airport - cdm implementation manual

8/8/2019 Airport - CDM Implementation Manual

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The following table records the complete history of the successive amendments to the Manual.

NUMBER DATE OF ISSUE DATE OFAPPLICABILITY REASON FOR AMENDMENT

PAGESAFFECTED

RECORD OF AMENDMENTS

1 April 2006 April 2006 Additional Sections 7-0 to 7-10Attachments

2 October 2006 October 2006 Alignment with final OCD & FRD All



TABLE OF CONTEN TS

III

TABLE OF CONTENTS III

INTRODUCTION VIII

ABBREVIATIONS AND ACRONYMS IX

DEFINITIONS XVIII

1 UNDERSTANDING CDM 1-0

2 SETTING UP AN AIRPORT CDM PROJECT 2-0

2.1 Setting the objectives 2-1

2.2 Selecting Airport CDM concept elements 2-1

2.3 Inventory of what is needed and what is available 2-2

2.4 Business case considerations 2-2

2.5 Educating and convincing all partners 2-3

2.6 Creating a multi-partner project plan 2-6

3 IMPLEMENTATION 3-1

3.1 General implementation considerations 3-1

3.2 Airport CDM information sharing 3-3

3.2.1 Mission and main functions 3-3

3.2.2 Data sources and data to be provided 3-3

3.2.3 Data elements and their treatment 3-5

3.2.4 Trigger events and their processing 3-8

3.2.5 Procedures to be used 3-16

3.2.6 Standards to be used 3-16

3.2.7 Technical infrastructure 3-16

3.2.8 Human-machine interface (HMI) 3-17

3.2.9 Testing and fine tuning 3-19

3.2.10 Regulatory aspects 3-20

3.2.11 Publication of information 3-20

3.3 Airport CDM turn-round process – the milestones approach 3-21


3.3.2 Prerequisites for implementation 3-22

3.3.3 Responsibility for adherence to planning 3-22

3.3.4 The defined milestones 3-22

3.3.5 Functional requirements 3-24


3.3.7 Human-machine interface 3-403.3.8 Testing and fine tuning 3-40




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3.4 The variable taxi time calculation 3-41


3.4.2 Definition of taxi time 3-41

3.4.3 Parameters affecting taxi time 3-42

3.4.4 Methods for calculating taxi times 3-42

3.4.5 System context 3-43

3.5 Collaborative management of flight updates 3-45



3.5.3 Messages from the CDM-A to the CFMU 3-46

3.5.4 Messages sent from the CFMU to the CDM-A 3-47






3.6 Collaborative Predeparture Sequence 3-49





3.6.5 Human-Machine interface 3-51



3.7 CDM in adverse conditions 3-53





3.7.5 Human-Machine interface 3-60

3.7.6 Testing and fine tuning 3-60


TABLE OF CONTENTS



4 PROJECT RISKS AND MITIGATION 4-0

4.1 General CDM risks and their mitigation 4-0

4.2 Local project risks and their mitigation 4-7

5 HOW TO MEASURE SUCCESS 5-0

5.1 Reviewing the agreed objectives 5-0

5.2 Agreeing performance indicators appropriate for the objectives 5-0

5.3 Measuring performance 5-1

5.4 Reporting mechanisms and feedback 5-1

6 POST - IMPLEMENTATION ACTIVITIES 6-0

6.1 Airport CDM becomes a daily operation 6-0

6.2 Continued education of all partners 6-0

6.3 Preparing for new functions 6-0

6.4 International participation 6-1

7 FREQUENTLY ASKED QUESTIONS 7-0

APPENDIX: AIRPORT CDM IMPLEMENTATION CHECK-LIST A0-1

ATTACHMENTS A0-5

ATTACHMENT 1: Airport CDM Objectives & Key Performance Indicators A1-1

ATTACHMENT 2: Procedures A2-1

ATTACHMENT 3: Sample Documents A3-1

ATTACHMENT 4: References and Contacts A4-1

ATTACHMENT 5: Raising Local Airport CDM Awareness A5-1

ATTACHMENT 6: Blank to be inserted

V

TABLE OF CONTENTS (CONT’D)


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For the purpose of this Implementation Manual the Airport CDM Applicationsand the 4 Levels of the EUROCONTROL Project are referred to herein as Airport

CDM Concept Elements in order to maintain clarity, facilitateimplementation and differentiate from reference to software applications.


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A i r p o r t C D M F u n c t i o n a l i t y

C D M M a n a g e m e n t

CDM Concept Elements

Partner 2

Partner 3

Partner 1

CONCEPT ELEMENT 1:AIRPORT CDM INFORMATION SHARING

Functions:RulesProcedureInput dataOutput dataUser interface

CONCEPT ELEMENT 2: TURN-ROUND PROCESS-MILESTONES APPROACH

Functions:

RulesProcedureInput dataOutput dataUser interface

CONCEPT ELEMENT X:FUTURE ELEMENTS

Functions:RulesProcedureInput dataOutput data

User interface

Figure 1-1: Airport CDM functionality



Intentionally left blank



ABBREVIATIONSAND ACRONYMS

IX

a/c

ACARS

ACC

ACIS

ACISP

ACH

ACK

ACZT

ADEP

ADES

ADEXP

ADIT

A-DPI

AEZT

AFTN

Aircraft

Aircraft Communications

Addressing and Reporting

System

Area Control Centre

Airport CDM Information Sharing


Platform

ATC Flight Plan Change

Acknowledgement message

Actual Commencement of

De-icing Time

Aerodrome of Departure

Aerodrome of Destination

ATS Data Exchange Presentation

Actual De-icing Time

ATC-Departure Planning

Information message

Actual End of De-icing Time

Aeronautical Fixed

Telecommunication Network

The time when de-icing operations on an aircraft

starts

ADEXP provides a format for use primarily in on-line,

computer to computer message exchange. ADEXP is

a format, not a protocol.

AEZT – ACZT

DPI message sent by the CDM-A to the CFMU

(ETFMS) notifying the TTOT between ATC time of

predeparture sequencing and ATOT

The time when de-icing operations on an aircraft

end

Acronyms Meaning Definition



ABBREVIATIONS & ACRONYMS (CONT’D)

X

AGHT

AIBT

ALDT

AMAN

ANSP

AO

AOBT

AOC

APP

ARDT

ARR

ARZT

ASAT

ASBT

Actual Ground Handling Start

Time

Actual In-Block Time

Actual Landing Time

Arrival Manager

Air Navigation Service Provider

Aircraft Operator

Actual Off-Block Time

Airline Operational Control

(Centre)

Approach Control Unit

Actual Ready Time

(for Movement)

Arrival

Actual Ready for De-icing Time

Actual Start- Up Approval Time

Actual Start Boarding Time

(self explaining)

The time that an aircraft arrives in blocks.

(Equivalent to Airline/Handler ATA –Actual Time of

Arrival, ACARS = IN).

The time that an aircraft lands on a runway.(Equivalent to ATC ATA –Actual Time of Arrival = lan-

ding, ACARS=ON).

Aircraft Operator – A person, organization or enter-

prise engaged in or offering to engage in an aircraft

operation.

(ICAO Doc 4444, Chapter 1)

Time the aircraft pushes back / vacates the parking

position. (Equivalent to Airline / Handlers ATD –

Actual Time of Departure & ACARS=OUT)

When the aircraft is ready for pushback immediately

after clearance delivery (all doors are closed and the

pushback tractor – ordered by the handling agent –

is in position)

The time when the aircraft is ready to be de-iced

Time that an aircraft receives its Start up approval.

(self explaining)



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A-SMGCS

ASRT

ATC

ATFCM

ATFM

ATM

ATOT

ATS

ATSP

ATTT

AXIT

AXOT

Advanced Surface Movement

Guidance and Control System

Actual Start-Up Request Time

Air Traffic Control

Air Traffic Flow and CapacityManagement

Air Traffic Flow Management

Air Traffic Management

Actual Take Off Time

Air Traffic Services

Air Traffic Service Provider

Actual Turn-round Time

Actual Taxi-In Time

Actual Taxi-Out Time

(self explaining)

Air Traffic Flow and Capacity Management(ATFCM). ATFM extended to the optimisation of

traffic patterns and capacity management. Through

managing the balance of Capacity and Demand the

aim of ATFCM is to enable flight punctuality and

efficiency according to the available resources with

the emphasis on optimising the network capacity

through collaborative decision making process.

(CFMU Handbook –

ATFCM_Operating_Procedures_for_FMP_1.0)

Air Traffic Flow Management (ATFM) – A service

established with the objective of contributing to a

safe, orderly and expeditious flow of air traffic by

ensuring that air traffic control capacity is utilized to

the maximum extent possible, and that the traffic

volume is compatible with the capacities declared

by the appropriate air traffic services authority.

(ICAO Annex 11, Chapter 1)

The time that an aircraft takes off from the runway.

(Equivalent to ATC ATD–Actual Time of Departure,

ACARS = OFF).

AOBT – AIBT

AIBT – ALDT

ATOT – AOBT



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CBA

CDAC

CDB

CDM

CDM-A

C-DPI

CFMU

CHG

CNL

COFU

COTS

CPSQ

CTOT

CTRP

DCS

Cost-Benefit Analysis

CDM in Adverse Conditions

Central Data Base

Collaborative Decision Making

CDM Airport

Cancel – Departure Planning

Information message

Central Flow Management Unit

Modification Message

Flight Plan Cancellation

Collaborative Management of

Flight Updates

Commercial Off The Shelf

Collaborative Predeparture

Sequence

Calculated Take Off Time (CFMU)

CDM Turn-Round Process

Departure Control System

An airport is considered as a CDM-A when the

Airport CDM Information Sharing, Turn-round pro-

cess (Milestones Approach) and Variable Taxi Time

Calculation Elements are applied at the airport

This message informs the CFMU that previously sent

DPI is no longer valid.

Central Flow Management Unit (CFMU), Brussels –

A Central Management Unit operated by

EUROCONTROL.

(ICAO Doc 7754, Volume I, Part V.III, paragraph 3)

(Message)

Calculated Take-Off Time (CTOT) –

A time calculated and issued by the appropriate

central management unit, as a result of tactical slot

allocation, at which a flight is expected to become

airborne. (ICAO Doc 7030/4 – EUR, Table 7)



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DEP

DES

DGS

DLA

DMAN

DPI

ECZT

EDIT

E-DPI

EET

EEZT

EIBT

ELDT

EOBT

ERZT

Departure

De-suspension message

Docking Guidance System

Delay message

Departure Manager

Departure Planning Information

message

Estimated Commencement of

De-icing Time

Estimated De-icing Time

Early – Departure Planning

Information message

Estimated Elapsed Time

Estimated End of De-icing Time

Estimated In-Block Time

Estimated Landing Time

Estimated Off-Block Time

Estimated Ready for De-icing

Time

(Message, see A-DPI, C-DPI, E-DPI,T-DPI)

The estimated time when de-icing operations

on an aircraft are expected to start

EEZT – ECZT

First DPI message is sent from the CDM-A to the

CFMU (ETFMS) notifying the ETOT

The estimated time required to proceed from one

significant point to another (ICAO)

The estimated time when de-icing operations on

an aircraft are expected to end

The estimated time that an aircraft will arrive in

blocks. (Equivalent to Airline/Handler ETA –Estimated Time of Arrival).

The estimated time that an aircraft will touchdown

on the runway. (Equivalent to ATC ETA –Estimated

Time of Arrival = landing).

The estimated time at which the aircraft will

commence movement associated with departure

(ICAO).

The estimated time when the aircraft is expected to

be ready for de-icing operations



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ETFMS

ETO

ETOT

ETTT

EXIT

EXOT

FG

FIDS

FIR

FLS

FMP

FPL

FRD

FSA

FUM

GAT

GH

Enhanced Tactical Flow

Management System

Estimated Time Over

Estimated Take Off Time

Estimated Turn-round Time

Estimated Taxi-In Time

Estimated Taxi-Out Time

Functional Group

Flight Information Display

System

Flight Information Region

Flight Suspension message

Flow Management Position

Filed Flight Plan

Functional Requirements

Document

First System Activation

Flight Update Message

General Air Traffic

Ground Handler

The estimated take off time taking into account the

EOBT plus EXOT. (Equivalent to ATC ETD–Estimated

Time of Departure).

The time estimated by the AO/GH on the day of

operation to turn-round a flight taking into account

the operational constraints

The estimated time between landing and in-block

The estimated time between off-block and take off

(ICAO)

A FUM is sent from the CFMU to a CDM-A providing

an ELDT, ETO and Flight Level at the last point of

route.



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HMI

ICAO

IFPS

IFR

KPI

LoA

LVP

MoU

MST

MTTT

MVT

OAT

OCD

PAX

PC

PMP

REA

REJ

Human-Machine Interface

International Civil Aviation

Organization

Integrated Initial Flight Plan

Processing System

Instrument Flight Rules

Key Performance Indicator

Letter of Agreement

Low Visibility Procedures

Memorandum of Understanding

Milestone

Minimum Turn-round Time

Movement message

Operational Air Traffic

Operational Concept Document

Passengers

Personal Computer

Project Management Plan

Ready message

Rejection message

Integrated Initial Flight Plan Processing System

(IFPS) – A system of the CFMU designed to rationa-

lise the reception, initial processing and distributionof IFR/GAT flight plan data related to IFR flight

within the area covered by the participating States.

(ICAO Doc 7030/4 – EUR, paragraph 3.1.1 new)

The minimum turn-round time agreed with an

AO/GH for a specified flight or aircraft type.



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RFP

RPL

RWY

SAM

SIBT

SID

SIT1

SITA

SLA

SLC

SOBT

SRM

SSR

STAR

STTT

TBD

T-DPI

Replacement Flight Plan

Repetitive Flight Plan

Runway

Slot Allocation Message

Scheduled In-Block Time

Standard Instrument Departure

CFMU Slot Issue Time

Société Internationale de

Télécommunications

Aéronautiques

Service Level Agreement

Slot Cancellation message

Scheduled Off-Block Time

Slot Revision Message

Secondary Surveillance Radar

Standard Arrival Route

Scheduled Turn-round Time

To Be Defined

Target - Departure Planning

Information message

The time that an aircraft is scheduled to arrive at its

parking position.

The time when the CFMU issues the SAM (Slot

Allocation Message). This is normally two hours

before EOBT.

The time that an aircraft is scheduled to depart from

its parking position.

SOBT - SIBT

This DPI message is sent from the CDM-A to the

CFMU (ETFMS) notifying the Target Take Off Time

(TTOT).



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TOAT

TOBT

TRS

TSAT

TTOT

TWR

TWY

UI

VFR

VTTC

WBS

WP

Target Off-Block Approval Time

Target Off-Block Time

Time to Remove from Sequence

Target Start-Up Approval Time

Target Take Off Time

Aerodrome Control Tower

Taxiway

User Interface

Visual Flight Rules

Variable Taxi Time Calculation

Work Breakdown Structure

Work Package

The TOAT is a time, taking into account TSAT and the

traffic situation, that an aircraft can expect to push

back (when start up and pushback are issued sepa-

rately)

The time that an aircraft operator / handling agent

estimates that an aircraft will be ready, all doors clo-

sed, boarding bridge removed, push back vehiclepresent, ready to start up / push back immediately

upon reception of clearance from the TWR.

The time provided by ATC taking into account TOBT,

CTOT and/or the traffic situation that an aircraft can

expect to receive start up / push back approval

(when start up and push back are issued together).

The Target Take Off Time taking into account the

TSAT / TOAT plus the EXOT.



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DEFINITIONS

Airport CollaborativeDecision Making(Airport CDM)

Airport CDM InformationSharing Concept Element(ACIS)

Airport CDM InformationSharing Platform (ACISP)

Airport Collaborative Decision Making (CDM) is a concept which aims at

improving Air Traffic Flow and Capacity Management (ATFCM) at airports by

reducing delays, improving the predictability of events and optimising the

utilisation of resources.

Implementation of Airport CDM allows each Airport CDM Partner to optimise

their decisions in collaboration with other Airport CDM Partners, knowing

their preferences and constraints and the actual and predicted situation.

The decision making by the Airport CDM Partners is facilitated by the sharing

of accurate and timely information and by adapted procedures, mechanisms

and tools.

The Airport CDM concept is divided in the following Elements:


CDM Turn-round Process – Milestones Approach

Variable Taxi Time Calculation

Collaborative Management of Flight Updates

Collaborative Predeparture Sequence

CDM in Adverse Conditions

Advanced CDM

The Airport CDM Information Sharing Element defines the sharing of accurate

and timely information between the Airport CDM Partners in order to achieve

common situational awareness and to improve traffic predictability.

The Airport CDM Information Sharing Platform (ACISP), together with defined

procedures agreed by the partners, is the means used to reach these aims.

The Airport CDM Information Sharing is the core Airport CDM Element and

the foundation for the other Airport CDM Elements.

The Airport CDM Information Sharing Platform (ACISP) is a generic term used

to describe the means at a CDM-A of providing Airport CDM Information

Sharing between the Airport CDM Partners.

The ACISP can comprise of systems, tools and user interfaces.

Definition


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Airport CDM Partner

Alarm

CDM Airport (CDM-A)

CollaborativeManagement of FlightUpdates ConceptElement (COFU)

An Airport CDM Partner is a stakeholder of a CDM-A, who participates in the

CDM process.

The main Airport CDM Partners are:

The Airport Operator

Aircraft Operators

Ground Handlers

De-icing companies The Air Navigation Service Provider (ATC)

The CFMU

Support services (Police, Customs and Immigration etc)

A system generated signal or warning which alerts the CDM Partners of an

irregularity and which normally requires one or more CDM Partners to make

a manual intervention to resolve the irregularity.

An airport is considered as a CDM-A when the Airport CDM Information

Sharing, Turn-round process (Milestones Approach) and Variable Taxi Time

Calculation Elements are applied at the airport.

The Collaborative Management of Flight Updates Element consists of exchan-

ging Flight Update Messages (FUM) and Departure Planning Information (DPI)

messages between the CFMU and a CDM-A to provide estimates for arriving

flights to CDM Airports and improve the ATFM slot management process for

departing flights.

The aim is to improve the coordination between Air Traffic Flow and Capacity

Management (ATFCM) and airport operations at a CDM-A.

The Airport CDM Information Sharing, CDM Turn-round Process (Milestones

Approach) and Variable Taxi Time Calculation Elements need to be applied at

the CDM-A to implement the Collaborative Management of Flight Updates.

Definition


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DEFINITIONS (CONT’D)

Collaborative PredepartureSequence Concept Element(CPSQ)

CDM in AdverseConditions ConceptElement (CDAC)

CDM Turn-round ProcessConcept Element (CTRP)

The Collaborative Predeparture sequence is the order that aircraft are plan-

ned to depart from their stands (push off blocks) taking into account partners’

preferences. It should not be confused with the pre-take off order where ATC

organise aircraft at the holding point of a runway.

The aim is to enhance flexibility, increase punctuality and improve slot-adherence, allowing the airport partners to express their preferences.

At least the Airport CDM Information Sharing and the CDM Turn-round

Process (Milestones Approach) Elements need to be applied at the CDM-A

to implement the Collaborative Predeparture Sequence.

The CDM in Adverse Conditions Element consists of a collaborative

management of the capacity of a CDM-A during periods of a predicted or

unpredicted reduction of capacity.

The aim is to achieve a common situational awareness for the Airport CDM

Partners, including better information for the passengers, in anticipation of a

disruption and expeditious recovery after the disruption.

At least the Airport CDM Information Sharing Concept Element Application

needs to be applied at the CDM-A to implement the CDM in Adverse

Conditions.

The CDM Turn-round Process Element (Milestones Approach) describes theprogress of a flight from the initial planning to the take off from a CDM-A by

defining Milestones to enable close monitoring of significant events.

The aim is to achieve a common situational awareness and to predict the

forthcoming events for each flight.

The CDM Turn-round Process combined with the Airport CDM Information

Sharing Element is the foundation for the other Airport CDM Elements.

