standard airline summary 7july2016

WheelTug® Pushback Time Savings

Prepared 5 July 2016

All values represent industry averages

With access to airline/ACARS data, WheelTug can prepare a customized analysis and report – for information on collecting this data see

Appendix A: ACARS Data Collection on page 13

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1. WheelTug Pushback Time Savings Opportunity

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2. Summary The airline industry is constantly striving to optimize all facets of its operations. Currently, there are few ways to cut

ground time that do not also negatively impact the passenger experience (e.g. through the use of stairs instead of jet

bridges). Airlines who have optimized their ground operations ahead of the competition have realized significant gains.

However, even the most aggressive among them have seen diminishing returns.

WheelTug opens up new opportunities to optimize ground operations while improving the passenger experience. As

such, it offers a unique opportunity to give first‐movers a significant jump on their competition.

Pushback is inefficient and complex. Even when everything goes perfectly, the process involves: connecting the tug, and

safety pin; establishing communications between pushback functions; pushing back the aircraft; disconnecting the tug

and possible communications links; removing safety pins; securing permission to start rolling; and actually beginning the

aircraft taxi. In addition, there are many opportunities for delay ‐ from bathroom breaks to a lack of tug availability, to

broken towbars to jet blast from nearby aircraft.

In just one minute, an aircraft with WheelTug can pushback without a tug. Depending on procedures, this can be done

without ground crews.

WheelTug can also save passenger (de)boarding time. Because the engines

remain off throughout the gate operations, the aircraft can turn at the

gate and use both doors for passenger transfer, as shown below. United’s

TED subsidiary showed that dual jet bridge operations save an additional

13 minutes/flight. This operation is available to many Asian airlines due to

the pre‐existing dual jet bridges at many terminals. (For more information

on two‐door operations, see 7. WheelTug Procedure (Dual Door) on page

9.)

The individual stages of conventional and WheelTug pushback operations

are examined in the following sections.

Figure 1 Dual Jet Bridge Operations

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3. Stage 1: Doors Closed to Pushback Start

DescriptionBeginning of Stage Doors Closed

Procedure Check passenger compliance

Attach tug

Prepare wing‐walkers

Establish communications (between pilot, tower, wing‐walker, driver, marshal)

Secure pushback clearance

End of Stage Pushback Begins

Causes of Delay

Eliminated by WheelTug

Tug readiness delay (WheelTug requires no tug)

Ground crew readiness delay (with Taxi‐Cam pilot can see without wing‐walkers)

Before‐start checklist (with WheelTug, this can be done during pushback)

Reduced by WheelTug

Tower clearance (without jet blast, aircraft will reduce obstructions, opening up movement opportunities. Operations without jet blast can also speed other aircraft)

Unaffected by WheelTug

Passenger compliance checklist

Opportunities The ability to avoid delays can preserve take‐off slot or enable an earlier slot

Average Current Time 4:00

2. Pushback Begins1. Doors Closed0:00 4:00

ActivitiesGround crew and tug positioningTug connectionComms link connectionTower clearance (can be slowed by jet blast)Complete passenger preparation (depending on market)

Ground Crew & Tug

Wing Walker

Wing Walker

Tower

Ground Crew

Tug

Average Time:4:00

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4. Pushback Beginning to Pushback End

DescriptionBeginning of Stage Pushback Start

Procedure Using the tug, the tug driver pushes back the aircraft with guidance from other ground crew such as wing‐walkers, as well as the flight crew

Pushback must be to a location where engines can breakaway the aircraft without danger to other aircraft or ground crew/vehicles

There are various risks during pushback (including collisions, braking miscommunications and tug/towbar failure) that can delay or even damage aircraft. This risk represents the bulk of the cost of pushback

The tug, communications links and safety pins are disconnected

End of Stage Tug disconnects and drives a safe distance from the aircraft

Causes of Delay


Towbar and tug failures

The disconnection process

Tug/ground crew distance requirements

Reduced by WheelTug

Distance aircraft must be pushed away from other vehicles/crew/aircraft


NA

Opportunities By reducing blockage time, WheelTug equipped aircraft can create new pushback opportunities

By eliminating sources of delay, pushback times can be more precisely predicted and scheduled


2. Pushback Begins 3. Pushback Ends4:00 8:00

* All times are averages. Variances are provided on detail sheet.

