THE MANUAL

Airport CDM Implementation

Record of amendments
3. IMPLEMENTATION

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

Number Date of issue Date of Reason for Pages

applicability amendment affected

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

Attachments

2 October 2006 October 2006 Alignment with final All

OCD & FRD

3 December 2008 October 2008 Update and OCD-FRD All

alignment. Generic
Processes and other
material added

I
TABLE OF CONTENTS
TABLE OF CONTENTS II
INTRODUCTION VII
ABBREVIATIONS AND ACRONYMS IX
DEFINITIONS XVII

1. UNDERSTANDING AIRPORT CDM 1-1

1.1 Understanding the impact 1-1

1.1.1 New working procedures 1-2
1.1.2 Culture change 1-2
1.2 From concept to implemenation 1-2

2. SETTING UP AN AIRPORT CDM PROJECT 2-1

2.1 General Airport CDM implementation process 2-1
2.2 Educating and convincing all partners 2-3
2.3 Setting the objectives 2-4
2.4 Setting the organisation structure 2-6
2.5 Programme and project management 2-8
2.6 Implementation order of Airport CDM Concept Elements 2-9
2.7 Inventory for implementation 2-10
2.8 Gap analysis and completeness assessment 2-10

3 IMPLEMENTATION 3-1

3.1 Introduction 3-1

3.2 Airport CDM Information Sharing 3-5
3.2.1 Objectives and scope 3-5
3.2.2 Requirements for implementation of Information Sharing 3-5
3.2.2.1 Airport CDM Platform 3-5
3.2.2.2 Information standards 3-6
3.2.2.3 Real-time information transmission 3-6
3.2.2.4 Platform procedures and processes 3-6
3.2.2.5 Alert messages 3-6
3.2.2.6 Human-Machine Interface (HMI) 3-6
3.2.3 High level information provided by main partners 3-8
3.2.4 Processing of information 3-11
3.2.4.1 Common data related to aircraft 3-11
3.2.4.2 Data extracted from the arrival flight information 3-12
3.2.4.3 Data extracted from the departure flight information 3-13

II
3. IMPLEMENTATION
3.2.5 Local settings and platform inputs 3-13
3.2.6 Regulatory aspects 3-14
3.2.7 Publication of information 3-14

3.3 The Milestone Approach for the turn-round process 3-15
3.3.1 Objectives and scope 3-15
3.3.2 Requirements for implementation 3-16
3.3.2.1 Technical infrastructure 3-16
3.3.2.2 Stakeholder agreement on implementation of Generic Processes 3-16
3.3.2.3 Human-Machine Interface (HMI) 3-16
3.3.3 The defined milestones 3-16
3.3.4 Description of milestones 3-18
3.3.5 Responsibility to planning adherence 3-34
3.3.6 Testing and fine tuning 3-34
3.3.7 Publication of information 3-34

3.4 Variable Taxi Time 3-35
3.4.1 Objectives and scope 3-35
3.4.2 Definition of taxi time 3-35
3.4.3 Requirements for implementation 3-35
3.4.4 Parameters affecting taxi time 3-36
3.4.5 Methods for calculating taxi times 3-36
3.4.5.1 Default taxi times 3-36
3.4.5.2 Operational expertise 3-36
3.4.5.3 Aircraft type/ category 3-36
3.4.5.4 Average taxi times based on historical data 3-36
3.4.5.5 Specific taxi times based on operational conditions 3-37
3.4.5.6 Advanced taxi time calculation 3-37
3.4.6 System context 3-37

3.5 Pre-departure Sequencing 3-39
3.5.1 Objectives and scope 3-39
3.5.2 Requirements for implementation 3-39
3.5.2.1 Presence of other Concept Elements 3-39
3.5.2.2 Partner information exchange 3-40
3.5.2.3 Human-Machine Interface (HMI) 3-40
3.5.2.4 Procedures 3-40
3.5.3 Regulatory aspects 3-41
3.5.4 Publication of information 3-41

III
 3.6 Airport CDM in Adverse Conditions 3-43
3.6.1 Objectives and scope 3-43
3.6.2 Requirements for implementation 3-43
3.6.2.1 Presence of other Concept Elements 3-43
3.6.2.2 Technical infrastructure 3-43
3.6.2.3 Human-Machine Interface (HMI) 3-43
3.6.2.4 Procedures 3-43
3.6.3 Testing and fine tuning 3-49
3.6.4 Regulatory aspects 3-50

3.7 Collaborative Management of Flight Updates 3-51

3.7.1 Objectives and scope 3-51
3.7.2 Requirements for implementation 3-53
3.7.2.1 Standards to be used 3-53
3.7.2.2 Regulatory aspects 3-53
3.7.3 Messages sent from the CDM Airport to the CFMU 3-53
3.7.4 Messages sent from the CFMU to the CDM Airport 3-55
3.7.5 Procedures to be used 3-55
3.7.6 Evaluation and deployment 3-55

4 PROJECT RISKS AND MITIGATION 4-1

4.1 General Airport CDM risks and their mitigation 4-1

4.2 Local project risks and their mitigation 4-8

5 HOW TO MEASURE SUCCESS 5-1

5.1 Reviewing the agreed objectives 5-1

5.2 Agreeing performance indicators appropriate for the objectives 5-1
5.3 Measuring performance 5-2
5.4 Reporting mechanisms and feedback 5-2

6 POST - IMPLEMENTATION ACTIVITIES 6-1

6.1 Airport CDM becomes a daily operation 6-1

6.2 Continued education of all partners 6-1
6.3 Preparing for new functions 6-1
6.4 International participation 6-2

IV
3. IMPLEMENTATION
TABLE OF CONTENTS

7 FREQUENTLY ASKED QUESTIONS 7-1

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 Information sharing 7-7
7.3 Milestone approach 7-10
7.4 Variable taxi time 7-10
7.5 Pre-departure sequencing 7-11
7.6 Adverse conditions 7-13
7.7 Collaborative Management of Flight Updates 7-15

APPENDIX: AIRPORT CDM IMPLEMENTATION CHECK-LIST A0-1

ATTACHMENTS A-1

ATTACHMENT 1: Airport CDM objectives & key performance indicators A1-1
ATTACHMENT 2: Procedures and processes A2-1
ATTACHMENT 3: Sample documents A3-1
ATTACHMENT 4: Data elements and event triggers A4-1
ATTACHMENT 5: Raising local Airport CDM awareness A5-1
ATTACHMENT 6: DPI implementation criteria and validation process A6-1
ATTACHMENT 7: List of references and contact A7-1

V
VI
3. IMPLEMENTATION
INTRODUCTION

The Airport CDM Implementation Manual is designed to facilitate the harmonised implementation of Airport
Collaborative Decision Making (Airport CDM) at European airports. The Implementation Manual guides the user
through all the steps required for successful implementation and operation. Guidance is given from the time
a management decision has been taken to organise an Airport CDM project through to implementation. The
measurement of success and planning for operational use are included as a basis for analysis and evaluation
after implementation.

As such, it is an essential reference document for Aircraft Operators, Air Traffic Services, Airport operations,
Ground Handlers, service providers and any other partners with a contribution to make to, and a benefit to
derive from, Airport Collaborative Decision Making. It should be noted that military movements at airports vary
considerably and a local decision may be needed to define the input required by military partners into the Airport
CDM process. This Implementation Manual will provide important information to decision makers as well as
technical and operational experts charged with the actual implementation.

The structure and content of the Implementation Manual considers that various partners, though aiming for
the same global improvement in air transport infrastructure efficiency, require different sets of information. The
Implementation Manual indicates when specific information relates to one or a group of partners whilst empha-
sising the requirement to respect the needs of other partners.

The Implementation Manual contains, for the benefit of senior management, information on the Airport CDM
concept and its benefits. It is derived from the Airport CDM Operational Concept Document and forms the basis
for the Airport CDM Functional Requirements Document and EUROCAE interfacing documentation. The Imple-
mentation Manual also includes documented experience gained in existing Airport CDM projects.

In addition, three companion CDs contain:

1. A generic presentation, describing both the Airport CDM concept and the corresponding EUROCONTROL
project (with voice over);
2. A promotional video;
3. Animated scenarios before/after Airport CDM implementation with voice over.

VII
 5 Collaborative Management of Flight
Updates enhances the quality of arrival
and departure information exchanges
between the CFMU and the CDM airports.

4 (CDM in) Adverse Conditions achieves

collaborative management of a CDM
airport during periods of predicted or
unpredicted reductions of capacity.

3 (Collaborative) Pre-departure Sequence

establishes an off-block sequence taking
into account operators preferences and
operational constraints.

Airport CDM 2 Variable Taxi Time is the key to

predictability of accurate take-off
in block times especially

Concept Elements at complex airports.

1
(Airport CDM) Information The Milestones Approach (Turn-Round
Sharing is essential in that it Process) aims to achieve common
forms the foundation for all the situational awareness by tracking
other elements and must be the progress of a flight from
implemented first. the initial planning to the take off.