Definition


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Event

Ground Handling

Ground Handler /Ground Handling Agent

Milestone

Variable Taxi Time

Variable Taxi Time

Calculation ConceptElement (VTTC)

An Event is a distinct occurrence in the planning or operations of a flight that

a person or system perceives and responds to in a specific way.

The Ground Handling covers a complex series of processes that are required

to separate an aircraft from its load (passengers, baggage, cargo and mail) onarrival and combine it with its load prior to departure. [Source: www.iata.org]

A Ground Handler or Ground Handling Agent is the company or person(s)

that perform Ground Handling.

A significant event that occurs during the planning or progress of a flight.

A successfully completed Milestone will trigger the decision making process

for downstream events and influence both the further progress of the flight

and the accuracy with which the progress can be predicted.

Variable Taxi Time is the duration of time that an aircraft spends taxiing bet-

ween its parking stand and the runway or vice versa. It includes some time

spent on the runway when lining up and vacating.

The Variable Taxi Time Calculation Element consists of calculating and distri-

buting to the Airport CDM Partners accurate estimates of taxi-in and taxi-outtimes to improve the estimates of in-block and take off times. The complexity

of the calculation may vary according to the needs and constraints at the

CDM-A.

The aim is to improve the traffic predictability.

At least the Airport CDM Information Sharing Element needs to be applied at

the CDM-A to implement the Variable Taxi Time Calculation.

Definition



1 UNDERSTANDING CDM

Collaborative Decision Making is now embeddedin the ATM operational concept as an importantelement that will improve efficiency and punctu-ality. It is also recognised that the implementa-tion of Airport CDM will transform many of thecommunication policies and procedures thathave historically dominated the airport opera-tions environment, bringing substantial improve-

ments to all partners.

Airport CDM is often equated with noth-ing more than better information sharing.As an essential element to the manage-ment of flights, there is more to AirportCDM than just that .

As the name implies, Airport CDM is about part-ners working together and making decisionsbased on more accurate and higher quality infor-mation, that has the exact same meaning forevery partner involved. An opportunity for betteruse of resources, improved punctuality and pre-dictability is the result.

In the absence of Airport CDM, operational deci-sions may often be incorrect, or do not get madeat all. Partners may make conflicting decisions as

the result of lack of information or the receipt of information that has diverging meaning to differ-ent partners. Addressing these shortcomingsindividually will bring improvements but we cantalk about Airport CDM only when the wholecomplex set of issues is addressed in its totalityand the following is achieved:

Airport CDM requires very close collabora-tion between ALL THE PARTNERSinvolved in the management of flights

Further to airport and aircraft operators, air trafficservice providers, ground handling companiesand the CFMU, others may also play a role. Forexample, a blockage of the airport access roadcan have a major impact on the number of pas-sengers late for check-in. Airport CDM partnerswill want to know about this.

From Concept to Implementation

Airport CDM is a concept that prescribes bettercollaboration between partners, using betterquality and more timely data, which is interpretedin exactly the same way by all partners.

CDM is implemented in the airport environmentthrough the introduction of functions whichrealise the aims of the individual Airport CDMconcept elements. For the purposes of thisManual, the word “functions” does not refer toeither software or hardware.

1-0

Data quality and timeliness issubstantially improved

Data is shared by all partners

The meaning of data provided is the same forall users/partners, in other words they can

have a common situational awarenessCommon functions are defined and may

be implemented making use of the shareddata to support ATM decisions

Figure 1-2: Information sharing



"Airport CDM functionality" means:

Work is carried out in accordance withthe rules set by the Airport CDM conceptUsing data that meets the timelinessand accuracy requirements

The functions are described in terms of:

Rules and proceduresInput data requirementsOutput data requirementsHuman Machine Interface (HMI) requirements

The rules and procedures describe what is to bedone with data received, what output data togenerate and send and what actions to under-take in response to specific data or events.

Input and output data requirements describe thedata needed by the given function to fulfil its task properly and the data that has to be output as theresult of fulfilling its task.

Airport CDM functions allow for manipulation of data to facilitate improved output for decisionmaking. In a simple environment, an Airport CDM

function may be carried out by a human being,using nothing more complicated than a tele-phone and a pen and paper.

It will become clear from this ImplementationManual that Airport CDM is not complicated andcertainly need not be expensive. One of the chief attractions is that it brings high benefits to a widerange of partners at relatively low investment.

Local and RegionalWhilst it is easy to perceive an airport operationas the interaction of basically local factors, ATMdecisions will be influenced by events often hun-dreds of miles away. Airport CDM must bringtogether all the data needed for better decisions,irrespective of their origin, local or remote.

Airport CDM brings substantial benefits to allpartners by improving the quality of informationon which decisions are made. This is expected tolead to enhanced efficiency and facilitate opti-mum use of available capacity.

Increased numbers of airports implementingAirport CDM enhances the network benefit andimproves the flow management process, result-ing in a reduction in the number of missed slots.

Airport CDM does require partners to activelycontribute their data and also that they act onreceived data, as appropriate.

The environments of the various partners at theairport need to be integrated, in order that dataneeded for the CDM functions are shared.

To enable the operational use of

Airport CDM:

Partners’ existing systems will have to beadapted at least to a level where theycan seamlessly communicate with eachother The Airport CDM functions may take theform of a manual solution or a softwareapplication. Some actions described inthis Manual may only be applicable to asoftware solution

1-1

1 UNDERSTANDING CDM (CONT’D)


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Airport CDM Information Sharingis essential in that it forms the foundation

for all the other elements and mustbe implemented first.

CDM in Adverse Conditions achievescollaborative management of a CDM airportduring periods of predicted or unpredicted

reductions of capacity.

Collaborative Predeparture Sequenceestablishes an off-block sequence takinginto account operators preferences and

operational constraints.

Collaborative Management of Flight Updatesenhances the quality of arrival and departure

information exchanges between the CFMU

and the CDM airports.

Variable Taxi Time Calculationis the key to predictability of accuratetake-off and in-block times especially

at complex airports.

The Airport CDM Turn-Round Process(Milestones Approach) aims to achieve

common situational awareness by trackingthe progress of a flight from the initial

planning to the take off.

The Airport CDM Concept Elements The Concept Elements address particular issuesfound to have a significant impact on the efficientand predictable operation of an airport.

The elements interact and when introduced in theappropriate combinations their benefits areenhanced.

Certain other Concept Elements, called AdvancedCDM, are in the process of being defined and willbe added to the Manual in later amendments.

Figure 1-3: AIrport CDM Concept Elements



2 SETTING UPAN AIRPORT CDM PROJECT

The benefits of implementing CDM at an airporthave been identified through operational trials ata significant number of European airports (cur-rent information on Airport CDM implementationtrials at various airports is available onwww.euro-cdm.org).

This will encourage management at other air-ports to investigate the specific costs and bene-fits in order to be able to implement Airport CDM.

Airport CDM does require the structured cooper-ation of many partners and success (benefits) willonly be realised if all the partners do what isrequired of them, and continue doing so even inthe light of temporary set-backs.

It is essential to develop a well-structuredAirport CDM Project Plan from the begin-ning, to ensure all partners are aware of what is required of them.

2-0

Improve predictability

Improve on-time performance

Reduce ground movement costs

Optimise/enhance use of groundhandling resources

Optimise/enhance use of stands,gates and terminals

Optimise the use of the airportinfrastructure and reduce congestion

Reduce wastage of ATFM slots

Flexible predeparture planning

Reduce apron and taxiway congestion

Figure 2-1: Airport CDM Common Objectives

Air Traffic Control

CFMU

Aircraft Operators

Ground Handling

Airport Operations



2.1 Setting the objectives

The objectives of each individual airport part-ner are diverse and may, in some cases, be bothcontradictory whilst also being complementa-ry. Some partners will not possess a full under-standing of the particular operations and prior-ities of others. This is a normal phenomenon in

the aviation world and is some thing thatAirport CDM will address.

All Airport CDM partners have a commonprime objective, namely to maintain a safe,smooth and efficient air transport service forthe benefit of passengers and cargo. In order toachieve this prime objective there are manysupporting objectives.

Figure 2-1 represents supporting objectiveswith which most partners can identify. This listis not exhaustive and there may well be manyothers particular to each airport.

2.2 Selecting Airport CDMconcept elements

As explained in Chapter 1, the most importantaim of Airport CDM is to increase punctuality

and predictability. This is achieved throughbetter decisions based on more accurate andtimely information. The improved quality of this information also enables increased flexibil-ity and efficiency.

It is essential to achieve a common situationalawareness for all partners by making full use of commonly agreed responsibilities and proce-dures. In order to ensure the continued highquality of decisions, a performance monitoringsystem should be established.

In order to facilitate consistent and interoperableimplementation at minimum development cost,a number of Airport CDM concept elements havebeen defined (Chapter 3 refers) that meet the fol-lowing criteria:

Of the available Airport CDM concept elements,Airport CDM Information Sharing is essential in asmuch as it creates the foundation by enabling thesharing of information and creating a commonsituational awareness. In addition, it potentiallybrings punctuality and resource optimisation

benefits.

All Airport CDM projects must com-mence with the implementation of Airport CDM Information SharingOther elements can be selected andimplemented in the order considered tobe most beneficial at the location inquestion

2-1

2 SETTING UP AN AIRPORT CDM PROJECT (CONT’D)

Involve a decision

Result in an operational improvement

Involve the appropriate airport partners

Be supported by agreed rules and proce-dures

Be based on shared informationof the same quality level

Implementation of TOBT

(Target Off-block Time)Priority

!Figure 2-2: CDM Concept Criteria



The implementers should bear in mind the spe-cial significance of implementing TOBT (TargetOff-block Time), which is a timely, accurate andreliable assessment of the off-block time. TOBTbecomes especially significant in times of exter-nal or internal disruptions.

Implementation of TOBT should be givenpriority.

2.3 Inventory of what is neededand what is available

An obvious method of minimising costs is to utiliseexisting resources to the maximum extent possi-ble, including networks, computers, displays, etc.

Airport CDM elements implemented assoftware applications are neither compu-tation intensive nor mission critical in thesense that an ATC system is.

Existing networks and other hardware can usuallybe used, minimising the need for buying newinventory. Adding the Airport CDM elements to

existing systems can be cost effective, however itshould be borne in mind that modifying host sys-tems may be more expensive than buildingappropriate interfaces into the software applica-tion itself.

An inventory of partners’ existingresources is required(refer to Attachment 3.2)Appropriate resources may already beavailable

2.4 Business case considerations

An enhanced situational awareness and betterquality decisions by all concerned, made in col-laboration with each other, will ensure that air-port system capacity and partner resources areutilised more effectively and efficiently.

Benefits of Collaborative Decision Makingare derived from sharing and proper use of the most up-to-date information available,provided in a uniform way to all partners.

Increased efficiency, better predictability This improved effectiveness and efficiency resultsalso in a reduction of the number of lost take off slots and the quick reaction of flow managementmeasures to changing circumstances. Consequent-ly, the available capacity can be better utilised.

In tactical operations, these improvements trans-late into improved predictability and punctuality,leading to fewer missed connections andreduced delay, reduced time of turn-rounds, bet-ter utilisation of staff and equipment and reduc-tion in taxi times. The latter results in substantialreductions in noise and engine emissions while

aircraft are on the ground.

Airport CDM is about increasing punctua-lity, predictability and efficiency.

Air Transport Network benefitsNetwork benefits are gained from providing theCFMU with more timely and accurate informa-tion, in order to fine-tune the slot allocationprocess. Such benefits will grow as the number of airports implementing CDM increases.

2-2



Benefits have been demonstrated throughactual implementation of CDM projects inthe United States, showing savings for allpartners.

Limited investment, modest running costs The introduction of Airport CDM, if done correctly

and with maximum utilisation of existingresources, requires only limited investment andrunning costs should be low.

Airport CDM Information Sharing will bring sub-stantial benefits in its own right. In other initia-tives (e.g. air/ground data link) costs wereincurred up front, with little or no immediate ben-efit, in order to lay the basis for subsequent ben-efit-bringing steps. This kind of "investment in thefuture" does not burden Airport CDM, as theground laying function is low cost and is alreadybringing major benefits.

Implementation costs must be kept to aminimum in order to increase its attracti-veness to all partners.

Cost sharing, a first priority

It is vital to resolve, as early as possible, any costsharing issues between partners. The value of benefits to individual partners will be differentand the investment needed may not easily relateto the actual or perceived benefit level. All part-ners need to understand that an airport whichhas implemented CDM operates much more effi-ciently.

Partners need to look at the big picture and thetotality of the benefits, rather than solely theirindividual gains and costs. CDM is about working

together and the concept needs to be extendedto include how partners can best share imple-mentation and running costs.

Partners may also need to be inventive, in orderto identify possible alternative ways of providingsupport, if direct financial contribution from themis limited or impossible.

Due to the substantial variation in circumstancesat the airports of the world, it is not practical to tryand standardise an approach to developing theindividual business cases. Considerations such asthose listed above, together with the individualcost / benefit evaluation practices of the partnersinvolved, and driven by common, agreed KPIs willusually result in a business case that supportsimplementation.

2.5 Educating and convincingall partners

Whilst most potential partners recognise AirportCDM as beneficial and worth introducing, when itcomes to actually sharing information or estab-lishing links for closer cooperation, the enthusi-asm may diminish together with the appearanceof obstacles, real or imagined. This is not really

surprising if it is recognised that the systems, andin fact the whole operation of these partners,matured in virtual isolation. It is exactly this isola-tion and all the associated problems that gaverise to the Airport CDM initiative.

The challengesWhilst all projects contain challenges, some of which cannot be known until they are realised,the Airport CDM trials that have been conductedthus far consistently demonstrate several chal-lenging areas. The fact that hitherto basically

2-3




unconnected systems will now have to be adapt-ed, at least to the level of enabling mutual com-munication, may in itself be seen as problematic.A well-supported project can always find solu-tions to difficulties.

The challenges could be: programme cre-

dibility, scepticism on the part of the teammembers, security and data ownershipconcerns and conflicting interests.

It is essential that all Airport CDM projects incor-porate a programme of education for the part-ners. This will encourage them to come on boardand actively support both the implementationand the daily running of Airport CDM and to besatisfied with its benefits.

The sensitivity of dataConcerns may arise from the fact that data, espe-cially if made available consistently and compre-hensively, conveys much more information thanthe sum of its elements.

Whilst the touchdown time or target off-block time for an individual flight is unlikely to give acompetitive advantage to anyone, knowledge of

all the events of the flights of an airline can beused to identify relationships, tendencies and thelike. The net result may indeed be commerciallysensitive intelligence on an operator’s state of affairs and should be protected.

Another dimension concerns security, wheremovement data of specific flights needs to beprotected from unauthorised access to eliminatespecific threats.

The value of dataCommercial considerations arise from the realisa-tion that aircraft movement data is valuable, sinceit can be used to generate savings, and organisa-tions considering themselves owners of the datawill wish to capitalise on that value. While this isdefendable from a purely commercial point of view, it is against the spirit of the CDM concept.

Conflicting priorities is a commonproblem The Airport CDM implementation proj-ect should be seen as a high priority byboth management and those responsi-ble for implementation on a day to daybasis

Airport CDM is built on commitment and a will-ingness to cooperate for the greater good of theteam. It is therefore essential that the AirportCDM project be established and led by an organ-isation and a person within that organisation,which and who reflects unquestioned credibility,integrity, and dedication to the goals of the proj-ect. The organisation and the responsible individ-uals must be innovative, efficient problem solvers,and distinguish themselves as fair, reasonable,

and open-minded.

It is recommended that the team leadersconsider forming committees and / or specialisedworking groups to guide the project decisionmaking process (i.e. Steering Group, WorkingGroup, etc.).

2-4



Comprehensive education The programme to educate and convince all part-ners must contain a module explaining AirportCDM in general, leading on to the subject CDMimplementation project. This module must stressthe collaborative nature of Airport CDM, the rela-tively low costs and the potential benefits, includ-ing the quick-win opportunities.

EUROCONTROL offers Airport CDM trai-ning courses, both at the Institute of AirNavigation Services in Luxembourg andon location, upon request. Such coursesare free of charge for airport partners.

A specific module must be devoted to identifyingthe measures that will be taken to protect datafrom both commercial and security aspects.

The issue of withholding data unless paid for hasbeen discussed in various fora. One would hopethat organisations truly dedicated to improvingair traffic management will find ways of sharingdata in an acceptable framework.

Conflicting priorities can be intimidating and dis-couraging, but they need not be either. Of all theobstacles, this is probably the easiest to conquer.It requires patience, perseverance, a firm belief inthe objectives and well-reasoned arguments.

Partners with initial reservations are likely tobecome supporters when they see the achieve-

ments or when successful implementation finallymakes staying out a non-option.

Local partners truly local?It is important to recognise that some partners,who may appear local, are in fact based faraway, possibly in other regions of the world(e.g. airline's operations centre). It may there-fore be necessary to go beyond their local pres-ence in order to get a decision on Airport CDMimplementation. Once the higher level decisionhas been made, the work will continue locally.

The introduction of Airport CDM requires a cul-ture change. This fact needs to be recognisedby the partners as soon as possible, in order toprogress. Continuous collaboration and deci-sion making based on data with new accuracyrequirements or on data that was just not avail-able before means working in a new environ-ment that requires some adapting.

2-5


Explain CDM

Explain subject project

Costs, benefits shown

Explain security

Modules Training methods

Classroom

Work group

Case study

Self-study

Figure 2-3: Possible Training Modules



2.6 Creating a multi-partnerproject plan

Once all partners involved have indicated theirwillingness to implement the selected function-ality, a common multi-partner ProjectManagement Plan (PMP) will be created. It isimportant to get the partners to sign up to an

agreed version of the PMP so that everyone hasa common reference document.

The PMP should be developed based onbest project management practices suchas those defined by the non profit ProjectManagement Institute (www.pmi.org).

While all partners participate on a voluntary basis,one should be appointed as project manager,with the aim of ensuring the setting up of thePMP with the help of all partners involved, andwhose main responsibility will be to ensure theplan is executed within time and budget.

It is important that the partners agree andappoint an Airport CDM Project Managerto manage all the organisational aspects.

The Project Manager could be one of the mainpartners or from an independent, neutral organi-sation focusing only on overall project manage-ment activities. The Project Manager will be inoverall control of the day-to-day project co-ordi-nation and will report to a Project SteeringCommittee composed of each partner’s repre-sentatives. The Project Manager will maintain anaction/decision register to enable tracing of alldecisions taken by the project committee, orwithin the project.

The contents of the PMP should be selected fromthe following indicative list, on the understandingthat local requirements will determine the finalcontents:

Scope (the outline of the project)Objectives (Specific, Measurable, Achievable,Relevant and Time-oriented)

A description of the phases of the project(Concept, Development, Execution Termination)Project ManagementRisk ManagementQuality ManagementWork Packages (who is responsible for work and when and how it is to be delivered)Work Breakdown Structure (WBS)DeliverablesCommunication planFinance and FundingStakeholders and resources

A responsibility assignment matrix can be used toidentify the roles and responsibilities of eachpartner throughout the project.

A work breakdown structure (WBS) will detail alist of work packages, including the inter-depen-dency between each of them, required to achieve

the overall project objective. Each work packagewill be defined using a standard description tem-plate, for example:

Person responsibleObjectivesDurationPrincipal activitiesInputsOutputsIndicator of success (KPIs)Risks

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Once the WBS, timing and costing have beenfinalised, the project execution can start. A"rolling wave" principle will be applied wherebythe PMP will be reviewed on a regular basis toensure the overall objective is still implementedwithin time and budget. If change is required tothe PMP, then a new version of the PMP will beagreed by all of the signatories.

A project risk register must be set up and main-tained identifying the major project risks, thelikelihood of the risks occurring and the likely

impact of the risk (Chapter 4 refers). A mitigationaction will be identified and the WBS will beadapted accordingly (e.g. foresee some buffertime between some tasks or identify back upsupplier for critical resources).