Ground Crew & Tug

Wing Walker

Wing Walker

ActivitiesPushbackTug & Comms DisconnectionSafety pin removalGround crew departure

Average Time:4:00

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5. Pushback End to Taxi Start

DescriptionBeginning of Stage Pushback End

Procedure This procedure varies greatly by airline

Many go through pre‐taxi checklists at this point

Many require engine start and/or taxi start clearance from the tower due to jet blast risks

End of Stage Aircraft advances throttle settings to commence taxi

Causes of Delay


Engine‐start checklist/process

Tower approval for engine‐start; there is no engine‐start to begin forward taxi

Reduced by WheelTug

Tower approval for taxi‐forward; breakaway jet blast is a non‐factor


NA

Opportunities WheelTug can stop and immediately begin its forward roll. As there is no jet blast, the process can be completed with a single pushback clearance; dependent on airport approval


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6. WheelTug Procedure (Nose-in)

DescriptionBeginning of Stage Doors Closed

Procedure Standard passenger compliance

Tower approval for pushback – possibly combined with taxi approval

Pushback from gate – entirely autonomously if equipped with TaxiCam

Pushback only to necessary distance for physical clearance

Taxi forward without delay

End of Stage Aircraft begins forward taxi

Future Time 1:00 to 5:30 – depending on passenger compliance and tower clearanceTower clearance can be sped up by WheelTug’s minimal ramp blockage time and area

1:00 – 5:300:00

Tower clearance (sped by reduced jet blast)Complete passenger preparationTaxi back with WheelTug & TaxiCam camera systemTaxi forward with WheelTug

1:30

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7. WheelTug Procedure (Dual Door)

DescriptionGiven dual jet bridge availability, WheelTug can also speed traditional turnaround, not just pushback times.

Beginning of Stage Arrival at ramp

Procedure Drive aircraft into ramp area

Turn sideways, a procedure that is only possible with WheelTug

Unload passengers through both doors

Reload passengers through both doors

Complete standard checklists and secure tower approval

Turn sideways and drive out – moving forward – from the gate

End of Stage Aircraft leaves the ramp area

Opportunities Because the aircraft is always moving forward and its jets are off, the clearance process can be accelerated

Future Time Savings Dual door jet bridge operations can save an additional 13 minutes, on top of gate departure savings.

Figure 2 Historical Dual Door Jet Bridge Operations (SFO) Figure 3 Potential Dual Jet Bridge Operation (Kuala Lumpur)

Turnaround Time (TAT)Reduced by 13 minutes

Total Ground Time (TGT)Reduced by 20‐28 minutes (including TAT benefits)

Arrival Passenger/Aircraft Handling Departure

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8. Airline Impacts

8.1. Summary With WheelTug, between 4 and 20 minutes will be cut from each aircraft cycle. Average aircraft time/narrowbody

operation is 160 minutes. A significantly greater amount of time can be cut from schedule padding due to the uneven

nature of pushback times, enabling new scheduling and routing opportunities.

The benefits are three‐fold:

Benefits Explanation Value

Reduced Costs When aircraft and crews are not in active use, they cost less. $41/minute

Increased ASM/aircraft When aircraft require less time to conduct operations, they can increase operations

Varies by route optimization

Increased Passenger Satisfaction

Passengers who aren’t forced to sit and wait for pushback are happier passengers; especially once they realize they have a choice

$96/minute

Total $137/minute

8.2. Reduced Costs According to Airlines.org, United States airlines face $81 in direct expenses per additional operating minute.

1 This

expense is lower for pushback because fuel and maintenance costs are lower during this period (though FOD risk is

higher). With fuel costs in the airlines.org summary adjusted to $10/minute and the maintenance costs eliminated, the

per‐minute direct operating costs are $41/minute.

In addition to fuel and maintenance costs incurred through regular aircraft usage, WheelTug can eliminate pushback

cost and risk, reduce brake wear, reduce maintenance reserves for leased aircraft, reduce engine maintenance cost and

in‐flight fuel consumption due to reduced ramp‐area FOD, cut taxi fuel expense and reduce the cost of missed take‐off

slots. None of these benefits are included in this summary.

8.3. Increased ASM/aircraft With WheelTug, no additional aircraft ownership costs are necessary to add or extend flights. Like slimline seats,

WheelTug is an inexpensive way to add Available Seat Miles (ASM).

8.4. Increased Passenger Satisfaction During pushback, laptops must be stowed and passengers are forced to sit and wait. This period, which we call

“Pushback Prison”, can be dramatically cut – but only by WheelTug airlines. Those who adopt the system will free their

passengers from “Pushback Prison” and be rewarded for it.

The FAA values passenger time at $0.74/minute. With an average load of 130 passengers, passenger time is worth

$96/minute.2

1 http://airlines.org/data/per‐minute‐cost‐of‐delays‐to‐u‐s‐airlines/ 2 https://www.faa.gov/regulations_policies/policy_guidance/benefit_cost/media/econ‐value‐section‐1‐tx‐time.pdf

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8.5. Conclusion WheelTug time savings (based on direct operating costs and increased passenger satisfaction) are worth $137/minute.