VIII
3. IMPLEMENTATION
Abbreviations & ACRONYMS

All coloured Acronym rows are time parameters which have a standard length of four characters.

Acronyms Definition Explanation

ACARS Aircraft Communications Addressing and
Reporting System

ACC Area Control Centre

ACGT Actual Commence of Ground Handling Time The time when ground handling on an air-
craft starts, can be equal to AIBT
(to be determined locally)

ACISP Airport CDM Information Sharing Platform

ACZT Actual Commencement of De-icing Time The time when de-icing operations on
an aircraft starts

ADEP Aerodrome of Departure

ADES Aerodrome of Destination

ADEXP ATS Data Exchange Presentation ADEXP provides a format for use primarily in
on-line, computer to computer message ex-
change. ADEXP is a format, not a protocol.

ADIT Actual De-icing Time Metric AEZT – ACZT

A-DPI ATC-Departure Planning DPI message sent by the CDM Airport to

Information message the CFMU (ETFMS) notifying the TTOT
between ATC time of pre-departure
sequencing and ATOT

AEGT Actual End of Ground handling Time The time when ground handling on an
aircraft ends, can be equal to ARDT (TBD
locally)

AEZT Actual End of De-icing Time The time when de-icing operations on
an aircraft end

AFTN Aeronautical Fixed

Telecommunication Network

AGHT Actual Ground Handling Time The total duration of the ground handling of
the aircraft. Metric ACGT - AEGT

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

IX
Acronyms Definition Explanation
ALDT Actual Landing Time The time that an aircraft lands on a runway.
(Equivalent to ATC ATA –Actual Time of
Arrival = landing, ACARS=ON).

AMAN Arrival Manager An arrival flow management tool that

optimises the traffic flow nto a TMA and/or
runway(s) by calculating TLDT (Target
LanDing Time) taking various constraints
and preferences into account.

ANSP Air Navigation Service Provider An organisation responsible for manage-

ment of flight traffic on behalf of a company,
region or country.

AO Aircraft Operator A person, organisation or enterprise en-

gaged in or offering to engage in an aircraft
operation. (ICAO Doc 4444, Chapter 1)

AOBT Actual Off-Block Time Time the aircraft pushes back / vacates
the parking position. (Equivalent to Airline /
Handlers ATD – Actual Time of Departure &
ACARS=OUT)

AOC Airport Operator Committee

APP Approach Control Unit

ARDT Actual Ready Time When the aircraft is ready for start up/push
(for Movement) back or taxi immediately after clearance
delivery, meeting the requirements set by
the TOBT definition.

ARR Arrival Inbound flight

ARZT Actual Ready for De-icing Time The time when the aircraft is ready to be
de-iced

ASAT Actual Start Up Approval Time Time that an aircraft receives its start up
approval.

Note: the moment the start up approval

is given can be in advance of the TSAT

ASBT Actual Start Boarding Time Time passengers are entering the bridge or
bus to the aircraft

A-SMGCS Advanced Surface Movement Guidance System at airports having a surveillance in-
and Control System frastructure consisting of a Non-Cooperative
Surveillance (e.g. SMR, Microwave Sensors,
Optical Sensors etc) and Cooperative
Surveillance (e.g. Multi-lateration systems)

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3. IMPLEMENTATION
Abbreviations & acronyms

Acronyms Definition Explanation

ASRT Actual Start Up Request Time Time the pilot requests start up clearance.

ATC Air Traffic Control Service provided by ground-based

controllers who direct aircraft on the ground
and in the air. This to separate, organise and
expedite the flow of air traffic.

ATFCM Air Traffic Flow and Capacity Management 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 TFCM_Operating_
Procedures_for_FMP_1.0)

ATFM Air Traffic Flow Management 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 utilised 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)

ATM Air Traffic Management Management of the demand for, and the use
of airspace

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

ATS Air Traffic Services The service provided by Air Traffic Controllers
working at airports for the arrival and
departure flight phases and in Air Traffic
Control Centres for the en route flight phase.

ATTT Actual Turn-round Time Metric AOBT – AIBT

AXIT Actual Taxi-In Time Metric AIBT – ALDT

AXOT Actual Taxi-Out Time Metric ATOT – AOBT

CBA Cost-Benefit Analysis A formal discipline used to help appraise,

or assess, the case for a project or pro-
posal. This is achieved by weighing the total
expected costs against the total expected
benefits of one or more actions in order to
choose the best or most profitable option.

XI
Acronyms Definition Explanation
C-DPI Cancel – Departure Planning Information This message informs the CFMU that
message previously sent DPI is no longer valid.

CFMU Central Flow Management Unit Central Flow Management Unit (CFMU),
Brussels – A Central Management Unit
operated by EUROCONTROL. (ICAO Doc
7754, Volume I, Part V.III, paragraph 3)

CHG Modification message Standard message sent to CFMU to change

flight plan data.

CNL Flight Plan Cancellation Standard message sent to CFMU to cancel

flight plan.

CPDLC Controller Pilot data Link Communication

CTOT Calculated Take Off Time A time calculated and issued by the appro-
priate 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)

DCL Departure Clearance (Data link)

DEP Departure Outbound flight.

DLA Delay message Standard message sent to CFMU to delay

flight plan OBT.

DMAN Departure Manager DMAN is a planning system to improve the

departure flows at an airport by calculating
the Target Take Off Time (TTOT) and Target
Start up Approval Time (TSAT) for each flight,
taking multiple constraints and preferences
into account.

DPI Departure Planning Information message Message from Airport to CFMU. See also
A-DPI, C-DPI, E-DPI, T-DPI

ECZT Estimated Commencement of De-icing The estimated time when de-icing operations
Time on an aircraft are expected to start.

EDIT Estimated De-icing Time Metric EEZT – ECZT.

E-DPI Early – Departure Planning Information First DPI message that is sent from the CDM
message Airport to the CFMU (ETFMS) notifying the
ETOT.

EET Estimated Elapsed Time The estimated time required to proceed from
one significant point to another (ICAO).

EEZT Estimated End of De-icing Time The estimated time when de-icing operations
on an aircraft are expected to end.

XII
3. IMPLEMENTATION
Abbreviations & acronyms

Acronyms Definition Explanation

EIBT Estimated In-Block Time The estimated time that an aircraft will arrive
in-blocks. (Equivalent to Airline/Handler ETA
–Estimated Time of Arrival).

ELDT Estimated Landing Time The estimated time that an aircraft will touch-
down on the runway. (Equivalent to ATC ETA
–Estimated Time of Arrival = landing).

EOBT Estimated Off-Block Time The estimated time at which the aircraft will
start movement associated with departure
(ICAO).

ERZT Estimated Ready for De-icing Time The estimated time when the aircraft is ex-
pected to be ready for de-icing operations

ETFMS Enhanced Tactical Flow Management ETFMS receives radar derived data provided
System by the Air Navigation Service Providers
(ANSPs), position report data provided by the
Aircraft Operators and meteorological data.
ETFMS uses this data to update the exist-
ing data coming from flight plans and flow
measures.

ETO Estimated Time Over

ETOT Estimated Take Off Time The estimated take off time taking into
account the EOBT plus EXOT.

ETTT Estimated Turn-round Time The time estimated by the AO/GH on the day
of operation to turn-round a flight taking into
account the operational constraints.

EXIT Estimated Taxi-In Time The estimated taxi time between landing and
in-block.

EXOT Estimated Taxi-Out Time The estimated taxi time between off-block
and take off. This estimate includes any delay
buffer time at the holding point or remote de-
icing prior to take off.

FIDS Flight Information Display System

FIR Flight Information Region

FLS Flight Suspension message Standard message sent from CFMU to

suspend flight plan OBT

FMP Flow Management Position Provides a vital flow of information from their
operational ATC Unit to the CFMU about the
current situation within their ACC and the
operational situation at the airport.

XIII
Acronyms Definition Explanation
FPL Filed Flight Plan ICAO derived flight plan

FRD Functional Requirements Document This document specifies the minimum set of
requirements to implement Airport CDM

FSA First System Activation

FUM Flight Update Message A message sent from the CFMU to a CDM
Airport providing an ELDT, ETO and flight
level at the last point of route.

GH Ground Handler Company responsible for handling of aircraft

during turn-round at the airport.

HMI Human-Machine Interface The aggregate of means by which people—

the users—interact with the system—a par-
ticular machine, device, computer program
or other complex tools.

ICAO International Civil Aviation Organisation

IFPS Integrated Initial Flight Plan Processing A system of the CFMU designed to ration-
System alise the reception, initial processing and
distribution of 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)

IFR Instrument Flight Rules

KPI Key Performance Indicator

LoA Letter of Agreement

LVP Low Visibility Procedures

MoU Memorandum of Understanding

MTTT Minimum Turn-round Time The minimum turn-round time agreed with an
AO/GH for a specified flight or aircraft type.