A quality management approach shall also beidentified, commencing with standard reviewprocedures of documents and documentchange control procedures in accordance withISO9000.

A Communication Plan must be developedidentifying who needs to know what about theproject and its progress. It will also identify per-formance indicators to be monitored and com-municated.

Finally, at the end of the project, a project closeout activity is to be foreseen to review the over-

all project achievement and compare it to theinitial project objectives.

Figure 2-5: Example of Work Breakdown Structure

2-7


WP00 Project management

WP01 Task1

WP02 Task2

...

WPXX Project close out

Person responsible

Objectives

Duration

Principal activities

Inputs

Outputs

Indicator of success

Risks

Figure 2-4: Task description



Make sure youunderstand Airport CDM

Convince/educateall partners

Set up an Airport CDM Project

Create multi-partner

project plan

IMPLEMENTATION- Information sharing- Turn-round process- Others

Project risks and mitigation

How to measure success

Postimplementation

Make abusiness case

Check what is neededand what is available

Select AirportCDM elements

Set theobjectives

3-0

Airport CDM Implementation – step by step



3 IMPLEMENTATION

3.1 General implementationconsiderations

In this chapter, the various Airport CDM conceptelements are described. For each, the functionalrequirements are given, followed by practicaladvice on specific issues. The description containsthe minimum level of functionality required and,where applicable, desirable functions will be lis-ted. More detailed information is available in theAirport CDM Functional Requirements Document(www.euro-cdm.org).

The Implementation Manual does not specificallyaddress the question of how the functions shouldbe implemented and where they should be hos-ted. These are local decisions. Cost effectivenessand compatibility are the most important consi-derations.

It should also be noted that this ImplementationManual does not obviate the need for detailedspecification for each of the functions containedherein, however those will be developed as partof the implementation project.

3-1

Figure 3-1: CDM implementation facilitates common situational awareness

Air Traffic Control

CFMU

Aircraft Operators

Ground Handling

Airport Operations

Airport slots

Flight dataprocessing

Flight plan/other data

Informationsystems

Commondata set



Local considerations and / or prevailing circums-tances may even call for functional solutions thatdiffer from those described here, but achieve thesame result.

As noted earlier, Airport CDM Information Sharingcreates the foundation for all other functions,while being beneficial in its own right. Therefore it

must be in place before other CDM concept ele-ments and functions are considered for imple-mentation.

As also indicated earlier, introduction of TOBTand its associated procedures should be giventop priority, in view of the improvements the useof TOBT brings.

3-2

Airport CDM Information Sharing functions

Airport

CDM

Information

Sharing

functions

Airline's schedule

Planning information

Flight

progress

information

Predictions messages

Status messages

Operational

planning

information

Advisories

Alarms

Maintenance of

environmental

information

(aeronautical andmeteorological)

Data recording

and archiving

Figure 3-2



3.2 Airport CDM informationsharing

3.2.1 Mission and main functions

The Airport CDM Information Sharing supportsthe local decision making for each partner andfacilitates the implementation of airport CDM

elements by:

Linking airport slots with flight plan data andother relevant information of arriving anddeparting flightsLinking airport, aircraft operator and ATC flightdata processing / information systemsProviding a single, common set of datadescribing the status and intentions of a givenflightServing as a basis for information sharingbetween all airport partners

To achieve the above, Airport CDM InformationSharing:

Collates and distributes airlines’ schedules,planning and flight progress information, orig-inating from ATFM, ATS, airlines and airportoperatorsCollates and distributes predictions and status

messages and operational planning informa-tionProvides advisories and alarmsProvides information concerning the status of aeronautical aids / systems and the meteoro-logical situationProvides for data recording and archiving forstatistical analysis and possibly charging

Airport CDM Information Sharing is in fact the"glue" that ties CDM together and forms thefoundation for other Airport CDM concept ele-ments.

3.2.2 Data sources and data to beprovided

The following data sources have been identified,with the data to be provided by each shown:

Aircraft Operator / Handling AgentAircraft movement data, priority of flights,changes in turn-round times, TOBT updates, plan-ning data, information concerning de-icing, flightplans, aircraft registration and type.

Airport OperationsAirport slot data, including relevant informationsuch as ADES, SOBT, stand and gate allocation,environmental information, special events, reduc-tion in airport capacity.

Central Flow Management UnitData from flight plans, SAM, SRM, FUM (FlightStatus / ELDT) including change (CHG) or cancel-lation (CNL) messages.

Air Traffic ControlReal time updates for ELDT, ALDT, runway andtaxiway condition, taxi times and SID, TSAT, TTOT

and runway capacity (Arrival / Departure).

Other Service ProvidersDe-icing companies (estimated and actual timesrelated to de-icing), MET Office (forecast andactual meteorological information).

The above mentioned data can be providedby either the originator or other sourcesexisting locally at the airport (e.g. ATC, ATSReporting Office, Airport Data Base etc).

3-3

3 IMPL EMENTATION ( CONT’D)



Data sources

AirportCDM

InformationSharing

Aircraft Operator/

Handling Agent■ flight plans■ aircraft registration

and type■ aircraft movement data■ TOBT updates■ priority of flights■ changes in turn-round times■ planning data■ information concerning

de-icing

Airport Operations

■ stand and gate allocation■ airport slot data (including ADES)■ SOBT■ environmental information■ special events■ reduction in airport capacity

Air Traffic Control

■ ELDT■ ALDT■ taxi times■ SID■ TSAT■ TTOT■ runway and taxiway

condition■ runway capacity

(Arrival / Departure)

Central FlowManagement Unit

■ Data from flight plans■ SAM■ SRM■ FUM (Flight Status / ELDT)■ change (CHG) or cancellation (CNL)

Other Service Providers■ De-icing companies

- estimated and actual times

for de-icing■ MET Office

- forecast and actual met.

info

Figure 3-3

3-4

3 IMPLE MENTATION ( CONT’D)



3.2.3 Data elements and theirtreatment

Filed flight plan (FPL)Most airports, whether they are fully co-ordinatedor not, can extract from their data bases the sche-duled information needed for their daily opera-tions (IATA format).

That information should be merged and integra-ted with the available FPL information in ICAOformat 1 in order to build the new Airport CDMoperational structure.

Common data related to the aircraft

Aircraft RegistrationAircraft registration is normally provided on the daybefore the operation.

At fully co-ordinated airports, the registration shallbe linked to the Airport Slot Programme for the dayof operation.

Changes to the aircraft registration shall be com-municated.

Airport slot and aircraft registration shall be correla-ted.

Aircraft Type

Handling Agent

Aircraft Parking Stand

Boarding Gate

Turn-round TimeMTTT when the field is initialised, ETTT whenentered by an agent.

MTTT will depend on aircraft type, possibly typeof stand, airline procedures, etc., and will be deri-ved from an agreed table available in the airportdatabase. Minimum values per aircraft type shallbe defined.

3-5

1- The flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes (ICAO Definition).

Note – When the word "message" is used as a suffix to this term, it denotes the content and format of the filed flight plan data as transmitted.

Common data relatedto the aircraft

Data extracted from departingflight information

Data extracted from arrivingflight information

Figure 3-4: Aircraft related data elements of a CDM operation

Aircraft registration

Aircraft flight statusAircraft type

Aircraft parking stand

Boarding gate

Turn-round time

Handling agent

TOBT

ATC and Airport call signs

ADESSID

Outbound flight type

De-icing

Off-block time

Taxi-out time

Take off time

ATC and Airport call signs

ADEPInbound flight type

Take off time from outstation

EET

Landing time

Taxi-in time

In-block time



TOBTCalculated as TOBT = E/ALDT+EXIT+ MTTT.If TOBT is earlier than EOBT, then EOBT value isdisplayed as TOBT, until updated / confirmed bythe aircraft operator or handling agent.Confirmation can also be triggered automaticallybased on a time parameter before TOBT.

Aircraft Flight StatusIn the planning phase, the aircraft flight status isinitially set as Scheduled (SCH), when a schedu-led departure time is detected in the Airport DataBase.

The next transition will be to the Initiated Status(INI), when the departure information is confir-med by a FPL coming from ATC.

In the real-time phase, the aircraft flight statusupdating process will be performed by real-timemessages triggered by event transitions.

While in the real-time phase, there are two possi-bilities:

The aircraft is NOT on the ground The aircraft is PARKED at the airport

In the first case a typical complete sequence of status transitions will be: SCH-INI-AIR-FIR-FNL-ARR-IBK-BRD-RDY-OBK-DEP

If the aircraft is already parked at the airport, thestatus sequence will be: SCH-INI-IBK-BRD-OBK-DEP

Data extracted from the arrivingflight information

Aircraft Identification 2

The inbound flight shall be initiated from the air-port slot.When the filed flight plan is received, the aircraftidentification is used to correlate the flight planwith the airport slot of the flight. If correlation isnot possible, or if the airport slot is already corre-lated, the filed flight plan shall be presented to anoperator for processing.

3-6

3 IMPLEM ENTATION ( CONT’D)

2- Aircraft identification - A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the aircraft call sign tobe used in air-ground communications, and which is used to identify the aircraft in ground-ground air traffic services communications (ICAO Definition).

SCH SCHEDULEDINI INITIATEDAIR AIRBORNEFIR flight entered local FIRFNL FINALARR LANDEDIBK IN-BLOCK BRD BOARDINGRDY READYOBK OFF-BLOCK DEP DEPARTED

Planning Phase:

Figure 3-5: Aircraft Flight Status

AIR FIR FNL ARR BRD RDY DEPOBKIBK

Real Time:

Arrivalphase

Groundphase

Departurephase

CDM: SCH INI



ADEP The ADEP of the inbound flight shall be extractedfrom the airport slot.When the ICAO flight plan is received, the ADEPtherein shall be compared with the airport slotADEP. In case of a discrepancy, the ICAO flight planshall be presented to an operator for processing.

Inbound flight typeSchengen / Non-Schengen, cargo, general avia-tion etc.

EETDerived from the filed flight plan.

Take off time of inbound flightATOT from outstation.

Landing TimeELDT, ALDT

In-block time of inbound flightEIBT, AIBT

Taxi-in TimeEXIT

Data extracted from the departing flightinformation

Aircraft Identification The outbound flight shall be initiated from theairport slot.

When the filed flight plan is received, the aircraftidentification is used to correlate the flight planwith the airport slot of the flight. If correlation isnot possible, or if the airport slot is already corre-lated, the filed flight plan shall be presented to anoperator for processing.

ADES The outbound flight shall be initiated from theairport slot.When the filed flight plan is received, the aircraftidentification is used to correlate the flight planwith the airport slot of the flight. If correlation isnot possible, or if the airport slot is already corre-lated, the filed flight plan shall be presented to an

operator for processing.

ADES The ADES of the outbound flight shall be extrac-ted from the airport slot.When the filed flight plan is received, the ADEStherein shall be compared with the airport slotADES. In case of a discrepancy, the filed flight planshall be presented to an operator for processing.

SIDDefaults to that based on RWY in use and ADES oras input by ATC.

Outbound flight typeSchengen / Non-Schengen, cargo, general avia-tion etc.

Off-block timeSOBT, EOBT, TOBT / TSAT, AOBTSOBT shall be extracted from the airport slot and

entered together with the programme for theday.

Take off timeETOT, CTOT, TTOT, ATOT

Taxi-out TimeEXOT

3-7



3.2.4 Trigger events and theirprocessing

The trigger events listed in this chapter arethose most commonly used. Additionalones (e.g. de-icing) may be defined locally,or some listed here may not be applicable,

depending on circumstances.

Agreed and precisely defined events triggerupdates to the time estimates and / or aircraftflight status.

All updates are originated by events coming fromthe different phases of the operation, as aircraftpass through their arrival, ground and departurephases.

A link based on aircraft registration is created bet-ween the airport slot, an arriving flight and adeparting flight. The aim is to ensure consistencyand to identify the impact of the progress of thearriving flight on the related departing flight orvice versa.

Certain arriving flights may not have an associa-ted departing flight or certain departing flights

may not have an associated arriving flight (air-craft not scheduled for another flight for sometime, aircraft already at the airport, etc.). Theseflights will also be included, to ensure completeCommon Situational Awareness.

Events may originate from:External InterfacesInternal triggersUsers, via the HMI

For every event, a configurable priorities list shallbe defined, allowing a particular event to be assi-gned a specific weight, based on its source. Note

that the events with the highest weight informa-tion will not always arrive first.

When an event is received, its source is identifiedand noted. The event is then processed as follows:

If the event has not yet been received, it isprocessed.If the event has already been received, the pri-ority of the event source is examinedIf the priority of the source is the same or high-er than the priority of the previous source, theevent is processedIf the priority of the event source is lower thanthe priority of the previous source, the event isignored

3-8




Event

Operationstart time

Flight planactivation

Flight planmodification

CTOTAssignment/Modification

Regulationassessmenttimer

CTOTcancellation

Description

A CDM operation iscreated whenscheduled departureflight is downloadedfrom the airportdatabase

Filed flight planreceived

Change in the filedflight plan

SAM or SRM received

120 min. before EOBT,the flight plan EOBT isreceived (CFMU SIT1)

SLC received

Action on the CDMoperation

Correlate FPL with airport slotUpdate:

ELDT and EIBT (Arr.)EOBT, TOBT and ETOT (Dep.)

DPI process commences(if implemented – please refer to chapter 3.5)

Update affected fields

Update:ETOT / CTOT (Dep.)Mark appropriate fields asREGULATED

Mark Arr. or Dep. Field:REGULATED at any timebefore TRS, if a CTOT isreceived and a newregulation is activatedNON-REGULATED if CTOTis not received

Mark appropriate field asNON-REGULATED

(Changes to)OperationalStatus

SCHEDULED

INITIATED (Dep.)No change (Arr.)

INITIATED (Dep.)No change (Arr.)

Not changed

Not changed

Not changed

Origin

AirportData Base

IFPS

IFPS

CFMU

CFMU

CFMU

Table 3-1: Trigger events involved in the evolution of a CDM operation - Common for Arrival and Departure Phase




Description

Schedulecancellationmessage receivedor manual input

CNL messagereceived

FLS received

DES received

Correlationbetween arrivingand departingflight changes

Change inresourcesallocated toan aircraft(e.g. stand)


If the operation is in INITIATEDstatus, an inconsistency alarmis raised, if a CNL message hasnot been received

An inconsistency alarm istriggered, if a schedulecancellation message has notbeen received

Mark operation as SUSPENDED

Delete SUSPENDED mark

Estimate times are reprocessed


Operationcancelled indata base

SCHEDULEDtill a schedulecancellationmessage isreceived

Previous state

Operationalstatus isreprocessed

Not changed

Origin

Airportinfo system

IFPS

CFMU

CFMU

Airportinfo system

Aircraftoperator /handlingagent

Airportinfo system

Table 3-2: Trigger events involved in the evolution of a CDM operation - Common for Arrival and Departure Phase

Event

Flightschedulecancellation

Flight plancancellation

Flightsuspension

Flight

de-suspension

Aircraftrotationchange

Resourcereallocation



Table 3-3: Trigger events involved in the evolution of a CDM operation - Arrival Phase

Event

Take off at airportof origin

FIR entry /flight underlocal ATC

Landing

Arrivalin-block

Description

Airbornetime fromoutstation

Flight entersradar coverageof local ACC orAPP of destinationairport, whereholding andarrival sequencingis taken intoaccount

At a parametertime before ELDT,when the landingsequence is fixedand the ELDTbecomes stable

Aircraft touchesdown

Aircraft at parkingposition, brakes on


ELDT, EIBT updated

TOBT, TTOT updated

ELDT, EIBT updated

TOBT, TTOT updated

ELDT changes to ALDT,EIBT updated

TOBT, TTOT updated

EIBT changes to AIBT

TOBT, TTOT updated


AIRBORNE

FIR

FINAL

LANDED

IN BLOCK

Origin

CFMULocal ATCMVT

Local ATC

ACARSLocal ATC

ACARSAirport system (DGS)Local ATC (A-SMGCS)Ground handling agent




Description

AGHT receivedwhen aircrafthas been parkedlong term orovernight

Boarding of passengerscommences

AO / GH enters /confirms TOBTor time to turn-

round the aircraft(ETTT )

ATC issue TSATbased onpredeparturesequence

Aircraft is ready forpush-back / taxi

Aircraft startsmoving fordeparture

Aircraft is airborne(departed)


Turn-round timeupdated

TOBT, TTOT updated

TOBT, TTOT updated

TTOT updated

AOBT recorded

TTOT updated

ATOT recorded


IN-BLOCK

BOARDING

IN-BLOCK

IN-BLOCK

READY

OFF-BLOCK

DEPARTED

Origin

Aircraft operator /handling agent

Airport system

Aircraft operator /Handling agent


Local ATC


Airport system (DGS)Local ATC (A-SMGCS)ACARSAircraft operator /handling agent

ACARSLocal ATC

Table 3-4: Trigger events involved in the evolution of a CDM operation - Ground & Departure Phases

Event

Startgroundhandling

Boarding

TOBT /Turn-roundtime update

Target startup timeissue

Ready

Push-back /taxi start

Take off



Estimate type

ETOT (origin)

ELDT

EIBT

TOBT

TTOT

Calculation

ETOT is calculated using stored parameters (ETOT = EOBT + EXOT)and updated with FUM information

ELDT is initially based on schedule data (SIBT-EXIT), then on FPL data,followed by updates from FUM information.When the flight enters the local ACC / ATC area of responsibility,ELDT will be based on the local ATC estimate taking into accountholding and arrival sequencing (AMAN)

EIBT = SIBT and is updated as EIBT = E/ALDT + EXIT

Calculated as TOBT = EIBT + MTTT (where EIBT = E/ALDT+ EXIT)

N.B. If aircraft parked overnight or long-term, then TOBT = AGHT + M/ETTT

When flight status changes to In-block: TOBT = AIBT + MTTT

If TOBT is earlier than EOBT, then EOBT value is displayed as TOBT,until updated / confirmed by the aircraft operator or handling agent.Confirmation can also be triggered automatically based on a timeparameter before TOBT.

When TOBT is input manually, it may not be overwritten by the system.

When TOBT is available, TTOT = TOBT + EXOT

When TSAT is issued, TTOT = TSAT + EXOT

Table 3-5: Calculation of estimated times



AlarmsAlarms are generated when the data is inconsis-tent or does not fulfil the required criteria (e.g.minimum time to complete a certain process).

These alarms are displayed by the HMI to promptawareness of a specific situation and enable theoperators to make informed decisions regarding

appropriate corrective actions.

Procedures, such as automated messages toconcerned partners, shall be established toresolve any discrepancy raised by an alarm.

Alarms are cancelled if conditions change. Thedisplay of alarms can be suppressed manually bythe operators.

In addition to the example alarms shown in thefollowing Table, specific alarms are generatedwhen adverse conditions are expected or occur

and in other cases when intervention is urgentlyrequired.

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Type of Alarm

Flight plan

inconsistency alarm

Airborne alarm

Minimum turn-roundalarm

EOBT compliance alarm

CTOT compliance alarm

Boarding alarm

TOBT confirmationalarm

Description

Raised when a flight plan cannot be correlated with an airport

slot or if the slot concerned is already correlated.

Raised at ELDT minus t (parameter time set locally) if the flightis not yet airborne from outstation and no ATOT from ADEP, orfrom FSA, FUM or MVT message has been received.

Raised when EOBT can no longer be met, based on EIBT +MTTT (established for each aircraft operator, aircraft type, etc.).

Raised for non-regulated flights if TOBT is greater than 15minutes from EOBT.

Raised for regulated flights if TOBT + EXOT is more than t(parameter time between 0 and 10 min.) later than CTOT.

Raised for a departing flight if boarding has not started at TOBTminus t (parameter time, may be different depending onaircraft type, stand number of passengers, etc.).

Raised if TOBT has not been confirmed at a time parameter (e.g.15 min.) before TOBT.

Table 3-6: Alarms



Special dataSpecial data such as weather, runway configuration,,

etc., must be made available for presentation.

