Departure Management (DMAN) system is calculating and metering the departure flow to a chosen runway by managing Off-block-Times (via Start-up-Times), obtained from the turn-round process and from A-SMGCS services if available.

DMAN, synchronised with pre-departure sequencing, is a means to improve the departure flows at airports, ensuring flights to depart from the airport, leaving allocated parking stands in a more efficient and optimal order taking account of the available runway capacity and updated taxi-times.

DMAN automatically calculates in real-time and proposes a sequence of departures to be handled by ATC. DMAN integrated with electronic clearance input (ECI) system will instantly update the departure sequence based on A-CDM information and A-SMGCS system input if available.

Pre-departure sequencing is calculated based on Target Take Off Time (TTOT) and Taxi-times resulting in Target Start Approval Time (TSAT) for each flight, taking account of multiple constraints, such as configuration of taxiways and runways, environmental conditions, construction and maintenance on movement area etc. Pre-departure sequencing is also taking into account concerned Stakeholders operational preferences

By monitoring progress of aircraft turnaround processes based on adherence to Target Off-Block Times (TOBT), as well as the operational traffic situation on aprons, taxiways and runways, ATC can provide a TSAT which positions each aircraft in an efficient pre-departure sequence (off-block).

DMAN is an automated enabler delivering TTOT for departures on mixed mode runway and need close coordination/ integration with AMAN to deliver conflict free planning or sequencing.
Airport Stakeholders working according to the principles of A-CDM shall jointly establish pre-departure sequences, taking into account of agreed principles to be applied for specific circumstances such as but not limited to runway holding time, slot adherence, departure routes, airspace user preferences, night curfew, evacuation of stand/gate for arriving aircraft, adverse weather conditions including de-icing, actual taxi/runway capacity, local constraints.

Departure management synchronised with pre-departure sequencing reduces taxi times, increases Air Traffic Flow Management-Slot adherence (ATFM-Slot) and predictability of departure times. Departure management aims at maximising and optimising traffic flow on the chosen runway by setting up a sequence of departing traffic with optimised separations.

System requirements:
• Systems supporting A-CDM (including DMAN) shall be integrated supporting optimised pre-departure sequencing with appropriate information/data for airspace users (Target Off Block Time (TOBT)) and concerned airport stakeholders (contextual data feeding).
• DMAN systems shall elaborate and calculate a collaborative sequencing and provide both TSAT and TTOT, taking into account variable taxi times and shall be updated according to the actual aircraft take-off time (ATOT). DMAN system shall provide the controller with the list of TSAT and TTOT for the aircraft metering.
• An Electronic Clearance Input (ECI) system, shall be implemented, allowing the controller to input all clearances given to aircraft or vehicles into the ATC system. The system shall have appropriate interfaces with systems such as A-SMGCS with ref. Sub-AF 2.3 “Safety nets” ensuring the integration of the instructions given by the controller with complementary data such as flight plan, surveillance, routing, published routes and procedures.

NOTE FOR MILITARY AUTHORITIES: It is the responsibility of each military authority to review this Objective IN ITS ENTIRETY and address each of the SLoAs that the military authority considers RELEVANT for itself. This has to be done on top and above of the review of "MIL" SLoAs which identify actions EXCLUSIVE to military authorities.

NOTE: The SLoAs listed in this document should be addressed to air navigation service providers as well as to airport operators. This is due to the fact that some airports operate their own ground control units for specific areas of responsibility at the airport. Airport operators providing air traffic control services qualify as ANSPs and are therefore covered by the ASP SLoAs. It is up to each implementer to check and select what is relevant to them, depending on local areas of responsibilities.

Edition

2022

Stakeholders

Air Navigation Service Provider / Airport Operator

Type

CP1

Scope

Airport

Status

Active