MVT Movement message Standardised IATA format message, sent via

SITA to destination airport, AO and other re-
cipients, containing departure data of a flight

OCD Operational Concept Document

PAX Passengers

PMP Project Management Plan

XIV
3. IMPLEMENTATION
Abbreviations & acronyms

Acronyms Definition Explanation

REA Ready message

REJ Rejection message

RFP Replacement Flight Plan

RWY Runway

SAM Slot Allocation Message

SIBT Scheduled In-Block Time The time that an aircraft is scheduled to ar-
rive at its parking position.

SID Standard Instrument Departure Published flight procedures followed by

aircraft on an IFR flight plan immediately after
take off from an airport.

SIT1 CFMU Slot Issue Time The time when the CFMU issues the SAM
(Slot Allocation Message). This is normally
two hours before EOBT.

SLA Service Level Agreement

SLC Slot Cancellation message Standard message from CFMU sent when
flight regulations are canceled

SOBT Scheduled Off-Block Time The time that an aircraft is scheduled to

depart from its parking position.

SRM Slot Revision Message Standard message from CFMU sent when
flight regulations are revised

SSR Secondary Surveillance Radar

STAR Standard Arrival Route

STTT Scheduled Turn-round Time Metric SOBT - SIBT

TBD To Be Defined

T-DPI Target - Departure Planning Information This DPI message is sent from the CDM
message Airport to the CFMU (ETFMS) notifying the
Target Take Off Time (TTOT).

TOBT Target Off-Block Time The time that an Aircraft Operator or

Ground Handler estimates that an aircraft
will be ready, all doors closed, boarding
bridge removed, push back vehicle available
and ready to start up / push back immediate-
ly upon reception of clearance from the TWR.

XV
Acronyms Definition Explanation
TSAT Target Start Up Approval Time The time provided by ATC taking into
account TOBT, CTOT and/or the traffic
situation that an aircraft can expect start
up / push back approval

Note: The actual start up approval (ASAT)

can be given in advance of TSAT

TLDT Target Landing Time Targeted Time from the Arrival management
process at the threshold, taking runway se-
quence and constraints into account. It is not
a constraint but a progressively refined plan-
ning time used to coordinate between arrival
and departure management processes.

Each TLDT on one runway is separated from

other TLDT or TTOT to represent vortex and/
or SID separation between aircraft.

4D Trajectory 4 Dimension Trajectory A set of consecutive segments linking way-

points and/or points computed by FMS (air-
borne) or by TP or Routing function (ground)
to build the vertical profile and the lateral
transitions (each point defined by a longitude,
a latitude, a level and a time.

TTOT Target Take Off Time The Target Take Off Time taking into account
the TOBT/TSAT plus the EXOT.

Each TTOT on one runway is separated from

other TTOT or TLDT to represent vortex and/
or SID separation between aircraft.

TWR Aerodrome Control Tower

VFR Visual Flight Rules

VTT Variable Taxi Time Common name for inbound (EXIT) and out-
bound (EXOT) Taxi Times.

WBS Work Breakdown Structure

WP Work Package

XVI
3. IMPLEMENTATION
DEFINITIONS

Definition
Adverse Conditions Adverse Conditions Element consists of collaborative management of the ca-
Concept Element pacity of an airport 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.

The Concept Elements Information Sharing, Milestones Approach, Variable Taxi

Time, and Pre-departure Sequencing need to be implemented at the airport
before Adverse Conditions can be implemented successfully.

Airport Collaborative Airport Collaborative Decision Making is the concept which aims at improving
Decision Making Air Traffic Flow and Capacity Management (ATFCM) at airports by reducing
(Airport CDM) 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:

n Information Sharing
n Milestone Approach
n Variable Taxi Time
n Pre-departure Sequencing
n Adverse Conditions
n Collaborative Management of Flight Updates

Note: Airport CDM is also the name of the EUROCONTROL project coordinat-
ing the implementation of the Airport CDM concept on ECAC airports. This
project is part of the DMEAN and SESAR programs.

Airport CDM The Information Sharing Element defines the sharing of accurate and timely
Information Sharing information between the Airport CDM Partners in order to achieve common
Concept Element situational awareness and to improve traffic event predictability.

The Airport CDM Information Sharing Platform (ACISP), together with defined
procedures agreed by the partners, is the means used to reach these aims.

Information Sharing is the core Airport CDM Element and the foundation for
the other Airport CDM Elements. It needs to be implemented before any other
Concept Element.

XVII
 Definition
Airport CDM The Airport CDM Information Sharing Platform (ACISP) is a generic term used to
Information Sharing describe the means at a CDM Airport of providing Information Sharing between
Platform (ACISP) the Airport CDM Partners.

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

Airport CDM Partner An Airport CDM Partner is a stakeholder of a CDM Airport, who participates in
the CDM process. The main Airport CDM Partners are:

n Airport Operator
n Aircraft Operators
n Ground Handlers
n De-icing companies
n Air Navigation Service Provider (ATC)
n CFMU
n Support services (Police, Customs and Immigration etc)

Alert A system generated message which alerts the Airport CDM Partners of an ir-
regularity and which normally requires one or more partners to make a manual
intervention to resolve the irregularity.

CDM Airport An airport is considered a CDM Airport when Information Sharing, Milestone
Approach, Variable Taxi Time, Pre-departure Sequencing, Adverse Conditions
and Collaborative Management of Flight Updates Elements are successfully
implemented at the airport.

Collaborative The Collaborative Management of Flight Updates Element consists of exchang-

Management of Flight ing Flight Update Messages (FUM) and Departure Planning Information (DPI)
Updates Concept messages between the CFMU and a CDM Airport, to provide estimates for ar-
Element riving 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 Airport.

The Concept Elements Information Sharing, Milestone Approach, Variable Taxi

Time, Pre-departure Sequencing, and Adverse Conditions need to be imple-
mented at the airport before the Collaborative Management of Flight Updates
can be implemented in cooperation with CFMU.

Pre-departure The pre-departure sequencing is the order that aircraft are planned to depart
Sequencing Concept from their stands (push off-blocks) taking into account partners’ preferences. It
Element should not be confused with the pre-take off order where ATC organise aircrafts
at the holding point of a runway.

The aim is to enhance flexibility, increase punctuality and improve slot-

adherence while allowing the airport partners to express their preferences.

XVIII
3. IMPLEMENTATION
DEFIINITIONS

Definition
The Concept Elements Information Sharing, Milestone Approach, and Variable
Taxi Time need to be implemented at the airport before the Pre-departure Se-
quencing can be implemented.

Note: The pre-departure sequence can also be derived by a departure manager

(DMAN), which calculates based on demand the take off time TTOT and derives
the TSAT from the runway sequence. Airports can implement different solutions
to achieve the pre-departure sequence, depending on local traffic complexity
and surface congestion.

Milestone Approach The Milestone Approach Element describes the progress of a flight from the
Concept Element initial planning to the take off by defining Milestones to enable close monitoring
of significant events.

The aim is to achieve a common situational awareness and to predict the forth-
coming events for each flight with off-blocks and take off as the most critical
events.

The Concept Element Information Sharing needs to be implemented at the

airport before it can successfully implement the Milestone Approach.

The Milestone Approach combined with the Information Sharing element is the
foundation for all other Concept Elements.

Event 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.

Ground Handling Ground Handling covers a complex series of processes and services that are
required to separate an aircraft from its load (passengers, baggage, cargo and
mail) on arrival and combine it with its load prior to departure. [Source: www.
iata.org]

Ground Handler A Ground Handler is the company or person(s) that perform ground handling.

Milestone This is a significant event that occurs during the planning or operation 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 Variable Taxi Time is the estimated time that an aircraft spends taxiing between
its parking stand and the runway or vice versa.

Variable Taxi Time is the generic name for both inbound as outbound taxi time
parameters, used for calculation of TTOT or TSAT. Inbound taxi time (EXIT) in-
cludes runway occupancy and ground movement time, whereas outbound taxi
time (EXOT) includes push back & start up time, ground movement, remote or
apron de-icing, and runway holding times.

XIX
 Definition
Variable Taxi Time The Variable Taxi Time Element consists of calculating and distributing to the
Concept Element Airport CDM Partners accurate estimates of taxi-in and taxi-out times to im-
prove the estimates of in-block and take off times. The complexity of the calcu-
lation may vary according to the needs and constraints at the CDM Airport.
The aim is to improve the traffic predictability.

The Concept Elements Information Sharing and Milestone Approach need to

be implemented at the airport before Variable Taxi Time can be implemented.