Historic databaseFor the purpose of quality control, problem sol-ving and reviews, all data received for display orcalculation will be stored in a database. Data fromindividual sources will be stored separately andtime stamped.

It is strongly recommended that the format of thedatabase be of a commonly used type to facilitateaccess by analysis tools. Saving of the databaseon mobile media must also be available.

Data accuracy The accuracy to be met by the data exchanged is spe-

cified in the Airport CDM Functional Requirements

Document.

The following minimum external data accuracy is

required:

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Data source

CFMU

ATC

AirportOperations

AircraftOperator/HandlingAgent

ELDT

+/- 5 minwhen flightis airborne

(ETFMS available)

+/- 5 minuntil

20 minutes

before landing,thereafter+/- 2 min

TOBT

+/- 5 minuntil 20 minutes

before TOBT,thereafter+/- 2 min

Stand/Gate Changes

To be provided notlater than 20 min

before ELDT

TTOT

Prior AOBT

After AOBT

Table 3-7: Data accuracy requirements

Data Type



3.2.5 Procedures to be used

Airport CDM Information Sharing, as describedpreviously, will operate properly only if it is provi-ded with the required input data. Furthermore, itwill be useful only if its output is made available to,and is used in decision making by, all the partnersconcerned.

It should be remembered that many part-ners in airport CDM operate worldwide, or atleast region-wide, and therefore need uni-form procedures to avoid excessive costs.

Local procedures closely following the functionalrequirements ensure, in themselves, a high degreeof uniformity.

Should a need for additional or diverging localrequirements be identified, these must be broughtto the attention of the EUROCONTROL CDM teamfor discussion and appropriate resolution.

As indicated in the description, several tables needto be defined and agreed to provide default / stan-dard values (e.g. MTTT).

3.2.6 Standards to be used

Efficient implementation requires that the stan-dards used, including data conventions, are notlocal or proprietary to the greatest extent possi-ble. The standards used must also satisfy thesafety, security and reliability requirements,without creating an overkill situation and increa-sing costs unnecessarily.

As a minimum, agreement must be rea-ched between all partners concerned inrespect of the format and data conven-tions of the messages to be exchanged.(see Attachment 2.1 – Sample MOU)

Agreement on computer platforms and opera-ting system aspects can provide substantialsavings and is highly recommended. Incorpora-tion into an existing system will require a diffe-rent approach from that of a completely newimplementation.

It is recommended that new implemen-

tations use a PC platform and an operat-ing system with good connectivity andcompatibilityMessage formats must have at leastADEXP supportWeb-based solutions are a good way of ensuring access at minimum cost

3.2.7 Technical infrastructure

The information sharing relies on the availabilityof a suitable network to carry the informationbetween the airport CDM partners. This network will also form the basis of other airport CDM func-tions. However, this is not to say that Airport CDMwould require a dedicated network.

The HMI may be constructed using standard win-dowing elements and should not constitute anextraordinary processing load.

Airport CDM Information Sharing may be hostedon PCs already available by the partners. AirportCDM elements can live alongside other applica-tions on a PC and with a user interface based ona standard windowing environment will integrateinto an existing system at minimal cost.

Airport CDM elements and correspondingsoftware applications are, in general, notcomputation intensive and their storagerequirements can be easily met withtoday’s cost-effective media.

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As mentioned in chapter 2.3, when consideringimplementation, the first step must be to make aninventory of what is already available and whetherit can be utilised for Airport CDM purposes.

3.2.8 Human-machine interface (HMI)

General considerations

It is recommended that the functionality of AirportCDM Information Sharing is implemented as asoftware application, utilising a standard windo-wing interface in order to keep costs to a mini-mum. This Implementation Manual will not givespecific solutions, however a number of guidelinesare provided in order to ensure that the variouslocal implementations are consistent with eachother. Whilst certain details may be subject to localadaptation, many of the HMI features are common,irrespective of the location.

Some of the information processed by the soft-ware application is commercially sensitive or maynot be freely disclosed for security reasons. Suchdata and / or the results of the calculations mustbe protected by the HMI. It is recommended thatthis is best achieved by the use of User Profiles.

Protection of the data inside the software applica-tion will also need to be ensured. Protected data-

bases, encryption, firewalls and other COTS secu-rity products should be considered as ways toensure the appropriate protection of sensitivedata.

User Profiles define the access rights of the user /person concerned and also contain the individualdisplay settings. The access rights, reflecting theagreements between the airport CDM partners,are determined at System Management /Administrator level and cannot be manipulated byusers. Individual display settings are user-definedand may be changed within the limits built into a

specific HMI implementation. This will alsoinclude a default setting.

A password system with robust encryption andregular password changes triggered by the HMI isessential.

The software application may be hosted on a

computer running other software applicationsand that this HMI may also be shared with otherAirport CDM functions. Uniformity of presenta-tion, including resolution settings, may thereforebe an important consideration.

The technical infrastructure of AirportCDM does not require expensive solu-tions!

Uniformity of information The basic principle is that all users with the samelevel of access rights shall always see the sameinformation. This principle must also be carriedforward to the HMI. Any changes to informationwill be displayed to all users with the appropriateaccess rights.

Lists, windows and pop-upsAs a minimum, the following lists are needed:

Operations listArrival listDeparture list

Additionally, a General Information Window isenvisaged. Pop-ups may be used for specific pur-poses, e.g. alarms.

Since the software application will be outputtingtimed data referring to the same event category(e.g. landing), but with different significance (e.g.estimated or actual), it is essential that the HMImakes such differences clearly identifiable.

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Figure 3-6: HMI examples

Barcelona Airport CDM HMI

Athens Airport CDM HMI

Munich Airport CDM SequencePlanner for ATC

Brussels Airport CDM TOBT/TSAT HMI for ATC



Data input and modification The software application receives most of its dataautomatically. However, certain manual inputs arerequired. These include:

System managementIndividual display settingsResponse to alarms

Change of default valuesChange of arrival or departure sequenceChanges to airport configuration and runwaycapacity

The HMI will allow only inputs and / or changes tobe made in accordance with the access rightsembedded in the User Profile. For example, air-craft operators or ground handlers may onlyeffect inputs or changes for their own flights.Similarly, the arrival or departure capacity,sequence and runway to be used may only bechanged by ATC, whilst ATC will not have accessrights to change details of a flight which are inthe domain of the aircraft operator.

Alarms The alarms specified in the definition of the soft-ware application must be displayed by the HMI ina user-friendly manner and filtered according tothe User Profiles.

Alarms may use changes of colour of the text orbackground, display of certain symbols or useflashing text. The urgency of the alarm may bespecifically indicated.

The software application may be run in minimi-sed mode therefore it is essential that the HMI iscapable of displaying a pop-up warning when analarm is triggered in the (minimised) window.

3.2.9 Testing and fine tuning

The software application for CDM InformationSharing functionality contains a large numberof parameters that need to be set according tolocal circumstances. Consequently, testing isrequired to be performed on at least twolevels:

1) Testing of the interfaces, processing, input,output and HMI aspects against the functio-nal requirements. All partners and all datasources must be involved and predefinedtest protocols successfully completed, utili-sing default parameter values.Special attention must be given to the cor-rect functioning of the security arrange-ments, including the User Profiles.

2) When it has been demonstrated that theapplication performs according to the speci-fications, the default parameter values maybe changed to values considered or knownto be appropriate for the given location.

A shadow-mode operation, whereby the appro-priateness of the parameters can be checkedagainst real values, is recommended.

It is important that, during the shadow-modeoperation, all partners work closely togetherand adopt a constructive attitude to facilitate aquick and successful fine-tuning of the applica-tion.

Fine-tuning of the parameters will be conti-nuous and will probably require periodicreviews throughout the lifetime of the applica-tion, since the environment itself is also likely tochange. The need for changes will be signalledfrom the airport CDM performance measure-ment process described in Chapter 5.

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3.2.10 Regulatory aspects

The implementation of this CDM functionality atan airport does not, in any way, negate any of theapplicable rules and regulations already in force.

Airport CDM is based on the voluntary cooperationof the various partners, as a consequence of themutual recognition of the benefits that will accrue

for all.Currently, there are no international regulationsspecific to airport CDM.

Nevertheless, in order to ensure reliable andconsistent operation, the roles and responsibili-ties of all partners need to be formalised in acomprehensive Memorandum of Understandingand, where applicable, Service Level Agreements. The latter is of particular significance in respect of those partners undertaking certain services onbehalf of others. Attachment 2 contains samplesof such documents.

It is important that the partners also agree andappoint an Airport CDM Project Manager tomanage all the organisational aspects, as mentio-ned earlier.

3.2.11 Publication of information

The availability of the Airport CDM InformationSharing function will have to be made known toall concerned. Information will be available fromat least two sources:

Operator Handbooks and training materialAIS channels

Operator Handbooks and training material will beproduced to ensure the uniform training of ope-rators and the harmonised implementation of this functionality.

The Operator Handbooks will have a commoncore and supplements to reflect the particularenvironments of the various partners. Aircraftoperators will also want to use extracts as supple-ments to on-board documentation.

The training material is probably best developedas an interactive, self-teaching course, with speci-

fic modules also suitable for pilots. This approachcan save a lot of expensive training time.

Keep enough copies of both the OperatorHandbook and training material in stock, so thatnew partners can be given sufficient copies assoon as they come on-board.

The specific procedures applicable as a result of the implementation of this functionality will alsohave to be published via the usual AIS channels,including the AIP.

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3 IMPLEM ENTATION (CONT’D)

3.3 Airport CDM turn-roundprocess – the milestonesapproach


Where Airport CDM Information Sharing hasbeen implemented, significant further improve-

ments can be achieved by implementing theMilestones Approach.

Focused process engineering in the arrival anddeparture processes, including ground opera-tions, will improve on-time performance and bet-ter use of available resources.

Milestones are critical events in the pro-gress of a flight, allowing a more accurateprediction of subsequent events.

The main objective of this functionality is to fur-ther improve the common situational awarenessof all partners by defining Milestones againstwhich flight progress is monitored. More specifi-cally, the objectives are:

Define key events in order to track the pro-

gress of flights and the distribution of thesekey events (Milestones)Define information updates and triggers: newdata, downstream estimates updates, alarms,notifications, etc.Specify Data Quality in terms of accuracy, time-liness, reliability, stability and predictabilitybased on a moving time windowEnsure linkage between arriving and depar-ting flightsObtain stability of decisionsImprove quality of information

In this context, the flight is seen from the airport’sperspective, which recognises the following threephases: Inbound, Ground and Outbound Phase. Adelay of the inbound flight not only has animpact on the Ground Phase, but also on:

the Outbound Phase of the flight using thesame airframe

the crewthe flights carrying transfer passengers

Milestones:Facilitate an improvement in the aware-ness of all airport partners Trigger updates of downstreaminformation and raise alarmsHelp to identify potential delays of theaircraft, triggering re-planningEnable collaborative decisions to bemade

Together with the Milestones, the rules for updat-ing downstream information and the target accu-racy of the estimates are defined.

When a flight is initiated in the software applica-tion, a number of milestones are created based

on pre-defined and agreed default values. As anexample, the default turn-round time is based onthe type of flight, type of aircraft, aircraft operatoretc. and agreed amongst the airport partners.

As information is received about the subject flight(i.e. flight plan, ATFM measures, actual progressetc), the downstream milestones are updatedaccordingly and alarms are raised, if required.

Aircraft operators and ground handling agentscan review and update certain default values in



order to improve the quality of the prediction, e.g.based on the number of passengers or theprogress of connecting flights.

The progress of the flight is monitored automati-cally. Should the flight become late, the appropri-ate operator is prompted to re-plan (e.g. standand gate changes) or re-schedule the correspon-

ding outbound and any associated connectingflight(s).

Post-process analysis will not only enable thepartners to monitor the benefits of Airport CDMbut also help them to establish the precise rea-sons for not meeting the Milestone requirementsin respect of individual flights. Action can then beundertaken to minimise the effects in the futureor eliminate the causes altogether.

3.3.2 Prerequisites forimplementation

The Airport CDM Turn-Round Process is a CDMelement built onto the infrastructure already cre-ated for Airport CDM Information Sharing. It cor-relates the incoming and outgoing flight utilisingthe same airframe and may also link informationon crew, transfer passengers and baggage andtheir impact on departing flights.

3.3.3 Responsibility for adherence toplanning

The aircraft operator / ground handler is respon-sible for ensuring the aircraft is ready for start upin accordance with the declared TOBT / TSAT.

After stat up, ATC is responsible for ensuring theflight meets the CTOT.

The responsibilities of all airport partners aredescribed in Attachment 2.1 - Generic AirportCDM Procedures.

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3.3.4 The defined Milestones

A total of 16 basic Milestones have been defined.More milestones may need to be included forinstance to cover de-icing where and when appli-cable.

The Milestones represent the critical events in the

progress of a flight. They create a framework forairport CDM partners’ decision making based ona moving horizon.

The list of Milestones is indicativeLocal circumstances will dictate whichones are to be used or whether newones need to be defined

The defined Milestones are:



Number

1

2

3

4

56

7

8

9

10

11

12

13

14

15

16

Milestone

Flight plan activation

CTOT allocation

Take off from outstation

FIR entry / Local ATC

Final approachLanding

In-block

Ground handling starts

Final update of TOBT

ATC issues TSAT

Boarding starts

Aircraft ready

Start up request

Start up approved

Off-block

Take off

Table 3-8: Milestones

Figure 3-7: Milestones

Time Reference

3 hours before EOBT

2 hours before EOBT

ATOT from outstation

Varies according to airport

Varies according to airportALDT

AIBT

AGHT




ARDT

ASRT

ASAT

AOBT

ATOT

Required / Desirablefor Airport CDMImplementation

Desirable

Required

Required

Desirable

RequiredRequired

Required

Desirable

Required

Required

Required

Required

Required

Required

Required

Required

Datacoherencycheck

FIR Entry/Local ATC Taxi In(EXIT)

ATOT ALDT

INBOUND

MTTT Minimum TurnRound Times will bein the CDM platformand can be updatedby AO/GH

ARDT

ASRT

ASAT

AOBT ATOT

Boarding

TURN ROUND

OUTBOUND7/ 8

9 10

11

CDM Milestones

12 13

15 16

14AIBTAGHT

Final updateof TOBT

-3hrs Flight Plan activation (FPL)

-2hrs CTOT allocation

Take Off from outstation

FinalApproach

ATC issues TSAT Taxi Out(EXOT)

1 2 3 4 5 6



3.3.5 Functional requirements

The following table describes in detail each Milestone, including its origin, timing, required data qualityand effect.

3-24


Table 3-9: Milestones characteristics

MILESTONE 1.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures

Operational Status(changes to)

Action on CDMOperation (ACISP)

FLIGHT PLAN ACTIVATION

Filed flight plan submission. A CDM operation is created in the function whenscheduled departure flight is downloaded from the airport database

The filed flight plan will be submitted by the aircraft operator anddistributed by the IFPS. All involved units will receive the flight plan,including departure and destination aerodromes.

Normally this shall take place at least 3 hours before EOBT. In some casesa repetitive flight plan (RPL) has been submitted, covering daily or weeklyflights.

The filed flight plan should conform to the airport slot programme.

One aircraft turn-round will normally include an arriving and a departing flight,meaning that it will have two related flight plans. For co-ordinated airports, theoutbound flight will already be known. The flight plan may be used to updatecertain information such as type of aircraft. For long distance flights, also theELDT may differ from the airport slot. For non co-ordinated airports, the flightplan may be used to initiate the outbound flight. The flight shall be ready notlater than 15 minutes after the planned EOBT. For a delay greater than 15minutes a DLA message will be required. The DPI process commences (if implemented – see section X for details).

■ AIRPORT – Check FPL against Airport slot. Ensure registration is available

in order to create link to a departure. If there is any discrepancy an alarm israised and the AO is contacted. Note: An E-DPI may be sent when the FPLand Airport Slot data correspond.

■ AO – Ensure airport slot is available. Submission of FPL.Reaction to an alarm concerning a discrepancy in data.

■ GH – No action (unless delegation of responsibility has been made by AO)

SCHEDULED

ELDT and EIBT updated for an arrivalEOBT and ETOT updated for a departure

The DPI process commences (if implemented – see section X for details).




MILESTONE 2.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



CTOT ALLOCATION

SIT1 is the CFMU Slot (CTOT) Issue Time.

The CTOT is issued by the CFMU and is sent to relevant ATS units as well as thedeparture aerodrome.

If the flight is regulated, a CTOT is issued at EOBT–2h. If the flight is not regula-ted, the flight will respect EOBT ± 15 minutes.■ Certain time parameters limit the possibility for the CFMU to revise the CTOT■ The TRS (Time to Remove from the Sequence) prevents a change to a later

CTOT when the flight is already in the departure sequence■

The TIS (Time to Insert into the Sequence) prevents an improvement into analready organized departure sequence

Not applicable.

For inbound flights, ELDT shall be updated based on information provided bythe CFMU, taking into account the actual progress of the flight. For outboundflights, in order to adhere to the CTOT, regulated flights shall take off at CTOT -5/+10 minutes. A CTOT has an effect on the TOBT as well as on the departuresequence.

■ CFMU – Issue or update CTOT if required

N. A.

ETOT/CTOTMark appropriate fields as REGULATED





MILESTONE 3.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



TAKE OFF FROM OUTSTATION

The ATOT from the outstation (ADEP)

The outstation will provide the ATOT to the CFMU and Aircraft Operator.

The data shall be available as soon as possible after occurrence of themilestone.

The accuracy of ATOT should be +/- 1 minute.

If the destination airport (ADES) is greater than 3hrs flying time it will receivethe ATOT from either the CFMU or via the aircraft operator/handling agent.When the ATOT from the outstation is known an ELDT can be calculated byusing the Estimated Elapsed Time on the FPL.

When the flight is within 3hrs flying time of the ADES the CFMU will monitorthe progress of the flight using the ETFMS and send to the CDM airport aFlight Update Message (FUM) that constantly tracks a flight’s progress. The FUM will contain the flight status and an accurate ELDT based on positionand speed. On reception of the ELDT the aircraft operator will review the EOBTfor the outbound Flight and if required send a DLA message.

■ AIRPORT – Stand and Gate Mgt can use updated EIBT to review planning.■ AO – Monitor TOBT and consider options if it is greater than EOBT■ GH – Review stand and EIBT for allocation of resources■ CFMU – Send FUM with ATC Activated status

AIRBORNE

ELDT, EIBT, TOBT and TTOT updated




MILESTONE 4.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



DESTINATION FIR ENTRY / LOCAL ATC

The flight enters the FIR (Flight Information Region) or the local airspace of thedestination airport.

This information will normally be available from the Area Control Centre (ACC)or Approach Control Unit that is associated with an airport. The radar systemwill be able to detect a flight based upon the assigned SSR code when the

flight crosses a defined FIR/ATC boundary.

Dependent upon the position of the airport in relation to the FIR boundary.

Must be equal to the accuracy of the ATC system.

The accuracy of ELDT is particularly important at this stage since downstreamdecisions are taken, such as stand /gate / aircraft changes, preparation of arri-val sequence, preparation of ground handling operations, decisions for connec-ting passengers.

Uncertainty and ELDT non-accuracy at this stage significantly increase risks forbad and last minute decisions and internal disruptions. The objective todecrease the number of stand and gate changes in the last 30’requires highaccuracy regarding departure and arrival times. Therefore, taking into accountthe taxi-in time (EXIT), any change to a stand or gate should be avoided afterELDT-30’.

The update of TOBT for the related departing flight should take place followingthis milestone. Decisions such as the turn-round period, connecting passengersetc should be taken and be as stable as possible at this event. An estimated in-block time (EIBT) can be computed using the ELDT and the estimated taxi-intime.

■ AIRPORT – Ensure final stand allocated 20 minutes prior to ELDT■ AO – Monitor TOBT and consider options if it is greater than EOBT■ GH – Review stand and EIBT for allocation of resources■ ATC– Provide more accurate ELDT

FIR






MILESTONE 5.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



FINAL APPROACH

The flight enters the Final Approach phase at the destination airport

This information will normally be available from ATC. The radar system willdetect a flight based upon the assigned SSR code and identify when the flightcrosses either a defined range/position or passes/leaves a predetermined level.

