground
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

11. CAPMAN is a modular designed system to...
Kopfzeile für Handzettel- und Notizseitendruck
Future Programmes and development
CAPMAN is a modular designed system to...
improve punctuality
by forecasting the available operational capacity and the traffic demand CAPMAN enables the air traffic flow management to discover possible bottlenecks in advance and thus having sufficient time for pro-active sorting and swapping to reduce future delays and improve the overall punctuality of the air traffic.
Fußzeile für Handzettel- und Notizseitendruck
Airside Capacity Enhancement,

12. Thank you!
Airside Capacity Enhancement,