XX
3. UNDERSTANDING
1. IMPLEMENTATIONAIRPORT CDM

Airport Collaborative Decision Making (Airport CDM)

Data quality and timeliness is
is now embedded in the ATM operational concept substantially improved
as an important enabler that will improve operational
efficiency, predictability and punctuality to the ATM Data is shared by all partners
network and airport stakeholders. It is expected that
Airport CDM will have an impact on the operating ef- The meaning of data provided is the same for all
ficiency of airport partners, and may eventually con- partners, in other words they have a common
tribute to reduced buffer times for resource planning situational awareness
and flight times due to enhanced predictability. It is
recognised that the implementation of Airport CDM Common functions to enable this awareness are
will transform many of the communication policies defined and are implemented using shared
information to support ATM decisions
and procedures that have historically dominated the
airport operations environment, bringing substantial
improvements to all partners. Airport CDM requires very close collabora-
è

tion between ALL THE PARTNERS involved

Airport CDM is often equated with nothing in the management of flights
è

more than better information sharing. As

an essential element to the management of Further to Airport and Aircraft Operators, Air Traffic
flights, there is more to Airport CDM than Service Providers, Ground Handling companies and
just that. the CFMU, other airport partners may also play a role.
For example, a blockage of the airport access road
As the name implies, Airport CDM is about partners can have a major impact on the number of passen-
working together and making decisions based on gers late for check-in. Airport CDM Partners will want
more accurate and higher quality information, where to know about obstructions for their passengers and
every bit of information has the exact same mean- cargo load.
ing for every partner involved. More efficient use of
resources, and improved event punctuality as well as 1.1 Understanding the Impact
predictability are the target results.
When Airport CDM is introduced as a project on an
In the absence of Airport CDM, operational decisions airport, the partners have to come together and dis-
may often be incorrect, or do not get made at all. cuss the impact and organisation of such a project.
Partners may make conflicting decisions as a result Moreover, they need to prepare their own organisa-
of lack of information or the receipt of information that tions for the work ahead, and how the cooperation
has diverging meaning to different partners. Address- with partners will be organised. Two main topics can
ing these shortcomings individually will bring improve- cause difficulties in and between each organisation:
ments but we can talk about Airport CDM only when
the whole complex set of issues is addressed in its n New procedures, the consequence of more infor-
totality and the following is achieved: mation sharing and use of automation
n Culture change, the impact of Airport CDM on
people and organisations

1-1
1.1.1 New Working Procedures shared awareness and overall agreed methodology
will be the biggest challenge throughout the Airport
As Airport CDM includes a whole set of new proce- CDM project.
dures and processes, a training phase to understand
these new features will be needed for all personnel. Important requirements to enable such culture change
For the purpose of knowledge exchange between are: transparency of information, stimulation by man-
operational experts from different working areas, it is agement, and concise documentation of discussions
of great importance that training is conducted with and meeting minutes.
partners with the relevant expertise. This joint ap-
proach into new working procedures will then pro-
vide multiple perspectives of activities by individual 1.2 From Concept to Implementation
persons and organisations, and assess both the in-
dividual and collective impact of new procedures on Airport CDM is a concept that promotes intense col-
the working floors. laboration between partners, using improved quality
of information and more timely exchange of informa-
Where it comes to the integration of existing technol- tion, which is interpreted in exactly the same way by
ogy, or development of new automation applications, all partners.
engineers are needed in discussions to understand
the operational problems and to be able to extrapo- Airport CDM is implemented in the airport environ-
late the technical impact on individuals and organisa- ment through the introduction of processes which
tions. realise the aims of the Concept Elements. The proc-
esses are described in terms of:

1.1.2 Culture Change

n Rules and procedures
One major difficulty with project organisation will be n Input information requirements
the political process between partners. This is nor- n Output information requirements
mally at management level where interest between n Human-Machine Interface (HMI) requirements
partners has to be identified and the collective way
forward negotiated. However once the project actu- Rules and procedures describe what is to be done
ally commences, the real problems will come to light, with information received, what output information to
when operational staff are discussing their daily work- generate and send, and what actions to undertake in
ing procedures with other partners. For the first time, response to specific information or events.
differences in working methods are shared transpar-
ently and sometimes even colleagues in the same Input and output requirements describe the informa-
company may be confronted with deviating proce- tion needed by that process to fulfil its task properly
dures on similar jobs. and the information that has to be output as result of
fulfilling its task.
It will become clear how deep the different working
methods are rooted within the people on the work- Airport CDM processes allow for manipulation of
ing floor. To alter their daily tasks towards a common information to facilitate modified output for decision

1-2
3. IMPLEMENTATION
1. UNDERSTANDING AIRPORT CDM

making. In a simple environment, an Airport CDM

process may be carried out by a human being, us-
ing nothing more complicated than a telephone and
5 Collaborative Management of Flight
Updates enhances the quality of arrival
a pen and paper. and departure information exchanges
between the CFMU and the CDM airports.
It will become clear from this Implementation Manual
that Airport CDM is not complicated and certainly
need not be expensive. One of the main attractions is
that it brings high benefits to a wide range of partners
with relatively low investment.
4 (CDM in) Adverse Conditions achieves
collaborative management of a CDM
Local and Regional airport during periods of predicted or
Whilst it is easy to perceive an airport operation as the unpredicted reductions of capacity.
interaction of essentially local factors, ATM decisions
will be influenced by events often hundreds of miles
away. Airport CDM must bring together all the infor-
mation needed for better decision making, irrespec-
tive of its origin, local or remote.

Airport CDM brings substantial benefits to all partners

3 (Collaborative) Pre-departure Sequence
establishes an off-block sequence taking
by improving the quality of information on which deci- into account operators preferences and
sions are made. This will lead to enhanced operation- operational constraints.
ally efficiency and facilitate optimum use of available
capacity.

With the number of airports implementing Airport CDM

increasing, the network benefits will be increased.
These benefits include an enhanced flow manage-
ment process and reduced number of wasted ATFM
2 Variable Taxi Time is the key to
predictability of accurate take-off
in block times especially
slots resulting in more used capacity throughout the
at complex airports.
network.

1
(Airport CDM) Information The Milestones Approach (Turn-Round
Sharing is essential in that it Process) aims to achieve common
forms the foundation for all the situational awareness by tracking
other elements and must be the progress of a flight from
implemented first. the initial planning to the take off.

1-3
1-4
2. SETTING UP AN AIRPORT CDM PROJECT

The cost and benefits for all partners of implement- Inventory and resources are described high level in
ing Airport CDM have been identified through op- section 2.7. Important to qualify for the network ex-
erational trials at a significant number of European change is to evaluate the implementation on the air-
airports (information on airports currently implement- port, as described in section 2.8.
ing Airport CDM can be found on www.euro-cdm.
org). This information will encourage management 2.1 General Airport CDM
at other airports to investigate these specific costs
Implementation Process
and benefits in order to be able to implement Airport
CDM. Airport CDM requires the structured coopera- In Figure 1 the general process for airports decid-
tion of many partners; success will only be realised if ing on Airport CDM implementation is presented. It
all the partners are aware of what is required of them, shows the airport decisions in blue boxes, external
and continue doing so even in the light of temporary consultation in yellow boxes, CFMU decisions in
set-backs. green boxes and arrows linking the boxes as they
all form a process to be completed, starting from
In short, to start the Airport CDM project, interest expressed for Airport CDM to CDM Airport
è

the following steps are taken: status.

n Get all partners on board In Figure 1 (on next page) it becomes clear that there
n Set the Objectives are four phases from the moment it is decided Air-
n Set the Organisation port CDM may be of interest for their airport until full
n Write the Plan implementation. During the first Information Phase
n Start Implementing many organisational decisions need to be taken in
order to get support from all partners (ATC, Airport,
To take a decision of implementing Airport CDM, many AOs, Ground Handlers), based on benefits. The nor-
steps are taken by the parties who wish to do so. Such mal result of this phase is that more consultation and
process, from interest to achieving the final status, is analysis is needed in order to convince all partners
described in the first section 2.1. Often the first steps with a strong business case.
involve lot of discussions in order to have all the airport
partners see the benefits for the airport as a whole, In the second Analysis Phase more investigations
and individually. In section 2.2 education of the part- can be conducted by having a GAP Analysis done
ners is presented in order to take away concerns, and by EUROCONTROL or independent consultants.
achieve full partner support. This GAP Analysis determines the operational and
technical need for development to meet the Airport
The objectives are listed in section 2.3, which feed the CDM minimum requirements with a common CDM
organisation structure described in section 2.4. The first platform and related processes and operational pro-
activity of the program manager should be to develop cedures. This GAP Analysis is considered as the
a program plan, including the individual projects and baseline measurement.
activities (section 2.5). It is of importance to take into
account the essential order of the Concept Elements, In case the GAP Analysis concludes that much
as they are dependent on each other (section 2.6). needs to be done to implement Airport CDM suc-

2-1
 Airport interest More Analysis Information
Information
in Airport CDM Decision Phase

Implementation Analysis
Gap analysis CBA Decision Phase

not ready advice

Implementation DPI Message Implementation
Elements (1-5) Validation Analysis Go-No-Go Phase
Decision CFMU
Implementation
DPI elements* Local Airport
CDM Operating

Operational DPI
Operational Status CDM DPI Operational
Transmission to
Evaluation Airport Evaluation Phase
CFMU

* The technical support for the DPI element can be implemented either in parallel with elements 1-5 or after their completion

Figure 1: General process for Airport CDM Implementation

cessfully, airport partners may decide to perform a implementation is important, as all elements build
Cost Benefit Analysis (CBA) in order to get an insight on top of the previous element in order to achieve
in foreseen benefits and investments. Such a CBA the desired output with the exception of the Variable
can be conducted by independent consultants or Taxi Times element.
by economic experts available to the airport parties.
The objective of the GAP Analysis is to determine The sixth Concept Element, Collaborative Manage-
what needs to be implemented; the CBA may con- ment of Flight Updates, or DPI message transmis-
tribute to a managerial decision on whether Airport sion to CFMU, can be implemented together with
CDM will be implemented at the airport. the Milestones Approach, and airports may receive
implementation advice from CFMU also at this stage.
Once the decision to implement is positive, the Im- However, after the implementation of the Concept
plementation Phase kicks-off. In this phase the Con- Elements, successful validation and operation of
cept Elements 1) Information Sharing, 2) Milestones CDM elements is a pre-requisite in order to qualify
Approach Turn-round process, 3) Variable Taxi Time, for operational evaluation tests by CFMU, before live
4) Collaborative Pre-Departure Sequencing, and 5) operations with DPI transmission, and finally receiv-
Adverse Conditions are implemented. The order of ing the CDM Airport status.