Dependent upon local parameters that are defined by ATC.

Must be equal to the accuracy of the ATC system.

The accuracy of ELDT can be further updated. When a flight reaches this stageit is usually between 2 and 5 minutes from landing (depending on theparameter set by ATC). This is often the prompt for many partners to startmoving resources connected with the flight, such as positioning a parkingmarshal and ground handling services.

■ AIRPORT – Check status of allocated stand■ AO – Monitor TOBT and consider options if it is greater than EOBT■ GH – Review stand and EIBT for allocation of resources■ ATC– Provide more accurate ELDT

FINAL





MILESTONE 6.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



LANDING

ALDT – Actual Landing Time. This is the time that an aircraft lands on a runway.(Equivalent to ATC ATA – Actual Time of Arrival landing, ACARS=ON).

Provided by ATC system or by ACARS from equipped aircraft.


Data should be available with an accuracy of +/- 1 minute.

The occurrence of ALDT should trigger an update of downstream estimates: TOBT and TTOT can be updated automatically or by manual input by theaircraft operator/handling agent, calculated on the basis of the definedturn-round period for the departing flight. The EIBT can be updated accordingto the ALDT +EXIT.

■ ATC– Provide accurate ALDT

LANDED

ELDT changes to ALDT,EIBT, TOBT and TTOT updated





MILESTONE 7.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



IN-BLOCK

AIBT - Actual In Block Time. This is the time that an aircraft arrives in blocks.(Equivalent to Airline/Handler ATA – Actual Time of Arrival, ACARS = IN)

ACARS equipped aircraft or automated docking systems or ATC systems(e.g. A-SMGCS) or by manual input.



The occurrence of AIBT should trigger an update of downstream estimates: TOBT can be updated automatically or through manual input by the aircraftoperator/handling agent, calculated on the basis of the estimated turn-roundperiod for the departing flight.

■ AO/GH – Review turn-round operation

IN-BLOCK

EIBT changes to AIBT TOBT and TTOT updated




MILESTONE 8.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



GROUND HANDLING STARTS

The start of Ramp Operations (AGHT). Note this milestone is specific to flightsthat are the first operation of the day or that have been long term parked. For flights that are on a normal turn-round AGHT is considered to commence at AIBT.

Aircraft operator / Ground handling will provide the information.



The occurrence of AGHT should trigger an update of downstream estimates: TOBT can be updated automatically or via manual input by the aircraft opera-tor/ handling agent, calculated on the basis of the estimated turn-round periodfor the departing flight.

■ AO/GH – If the flight is the first of the day or has been long term parked AO

or GH will input AGHT

IN-BLOCK

ETTT/TOBT, TTOT updated





MILESTONE 9.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



FINAL UPDATE OF THE TOBT

The time at which the aircraft operator or handling agent provide their mostaccurate TOBT taking into account the operational situation.

The aircraft operator /handling agent provides the information.

The information is provided no later than EOBT – t minutes (t is a parametertime agreed locally).

Accuracy is to be agreed locally.

The aim of the TOBT information is to give a timely, accurate and reliableassessment of the off-block time. It is recognised that main benefits of sharingthe TOBT are expected in case of disruptions (internal or external). In suchcases, the difference between EOBT (shared by ATC, CFMU and Stand / GateManagement) and TOBT may be important.

An accurate TOBT at [EOBT-t minutes] is a pre-requisite for ATC to establish apush back / pre-departure sequence. Emphasis is put on the need for the air-craft operator to integrate his own strategy to compute a TOBT related to theflight. Following the receipt of the TOBT, the ATC system will calculate and pro-vide the Estimated Taxi-Out Time (EXOT) based on the predicted traffic load,gate / stand location, runway in use, and waiting period at the HoldingPosition, etc.

The flight is introduced into the pre-departure sequence. The aircraft operator/handling agent, in co-ordination with the aircrew, can manage the turn-roundprocess accordingly.

■ AO/GH – Between AIBT and X minutes before off-block, update the TOBT.■ CFMU – Update CTOT if required

N.A.

TTOT updated




MILESTONE 10.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



ATC ISSUES TSAT

The time ATC issues the Target Start Up Approval Time

ATC

The information is provided t-minutes after the reception of the TOBT, where tis a parameter agreed locally

Accuracy is to be agreed locally

The flight is introduced into the pre-departure sequence. The aircraft opera-tor/handling agent, in co-ordination with the aircrew, can manage the turn-round process accordingly.

■ AIRPORT – Stand and Gate Mgt can use TSAT to review planning■ AO/GH – AO/GH will inform Flight crew (unless the TSAT has been part of a

datalink clearance)■ ATC– Issue a TSAT based upon the pre-departure sequence and CTOT com-

pliance

N.A.

TTOT updated





MILESTONE 11.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



BOARDING STARTS

The gate is open for passengers to physically start boarding (independent of whether boarding will take place via an air-bridge/pier, aircraft steps orcoaching to a stand). This is not to be confused with the time passengers arepre-called to the gate via flight information display systems (FIDS) or publicaddress systems.

Automatic from airport system or manual input by aircraft operator/handlingagent.

The data shall be available as soon as possible after occurrence of the miles-tone.


When boarding commences it will give CDM partners a good indication of whether the TOBT/TSAT will be respected.

■ AIRPORT – An alarm will normally be generated if boarding is late■ AO/GH – Ensure that boarding starts in sufficient time to meet TOBT

BOARDING

N.A.




MILESTONE 12.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



AIRCRAFT READY

The time when all doors are closed, boarding bridge removed, push back vehicle connected, ready to taxi immediately upon reception of TWRinstructions (ARDT).

Provided by the aircraft operator/ handling agent.



ATC can refine the pre-departure sequence. Pilot can request Start upfollowing co-ordination with the handling agent (Dispatcher/ Supervisor/Redcap).

■ AO/GH – will confirm REA in situation where a slot improvement is required■ CFMU – CFMU will try to improve the slot based on REA Messages

READY

N.A.





MILESTONE 13.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



START UP REQUEST

The time that Start up is requested (ASRT).

ATC (based on pilot request).



ATC will provide the aircraft with a TSAT in order to insert the aircraft in thepre-departure sequence. Provided the aircraft was ready on time (ARDT),it is now up to ATC to assure that a regulated flight can respect its CTOT.

■ FLIGHT CREW- Request start up at TSAT

N.A.

N.A.




MILESTONE 14.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



START UP APPROVED

ASAT - Actual Start up Approval Time. This is the time that an aircraft receives itsStart up approval.

ATC



On receipt of ATC approval, the aircraft will start up, push back and start to taxi.

■ ATC– Approve start up at TSAT

N.A.

N.A.





MILESTONE 15.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



OFF-BLOCK

AOBT – Actual Off Block Time. The time the aircraft pushes back/vacates theparking position (Equivalent to Airline/Handler ATD – Actual Time of DepartureACARS=OUT).

ACARS equipped aircraft or automated docking systems or ATC systems(e.g. A-SMGCS) or by manual input.



TTOT updated considering the EXOT.

■ CFMU – will freeze the CTOT■ ATC– Establish the final departure sequence prior to take off

OFF-BLOCK

AOBT recorded




MILESTONE 16.

Definition

Origin andpriority

Timing

Data Quality

Effect

Procedures



TAKE OFF

ATOT – Actual Take Off Time. This is the time that an aircraft takes off fromthe runway. (Equivalent to ATC ATD–Actual Time of Departure, ACARS = OFF).

Provided by ATC system or from ACARS equipped aircraft.



FSA and MVT messages is sent

■ CFMU – FUM sent with ‘ATC Activated’ status to ADES■ ATC– FSA sent to CFMU

DEPARTED / TAKE OFF

ATOT recorded





This functionality is based on the already imple-mented Airport CDM Information Sharing.Additional data input and output must be provi-

ded for, in addition to the required computinglogic if implemented as a software application.

3.3.7 Human-machine interface

The specific user interface requirements are verylimited and are best met by combining with theHMI of the Airport CDM Information Sharing.

Operator input and display of additional datamust be provided for.

HMI enhancements could include a graphicaldepiction of a given flight, with the past andfuture Milestones shown, both as estimates andactual times, which provides an at-a-glance statusof the selected flight(s).


The application creates a number of Milestoneswhen a flight is activated. Thereafter, and duringthe management / handling of the flight, calcula-ted Milestones can be compared to the real-timeones, to ensure the meeting of the objectives. Testing the application concentrates on valida-ting the Milestones calculated by it, to ensure thatthe correct reference base is utilised.


The Milestones approach is an extremely power-ful tool and in the correct environment will act asa constant reminder for all partners to keep up

with time and the tasks at hand.

It is very important that the agreements coveringairport CDM cover also the impact and effects of the Milestones approach, so that its improvementpotential is fully exploited.

3.3.10 Publication of information

Operator Handbooks and training material willexplain the details of the Milestones approach.



3.4 Variable taxi timecalculation


Accurate taxi times are essential forcalculating the following important timesin the milestones approach:

the Estimated In Block Time (EIBT)the Estimated/Target Take Off Time (E/TTOT),andthe Calculated Take Off Time (CTOT) bythe CFMU.

At complex airports the layout of runways andparking stands can result in a large difference intaxi time. Instead of using a standard defaultvalue, a calculation of the different permutationsbased upon historic data, operational experienceand/or an integrated tool will provide a set of more realistic individual taxi times.

An accurate taxi-in time , added to the estimat-ed/actual landing time, will provide an accurateEIBT which will be beneficial for stand and gateplanning, predeparture sequencing and groundhandling resource management.

For departures, an accurate taxi-out time , addedto an estimated/actual off block time, will providean E/TTOT which can be used by the CFMU toprovide a realistic CTOT, to update the flight pro-file within ETFMS and hence optimise the flow of European Air Traffic.

The duration of the Taxi Time is calculated tothe required accuracy, based on general andlocation-specific rules.

Knowledge of realistic taxi times underchanging conditions:

enables ATC to optimise the pushback,taxi and take off sequence and hence

reduce queuing and taxiway congestionimproves CTOT compliance

3.4.2 Definition of taxi time

For Airport CDM purposes, taxi time is consideredto be:

For arriving flights: the taxi-in time isthe period between the Actual Landing Time (ALDT) and the Actual In-Block Time (AIBT)

For departing flights: the taxi-out time isthe period between the Actual Off-Block Time (AOBT) and the Actual Take Off Time (ATOT)

For calculation purposes within the CDM plat-form, taxi times will be referred to as estimated

taxi-in (EXIT) and estimated taxi-out (EXOT) asthere is no requirement for a scheduled, actual ortarget taxi time.



3.4.3 Parameters affecting taxi time

The most common parameters affecting taxitimes are:

Airport layout and infrastructureRunway(s) in use (including the distance of the taxi holding positions from the runway)

Number of runway crossings requiredAircraft parking stand locationMeteorological conditionsAircraft typePush back approval delivery timeRemote de-icing/anti-icing Traffic densityLocal operating procedures

3.4.4 Methods for calculating taxi times

At most small airports there is no need for vari-able taxi times as the layout of terminals and run-ways normally means that the current defaultvalue will be sufficient.

At medium and large airports the configu-ration of the runways and layout of terminalbuildings can mean that a significant differencein taxi times occurs for arriving and departing

flights.

In the situation where taxi times vary significantlya calculation should be made taking the follow-ing into account:

The current default taxi timesInput from operational expertise (e.g. ATC, localoperators and Stand and Gate management)Aircraft type/categoryAverage taxi times based on historical data

Specific taxi times based on operational condi-tions Taxi routings according to RWY in use

Default taxi timesDefault taxi times are used at most airports today,normally a single taxi time is attributed to eachrunway configuration (e.g. Landing Runway 03L =

5 minutes taxi-in time and Departure runway 03R= 9 minutes taxi-out time). These values apply toall types of aircraft, all weather conditions and allparking stands.

This introduces inaccuracies and makes adher-ence to the CTOT difficult.

The default taxi time method may continue to beused at small airports where the accuracy achiev-able with this method is sufficient.

Operational ExpertiseOne of the most accurate sources of informationat an airport concerning taxi times is from part-ners such as local based AOs, ATC, GroundHandling and Stand and Gate Management. These partners regularly deal with the movementof traffic and should be involved when evaluatingthe operational constraints and considerationsconcerning taxi times.

Aircraft Type/Category The different types of aircraft or wake vortex cat-egories of aircraft should be taken into account asa significant variation can exist depending on theassortment of types using the airport.

Average taxi times based on historical data The default taxi time method can be improved byreplacing the default values with average taxitimes calculated using historical data applicablefor different runway configurations and either

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individual stands or groups of stands. It may alsobe necessary to consider different periods of theyear, different days of the week, week-ends, peri-ods of the day, arrival/departure mix, etc.

The unimpeded taxi times may be deduced fromsimulations, historical data or actual measure-ments. They should take into account typical taxi

speeds and aircraft types.

The unimpeded taxi times can be used for arriv-ing flights and departing flights, where there isnormally no queuing prior to take off.

Specific taxi times based on operationalconditionsAt airports where there is frequently the need toqueue aircraft prior to take off it will be necessaryto add additional time to the unimpeded timesto account for any delay incurred at the holdingpoint.

This extra time will be subject to local constraintsbut could be systematically updated according to

information available in the Airport CDMInformation Sharing.

Advanced taxi time calculation The methods previously detailed concern staticdata obtainable from look up tables. Future sys-tems or tools (e.g. Departure Manager–DMAN)should be able to accurately and progressively

predict the taxi time using more sophisticateddata sources, such as ground movement surveil-lance equipment, and taking into account theconditions or position of the aircraft. This precisedata will be able to improve the prediction of EIBT and E/TTOT.

3.4.5 System context

Accuracy requirements The accuracy requirements of taxi time calcula-tions can be defined as Long, Medium and Short Term, as shown in the following table.

Note that these figures are still tentative.

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Timelines Time periode covered Input Required Accuracy

Long Term Off-Block Time - 3htoOff-Block Time - 2h

Predicted static data (current runwayin use, and planned stand). If thisinformation is not available then adefault value should be used

+/- 7 minutes

Medium Term Off-Block Time - 2htoOff-Block Time - 30 min

Update static data (current runwayin use, and planned stand)

+/- 5 minutes

Short Term Off-Block Time - 30 mintoActual Off-Block Time

Current runway in use and actualstand

+/- 2 minutes

Table 3-23: Accuracy requirements



HMI considerations The process used to apply variable taxi timesmust be an integral part of the Airport CDMInformation Sharing.

Even in the most comprehensive system, not alleventualities can be covered by predeterminedmodification factors. There is therefore a need to

enable the entry of manual modifications to thebasic calculation of taxi time.

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DPI Depa rtureP l a nningI nform a tion FUMSupply the CFMU withupdated informationconcerning a departureflight at a CDM-A

F light U pd a te

Messa geInform the Partners at

a CDM-A about theprogress of an

arrival flight

CFMU

3.5 Collaborative Managementof Flight Updates


It is the task of the Central Flow ManagementUnit (CFMU) to protect ATC Units from overloadand to ensure an equitable distribution of the

available capacity. Traffic prediction relies to alarge extent on the Estimated Take Off Time(ETOT) and hence it is crucial to have accurateETOTs in the ATM system.

Obviously, a previously calculated ETOT maychange as a result of traffic or aircraft operatorpreferences.

The CFMU must be provided with theETOT/TTOT and all changes thereto toensure the continued accuracy of the traf-fic prediction.

Collaborative Management of Flight Updatesintegrates Airport CDM into the core of the flowand capacity management process by establish-ing Airport CDM information exchange with theCFMU systems. This improved co-operation with

the CFMU slot allocation process will furtherenhance the flexibility of aircraft and airportoperations.

The main objectives the Collaborate Manage-ment of Flight Updates are:

Ensure the completeness of information bet-ween en-route and airport operationsImprove predictability of ground operationsthrough enhanced initial information aboutinbound flights

Improve estimates of take off times, allowing amore accurate and more predictable view of the traffic situation, resulting in improvedATFM slot allocation

The CFMU has introduced the Enhanced TacticalFlow Management System (ETFMS), whichaddresses previous shortcomings and brings the

flow management operation in line with currentand future requirements.

Collaborative Management of FlightUpdates is the Airport CDM contributionto ETFMS. It is one of several measures theCFMU is taking to enhance its service.

In Collaborative Management of Flight Updates,the exchange of information with the CFMU isrealised by:

Sending Flight Update Messages (FUM) fromthe CFMU to the airports concernedSending Departure Planning InformationMessages (DPI) from the airport concerned tothe CFMU

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Figure 3-8:FUM & DPI messages



The exchange of DPI and FUM messages is thesubject of extensive evaluation and tests. Theresults of the tests will determine the final form of interaction between the CFMU and Airport CDM.

3.5.2 Prerequisites for implementation

Collaborative Management of Flight Updates cre-

ates direct information exchange with the CFMU.

It is essential that end-to-end data andcommunications quality meet the prescri-bed requirements to ensure appropriateprotection of the CFMU operation.

An airport that meets all the requirements speci-fied for allowing direct communication with theCFMU is designated a CDM-Airport (CDM-A). Thisstatus will be recognised in the Service LevelAgreement concluded between the airport andthe CFMU.

In order to become a CDM-A, an airport is expect-ed to ensure the following:

Airport CDM Information Sharing and the Turn-Round Process (Milestones Approach) is

implementedData quality and communications capabilitiesmeet the requirements specified by the CFMUAppropriate Service Level Agreements existbetween all participating airport partnersA Service Level Agreement is signed betweenthe CDM-A and the CFMU

It is strongly recommended that theVariable Taxi Time Calculation is alsoimplemented.

The Airport CDM partners will need to designatea common representative who will act on theirbehalf in all aspects of working with the CFMU. This operational contact person is not necessarilythe local airport CDM implementation projectmanager.

It is important to note that the CFMU requires a

single focal point at each CDM-Airport, as it doesnot have the capacity to deal with single partnersindividually.

3.5.3 Messages from the CDM-Ato the CFMU

The Departure Planning Information (DPI)Messages supply the CFMU with flight data relat-ed updates.

The DPI messages contain accurate Estimated Take Off Times (ETOT), Target Take Off Times(TTOT), taxi times and Standard InstrumentDepartures (SID) information. Subsequent DPImessages work as updates to previously sentinformation, containing progressively more accu-rate information.

The automated transmission of the DPI messagesis triggered by system events derived from the

Milestones Approach. Each DPI message relatesto a single flight only.

The CFMU processes the DPI messages receivedand if necessary, the CTOT is recalculated. A FlightUpdate Message (FUM, see below) is sent by theCFMU to the flight’s next destination airport.

There are four types of DPI messages:E-DPI - Early DPIT-DPI - Target DPIA-DPI - ATC DPIC-DPI - Cancel DPI

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The E-DPI message notifies the ETOT 2 to 3 hoursbefore Off-block Time. In view of the long leadtime, the information sent can be of limited accu-racy. The main purpose of the E-DPI is to confirmthat the flight is going to occur. Before an E-DPI issent, it is required that the CDM platform matchthe FPL and Airport Slot.

The T-DPI message is sent between 2 hoursbefore off-block time and ATC time of prede-parture sequencing. It supplies an accurate Target Take Off Time ( TTOT). Use of the variabletaxi time calculation will permit an accurate TTOT to be calculated, which will then allow theCFMU to issue CTOT improvements wheneverpossible.

A “Confirmed” T-DPI contains data based on TOBTthat has been confirmed by the Aircraft Operatoror Ground Handling Agent. It is extremely impor-tant that provisions be put in place ensuring thatconfirmed T-DPI messages are sent only with theagreement of the aircraft operators.

The A-DPI message is sent between ATC time of predeparture sequencing and take off. It servesto supply the CFMU with a very accurate Target Take Off Time (TTOT) based on the ATC situa-tion.