New routes could offer additional benefits in the form of new Available Seat Miles without additional capital investment.

As shown below, total WheelTug savings would range from $700k/year to $3.6 million/year.

WheelTug Total SavingsValue/Minute: $137 USD Nose‐in Savings (min) Two Door

Savings (min) Minimum Maximum

Time Savings/Day/Aircraft 14 27 73

Value/Day/Aircraft $1,918 $3,716 $9,950

Value/Aircraft/Year $690,000 $1,340,000 $3,580,000

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9. Total Savings

Savings/Flight

Area Value/Flight

Savings Immediately Realized

Pushback $125

Fuel $50 (10/minute with 5 minutes estimated/flight)

Brake Wear $20

Savings Progressively Realized

Time (nose‐in only) $548

Time (dual‐door boarding) $1,439

Engine Maintenance $15

Savings/Year

Savings Detail

$‐

$500,000

$1,000,000

$1,500,000

$2,000,000

$2,500,000

1 2 3 4 5 6 7 8

Nose‐in Operations Savings Dual‐Door Operations Savings

Flights/Day 4.5Days/Year 360

Year 1 2 3 4 5 6 7 8Pushback 125$ 125$ 125$ 125$ 125$ 125$ 125$ 125$ Fuel 50$ 50$ 50$ 50$ 50$ 50$ 50$ 50$ Engine Maintenance 10$ 12$ 15$ 15$ 15$ 15$ 15$ 15$ Brake Wear 20$ 20$ 20$ 20$ 20$ 20$ 20$ 20$ Sub-Total (excluding time) 205$ 207$ 210$ 210$ 210$ 210$ 210$ 210$

Time (minimum w/nose-in operations) 137$ 274$ 548$ 548$ 548$ 548$ 548$ 548$ Total (Nose-in) 342$ 481$ 758$ 758$ 758$ 758$ 758$ 758$

% of Dual Boarding Value Realized 5% 9% 14% 18% 22% 26% 31% 35%Time (dual-door boarding) 226$ 439$ 790$ 866$ 942$ 1,019$ 1,095$ 1,171$ Total (Dual-Door Boarding) 431$ 646$ 1,000$ 1,076$ 1,152$ 1,229$ 1,305$ 1,381$

Year 1 2 3 4 5 6 7 8Nose-in Operations Savings 554,040$ 779,220$ 1,227,960$ 1,227,960$ 1,227,960$ 1,227,960$ 1,227,960$ 1,227,960$ Dual-Door Operations Savings 698,301$ 1,047,133$ 1,619,526$ 1,743,178$ 1,866,830$ 1,990,482$ 2,114,135$ 2,237,787$

Savings/Cycle

Savings/Aircraft/Year

Operational Values

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10. Appendix A: ACARS Data Collection WheelTug can provide detailed, airline‐specific analysis with the provision of ACARS data. Below are details necessary

for flight operations to facilitate the ACARS data request:

Type of ACARS data to be sent for pushback computation:

a. OOOI : Out Off On In information —> these are usually transmitted through DEP and ARR SMIs (and sometimes)

the Mxx SMIs

b. Doors closed data: this information is available on some custom ACMS reports on A320 (usually REP<46>) ‐

transmitted through DFD SMIs ‐

c. Parking brake released: this information is generally taken from the OUT information

d. Engine start reports: these are generally sent every 25 flights to ground, with FlightWatching uplink request we

can get more metrics on ENGINE START at pushback ‐ transmitted through DFD SMIs

e. Initial throttle forward data : this information is available on some custom ACMS reports on A320 (usually REP

<46>) ‐ transmitted through DFD SMIs ‐

f. error messages : REJ and SVC SMIs : these are necessary to get feedback from live uplink queries to get more

metrics from aircraft operations

g. ACMS report <46> (custom ACMS report generally installed on ACMS customized by SR Technics ‐ transmitted

through DFD SMIs)

Forwarding messages from aircraft to FlightWatching servers should be done from airline ground infrastructure

This can be setup easily with airline’s ARINC avinetmail tool, HERMES tool or SITA tools (SITATEX or AIRCOM server).

Sending data to FlightWatching’s IATA address can be done in two different ways:

1/ e‐mail forwarding to [email protected] (remains on private and secured ARINC/SITA network).

2/ Forwarding TypeB messages directly to TLSFW7X (ground to ground transmission): no double signature accepted

IMPORTANT : We recommend initializing ACARS data with a single aircraft before rolling out data collection to an entire

fleet.

FlightWatching’s Terms and Conditions shall apply to all of the products and services supplied by FlightWatching SAS.

standard airline summary 7july2016

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