2-2
2. SETTING UP AN AIRPORT CDM PROJECT

2.2 Educating and Convincing Whilst the touchdown time or target off-block time
for an individual flight is unlikely to give a competitive
all Partners
advantage to anyone, knowledge of all the events of
Whilst most potential partners recognise Air- the flights of an airline can be used to identify re-
port CDM as beneficial and worth introducing, lationships, tendencies and the like. The net result
when it comes to actually sharing information may indeed be commercially sensitive intelligence
or establishing links for closer cooperation, the on an operator’s state of affairs and this should be
enthusiasm may diminish when potential prob- protected.
lems arise. This is not entirely unexpected as
the operation may have matured individually. It Another dimension concerns security, where move-
is this problem within which Airport CDM needs ment data of specific flights needs to be protect-
to solve. ed from unauthorised access to eliminate specific
threats.
The challenges
Whilst all projects contain challenges, some of The value of data
which cannot be known until they are realised, the Commercial considerations arise from the realisa-
Airport CDM trials that have been conducted thus tion that aircraft movement data is valuable, since it
far consistently demonstrate several challenging can be used to generate savings and organisations
areas. The fact that hitherto basically unconnected considering themselves owners of the data will wish
systems will now have to be adapted, at least to to capitalise on that value. While this is defendable
the level of enabling mutual communication, may from a purely commercial point of view, it is against
in itself be seen as problematic. the spirit of the Airport CDM concept.

The challenges could be: programme n Conflicting priorities is a common

è

credibility, scepticism on the part of the problem

team members, security and data owner- n The Airport CDM implementation project
ship concerns and conflicting interests. should be seen as a high priority by both
management and those responsible for
It is essential that all Airport CDM projects in- implementation on a day to day basis
corporate a programme of education for the
partners. This will encourage them to participate Airport CDM is built on commitment and a willing-
and actively support both the implementation ness to cooperate for the greater good of the team.
and the daily running of Airport CDM and to be It is therefore essential that the Airport CDM project
satisfied with its benefits. be established and led by an organisation and a
person within that organisation, who has credibility,
The sensitivity of data integrity, and dedication to the goals of the project.
Concerns may arise from the fact that data, es- The organisation and the responsible individuals
pecially if made available consistently and com- must be innovative, efficient problem solvers, and
prehensively, conveys much more information distinguish themselves as fair, reasonable, and
than the sum of its elements. open-minded.

2-3
It is recommended that the team leaders consider Local partners truly local?
forming committees and / or specialised working It is important to recognise that some partners,
groups to guide the project decision making process who may appear local, are in fact based far away,
(i.e. Steering Group, Working Group, etc.). possibly in other regions of the world (e.g. airline’s
operations centre). It may therefore be necessary
Comprehensive education to go beyond their local presence in order to get
The programme to educate and convince all partners a decision on Airport CDM implementation. Once
must contain a module explaining Airport CDM in the higher level decision has been made, the work
general, leading on to the subject of the Airport CDM should continue locally.
implementation project. This module must stress the
collaborative nature of Airport CDM, the relatively low The introduction of Airport CDM requires a
costs involved and the potential benefits, including culture change. This fact needs to be recognised
the quick-win opportunities. and accepted by the partners as soon as possible,
in order to progress. Continuous collaboration and
EUROCONTROL offers Airport CDM training decision making based on data with new accuracy
è

courses, both at the Institute of Air Naviga- requirements, or on data that was just not available
tion Services in Luxembourg and on loca- before, means working in a new environment that
tion, upon request. Such courses are free of requires some adapting.
charge for airport partners.

2.3 Setting the Objectives

A specific module must be devoted to identifying the
measures that will be taken to protect data from both The objectives of each individual airport partner
commercial and security aspects. The issue of with- are diverse and may, in some cases, be both con-
holding data, unless paid for, has been discussed in tradictory whilst also being complementary. Some
various forums. Organisations truly dedicated to im- partners will not possess a full understanding of the
proving air traffic management will find ways of shar- particular operations and priorities of others. This is
ing data in an acceptable framework. normal in the aviation world and is something that
Airport CDM will address.
Conflicting priorities can be intimidating and discour-
aging, however of all the obstacles, this is probably All Airport CDM Partners have a common prime
the easiest to overcome. It requires patience, per- objective, namely to maintain a safe, smooth and
severance, a firm belief in the objectives and well- efficient air transport service for the benefit of pas-
reasoned arguments. Partners with initial reservations sengers and cargo. In order to achieve this prime
are likely to become supporters when they see the objective there are many supporting objectives. Fig-
achievements or when successful implementation ure 2 represents supporting objectives with which
finally makes staying out a non-option. most partners can identify. This list is not exhaus-
tive and there may well be others, particular to each
airport. Airport CDM covers these supporting ob-
jectives and provides solutions in the Airport CDM
Concept Elements.

2-4
2. SETTING UP AN AIRPORT CDM PROJECT

Airport CDM Common Objectives

Air Traffic Control

Aircraft Operators

N Improve predictability

N Improve on-time performance

N Reduce ground movement costs

N Optimise/enhance use of ground

handling resources

CFMU N Optimise/enhance use of stands, Ground Handling

gates and terminals

N Optimise the use of the airport

infrastructure and reduce congestion
N Reduce ATFM slot wastage

N Flexible predeparture planning

N Reduce apron and taxiway congestion

Airport Operations

2-5
2.4 Setting the Organisation Structure reference group, and several sub-projects including
Sub-Project Managers, executing the actual work.
Once the content and benefits of Airport CDM are un- Depending on the size and complexity of the
derstood and the objectives have been set, the most airport the proposed functions should be per-
crucial phase starts, which is to organise a project for formed by a limited or a larger number of staff.
Airport CDM activities, where the project will be man-
aged properly according to an agreed timeline with all The Strategic Steering Board should be high level
partners involved. management, preferably the Chief Operations Of-
ficers (COO) of the individual partners, or one level
Lessons from airports implementing Airport CDM below the COO. The board should have access to
have learned that this phase often results in long, performance review and operational expertise, which
sometimes stalling, discussions on who finances the usually is available for the COO in charge. This Steer-
project, who runs the project, and how to organise ing Board can be an existing steering board monitor-
sub-projects and monitor progress at the steering ing multiple projects, in order to utilise existing human
board level. resources.

Figure 3 shows a generic organisation scheme which The Strategic Steering Board can be advised by EU-
consists of a high management steering board, one ROCONTROL, Airline Operations Committee (AOC) if
Project Manager with supporting staff, an operational not already part of the SSB, or other external bodies.

Strategic Steering Board AOC

Advisory Group

Project Manager

Communication & Marketing Support Staff

Working Group

Sub-Project Manager Sub-Project Manager Sub-Project Manager Sub-Project Manager

Sub-Project: Sub-Project:
Sub-Project: Sub-Project:
Technical Concept
Concept Elements Training
implementation Validation
Work Work Work Work Work Work Work Work
Pack Pack Pack Pack Pack Pack Pack Pack

Figure 3: Basic Organisation Structure for the Airport CDM program

2-6
2. SETTING UP AN AIRPORT CDM PROJECT

An internal Operational Advisory Group should The Sub-Project Managers are the leaders of the
contain operational experts from the various partners, individual activities, who are joined for coordination
who are frequently gathering to align their recommen- in the Working Group. Examples of these projects
dations to the Strategic Steering Board via the Project can be one or multiple Concept Elements, Validation
Manager, and are getting their information from in- activities, Technical development, Validation or Sta-
dependent consultations of project members, and tistical Performance Analysis, or other related work.
formal progress reports from Project Manager and The support of coordination with the various projects
Sub-Project Managers. Their recommendations must is important, as dependent activities should be com-
be based on the latest progress reports and docu- municated and coordinated in order to achieve the
mentation hence they should have access to all per- desired overall effects.
sons participating, and all documents that are being
developed. The Sub-Project Managers are part timers, dependent
on the size and complexity of their project. They are
The Project Manager is the overall executive, re- full mandated by, and report to, the Project Manager.
sponsible for the total project and all sub-projects In case of work package leaders, the Sub-Project
under the umbrella of Airport CDM. This person has Manager is responsible for their functioning, and shall
full mandate from the Strategic Steering Board, and assign and evaluate these work package leaders or
will be occupied with his work full time, dependent on project members. A project management plan shall
the size of the airport, amount of partners involved, be the basis document for all activities, approach and
project complexity, and number of projects needed. planning, on both project and sub-project level.