The C-DPI message serves to supply the CFMUwith a cancellation of a previously sent ETOT or TTOT. The C-DPI is sent when a previously sentestimated take off time is no longer valid andwhen a new one is not yet known. A typicaloperational example is a technical problem withthe aircraft after an ATC clearance has beengiven.

The CFMU sends back to the CDM-A reply mes-sages to the DPI messages. Two types of repliescan be distinguished:

a) Error messages, when for example ETFMS wasnot able to process the DPI message

b) Warning messages, when for example ETFMSdiscovered an IFPS inconsistency

It is important to note that the automatedtransmission of DPI messages does not

release the aircraft operators from theobligation of sending CHG and DLA mes-sages, as required by the applicable ICAOprovisions.

3.5.4 Messages sent from the CFMU tothe CDM-A

The CFMU sends Flight Update Messages (FUM) tosupply airports of destination with an EstimatedLanding Time (ELDT). In addition to the ELDT, theFUM contains the last point in the flight plan routewith the corresponding Estimated Time Over (ETO)and also a flight status.

A FUM will be sent each time a significant updateof the flight occurs in ETFMS. It contains the mostrecent information known to the CFMU, basedupon its own flight profile calculation, flight dataand radar position updates received from ATC

and DPI messages concerning the flight if it is notyet airborne.

The FUM has considerable advantages over tradi-tional movement messages:

It is visible to all airport partnersIt is sent systematically and automaticallyIt is first sent at ELDT-3 hours, thereby expan-ding the available time horizon by an hour or soIt is sent at take off It is sent when the ELDT changes by more than5 minutes

3-47



Note: Precise details (such as format and triggers)can be obtained from the CFMU via the websitewww.cfmu.eurocontrol.int.


DPI and FUM are system to system messages, trig-gered by events and sent automatically.

In an environment where CollaborativeManagement of Flight Updates has been imple-mented, actions such as confirming the TOBTand other milestones have a significance thatextend into the core of the flow managementprocess and local procedures must reflect this(e.g. by ensuring that only authorised personsmay confirm a TOBT).

The CFMU terminal is an existing flow manage-ment tool, widely used by Aircraft Operators,airports and ATC. Discrepancies between thefiled flight plan (FPL) data and DPI messagedata are reported by the CFMU via the CFMUterminal.


The DPI and FUM are sent in the same ADEXPformat as other CFMU messages.


The CFMU will only communicate with the CDM-A via the Airport CDM Information Sharing plat-form, which is normally responsible for the gener-ation, updating and sending of DPI messages andthe interpretation of the FUM.Communications between the CDM-A and theCFMU will take place on the network to be speci-fied by the CFMU. In most cases this means theAFTN.

The mixture of data ownership and the fact thatseveral updates coming from different airportCDM partners can trigger the DPI messages implyspecial processing requirements that need to besatisfied by Airport CDM Information Sharing.


In order to exchange data with the CFMU, an air-port must satisfy certain requirements and bedesignated as a CDM-A.

While the CFMU is not a regulatory agency, itdoes have a license to prescribe mandatory con-ditions its partners must meet in order to use theCFMU services. It also has the power to withdrawa service when a partner fails to abide by the con-ditions applicable.

The CFMU will conclude a Service LevelAgreement with a designated focal pointat each airport. This focal point must beduly authorised by all AIRPORT CDM part-ners to act on their behalf.

3.5.9 Publication of Information

The operational procedures to be followedas a result of the introduction of Collaborative Management of FlightUpdates must be made available to per-sonnel in a readily accessible form.

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3.6 Collaborative PredepartureSequence


In most situations in air traffic management, theprinciple of “first come first served” is applied, and

predeparture sequencing is no different. Theresult is that flights are often pushed back in anorder that is not the best in the given ATC situa-tion and/or which does not take into account thepreferences of the aircraft operators.

Collaborative predeparture sequencing allowsATC to arrange the Target Off Block Times ( TOBT)obtained from the Turn-Round Process in a waythat flights can depart from their stands in theoptimum order.

The main objectives of CollaborativePredeparture Sequence are:

■ Enhance flexibility■ Improve punctuality■ Improve slot adherence■ Improve transparency■ Improve ground handling efficiency■ Improve stand and gate management

Where collaborative predeparture sequencing isused, Aircraft Operators/Ground Handlers areable to communicate preferences to ATC who willtake these into account together with other oper-ational constraints such as Calculated Take Off Times (CTOTs), other traffic and the required takeoff sequence. The partners will be able to work together and with ATC to optimise the start uporder even in very complicated circumstances,improving punctuality.

The optimised predeparture sequence will leadto more accurate Target Take Off Times (TTOTs).Any TTOT which falls outside the slot tolerancewindow will raise an alarm and so timely actioncan be taken to resolve the discrepancy.

All partners will benefit from the improved trans-parency of the operational situation. For example,

ground handlers will be able to position theirresources e.g. push back tugs, more efficiently asthey will know exactly in which order and whenthe flights will depart.

Stand and gate management will be able to planstands with more precision and AOs will be ableto manage their flights according to their prefer-ences and have a better overview of their aircraftmovements


Collaborative Predeparture Sequence willonly work properly in conjunction withother Airport CDM concept elements.

This element uses information from other CDMconcept elements. Therefore, before being imple-

mented Information Sharing, the Turn-RoundProcess and Variable Taxi Time Calculations needto be in place at the airport concerned.


Viewed from the Airport CDM perspective, thedeparture phase of a flight contains two especial-ly significant events, namely

Leaving the stand/parking position Take off from the runway

3-49



Predeparture sequencing affects only the organi-sation of the order in which flights leave thestand/parking position.

For obvious reasons, the predeparture sequencewill influence the order in which flights take off.However, take offs will not necessarily take placeaccording to the predeparture sequence as a

result of differing taxi times and the fine tuningthat may be applied by the aerodrome controllerin order to maximise runway throughput. This doesnot reduce or negate the benefits derived from theoriginal, collaboratively established predeparturesequence.

Establishing the initial sequenceIn practice, in the Airport CDM environment, a listof TOBTs is made available to ATC and the otherCDM partners as appropriate.

ATC, taking due account of the operational situa-tion, will confirm the TOBT of each flight by provid-ing a corresponding TSAT which is either equal toor later than the TOBT. These TSATs represent thepredeparture sequence in which flights will leavetheir stands.

The sequence is optimised taking known con-

straints into account. These include constraints thatmay arise from regulations (CTOT), the need to max-imize runway throughput and ground movementinteractions (e.g. push-back from adjacent stands).

Handling of preferencesATC will initially sequence flights in the order inwhich the confirmed Target Off Block Times (TOBT)are received, modified by known constraints, asexplained above.

Using Airport CDM Information Sharing, aircraftoperators and the airport operator may expresscertain preferences and ATC will take these intoaccount to the extent possible. The initialsequence is then modified, reflecting also thepreferences as far as they were accepted.

One typical case of aircraft operator preferenceis where two or more flights operated by thesame aircraft operator will be ready at the same

time (they have identical TOBTs).

With Collaborative PredepartureSequence, the aircraft operator canexpress through TOBT a preference for theorder of departure.

3-50


Figure 3-9: Munich Airport Sequence Planner



As mentioned earlier, predeparture sequencingconcerns only that part of the departure phasethat ends with leaving the stand. Accordingly,the preference expressed by the aircraft opera-tor will be considered by ATC only until the flighthas received push back/start up approval. Thereafter the preferences will no longer influ-ence the operation.

Flights with identical TOBT but operated by dif-ferent aircraft operators may be sorted on thebasis of the existing delay they were allocated,giving priority in accordance with local agree-ments.

Ground handlers and other service providerswill satisfy requests according to the “pre-depar-ture sequence”. E.g. by monitoring the allocationof TSATs by ATC, a GH can allocate push back tugs to the correct flights at the appropriatetime.


The essence of this element is the ability of part-ners to communicate preferences to ATC. Thepreferences are sent via Airport CDM InformationSharing and there are no specific messages orstandards to do this.

The local implementation will determine themethod such information is made known to ATC.

It is important to ensure that local arrange-ments are made for the uniform expres-sion of preferences by all Airport CDMpartners to avoid misunderstandings andarguments.

3.6.5 Human-Machine interface

In most systems possibilities for the indication of the preferences will include free text messagesand even methods like a telephone call. However,it is important that in all cases the CDM recordingfacility be involved in some way to ensure propertraceability for all transactions.


Protection of data and avoiding unauthorisedaccess is one of the most important built-in fea-tures of CDM. In the case of CollaborativePredeparture Sequence, ensuring that onlyauthorised and well founded requests are passedto ATC is especially important. Any abuse orimproper requests will quickly lead to loss of credibility of this feature.

3.6.7 Publication of Information

It is important to ensure that all partners whomay legitimately express a preference are fullyconversant with the availability of this possibilityand that they actively make use of it wheneverappropriate. Keep in mind that the preferencemay in fact come from a partner or department of a partner, who is not located on or near the air-

port.

Make partners aware of the availability of this feature!

Encourage them to use it!

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Figure 3-10: Collaborative Predeparture Sequence based on constraints and preferences

Off-Block Take off

Turn-round

Predeparture Sequence

Taxi-out

Collaborative Predeparture Sequencebased on constraints and preferences



3.7 CDM in Adverse Conditions


There are many different events, both plannedand unplanned, which disrupt the normal opera-tion of an airport and reduce its capacity to levelssubstantially below that of normal operations.

It is well known that most airports have devel-oped certain procedures and specific arrange-ments to deal with periods of adverse conditions,whether planned or unforeseen. The problem is,not all procedures are equally effective and theyare often applied inconsistently or without prop-er coordination between the partners con-cerned.

Another existing problem is the lack in mostplaces of a process to analyse the effectivenessof the procedures and to identify areas that needimprovement.

The consequence is typically that adverse condi-tions result in reduced capacity and long recov-ery times that could be improved or even elimi-nated by the use of proven, effective and fullycoordinated procedures.

Although every airport is different and it is notpossible to develop completely uniform proce-dures for the handling of adverse conditions,there are sufficient similarities to enable thedevelopment of high level, generalised guidancethat can serve as the basis for local procedures.

CDM in Adverse Conditions aims to enable themanagement of reduced capacity in the mostoptimal manner possible and to facilitate a swiftreturn to normal capacity once adverse condi-tions no longer prevail.

This element also ensures that de-icing, whetheron stand or remote, becomes part of the overallprocess of handling a flight. The time required forde-icing becomes visible to the partners and itcan also be accounted for in the calculation of thevarious target times.

Predictability can be enhanced substan-tially by the application of CDM in AdverseConditions.


CDM in Adverse Conditions requires that thepartners develop and agree procedures, coveringthe widest possible range of eventualities.

The procedures are then invoked as and whenrequired.

There are adverse conditions which can be fore-seen with more or less accuracy and both theirscope and likely effects are predictable. Snowyconditions, industrial action allowing the mainte-nance of elementary services, etc. would fall in

this category.

A fire, a crash, etc. is more difficult to prepare for interms of procedures and in fact too detailed, pre-arranged procedures may even be more of a hin-drance than a help.

In all cases, however, the common denominator isthe need for all partners to be informed in plentyof time, whenever possible, or immediately whennothing else is possible, of the impending oractual onset of adverse conditions.

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All partners must then follow the applicable pro-cedures, if they exist; or act creatively but still col-laboratively, if no, or only high level, proceduresare available.

Even in the absence of detailed proce-dures, acting collaboratively during

adverse conditions is essential.

At some airports, procedures and actions to befollowed and carried out are not connected tothe type of adverse condition, but to the capacityreduction it causes. This results in a less rigid sys-tem and covers all possible eventualities with lessneed to educated guesswork in the planning.

Regardless of the approach chosen, CDM inAdverse Conditions remains the focal point of information and warnings ensuring that all part-ners are aware of the situation as it develops.

It is essential to have Airport CDM InformationSharing, the Turn-Round Process and theCollaborative Predeparture Sequence in place forthis element to be effective.

Variable Taxi Time Calculation and the

Collaborative Management of Flight Updates cansubstantially enhance the effectiveness of CDM inAdverse Conditions.


No two airports are the same and the proceduresapplicable to predictable and unpredictableadverse conditions will be different by definition.However, there are certain common considera-tions which should form the basis of the proce-dures, irrespective of the local differences.

The following should be undertaken:

Prepare a plan of action and proceduresMake sure the procedures are simple and arethe same as those used in normal operations,where possibleEnsure that all partners, at all levels, are familiarwith the procedures

Appoint a CDM Coordinator who will be res-ponsible for coordinating the activities

Predictable adverse conditions

Even among predictable adverse condi-tions, some are more predictable thanothers. It is important that the proceduresdeveloped and the measures implemen-ted take this into account.

For example, two types of predictable adverseconditions, which fall on the opposite extremesof being more or less predictable, are

weather forecastsplanned maintenance.

The latter will in all likelihood stay within the pre-notified period of time and hence tight planningof resources and procedures around that time

period is appropriate. Forecast icing or low visibil-ity has not only uncertainty in whether it willoccur at all, but uncertainty exists also in regardof the time period during which it is to be takeninto account. This calls for planning with a muchwider latitude.

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Here is a list of the most significant predictableadverse conditions:

Weather and associated runway and taxi-way configuration – Especially wind will havea major impact on the runways to be used andthe associated taxi routes that will be utilised. The expected configuration will determine the

capacity available in the given period at theairport. This information has to be shared bet-ween the Airport CDM Partners.Need for de-icing – The need for de-icing ispredicted, together with the level of de-icingto be performed. The impact on capacity isdetermined and the resulting information hasto be shared among the Airport CDM partners.Construction and maintenance works –Planned works of this kind may or may nothave an impact on capacity. If they do, theimpact is evaluated and the resulting informa-tion must be shared between the Airport CDMpartners.Technical resource availability – Every air-port needs a minimum set of technicalresources to achieve its nominal capacity. Theactual and future availability of thoseresources is monitored and if their availabilitychanges, the impact on capacity is evaluated. The resulting information must be shared bet-

ween the Airport CDM partners.Industrial action – Each Airport CDM partnerhas to provide timely information on anyknown, planned industrial action affectingtheir operation. The impact on other partnersand capacity as a whole is evaluated. The resul-ting information has to be shared between thepartners.

The effects of the above and other predictableadverse conditions can be allocated different“alarm levels”, while the alarm levels in turn have

associated procedures and other provisions, asnecessary.

While partners will get information on the natureof the disruption, they will also be given an alarmappropriate to the level of the disruption(s) con-cerned.

Partners must follow the pre-agreed pro-cedures, arrange their resources accordin-gly and in general, keep the effects of thedisruption to the minimum.

Unpredictable adverse conditionsObviously, unpredictable adverse conditions aredifficult or impossible to anticipate. Nevertheless,they do fall into one of two categories:

The adverse condition is very similar or identi-cal to one of the already defined predictableadverse conditions (such as planned mainte-nance) and hence the same procedures can beused to deal with it. The adverse condition is such that none of theexisting special conditions can be applied (e.g.burst tyre on a runway).

In the latter case, organised improvisation is

required but even here, certain basic steps andprocedures can be pre-agreed to avoid having toimprovise everything.

In both cases it is essential to monitor the actualimpact on capacity, using pre-agreed key indica-tors. This is the best way to ensure that the con-clusions are correct and transparent to all thepartners.

The concept of “alarm levels” can be applied alsoin the case of unpredictable adverse conditions.

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The CDM Coordinator and the CDM CellAlthough Airport CDM partners work closely andcollaboratively as part of the CDM environment,at times, like in adverse conditions, an appointedcoordinator is needed to make sure all the specialprocedures and other measures required areproperly applied.

The CDM Coordinator should be a person withgood knowledge of all aspects of airport opera-tions, including the most important details of thepartner operations. He or she must have anunderstanding of the CDM principles, its network aspects and also the CDM facilities and proce-dures applicable at the airport in question. Thorough knowledge of the adverse conditionprocedures and the decision makers concerned isalso essential.

Not all airports will be able to justifyhaving a full time CDM Coordinator and inmost cases, it is not needed.

The task may be allocated to one or several peo-ple with the appropriate qualifications.

Whatever the arrangements, the main tasks of the

CDM Coordinator include:

Monitor the predicted or actual alarm levelsand modify these as necessaryCoordinate the activation of special proce-dures agreed at local levelEnsure that all partners follow the agreed pro-cedures as applicableCoordinate ad hoc actions and decisions asneededActivate the CDM Cell if available and neces-sary

Setting up a CDM Cell, managed by the CDMCoordinator, is also highly recommended. Thisbody, which may be virtual to ensure cost-effec-tiveness, will need to have representatives, autho-rised to make decisions, from all the airport part-ners.

CDM Cell managed by the CDMCoordinator = the focus of activity duringadverse conditions.

The main tasks of the CDM Cell during adverseconditions are:

Collect and collate critical information aboutthe adverse condition and the reduced airportcapacityFind the most constraining factors of airportcapacityEvaluate and promulgate the overall airportcapacityMake collaborative high level decisions for themanagement of airport operations during theadverse condition

• Provide information to relevant parties aboutthe local situation

One of the agreed “products” will be a list of flights and agreed delays and cancellations,based on which operations can be planned dur-ing and immediately following the adverse con-dition event.

The CDM Coordinator and the CDM Cell can playan important central role in fulfilling the air-port’s responsibility of informing the CFMUwhen a reduction in airport capacity occurs or islikely to occur, which is expected to impact theoverall ATFM network.

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The CDM Cell can act as a focal point for decisionsand corresponding information promulgationwhen adverse conditions result in a change of resource availability (e.g. the number of availablestands in snow conditions). The CDM partners willneed to collaboratively make decisions andestablish priorities for actions to be undertaken(e.g. order of snow clearing). Even if standard pro-

cedures had been established, it is often neces-sary to confirm these, especially if the actual situ-ation is slightly different from those foreseen. Inall cases, the CDM Cell is in the best position tofacilitate the collaborative processes.

De-icing operationsAlthough de-icing may be seen as part of normalWinter operations, its significant impact on air-port capacity qualifies it to be treated underadverse conditions.

De-icing may be on-stand or remote.On-stand de-icing is part of the turn-roundprocess.Remote de-icing is included in the taxi-outtime.

On-stand de-icing is part of the turn-roundprocess and is under the responsibility of a de-icing or ground handling company, in directcoordination with the aircraft operator and thepilot.

Remote de-icing is included in the taxi-out time.When the aircraft is ready to leave the stand, it

gets clearance to taxi to the de-icing area wherethe actual de-icing is performed in co-ordinationwith the pilot and ATC.

It is important to include the company perform-ing de-icing in the CDM information sharingprocess. The de-icing sequence is established bythe de-icing company in collaboration with theground handlers, aircraft operators and ATC andto create an efficient sequence, they need at leastthe following data:

Target Off Block Time Target Start-Up Approval TimeCalculated / Estimated / Target Take Off Time Type of de-icing (i.e. on-stand or remote de-icing)Hold Over time of de-icing fluid

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Meaning

Actual Ready for De-icing Time

Estimated Ready forDe-icing Time

Actual Commence of De-icing Time

Estimated Commenceof De-icing Time

Actual End of De-icing Time

Estimated End of De-icing Time

Actual De-icing Time

Estimated De-icing Time

Definition

The time when the aircraft is ready to be de-iced

The estimated time when the aircraft is expected to beready for de-icing operations

The time when de-icing operations on an aircraft start

The estimated time when de-icing operations on anaircraft are expected to start

The time when de-icing operations on an aircraft end

The estimated time when de-icing operations onan aircraft are expected to end

AEZT – ACZT

EEZT – ECZT

Acronym

ARZT

ERZT

ACZT

ECZT

AEZT

EEZT

ADIT

EDIT

Table 3-24: De-icing Acronyms and Definitions



Level of de-icing (i.e. parts of the aircraft to bede-iced, type of fluid, temperature of fluid, etc.)Aircraft type

Several significant times have been defined totake account of de-icing. These are summarized inthe following Table.

ERZT and ECZT allocated to each flight representthe actual de-icing sequence.

