Improving Aircraft Turnaround Reliability

8/6/2019 Improving Aircraft Turnaround Reliability

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Improving Aircraft Turnaround

Reliability

Dr Richard Wu

Department of AviationUniversity of New South Wales

Sydney, Australia


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In this presentation..

1. Introduction

Situational awareness Impact on ops control & network

2. Monitoring A/C T/R on Real-timebasis

3. The Back-End Agent

4. Field Tests & Issues


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Introduction

1. Situational awarenessIn NOCC (network ops ctl centre)

YY001

YY340

YY120

YY520

YY010

YY877

YY290

YY170


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1. Situational awareness

At airports: multiple T/Rs at a time

Start Finish


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Introduction

1. Impact on ops control & network

Improved situational awareness

For ground handling agents at airports

For ops controllers

Look ahead down the line of A/C R/T

Control upstream delays, so to

Control delay propagation down the line

Network reliability

Take actions before having major delays


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Monitoring A/C T/R

1. What if we had: Time stamps of T/R activities of all

flights & On a real-time basis

2. We could then: Monitor the progress of multi T/Rs

Effectively allocate T/R resources Look ahead down the R/T lines of

all A/C in the network


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Collecting time stamps

1. Mobile devices & Wireless Network PDAs (or laptops)

GPRS (or WiFi)

2. Web portal for end users

Web browser

3. Back-end database & monitoring

agents MySQL + Java TomCat

Agent Tom (an in-house sim pkg)


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A/C T/R Monitoring System

Database

Web Server

TOM

NOCC

SDM

Package

Y Warning?

Trigger?

Trigger?

S S Sh t


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Some Screen Shots


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The Back-End agent- Tom

1. Airline Network:

A stochastic complex system

Real Ops

Buffered

Schedule


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The Back-End agent- Tom

1. Model complex stochasticops/systems as a network

2. Statistical analyses generateparameters e.g. delay frequency, delay times, mean

service times of turnaround ops etc

3. Monte Carlo simulation

Run multiple A/C R/Ts in a network Consideruncertainties in ops

Do scenario analyses


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Field Tests

1. ATMS was tested by QF in April2. Off-line mode was tested:

i.e. real-time monitoring functionsnot activated, because

The purpose of this trial was tocollect data and test technology

3. Data transmission: WiFi dropped. Use GPRS instead.

Real-time transmission to DB

ome ssues


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ome ssues1. Unions resistance over monitoring

2. User training v.s. ATMS interface Training is required

Difficult to get detailed data using PDA e.g. the cleanness of cabin?

Not easy to write on PDAs Laptops can overcome this.

3. What do we want from ATMS?

Monitor major activities of TR only, orin more detail?

4. Its all about WHAT data we want and

HOW we get the data!


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The Next Steps

1. Schedule planning v.s. ground ops The same goal: reliable and dependable

schedule ops

2. Test draft schedule while planning: Tom takes historical data and runs any

given schedules: Identify the ops/schedule bottlenecks, so to

Modify draft schedules (feedback), then

Re-run the schedule until happy ^_^3. Improve ground ops reliability: Stabilise T/Rs (w/ situational awareness)

Improve the network-wide ops reliability


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Improving Aircraft Turnaround Reliability