The Project Manager has full budget control for In the next section the project management plan and
projects and staff activities, and should report directly role of Project Managers is elaborated.
to the Strategic Steering Board. He collects progress
reports from the Sub-Project Managers, and evalu- Supporting staff such as secretary and accountan-
ates their functioning. All work is performed according cy will be available to project and Project Managers,
to a description of work, or project management plan, in order to achieve their tasks according to plan. Usu-
in order to be transparent and clear to all. ally existing staff can be used however they should be
instructed from a project point of view in order to get
Supporting staff will be organised directly to the Project a clear project mandate for their effort.
Manager, however should also support the projects.
One key staff project should be Marketing and Com- Finally Training should be one of the key projects or
munication, internal and external, in order to continu- supporting staff bodies, as all personnel should be
ously raise the awareness of the Airport CDM project. trained for new operational procedures or managerial
The staff includes operational experts and managers consequences of airport partner interdependencies.
with personnel charisma and presentation skills, who Courses should be organised, preferably in a mixed
can deliver the project needs and benefits to any inter- partner environment to have staff from several opera-
nal and external audience required, in order to achieve tional airport partners in one room, discussing new
full support for the project from management, custom- procedures and viewing the problems that occur dur-
ers, governmental organisations, etc. ing the many activities in the turn-round of an aircraft,

2-7
and solutions offered by Airport CDM. Instructors will be in overall control of the day-to-day project co-
should be fully trained on the Airport CDM concept, ordination and will report to a Project Steering Com-
and have credits via the Instructor Course provided mittee composed of each partner’s representatives.
by EUROCONTROL. The Program Manager will maintain an action/deci-
sion register to enable tracing of all decisions taken
With the organisation structure in place, the next step by the project committee, or within the project.
will be to develop a multi partner project management
plan, and assign staff to the described functions. The contents of the PMP should be selected from the
following indicative list, on the understanding that lo-
2.5 Programme and Project cal requirements will determine the final contents:
Management
n Scope (the outline of the project)
Once all partners involved have indicated their willing- n Objectives (Specific, Measurable, Achievable,
ness to implement the selected functionality, a com- Relevant and Time-oriented)
mon multi-partner Program (or Project) Management n A description of the phases of the project
Plan (PMP) will be created, which organises all activi- (Concept, Development, Execution Termination)
ties, projects, and planning. It is important to get all n Projects and Project Management
partners to sign up to an agreed version of the PMP so n Risk Management
that everyone has a common reference document. n Quality Management
n Work Packages (who is responsible for work and
The PMP should be developed based on when and how it is to be delivered)
è

best project management practices, such n Work Breakdown Structure (WBS)

as those defined by the non profit Project n Deliverables
Management Institute (www.pmi.org). n Communication plan
n Finance and Funding
While all partners participate on a voluntary basis, one n Partners and resources
should be appointed as program manager, with the
aim of ensuring the setting up of the PMP with the A responsibility assignment matrix can be used to
help of all partners involved. The main responsibility identify the roles and responsibilities of each partner
of the Program Manager will be to ensure the plan is throughout the project.
executed within time and budget.
A work breakdown structure (WBS) will detail a list of
It is important that the partners agree and work packages, including the inter-dependency be-
è

appoint an Airport CDM Program Manager tween each of them, required to achieve the overall
to manage all the organisational aspects. project objective. Each work package will be defined
using a standard description template, for example:
The Program or Project Manager could be one of
the main partners or from an independent, neutral n Person responsible
organisation focusing only on overall program and n Objectives
project management activities. The Program Manager n Duration

2-8
2. SETTING UP AN AIRPORT CDM PROJECT

n Principal activities Finally, at the end of the project, a project close out
n Inputs activity is to be foreseen to review the overall project
n Outputs achievement and compare it to the initial project ob-
n Indicator of success (KPIs) jectives.
n Risks
WP00 Project management
Once the WBS, timing and costing have been final- WP01 Task1
ised, the project execution can start. A “rolling wave” WP02 Task2
principle will be applied whereby the PMP will be re- WPXX Project close out
viewed on a regular basis to ensure the overall ob-
Figure 5: Example of Project Work Breakdown Structure
jective is still implemented within time and budget. If
change is required to the PMP, then a new version of
the PMP will be agreed by all of the signatories. 2.6 Implementation order of Airport
CDM Concept Elements
Person responsible
Objectives As explained in Chapter 1, the most important aim of
Duration Airport CDM is to improve efficiency, punctuality and
Principal activities predictability. This is achieved through better deci-
Inputs sions based on more accurate and timely information.
Outputs The improved quality of this information also enables
Indicator of success increased flexibility and efficiency.
Risks
It is essential to achieve a common situational aware-
Figure 4: Task description
ness for all partners by making full use of commonly
A project risk register must be set up and maintained agreed responsibilities and procedures. In order to
identifying the major project risks, the likelihood of the ensure the continued high quality of decisions, a per-
risks occurring and the likely impact of the risk (see formance monitoring system should be established.
also Chapter 4). A mitigation action will be identified In order to facilitate such a monitoring system for
and the WBS will be adapted accordingly (e.g. fore- consistent and interoperable implementation at mini-
see some buffer time between some tasks or identify mum development cost, a number of Airport CDM
backup supplier for critical resources). Concept Elements have been defined (Chapter 3)
that meet the following criteria:
A quality management approach shall also be identi-
fied, commencing with standard review procedures n Involve a decision
of documents and document change control proce- n Result in an operational improvement
dures in accordance with ISO9000. A Communica- n Involve the appropriate airport partners
tion Plan must be developed identifying who needs n Are supported by agreed rules and procedures
to know what information about the project and its n Are based on shared information of the same
progress. It will also identify performance indicators quality level
to be monitored and communicated.

2-9
With this list of criteria, the six Concept Elements 2.7 Inventory for Implementation
are developed and defined in this document. These
Concept Elements are dependent on each other, and An obvious method of minimising costs is to utilise
hence require a recommended order of implementa- existing resources to the maximum extent possible,
tion. However, local considerations, such as size and including networks, computers, displays, etc.
complexity of the airport, may require simultaneous
implementation of all elements or influence the type of Airport CDM elements implemented as soft-
element implementation e.g. sequencing on a small è ware applications are neither computation
airport can be done manually rather the automatically, intensive nor mission critical in the sense
if this enables the airport to meet the information ac- that an ATC system is.
curacy requirements set in the next chapters.
Existing networks and other hardware can usually be
Below, the list of Concept Elements is presented: used, minimising the need for buying new equipment.
Adding the Airport CDM elements to existing systems
n Information Sharing can be cost effective, however it should be borne in
n Milestone Approach mind that modifying host systems may be more ex-
n Variable Taxi Time pensive than building appropriate interfaces into the
n Pre-departure Sequencing software application itself.
n Adverse Conditions
n Collaborating Management of Flight Updates n An inventory of partners’ existing sys-
è

tems is required (see to Attachment 3.2)

Of the available Airport CDM Concept Elements, In- n Appropriate resources may already be
formation Sharing is essential in as much as it creates available
the foundation by enabling the sharing of information
and creating a common situational awareness. In ad- 2.8 Gap Analysis and Completeness
dition, it potentially brings predictability and resource
Assessment
efficiency benefits. After the creation of this information
platform (see also chapter 3.2), the main priority is im- Before commencing an implementation project, it is
plementation of the Target Off-Block Time (TOBT) by recommended that each airport has a Gap Analysis
using the Milestone Approach to improve predictabil- performed by EUROCONTROL or an independent
ity during the turn-round process of aircraft. Together, consultancy company. This analysis has the pur-
Information Sharing and the Milestone Approach are pose to achieve a clear vision of what is available
the essential requirements for implementation of the and what is missing within the airport partners’ tech-
remaining Concept Elements. nical infrastructure (see Attachment 3.2).

All Airport CDM projects must commence At the end of the implementation project an exter-
è

with the implementation of Airport CDM In- nal Completeness Assessment will be performed by
formation Sharing. Other elements can be either EUROCONTROL or a consultancy company,
selected and implemented either simultane- in order to recommend to CFMU on the exchange
ously as one process or in the recommended of DPI messages to feed the network with airport
order to enable the successive elements to be Target Take Off Time (TTOT) predictions. This Com-
most beneficial at the location in question.

2-10
2. SETTING UP AN AIRPORT CDM PROJECT

pleteness Assessment will be conducted on agreed

Completeness Assessment Criteria to ensure both
harmonisation and maturity of implementation
throughout European airports (see attachment 6).