A number of de-icing specific milestones havealso been established, as follows:

RDI – Ready for De-icingDEI – De-icing in progress

These milestones are inserted between OBK andDEP in the case of remote de-icing and betweenRDY and OBK in the case of on-stand de-icing.

De-icing operations impact the milestones whichare downstream and hence changes to the de-icing sequence must be reflected further downthe line, in the same way as is done with the othermilestones.

De-icing must be considered also as a factor inthe calculation of TOBT.

Particulars of on-stand de-icing This is the case when the de-icing operation iscarried out while the aircraft is still on stand. Thereare airports and stands at certain airports wheresuch de-icing is not allowed.

For each flight, the ground handler/aircraft oper-ator will give the de-icing company an estimateof the time when the aircraft will be ready for de-icing operations (EZRT).

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Figure 3-11: On-stand de-icing



The de-icing company will build the de-icingsequence using the ERZT of all the flights they areresponsible for. Then, for each flight, the de-icingcompany will give an estimate of the time whenthe de-icing operations are expected to start(ECZT).

This de-icing sequence is updated in real time,

taking into account the actual status and esti-mates of each flight.

The figure 3-11 shows the integration of de-icinginto the turn-round process:

Particulars of remote de-icingRemote de-icing is defined as de-icing operationsthat are performed in a dedicated remote area. Atsome airports, de-icing is performed just afterpush back. This kind of de-icing can be consid-

ered as remote de-icing, without any holdingbefore actual de-icing.

For a particular flight, the ground handler/aircraftoperator will issue a TOBT.

Then ATC and de-icing companies will collabora-tively build the de-icing and the predeparture

sequences. The result will be, for each flight, a TSAT and an estimate of the time when the de-icing operations will start (ECZT), both estimatesbeing linked with each other and with the esti-mated taxi-out time (EXOT).

The following figure illustrates the integration of remote de-icing into the taxi-out.

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Figure 3-12: Remote de-icing




While most adverse conditions will not impactthe ability of the CDM related infrastructure toperform normally, there may be situations wherethe normal CDM functions are no longer (fully)available.

It is therefore essential to provide the CDMCoordinator with contingency facilities whichensure, as a minimum, verbal contact with all thepartners concerned.

Information to the CFMU must be provided in allcases.

The technical infrastructure must beappropriate for the task while being cost-effective.

3.7.5 Human-Machine interface

Since the output of this element is almost exclu-sively alarms and warnings, the HMI must caterfor the appropriate display and prominence of such outputs.

Since some warnings will come well in advance of the condition concerned, they should be handledin a way that are not forgotten or overlooked.


This CDM concept element is in fact the triggerfor implementing and carrying out pre-agreedprocedures or at the least, acting in accordancewith the needs of given situations.

The procedures and partner activities need to beanalysed and evaluated after each adversecondition event. The aim is to measure perform-ance in terms of how far the target capacity levelwas maintained and how close the “return to nor-mal” time was to the target times.

The procedures and allocated activities will

doubtless change as the response is refined. Itshould not be forgotten that the content, timingand type of alarms and warnings issued by CDMin Adverse Conditions can also influence theeffectiveness of the procedures and hence thisaspect must also be regularly evaluated andimproved when necessary.

The timing and contents of warnings can influ-ence the effectiveness of the response. Theseaspects must also be reviewed regularly.


Adverse conditions may raise issues of liabilitythat go well beyond eventual financial liability.

For instance, the proper triggering of the fire/res-cue teams or declaring a medical emergency areresponsibilities that exist irrespective of theimplementation of Airport CDM.

It is important to ensure that there is no confu-sion as to who should alert whom and that acti-vating the CDM cell is not equivalent of soundinga general or specific alert.

It is important that the procedures cover also theaspects of proper alerting alongside the CDMaspects of reacting to adverse conditions.

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4 PROJECT RISKSAND MITIG ATION

4.1 General CDM risks andtheir mitigation

Whilst Airport CDM is not complicated, an AirportCDM Implementation Project will be complex,taking account of the many different partnersand the culture change required for successfulimplementation of Airport CDM.

All Airport CDM projects face a number of com-mon and clearly identifiable risks. Some risks areunique to Airport CDM, others will be knownfrom other projects but in the Airport CDMcontext they attract a special significance.

A summary of risks and potential mitigationactions that have already been practiced by part-

ners who have engaged in successful AirportCDM trials follows:

Table 4-1: Risk 1 Table

4-0

RISK 1.

Description

Result

Mitigation

Probability/Impact

NON-ACTION

Airport CDM is not implemented.

Inefficiencies continue, demands for improvements become louder,possibly resulting in more expensive solutions.

Popularise Airport CDM via all available means and to all possible partners,explaining that it is not complicated or expensive, yet the benefits are verysignificant.

Low/ High.


RISK 2.

Description

Result

Mitigation

Probability/Impact

CDM AWARENESS NOT SUFFICIENT AMONGST AIRPORT PARTNERS

Full airport partners buy-in required for successfulAirport CDM implementation.

Complex project requiring common effort from many partners.

Better marketing and communication needed - early and continued benefitsdemonstrated at the airport to raise awareness. The continued lobbying for Airport CDM activities is re-quired throughthe Airport CDM Project Manager.

Medium/ High



4 PROJECT RISKS AND MITIGATION (CONT’D)


RISK 3.

Description

Result

Mitigation

Probability/Impact

IMPLEMENTATION NOT CONSISTENT WITH EUROPEAN AIRPORT CDMIMPLEMENTATION PRINCIPLES

Not adhering to functional requirements when defining system and implemen-tation. Complex project requiring common effort from many partners.

Project can be put in jeopardy, implementation may become fragmented ornon-consistent on the international level.

Basic and agreed principles from international level to be followed.Fully transparent and coherent local PMP to be agreed from the outset.Baseline must be respected and maintained, but can be enhanced in line withproject maturity.Project to allow open mind and have freedom to consider new ideas andsolutions.

Low/Medium


RISK 4.

Description

Result

Mitigation

Probability/Impact

CONFLICTING INTERESTS OF PARTNERS

While aiming for the same ATM improvements, partners maystill have different or even conflicting priorities and/or interests.

Difficult to convince all partners to participate. Requirements overkill.

Better marketing and communication; reassure partners of the confidentialityof data and demonstrate benefits from other trials and implementations.Continued lobbying, with good arguments and presentation material.

Medium/ Medium




RISK 5.

Description

Result

Mitigation

Probability/Impact

STRINGENT REQUIREMENTSFOR NON-DISCLOSURE

Commercially sensitive data sharing is the foundation of Airport CDMfunction’s success.

Partners are reluctant to release data.

Better marketing and communication, stressing the Airport CDM principle of protecting the confidentiality of data.Promote the use of the standard non-disclosure agreement in the form of theMoU in the attachment of this Implemen-tation Manual.Demonstrate security features built into the Airport CDM application(e.g. User Profiles, passwords).

Medium/High


RISK 6.

Description

Result

Mitigation

Probability/Impact

ONE OR MORE PARTNERS WITHDRAW FROM PROJECT

Unforeseen withdrawal of a major partner due to any reason(bankruptcy, budget restrictions, changes of priority).

Loss of important data source, loss of important data destination and henceless effective decision making. Project objectives may be jeopardized.

Involving as many partners as possible at the Airport will reduce the impact of any one partner’s withdrawal.Not being dependent on one partner e.g. an airline alliance rather thanindividual airlines.

Medium/High





RISK 7.

Description

Result

Mitigation

Probability/Impact

DISAGREEMENT BETWEEN AIRPORT CDM PARTNERS IN RESPECTOF COST/BENEFIT AND PERFORMANCE VALUES

Partners’ conflicting interests may prevent a defined base line being adoptedfor measurement purposes.

Credibility of the project suffers. Results are put in doubt, project cannot serveas reference for other implementations. Partners may loose interest.

Better marketing and communication.Independent before / after assessments by external organisations.Phased assessments needed to demonstrate benefits of each phaseof the project.Agree KPIs and measurement methodology at project level.

Medium/High


RISK 8.

Description

Result

Mitigation

Probability/Impact

INSUFFICIENT COOPERATION FROM THE AIRPORT

Airports may consider at any phase of the project that it is of less priority andreduce the availability of their operational staff to participate in theproject or restrict the available budget.

Lack of operational specialists may slow down or completely stall the project.

Better marketing and communication.Clear requirements of airport partners in the form of a project plan agreedfrom the outset.Flexibility within the project plan to change priorities if required.Utilise the local Airport CDM project steering committee. Comprehensive /timely reports to all higher management of all partners to maintain support.Early benefits demonstrated to keep interest.

Low/High




RISK 9.

Description

Result

Mitigation

Probability/Impact

DATA ACQUISITION NOT SATISFACTORY

Poor data quality or inefficient acquisition.

Unreliable project results, poor cost/benefit ratio.

Better marketing and communication. Reassure partners on confidentialityof data.Standard Acronyms and Definitions to be used by ATC, Airport Operatorsand Aircraft Operators.Propose standard non-disclosure agreements.Assist trial airports in drafting agreements in the form of MoU(s) and welldefined project perfor-mance objectives.Agreed KPIs and measurement methodology.

Medium/Medium


RISK 10.

Description

Result

Mitigation

Probability/Impact

NO-GO DECISION

Following initial drive to consider implementing Airport CDM and projectpreparation, one or more major partners decide not to go with it.

Project will probably stall, or implementation will have reduced effectiveness.

Better project preparation, including very good arguments and solid businesscase, convincing examples from other airports, proper transposition of benefits to the subject airport.Highlight negative consequences of inaction.

Low/Medium



4 P R O J E C T R I S K S A N D M I T I G AT I O N ( C O N T ’ D )


RISK 11.

Description

Result

Mitigation

Probability/Impact

FEAR OF SOCIAL CONSEQUENCES

Airport CDM changes the core ATM processes at the airport. This has an impacton the need for personnel and their qualifications.

Fear of the new environment, coupled with ignorance of the real changes maycreate resistance to the project.

The changes and their significance must be explained early on.Personnel must be reassured but must receive honest answers.Arrangements must be made for retraining where needed.

Low/ Medium


RISK 12.

Description

Result

Mitigation

Probability/Impact

LACK OF INVOLVEMENT OF PARTNERS’ IT DEPARTMENTS

IT departments left out of preparation or brought in late.

Impossible or too expensive requirements, missed opportunities for forwardchanges.

Airport CDM functions use data processing and network resources.IT departments must be involved from the outset to advise on their properutilisation and also to plan on a timely basis for changes that may be required.

Medium/ High


RISK 13.

Description

Result

Mitigation

Probability/Impact

DATA ACCURACY DECREASES OVER TIME

Following implementation, data accuracy, timeliness and availability deteriorates.

Level of achieving original objectives decreases.

MoUs, Service Level Agreements and continuous analysis and quality control.Regular meetings between partners to address quality shortfalls.

Low/ High




RISK 14.

Description

Result

Mitigation

Probability/Impact

PARTIAL IMPLEMENTATION BY PARTNERS

Some partners may implement only partially.

Benefits to others may disappear, overall benefits reduced.

Agreements between all partners clearly stating implementation scope andcontinued cooperation commitment.

Low/ Medium


RISK 15.

Description

Result

Mitigation

Probability/Impact

INSUFFICIENT SYSTEM INTEGRATION

Diverse systems communicate poorly or not at all.

Loss of confidence, benefits reduced or disappear.

Use standards, involve IT departments.

Medium/ High



4.2 Local project risks and theirmitigation

Airport CDM implementation projects invariablyinvolve a large number of partners, with diversecompany and cultural backgrounds. At most loca-tions, potential partners operate in isolation.

Airport CDM will demonstrate that there is a bet-ter way to work to the benefit of everyone. Thereaction by the potential partners to the prospectof Airport CDM is probably the most importantrisk that the project will face.

The reaction can range from resentment (aboutthe implied criticism of the existing situation), viaresistance (due to the "not invented here" syn-drome) to enthusiastic embracing of a new wayof working. With so many potential partners, thenumber of combinations is endless.

Neither extreme is desirable. In the resistance sce-nario, the project will be slowed and stalled atevery opportunity (assuming that a first highlevel decision gets made at all). The enthusiasmscenario may create high expectations and there-fore inevitable disappointments when problemsappear.

Another risk that may arise at certain airports isthe perception that the airport is operationallyefficient and there is no need for Airport CDM.

It is essential that the Project Leader is tho-roughly familiar with the opinions thatprevail in respect of Airport CDM withinthe partner organisations.

The Project Manager must then adopt suitablemethods for convincing the partners on thebenefits of Airport CDM. If partners view theintroduction of Airport CDM as a further enhan-cement of what they already do well, they willembrace the project more easily.

Being honest about the level of benefits that will

be achievable and steering overly enthusiasticenergies into the confines of realistic limits willmaintain the drive without the danger of genera-ting too high expectations.

4-7




5 HOW TO MEASURE SUCCESS

5.1 Reviewing the agreedobjectives

Objectives need to be set and agreed by all part-ners, together with an agreed process to measurethe achievement of the objectives. It is also vitallyimportant that these agreements cover all thepartners, collectively and indivi-dually.

Figure 5-1: Reviewing objectives

When nearing completion of implementation,

partners will review the originally agreed objec-tives to confirm that they are still valid withoutneed for changes. If this is not the case, then theobjectives should be changed to reflect the cur-rent view by agreement with all partners. This willensure that measurements taken on completionof implementation reflect the agreed updatedobjectives.

5-0

Settingobjectives

ReviewObjectives

ValidateObjectives

Implement

5.2 Agreeing performanceindicators appropriate forthe objectives

As indicated above, correct measurement of success is possible only if the relevant processis followed and agreements reached on time. Itis poor practice to leave agreement on per-

formance indicators to the end of the project.

In order to measure the effects of AirportCDM implementation, the existing perform-ance needs to be baselined against the sameperformance indicators that will be utilisedpost-implementation.

It should be remembered that success at a par-ticular airport will be measured not onlyagainst its own previous performance, but alsoin terms of the performance of the entireEuropean airport network. It is therefore impor-tant that the performance indicators, and themethods for measuring them, are consistent atEuropean regional level.

Attachment 1 to this Implementation Manualdescribes the objectives and related performanceindicators for implementation of Airport CDMprocesses and supporting functions at airports.

The objectives and related performance indica-tors are divided into two categories:

Global target objectives and genericperformance indicators, applicable to all air-port partners and corresponding to fourmain improvement areas i.e. safety, efficien-cy, environment and capacitySpecific improvement objectives and per-formance indicators defined for each airportpartner, including the CFMU. Each specificobjective is linked to at least one globalobjective.



Selecting performance indicators from thoselisted in Attachment 1, together with standardmeasuring methods (para. 5.3 refers), ensuresthat results will be comparable with the resultsof other implementations in Europe using simi-lar methodology.

The list attached to this Implemen-tation Manual is an indicative list of keyperformance indicatorsIf needed, additional indicators may bedefined and used

5.3 Measuring performance

Performance measurement must com-mence well in advance of completion of Airport CDM implementation.

Whilst most Airport CDM partners will have somemethod of performance assessment in place, theperformance indicators and measurementmethodology may vary significantly betweenpartners. The results, therefore, may not be com-parable locally, or on a regional basis.

The measurement procedure, and anyassociated computer support, shouldinclude new elements following AirportCDM implementation.

The first step in setting up a performance meas-urement procedure is to select and agree per-formance indicators and methods for measure-ment, from those defined in Attachment 1 of thisImplementation Manual.

Achieved improvements can then be measuredby comparing the status of the agreed perform-ance indicators in the "before" and "after" situa-tions.

5.4 Reporting mechanisms andfeedback

One of the most important principles of the AirportCDM concept is collaboration in a transparent andopen manner. This principle must also extend tomeasurement of performance and results.

To maintain credibility and the long-termviability of the Airport CDM concept, anunbiased reporting mechanism must beput in place, to provide feedback to all part-ners on all aspects of the operation.

In the context of Airport CDM, credit can only beattributed to accurate and open disclosure of results, whether positive or negative. Impro-vements will only accrue if a no-blame culture isdeveloped, where problems are revealed with theaim of reducing them and enabling others to learnfrom them.

Information from the reporting mechanism isimportant for all partners when:

a. validating their business-caseb. making decisions to add further elements of

Airport CDM

Measurement of success is an iterativeprocess and the feedback mechanismis an integral part of itPeriodic performance reviews identifyfurther improvements

5-1

5 HOW TO MEASURE SUCCESS (CONT’D)



6 P OST - IMPL EME NTATIO NACTIVITIES

6.1 Airport CDM becomesa daily operation

Airport CDM has been successfully implemented,the objectives have been met and partners aresatisfied with their investment. Following a sum-mer and winter season spent with an operationalAirport CDM, the positive results are convincing.

Collaborative decision making is acultureCompletion of the implementationproject is not completion of Airport CDM

During the first implementation, all partners willhave been made aware of the need for the cul-ture change, namely the practice of sharing datain order to base decisions on data received. Whenimplementation has taken place, the new cultureof working together will become the rule of theday.

People will come and go, at both managementand operations levels and the newcomers may ormay not bring with them the same commitmentto Airport CDM as their predecessors. It is impor-tant that each partner has a succession policy in

place, to ensure the principles of Airport CDMcontinue to be applied in order to maintain thebenefits.

6.2 Continued educationof all partners

The nature of Airport CDM requires allpartners to be given the opportunityto stay ahead of developmentsA programme of continuous educa-

tion, based on the latest experiencegained at the home airport andelsewhere, must be put in place

This need not be an expensive exercise, but it mustbe effective. It is important that management isconstantly reminded of the improvements beingachieved as a result of Airport CDM. Operatorsmust also be kept aware of the positive resultstheir Airport CDM related efforts are achieving.Changes to procedures and/or working practiceswill be developed as a result of problems identifiedthrough the reporting mechanism.

Airport CDM must keep high profile. Placing arti-cles in company magazines, organising AirportCDM meetings at least once a year and publishingAirport CDM related pamphlets are the most com-mon and relatively inexpensive ways of maintain-ing the profile.

6.3 Preparing for new functionsAirport CDM functions, if implemented as soft-ware applications, are in fact programmes thattake data generated in the course of managingflights and then act on the data in an intelligentway, in order to assist operators in making deci-sions concerning those flights.

As experience with collaboration and sharing of data grows, new ways of treating that data will bedeveloped, enabling new information to bederived from it.

6-0



6.4 International participation

Although Airport CDM reflects the close coopera-tion of local airport partners, the airport itself is apart of the ATM network. It affects, and is affectedby, operational improvements or degradations atother airports. Thus, local Airport CDM becomespart of a European regional programme to

improve air traffic management.

Experience gained in the course of implementa-tion of Airport CDM will provide a source of infor-mation that can potentially avoid repetition of common mistakes.

Lessons learned must be made freely avail-able and exchanged via the appropriatefora, such as Airport CDM related workinggroups at EUROCONTROL and any otherevents organised on the subject.

6-1

6 P O S T - I M P LE M E NTAT I O N A C TI V I T IE S ( CO N T ’ D )



7 FREQ UENTLY ASKE DQUESTIONS

CONTENTS

7.1 General Airport CDM Questions 7-1

7.1.1 Airport CDM in the overall ATM context 7-1

7.1.2 Airport CDM and advanced ATC tools 7-2

7.1.3 Costs and benefits of Airport CDM 7-2

7.1.4 Implementation of Airport CDM 7-3

7.1.5 Airport CDM project management 7-5

7.2 Airport CDM information sharing 7-7

7.3 Airport CDM turn-round process 7-9

7.4 Variable taxi time calculation 7-10

7.5 Collaborative Management of Flight Updates 7-10

7.6 Collaborative Predeparture Sequence 7-13

7.7 CDM in Adverse Conditions 7-14

7-0



7 FREQUENTLY ASKED QUESTIONS (CONT’D)

7 .1 G en er al CD M Q ue st io ns

7.1.1 General CDM Questions

How is Airport CDMincluded in the overallEuropean ATM Strategy?

