El valor. Teorías económicas

A number of data and information sources are available at airline operation centres depending on the airlines’ requirements and the purpose of its intended usage.

During turn-round management, human-information interactions are established via human-human and human-machine interactions. These interactions require standardisation to accomplish turn-rounds defined by airline companies’ pre-sets like the reference turn-round procedures models. However, during various key stages of the turn-round process, no standardised or automated process of information sharing could be observed, e.g. via procedural working standards or mandatory data exchange, so as to facilitate human-information interactions especially required during unanticipated turn-round process steps.

If e.g. unknown variables are encountered, predefined data has to be shared between actors like flight crews, turn-round managers, or mechanics. However, only rough guidelines exist about who should be informed and when. If standardisation is not used to the maximum possible extent, failures to share data, knowledge, or information during such situations can result in an inaccuracy swing of the turn-round delay (see Chapter 5.4).

Chapter 6: Field Observation During A-CDM Turn-Round

Although these information interactions are often required across organisational boundaries involving airport partners and service providers, but so far they only take place spontaneously, depending on the actors involved and their information processing behaviour.

A. Human-Human Interactions during CDM Turn-round

Modes used for human information interactions among operators include telephone, two-way radio facilities, or face-to-face communication:

• Telephone facility: allows participating partners to call each other in order to exchange data/information and time estimates, data sharing with cockpit only between actual on-block time and actual off-block time.

• Radio facility: allows participating partners to contact each other in order to collect or forward data and time estimates already before actual on-block time.

• Face-to-face communication: allows participating partners to contact each other in order to collect or forward data and time estimates during turn-round.

• Typed Messages: flight crews and other participants can access computer terminals to download flight related data/information.

A.1 Interactions between Turn-round Manager and Cockpit:

During direct turn-round management, human-human interactions usually take place via face-to-face communication between the turn-round manager and flight crews. Whereby proactive behaviour by both turn-round manager and cockpit contributes not only to avoid turn-round process delay, but helps to avoid turn-round process delay and enables other partners to take appropriate actions by establishing a distributed situational awareness. Local Mode of turn-round management is also influenced by skill, rules, and knowledge-based behaviour by the turn-round manager.

During remote turn-round management, all interactions between cockpit and control centre take place in order to assure that situational awareness is shared between the round manager and flight crew for standard and non-standard turn-round processes. However, the distance between the cockpit and turn-turn-round manager creates a physical hurdle that has to be overcome by means of telephone or two-way

Chapter 6: Field Observation During A-CDM Turn-Round

all required data or knowledge is automatically shared between the turn-round manager and flight crews.

A.2 Interactions between Cockpit and Other Actors:

The flight crew possess the most knowledge relevant to the aircraft status.

Therefore, operators involved at the ramp communicate directly with flight crews, while operators at the terminal usually communicate with the turn-round controller.

Turn-round process coordination is provided by a turn-round manager or in some cases established as an automated process, e.g. boarding process starts at a predefined time before TOBT.

A.3 Interactions between Turn-Round Manager and Other Actors:

The number of interactions depends on the complexity of the specific situation (e.g.

passenger numbers or composition, baggage volume etc) or inherent constraints (e.g.

MTTT or resources available).

A.4 Human-Machine Interfaces during Turn-round

The specific configuration used for turn-round monitoring is determined by airlines’

individual requirements and the emphasis it puts on turn-round management. Various software tools for turn-round monitoring exist; however, airlines use similar tools in different ways. As a consequence it is necessary that beside technological requirements also the user-specific requirements including cognitive demands are taken into account for the design of the communication and monitoring tools. The following list shows the HMIs that are available for turn-round control in the control rooms, aircraft cockpit, and at the ramp:

B. HMIs available at the Turn-Round Control Rooms:

• Airlines’ operation control systems: can be accessed and updated with new information from all stations served by the airlines’ network a level of detail depending on individual airlines’ requirements. Examples of data usually received automatically by airlines’ operation control systems include AOBT, ATOT, EOBT, ALDT, AIBT, EIBT. Movement and Delay messages are sent by interactions from outstations.

Chapter 6: Field Observation During A-CDM Turn-Round

• ACARS Messages for communication with aircraft and flight crew (See also Chapter 7.4);

• fax/telex: electronically and automatically received messages from all partners;

• ARR/DEP overview of all flights, additionally stand number, TOBT, ELDT, and ALDT can be obtained;

• real-time baggage tracking information;

• real-time passenger processing information;

• real-time ramp processes tracking information;

• cameras for aircraft status monitoring;

• sequence planning tool with TSAT from ATC;

• CFMU interface for CTOT, FUM, and DPIs; and

• specific passenger information.

HMIs at the Cockpit:

• ACARS: sending and receiving data to and from turn-round partners. Turn-round information requirements can be communicated via ACARS, two-way radio, or telephone.

HMIs at the Ramp:

• Sending and receiving data from and to the airline operation centre. HMIs used here have real time capabilities and attempt to increase situational awareness as well as the proactive capabilities of actors at the ramp or terminal building.