3-0
2-12
 AIRPORT CDM IMPLEMENTATION - STEP BY STEP

Make sure you

understand CDM

Check what is needed

and what is available
Set the organisation structure
(perform gap analysis)
Convince/educate
all partners

Set the objectives

Sign MoU

Set-up CDM project plan

IMPLEMENTATION
- Information sharing
- Milestone approach
- Others

Disseminate
best practise
Project risks and mitigation

How to measure success

(select KPIs)

Post
implementation

3-0
3. IMPLEMENTATION

Air Traffic Control

Aircraft Operators

Airport slots & Flight plan/

pre-departure sequence other data

CFMU Ground Handling

Common data set

Flight data Information

processing systems

Airport Operations

3.1 Introduction The description of the Concept Elements contains

the minimum level of required functionality. Addition-
In this chapter, the various Airport CDM Concept ally, the quality of information and, where applicable,
Elements are described with the focus on implemen- desirable technical processes or operational proce-
tation, based on the Operational Concept Document dures will be added in attachments.
(OCD, reference 1). The order of element implemen-
tation is stressed since the elements depend heavily This Implementation Manual does not preclude the
on each other. At the airport of implementation many need for a detailed specification for each of the de-
specific issues can be decided locally, in order to be scribed elements, however such specification will
flexible based on the unique conditions in which an be developed as part of the implementation project
airport operates. How implementation leads to tech- considering local deviations and / or prevailing cir-
nical considerations is also subject to local pragma- cumstances that may justify a different approach to
tism and financial decisions. achieve the same result.

3-1
Information Sharing is the first Concept Element,
which creates the foundation for all other functions,
while being beneficial in its own right. Therefore, it is
essential to implement this element, before other Air-
port CDM Concept Elements and functions, in order
to achieve a smooth implementation of the succeed-
ing Concept Elements.

In Figure 2 the relevance of Airport CDM Information

Sharing is shown.

Airlines’ schedule

Advisories
Planning information
Airport CDM Information
Sharing Functions

Alerts
Flight progress
information
Maintenance of
environmental
Predictions messages information
(aeronautical and
meteorological)
Status messages

Data recording
Operational planning and archiving
information

Figure 2

3-2
3. IMPLEMENTATION

With Information Sharing implemented, the TOBT for the capacity recovery period, after an adverse
prediction by the Aircraft Operator or Ground Han- situation, this process can help to speed-up the time
dler becomes the second major step to implement, where maximum capacity needs to be achieved.
before all other elements. This Milestone Approach is
the main innovation compared to current way of op- With all local Airport CDM Concept Elements suc-
eration on airports. The Milestone Approach aims to cessfully implemented, the airport is ready to connect
have an early and accurate prediction by the Aircraft with the CFMU for Departure Planning Information
Operator, in order for Air Traffic Control, Airport Oper- exchange, or DPI message exchange. The predicted
ator, and Ground Handlers to anticipate for resources TTOT’s coming out of the TOBT prediction and se-
or traffic planning purposes. With prediction of TOBT quencing processes are sent to CFMU, feeding them
in place, improved prediction of target take off times, to adjust the CFMU derived Calculated Take Off Time
start up times, and taxi time will become possible. (CTOT) accordingly. With this element in place, CFMU
starts to react on predictions coming from the Air-
Once Information Sharing and the Milestone Ap- craft Operator, rather then to impose restrictive and
proach are implemented, Variable Taxi Time (VTT) is inflexible constraints to an airline as is done today.
the next essential step to take. Sequencing still does
not make sense when the standard taxi time values This Collaborative Management of Flight Updates
are applied, as in today’s’ air traffic management. element is considered the main achievement for the
With VTT in place, the link between off-block time and airport to provide service to the Aircraft Operators. At
take off time becomes transparent to all partiers and the same time, from a European network perspective,
CFMU, and a proper prediction of the take off time this contribution to the network will enhance predic-
can be communicated towards the network function tions on Flow and Capacity management, enabling
represented by CFMU. the network to become better utilised, with potentially
a higher capacity.
With Information Sharing, Milestone Approach for
TOBT prediction, and Variable Taxi Time in place, the This Concept Element is the last element to be im-
final steps can be implemented. Off-Blocks sequenc- plemented, as CFMU requires the airport to provide
ing is often needed in order to regulate traffic flows on high quality data to the network. This can only be
large airports, with complex aprons, taxiways, or bot- the case when the processes on the airport level are
tleneck at the runway or stands. With this sequenc- organised according to the Concept Elements
ing function the TSAT can be calculated, and hence described in this chapter. It is for this reason that it is highly
the TTOT at the runway. The sequence prediction recommended to implement the Airport CDM Concept
automates this process and provides early TSAT and Elements according to the order in this document, as
TTOT transparency towards all partners. described above. In the future, an external audit can
be imposed on the basis of a Community Specifica-
With the above four elements in place, the last lo- tion (by EU) to verify the maturity of the Airport CDM
cal airport step is to implement CDM in Adverse implementation, before the exchange with CFMU can
Conditions. Using sequencing for the situation where be established.
different bottlenecks occur, this enables Air Traffic
Control to keep the traffic capacity maximally utilised, In the sections below, more detail for each of the
even when capacity has dropped significantly. Also Concept Elements is described.

3-3
3-4
3. IMPLEMENTATION

3.2 Airport CDM Information Sharing

3.2.1 Objectives and Scope 3.2.2 Requirements for Implementation of

Information Sharing
Airport CDM Information Sharing supports local deci- The following requirements apply for implementation
sion making for each of the partners and facilitates of Airport CDM Information Sharing:
implementation of Airport CDM elements by:
1. Creation of an Airport CDM Platform
n Connecting Airport CDM Partners data process- 2. Standardised format for information transmission
ing systems and data storage
n Providing a single, common set of data describing 3. Real-time delivery of available information or
the status and intentions of a flight data.
n Serving as a platform for information sharing be- 4. Generic and local processes are directly linked to
tween partners the Airport CDM Platform and triggered based on
data events or processing
To achieve the above, Airport CDM Information 5. Alert messages to partners are triggered based
Sharing: on events or calculations
6. Use of interactive and interdependent User
n Collates and distributes planning and flight Display or Human-Machine Interface (HMI)
progress information, originating from ATFM, ATS,
Aircraft Operators and Airport Operators 3.2.2.1 Airport CDM Platform
n Collates and distributes event predictions and For an Airport CDM Platform, all functions are
status messages described in the Functional Requirement Document
n Generates advisories and alerts (reference 2). These detailed functions refer to the
n Provides information concerning the status of Concept Elements of Airport CDM, in order to outline
aeronautical aids / systems and meteorological the specifications of a system. Airport CDM Informa-
sources tion Sharing requires that shared information is availa-
n Enables data recording and archiving for statisti- ble through a common system, connected via proper
cal analysis and other charges (e.g. financial pur- interfacing to all partners’ systems and databases.
poses) This common system is the main infrastructure, which
is known as the Airport CDM Platform and must be
Information Sharing is in fact the “glue” that ties the developed, either by modifying an existing system
partners together in their aim to efficiently coordinate (e.g. Airport or ATC), or designing a new one.
airport activities, and forms the foundation for other
Airport CDM Concept Elements. Note: It must be noted that sensitive commercial
information shall not be accessible to competing
Aircraft Operators, but only to other partners such as
ATC or Airport.

3-5
3.2.2.2 Information Standards 3.2.2.4 Platform Procedures and Processes
Format of the data is essential to avoid inconsistencies Both generic and local processes are developed to en-
or data recognition problems. As different partners able scenarios to occur with the appropriate responses.
have different formats, filters and converters should be Generic processes have been developed for the Milestone
specified and developed in order to interface different Approach Element (see chapter 3.2), and operational pro-
systems and avoid data problems. cedures are planned for de-icing and pre-departure (off-
block) Sequencing. Local procedures closely following
Efficient implementation requires that the standards the functional requirements ensure, in themselves, a high
used, including data conventions, are universally ac- degree of uniformity.
ceptable. The standards used must also satisfy the
safety, security and reliability requirements, without 3.2.2.5 Alert Messages
creating an overkill situation and increasing costs un- Alerting is an important result of information sharing and
necessarily. As a minimum, an agreement must be information processing. Once new information is derived
reached between all partners concerned in respect of out of parameters that have entered the Airport CDM plat-
the format and data conventions of the messages to form, it must be validated whether the value of the new in-
be exchanged. (see Attachment 3.1 for a sample of formation is compliant with tolerances and limits. Process-
a MoU) es defined in the attachment will provide what parameters
need to be checked, and what message shall be send to
Agreement on computer platforms and operating sys- the relevant partners after an inconsistency is detected.
tem aspects can provide substantial savings and is
highly recommended. Incorporation into an existing 3.2.2.6 Human-Machine Interface (HMI)
system will require a different approach from that of a
completely new implementation. General considerations
It is recommended that the functionality of Airport CDM
n It is recommended that new implementa- Information Sharing is implemented as a software appli-
è

tions use a PC platform and an operating cation, utilising a standard windowing interface in order
system with good connectivity and com- to keep costs to a minimum. This Implementation Man-
patibility ual will not give specific solutions, however a number of
n Message formats must have at least AD- guidelines are provided in order to ensure that the vari-
EXP support ous local implementations are consistent with each other.
n Web-based solutions are a good way of Whilst certain details may be subject to local adaptation,
ensuring access at minimum cost many of the HMI features are common, irrespective of the
location.
3.2.2.3 Real-Time Information Transmission
Delivery of updated data to the central platform is es- Some of the information processed by the software ap-
sential to let others react on latest information. Hence plication may be commercially sensitive or may not be
those databases and the transmission channels re- freely disclosed for security reasons. Such data and / or
quire real-time performance of updating, and have da- the results of the calculations must be protected by the
tabase calculation functions acting upon new informa- HMI. It is recommended that this is best achieved by the
tion designed both event and time driven. use of User Profiles.