Is there a relationshipbetween CDM in

Europe and in the USA?

Airport CDM is part of the operational concept developed to support the

EUROCONTROL ATM Strategy for the years 2000+ (ATM 2000+ Strategy).

The ATM 2000+ Strategy has been developed at the request of the Transport

Ministers of the European Civil Aviation Conference (ECAC), to cater for the

forecast increase in European Air Traffic which will demand a quantum

increase in ATM and airspace capacity. The Strategy was adopted by the

Ministers at their MATSE/6 meeting on 28 January 2000. The Strategy has been

updated in 2003.

The implementation of Airport CDM is a short and medium term objective (up

to 2007) of the ATM 2000+ Strategy. Airport CDM is also an essential element in

programmes like DMEAN and SESAR.

More information on the overall European ATM strategy is available at

http://www.eurocontrol.int/corporate/public/standard_page/cb_atm_strategy.html.

Although the concept of collaboration between partners is the same in Europe

and the USA, the context and issues raised are different.

CDM was first successfully introduced in the USA to cope with heavy capacity

reductions due mainly to en route or airport bad weather conditions; while in

Europe, Airport CDM initially focussed on increasing the predictability of air-

port operations to avoid the airports becoming the restricting bottleneck to

the overall ATM system.



7.1.2 Airport CDM and advanced ATC tools

What link doesAirport CDMhave with AMAN /DMAN / A-SMGCS?

Advanced ATC tools like AMAN, DMAN and A-SMGCS co-operate with the

Airport CDM concept by sharing information and optimising arrivals (AMAN),

departures (DMAN) and ground movement (A-SMGCS).

The main impact of each system on Airport CDM is as follows:

AMAN improves the quality of ELDT (both accuracy and timeliness)

DMAN improves the quality of TTOT (both accuracy and timeliness) and

indirectly the quality of TSAT

A-SMGCS provides situational awareness and improves short-term predic-

tions of taxi times

7.1.3 Costs and benefits of Airport CDM

How much will theimplementation of Airport CDM cost?

Airport CDM may produce high returns for relatively low costs.

Since each airport is unique, a local cost benefit analysis has to be performed

to support the decision to implement Airport CDM. A generic CBA report has

been developed, together with a model freely available to any airport partner

interested in evaluating potential costs and benefits of Airport CDM.

The CBA report and model are available on the Airport CDM website at

www.euro-cdm.org




Who produces the localCost Benefit Analysis (CBA)for Airport CDM?

After common, agreed Key Performance Indicators and measurement metho-

dology have been produced, each airport partner is responsible for producing

their own cost benefit analysis. They need to take into account their individual

cost benefit evaluation practices as well as the EUROCONTROL generic CBA

model for Airport CDM.

The Airport CDM Project Manager is responsible for coordinating actions and

collecting and consolidating individual CBA results which are in the public

domain.

More information on these issues are available in chapters 2.4 Business case

considerations & 4.1 General CDM risks and their mitigation of the Airport

CDM Implementation Manual and on the Airport CDM website at

www.euro-cdm.org

7.1.4 Implementation of Airport CDM

What are the results of thefirst CDM implementationsat airports?

Where can one find the ‘les-sons learnt’ from CDM trialairports?

The results of the first CDM implementations at airports can be found in the

implementation reports of the airports concerned. They are available on the

Airport CDM website at www.euro-cdm.org

The lessons learnt can be found in the implementation report for each trial

airport. They are available on the Airport CDM website at www.euro-cdm.org



How can EUROCONTROLsupport Airport CDMimplementation eitherlocally or remotely?

Does implementing AirportCDM result in a change of working practices for theairport partners?

Does implementing AirportCDM require documentedprocedures?

Does implementing Airport

CDM require training?

EUROCONTROL supports the implementation of Airport CDM with the existing

generic documentation:

Airport CDM Implementation Manual

Airport CDM Applications Guide

Operational Concept Document

Functional Requirements Document

Airport CDM Cost Benefit Analysis

These and other documents, including those related to the first trial airports,

are available on the Airport CDM website at www.euro-cdm.org

With a wealth of experience behind them, the EUROCONTROL Airport CDM

team can offer consultancy and support to project management, locally or

remotely, to any airport wishing to implement Airport CDM.

Even more than a change in working practices, the big challenge in implemen-

ting Airport CDM is the culture change that is necessary for all the partners

involved. In addition to new tools and procedures, the airport partners have to

adopt a mentality of sharing and cooperating with each other.

It is recommended that any procedure created or modified following

implementation of Airport CDM is documented and the information distribu-

ted as appropriate (including promulgation in the AIP if appropriate).

Training sessions should be organised to familiarise operational staff with any

tool or procedure created or modified by the implementation of Airport CDM.

Each airport partner should be responsible for the training of their own staff

but common training sessions involving several airport partners should also be

organised.




When can an airport beconsidered a ‘CDMAirport’? Will airportsobtain an accreditationfor compliance afterimplementing CDM?

An airport is considered a CDM-A when the Airport CDM Information Sharing,

Turn-round process (Milestones Approach) and Variable Taxi Time Calculation

are being applied at the airport.

Currently there are no international regulations specific to Airport CDM.

Neither accreditation nor a CDM label is awarded to airports for the

implementation of CDM.

It is up to each airport to validate implementation, measure the achievement of the objectives and constantly monitor the quality of services by setting up post

operational analysis tools and procedures and performance indicators.

More information is available in chapter 5 How to measure success.

7.1.5 Airport CDM Project Management

When should aMemorandum of Understanding for alocal Airport CDMproject be signed?

Do airport partners suchas customs, police, securitycompanies, meteorologicalservices, etc. need to beconsidered as ‘Airport CDMPartners’?

Since the Memorandum of Understanding sets the framework of the Airport

CDM Project, it should be signed by all the airport partners as soon as they have

decided to implement Airport CDM and they have agreed on the general

objectives and responsibilities of each participant.

More information on the Memorandum of Understanding and a sample MoUare available in Attachment 3.1 Generic Example of an Airport CDM

Memorandum of Understanding.

Any airport partner that participates in the CDM process can be considered as

an Airport CDM Partner. Consequently, and depending on the local situation,

customs, police, security companies or meteorological services and the like can

be considered as Airport CDM Partners.



What is the role of EUROCONTROL in alocal Memorandum of Understanding forAirport CDM?

Which airport partnershould lead the project?

What are the qualities of alocal Airport CDM ProjectManager?

Should an Airport CDMproject have one or moreproject manager(s)?

What impact will the lack of involvement of one orseveral airport partner(s)have on the project?

The Memorandum of Understanding is a local agreement between airport

partners. EUROCONTROL will normally participate in an external consultancy /

facilitation role and should not be considered as one of the partners who will

sign the Memorandum of Understanding.

The project should be led by one of the main airport partners situated locallyand in contact with the other airport partners.

The main qualities of a local Airport CDM Project Manager are:

Excellent knowledge of the local airport partners and environment

Known and trusted by the airport partners

Thorough understanding of the Airport CDM concept

Communication skills

Persuasive and pedagogic abilities

Diplomatic skills

The Project Manager may come from one of the main partners or from an inde-

pendent, neutral organisation focusing only on overall project management

activities.

All the airport partners involved in the Airport CDM project should agree on

one project manager responsible for supervising all the organisational aspects

and in overall control of the day-to-day project coordination.

At the same time, each airport partner should name an internal project

manager responsible for the management of the implementation of Airport

CDM inside their own organisation, in close cooperation with the overall

project manager and with the other partners.

A summary of risks and potential mitigation associated with an Airport CDM

implementation is available in chapter 4 Project risks and mitigation.




7 .2 A ir po r t C DM I nf or ma ti on S ha ri ng

Does Airport CDM imple-mentation necessarilymean a new system?

What is the quality of Airport CDM data?

How can an airport partnerensure that they have thebest possible CDM infor-mation?

If a number of informationsources are available,which one should be cho-sen?

Which data have to berecorded?

Implementing Airport CDM does not necessarily mean new system(s) but the

existing one(s) may need adaptation to support the Airport CDM concept.

Data Quality is specified in terms of accuracy, timeliness, reliability, stability and

predictability based on a moving time window.

Implementation of Airport CDM Information Sharing also means that a perfor-

mance monitoring system has to be established.

All data and their sources have to be constantly recorded and time stamped in

order to run post-operational analyses. Common Key Performance Indicators

agreed between all the airport partners have to be used in order to have a clear

picture of the quality of airport CDM information.

If a significant fall in data quality is noticed, agreed corrective action has to be

taken.

A list of event/information source priorities has to be defined and maintained

locally as part of the implementation of the Airport CDM Information Sharing

Platform.

Sources have to be classified from best to worst in terms of data quality (accu-racy and timeliness), taking account of their availability, reliability and security.

Note that the order of the sources may change while sources become more

and more accurate with time.

An automated process has to be set up in the CDM Information Sharing

Platform to ensure that the selected source is always the best available.

Data monitoring and post-operational analysis should be used to permanently

check the source priority process.

More information is available in para. 3.2.4 Trigger events and their processing .

All data received and sent by the Airport CDM Information Sharing Platform as

well as the results of all calculations in the platform have to be recorded

together with their source and time.



Is there a standard for theexchange of airport CDMdata?

What are the benefits of the airport partners usingthe new EUROCONTROLAirport CDM acronyms?

Can information at aCDM airport be accessed

remotely (e.g.: airline OCCbased at another airport)?

How should confidentialityof CDM data be managed?

There is no airport CDM standard, but efficient implementation requires that

the standards used, including data conventions, are not local or proprietary to

the greatest extent possible. The standards used must also satisfy the safety,

security and reliability requirements, without creating an overkill situation andincreasing costs unnecessarily.

As a minimum, agreement must be reached between all partners concerned in

respect of the format and data conventions of the messages to be exchanged.

More information is available in para. 3.2.6 Standards to be used .

A prerequisite to the implementation of Airport CDM and information sharing

is that all the airport partners use the same language.

Today the same name may have different meanings depending on the airport

partner, leading to ambiguity and risk of misunderstanding.

As an example, ATC defines the Estimated Time of Arrival (ETA) as the time

when a flight is expected to touch down at an airport while for aircraft

operators ETA is when a flight is expected to arrive in blocks. This ambiguity is

resolved with the new EUROCONTROL Airport CDM acronyms: ELDT for the

Estimated Landing Time and EIBT for the Estimated In-Block Time.

It is strongly recommended that remotely based airport partners be able to

access the Airport CDM Information Sharing Platform.

Many solutions exist to achieve this and it is up to the airport partners to selectthe most appropriate one.

The airport CDM partners themselves must identify data that they wish to have

treated confidentially. It is vital that only essential, legitimate requirements be

posed in this respect. Data that is designated confidential will then be protec-

ted by agreed methods, including de-identification, limited access rights, etc.

The clauses of confidentiality have to be specified according to the laws appli-

cable in the territory the airport is located in and must be included in the

Memorandum of Understanding. See Attachment 3.1 for guidelines and an

example of a Memorandum of Understanding.




Should an airport partnercharge for the data sup-plied in the frame of theCDM project?

Any data supplied by an airport partner who signed the Memorandum of

Understanding on Airport CDM should be available free of charge to the other

CDM airport partners.

The only exception could be airport partners who may wish to access data, but

who are not signatories to the MoU. They may be allowed to do so with the

agreement of the signatory partners. A service charge should be levied for this

service which may act as an incentive for them to sign up to become data pro-

viders.

7 .3 A ir po r t C DM t ur n- ro un d pr oc es s

What is the differencebetween the milestoneslisted in the CDMTurn-Round Process andthe events described inAirport CDM InformationSharing?

Is it necessary to imple-

ment all 16 milestonesdescribed in the CDMTurn-Round ProcessElement?

Who is responsible for theTOBT, the airline or theground handler?

An Event is a distinct occurrence in the planning or operations of a flight that a

person or system perceives and responds to in a specific way.

A Milestone is a significant Event that allows the progress of a flight to be

followed. A successfully completed Milestone will trigger the decision making

process for downstream Events and influence both the further progress of the

flight and the accuracy with which the progress can be predicted.

The list of 16 Milestones described in the CDM Turn-Round Process is indica-

tive. Local circumstances will dictate which ones to use or whether new onesneed to be defined.

By default, the aircraft operator is responsible for the TOBT, but some may

prefer to delegate a part or the totality of the responsibility and/or manage-

ment of the TOBT procedure to its ground handler. This is done in recognition

of the fact that handling agents are best placed to know the flight status and

progress when the aircraft is in blocks. But it should always be up to the aircraft

operator to make the final decision to delay a flight.



7 .4 Va ri ab le t ax i t i me c al cu la ti on

Does the CFMU takeaccount of a variable taxi-out time implemented at

an airport?

Today the CFMU uses a default taxi-out time for each runway at an airport. This

can be changed on the day of operation following a request of the FMP concer-

ned. It can also be modified for a given time period.

Collaborative Management of Flight Updates should allow a CDM airport tosend to the CFMU a variable taxi-out time for each departing flight.

7 .5 Co l l abora t ive Managemen t o f F l igh t Upda te s

What are the benefits forairport partners participa-ting in the CollaborativeManagement of FlightUpdates process?

What is the expectedadded value of the

Collaborative Managementof Flight Updates for CDMpartners?

What steps are requiredfor airport partners toimplement CollaborativeManagement of FlightUpdates?

The airport partners participating to the Collaborative Management of Flight

Updates process will benefit from better planning of their flight operations due

to more accurate times. The full scope of the benefits will be evaluated with the

current trials.

The Collaborative Management of Flight Updates is twofold:

providing airport partners with more accurate arrival times based on real

time dataproviding CFMU with data currently not available in flight plans (see

Chapter 3.5 for examples of messages)

An airport will be considered as a CDM Airport (CDM-A) if it is equipped with a

CDM Information Sharing Platform available for all the partners, the CDM Turn-

Round Process is applied and preferably a Variable Taxi Time Calculation is

used.

Upon conclusion of the current trials the CDM-A and the CFMU will have to

agree quality objectives before implementing Collaborative Management of

Flight Updates. A bi-lateral evaluation shall be performed before the procedure

can be validated and available for all the airport partners.




What is the planning of theFUM / DPI implementationsby the CFMU?

In the CollaborativeManagement of FlightUpdates is it possible toseparate provision of arri-val estimates from depar-ture estimates?

What is difference in themanagement of an ATFMslot with and without DPImessages?

How can a remotely basedaircraft operator be awareof the messages exchangedbetween an airport and theCFMU?

What is the prerequisite forthe CFMU to engage in theCollaborative Managementof Flight Updates?

Upon conclusion of the current trials a decision will be taken on the implemen-

tation planning.

Initial conclusions of the current trials indicate the benefits of enhancing arrivalestimates for airport partners. Upon final conclusions of these trials it should be

possible to identify benefits for both arrival and departure estimates for all

partners. Currently it is being examined whether it would be possible to sepa-

rate provision of arrival estimates from departure estimates when airports are

in the process of becoming CDM airports.

This question can only be answered upon conclusion of the current trials.

Via the CFMU terminals.

The CFMU will only get involved if a single local point for data exchange (suppor-ted by an appropriate communication means) is established following an agree-

ment of all partners at the airport (normally, it will be the airport operator or ATC).



How would the confiden-tiality of the CollaborativeManagement of FlightUpdates data exchange beensured?

What will be the impact of the CollaborativeManagement of FlightUpdates on the ‘ready’procedure?

What happens if there is adiscrepancy between DPIdata and flight plan data?

At airport level a Memorandum of Understanding (MoU) between the airport

partners defines the ownership, the responsibilities, the rules for exchange and

the confidentialities of data between the different parties. In particular, it speci-

fies for each data in the CDM-A platform who is the owner, how it is managed

and updated and who can read it and modify it. The rules for connections bet-

ween systems to feed the CDM-A platform are also described in this MoU.

Upon conclusion of the current trials and if required, a Service Level Agreement

(SLA) between the CFMU and the CDM-A may be established to define the

ownership, the responsibilities, the rules for exchange and the confidentiality of

data between both parties.

This question can only be answered upon conclusion of the current trials

This issue is being evaluated within the scope of the current trials.

Note: This section of the FaQs will be updated following the conclusions of the current DPI / FUM trials between the

CFMU and a number of airports.




7 .6 Co l l abora t ive P redepa r tu re Sequence

Is there a difference bet-ween predeparture anddeparture sequence?

Does it mean that the ‘firstcome, first served’ princi-ple, which is fair, is abando-ned?

Do regulated flights havepriority over non-regulatedones in the Collaborative

Predeparture Sequence?

If a flight is held on standbecause of a TSAT laterthan its TOBT, who is res-ponsible for the extracharges incurred and forthe delay?

The predeparture sequence is the order that aircraft are planned to depart

from their stands/parking positions taking into account partners preferences

while the departure sequence is the pre-take off order where ATC organise air-

craft at the holding point of a runway. The order of flights can change betweenpredeparture and departure.

The ‘first come, first served’ principle is not abandoned in the Collaborative

Predeparture Sequence Element but it is improved using new technology and

tactical planning based on CDM procedures. The principle is applied earlier in

the decision process in order to increase efficiency and better use capacity of

the airport.

ATC initially sequence flights in the order that the confirmed TOBTs are recei-

ved. In the situation where an aircraft operator has indicated a preference bet-

ween specific flights operated by that aircraft operator, ATC also endeavour to

take into account the preference request providing that flights operated by

other aircraft operators are not penalised. The predeparture sequence is then

finalised considering any other constraints such as CTOT and other traffic.

Regulated flights do not have priority over non-regulated ones in the

Collaborative Predeparture Sequence, but adherence to the ATFM slot and the

objective of having a regulated flight airborne within its CTOT window is consi-

dered as a constraint by ATC when building and managing the predeparturesequence.

This issue should be resolved at a local level using Service Level Agreements.



7 .7 CDM in Adver se Cond i t ions

Where is the dividing line

between ‘normal opera-tions’ and ‘adverseconditions’?

The dividing line between normal operations and adverse conditions varies

from one airport to another according to the local context. Some situationsthat are considered as normal conditions at an airport may reduce the capacity

of another one. This is the case, for example, of de-icing operations: Nordic air-

ports are used to manage de-icing operations daily and maintain an optimal

airport capacity during the winter seasons while the same conditions can

cause severe disruption in Southern airports.

The types of adverse conditions have to be defined by the airport partners at

each airport in a preliminary study to implementation of CDM in Adverse

Conditions.

Is it possible for two ormore airlines (e.g. in thesame alliance) to nominate

preferences between alltheir flights?

What impact does a non-reported delay to a particu-lar flight have on the pre-departure sequence?

The implementation of Collaborative Predeparture Sequence gives the techni-

cal means to aircraft operators to indicate preferences. It is up to each airline or

alliance of airlines to agree on the range of utilisation of preferences.

The procedure and limits of such agreements should be clearly defined in a

Service Level Agreement signed by all the contracting airlines.

A non-reported delay can wreak havoc with the sequence, impact other flights

in the sequence and cause inducted delays. Moreover, it may lower the runway

throughput, occupy resources longer than expected and more generally

reduce the efficiency of the ground operations.




What is the differencebetween ‘runway capacity’and ‘airport capacity’?

Is the implementation of aCDM Coordinator and aCDM Cell mandatory?

Which airport partner isresponsible for assumingthe role of CDMCoordinator in adverseconditions?

The runway capacity is defined as a value, to be handled within a given period

based on the standard separation minima. The runway capacity is defined and

managed by ATC.

The airport capacity is defined as the amount of aircraft that can be handled by

the airport partners within a given time period based on airport infrastructure

(landside and airside), political and environmental restrictions and human and

technical resources available.

Airport capacity includes runway capacity.

The implementation of a CDM Coordinator and a CDM Cell is not mandatory

but it is recommended. They have been defined to facilitate the management

of adverse conditions, the exchange of data and to allow a better coordination

to quickly and smoothly return to normal operations.

The CDM Coordinator should be chosen among the main airport partners

based on the airport following an agreement between all the airport partners.