The end of blind unmanaged airside operation !
The nice thing about logic and common sense is that, sooner or later, they naturally impose themselves, transforming what were once assumptions into success stories and widely recognized best practices.
This is exactly what we have the privilege to witness, as the combined adoption of dedicated Apron Management and multiple Surveillance Technologies spreads, worldwide.
What was once seen as nothing but FAA′s way of operating airports, currently, with the advent of EASA (EU) 2020/1234 - Apron Management Service, has become in all regions - including Latin America - the obvious solution, for increasing efficiency, capacity and predictability of airside operations.
It′s not only about viewing !
Way beyond providing real time, accurate, error-free data on the position of aircraft and vehicles over airport surface (we all love data, don′t we ?), existing surface surveillance multiuser platforms, provide all airport stakeholders with virtually unlimited capacity to measure, predict and optimize efficiency levels, in the use of the airport's physical infrastructure - runways, taxiways, aprons, gates, etc.
The CDM Myth !
Over the last few years, the idea that operational concepts based on the CDM philosophy would increase airport capacity has spread internationally. This is not true !
What the so-called CDM operation actually proposes - whether in the context of Air Traffic Flow (ATFM) or in the airport context (Pre-Departure sequencing), is the sharing of sacrifices amongst aircraft operators, in order to limit demand to the available operational capacity (airspace/airports).
It doesn't matter if we refer to a CTOT (Calculated Takeoff Time) or a TSAT (Target Start-up Approval Time) - squeezed by a tolerance window of (-5/+5 minutes), that is what CDM operation is about:
Interference in airlines′ flight intentions, with a view to prioritize fuel efficiency (and reduction of environmental impact and predictability of flight times), to the detriment of door closing and takeoff punctuality.
Fortunately, airport operators and airlines worldwide are reaching the obvious conclusion - FIRST THINGS FIRST!
It makes no sense to restrict air transport demand and limit airlines' operational flexibility, prior to maximizing efficiency, capacity and predictability of airport operations.
Besides, no efficient sequencing (either in flight or on the ground) can be developed, based upon low-precision EOBTs and ETDs - typical of blind unmanaged airside operations.
Future is now: https://www.youtube.com/watch?v=biwtqckicQ4
Ingeniero de Sistemas y apasionado de la aviación civil.
9 小时前Sergio Martins, the phrase "interference in airlines' intentions" can maybe induce into thinking the airlines are not in on the GDPs, is it not that airlines are part of the Collaborative Decision Making? So in the end they should understand the reasoning behind the decisions, and support them.