3-6
3. IMPLEMENTATION

Protection of the data inside the software applica-

tion will also need to be ensured. Protected data-
bases, encryption, firewalls and other commercial off
the shelf security products should be considered as
ways to ensure the appropriate protection of sensi-
tive data.

The technical infrastructure of Airport CDM

è

does not require expensive solutions!

Uniformity of information
The basic principle is that all users with the same level
of access rights shall always see the same informa-
tion. This principle must also be carried forward to the
HMI. Any changes to information will be displayed to
all users with the appropriate access rights.

Lists, windows and pop-ups

As a minimum, the following lists are recommended:

n Operations list
n Arrival list
n Departure list

Additionally, a general information window is envis-

aged. Pop-ups may be used for specific purposes,
e.g. alerts.

Since the software application will be outputting

timed data referring to the same event category (e.g.
landing), but with different significance (e.g. sche-
duled, estimated or actual), it is essential that the HMI
makes such differences clearly identifiable.

Alerts
The alerts specified in the definition of the software
application must be displayed by the HMI in a user-
friendly manner and filtered according to the User
Profiles. Alerts may use changes of colour of the text
or background or display of certain symbols.

3-7
3.2.3 High level Information provided by Other Service Providers
Main Partners n De-icing companies (estimated and actual times
related to de-icing)
The partners are the main sources of data provision n MET Office (forecast and actual meteorological
to the Airport CDM Platform. Below is a list of part- information)
ners and associated data. n And others (fire, police, customs, fuel etc.)

Aircraft Operator / Ground Handler The above mentioned data can be provided
n Aircraft movement data è by either the originator or other sources
n Priority of flights existing locally, e.g. ATC, ATS Reporting
n Changes in turn-round times Office, Airport database etc.
n TOBT updates
n Planning data
n Information concerning de-icing
n Flight plans
n Aircraft registration
n Aircraft type
n Flight type

Airport
n Slot data, including relevant information such as
ADES, SOBT
n Stand and gate allocation
n Environmental information
n Special events
Large TOBT
n Reduction in airport capacity
display in front
of aircraft for
Central Flow Management Unit Ground Handler
n Data from flight plans staff and pilot
awareness.
n SAM
n SRM
n FUM (Flight Status / ELDT) including change
(CHG) or cancellation (CNL) messages

Air Traffic Control

n Real-time updates for ELDT or TLDT
n ALDT
n Runway and taxiway condition
n Taxi times and SID Brussels
n TSAT Airport CDM
display for
n TTOT planning
n Runway capacity (Arrival / Departure) purposes

3-8
 Show/No Show of Flts with status Calculations mode
Startup Given TSAT (with/without) CTOT)
Runway capacity “what if” mode

North runway

Number Estimate Off-Block Time

Status Minimum Departure Intervall

of handling

Standard Instrumental
Callsign
Departure Route

De-icing remark
Calculated
Take Off Time
Target start up
Approval Time

Target
Off-Block Time

Detailed info for

selected flight

Munich SEPL display with TSAT sequence based on TOBT and other factors

3-9
 DATA SOURCES

Aircraft Operator/
Airport Operations
Handling Agent

N planning data N stand and gate allocation

N turn-round times N environmental information
N flight plans N special events
N movement data N reduction in capacity
priority of flights airport slot data
Airport CDM Information Sharing
N N

N aircraft registration N ADES

and type changes N SOBT
N TOBT
N movement messages

Central Flow
Air Traffic Control
Management Unit

N ELDT N data from flight plans

N ALDT N SAMs, SRM, CHG, CNL
N TSAT N changes or cancellations
N TTOT N actual movement messages
N runway and taxiway N ELDT
conditions N FUM’s
N taxi times
N SID allocation
N runway capacity

Service Providers

N de-icing companies
N MET office
(forecast & actual met. info)
N and others
(fire, police, customs, fuel, etc...)

3-10
3. IMPLEMENTATION

3.2.4 Processing of Information

ATC Flight Plan (FPL) 3.2.4.1 Common data related to the aircraft
Most airports, whether they are coordinated or not,
can extract from their databases the scheduled infor- Aircraft Registration
mation needed for their daily operations (IATA format). Aircraft registration is normally provided on the day of
That information should be integrated with the avail- the operation. At coordinated airports, the registra-
able FPL information in ICAO format (note) in order to tion shall be linked to the Airport Slot Programme for
build a 4D profile of the flight. the day of operation. Changes to the aircraft registra-
tion shall be communicated. Airport slot and aircraft
note: The flight plan as filed with an ATS unit by the registration shall be correlated.
pilot or a designated representative, without any sub-
sequent changes (ICAO Definition). When the word Aircraft Operator / Ground Handler
“message” is used as a suffix to this term, it denotes From the ATC Flight Plan, the Aircraft Operator can
the content and format of the filed flight plan data as be defined. The Ground Handler providing the serv-
transmitted. icing of an aircraft while it is on the ground can be
abstracted from the Aircraft Operator.
Special events / environmental
and weather information Aircraft Type
This information is available on the day of operations e.g. Boeing 747, 737 or Airbus 319 or 380, etc.
and shall be considered for (re-) planning purposes.
Special event information may be available in advance Aircraft Parking Stand
in case of e.g. large sport events. Number or character of multiple digits

Common data related Data extracted from arriving Data extracted from departing
to the aircraft flight information flight information

n Aircraft registration n Aircraft identification n Aircraft identification

n Aircraft flight status n ADEP n ADES

n Aircraft type n Inbound flight type n SID

n Aircraft parking stand n Take off time from outstation n Outbound flight type

n Boarding gate n EET n De-icing

n Turn-round time n Landing time n Off-block time

n Handling agent n Taxi-in time n Taxi-out time

n TOBT n In-block time n Take off time

Aircraft related data elements of a CDM operation

3-11
Boarding Gate Aircraft Flight Status
In case needed also mention the terminal. In the planning phase, the aircraft flight status is initially
set as Scheduled (SCH), when a scheduled depar-
Turn-round Time ture time is detected in the Airport database. The next
The Minimum Turn-Round Time (MTTT) is determined transition will be to the Initiated Status (INI), when the
when the field is initialised, however the data is over- departure information is confirmed by a FPL coming
written by an Estimated Turn-Round Time (ETTT) when from ATC. In the tactical phase, the aircraft flight sta-
a value is entered by an agent. MTTT will depend on tus updating process will be performed by real-time
aircraft type, possibly type of stand, airline procedures, messages triggered by events. These can be found in
etc., and will be derived from an agreed table available attachment 4, Event Triggers.
in the airport database. Values of MTTT shall be deter-
mined for each aircraft type and stored as a default or 3.2.4.2 Data extracted from the arriving flight
initialisation value. information

TOBT Aircraft identification 1

TOBT can be calculated as ELDT+EXIT+ MTTT or When the ATC Flight Plan is received, the aircraft identi-
ALDT+EXIT+ MTTT or AIBT + MTTT. fication is used to correlate the ATC Flight Plan with the
airport schedule. If correlation is not possible the ATC Flight
If TOBT is earlier than EOBT, then EOBT value is dis- Plan shall be presented to an operator for processing.
played as TOBT, until updated / confirmed by the Air-
craft Operator or Ground Handler. Confirmation can 1- A group of letters, figures or a combination thereof which is either identical to, or
also be triggered automatically based on a time pa- the coded equivalent of, the aircraft call sign to be used in air-ground communica-
tions, and which is used to identify the aircraft in ground-ground air traffic services
rameter before TOBT. communications (ICAO Definition).

Planning Phase: SCH Scheduled BRD Boarding

INI Initiated RDY Ready
CDM: SCH INI AIR Airborne OBK Off-Block
FIR Flight entered local FIR RDI Ready for de-icing
FNL Final DEI De-icing in progress
ARR Landed DEP Departed
IBK In-Block
Real Time:

AIR FIR FNL ARR IBK BRD RDY OBK RDI DEI DEP
Arrival Ground Departure
phase phase phase

Aircraft flight status: in addition the ground radar picture used by ATC (e.g. A-SMGCS) can be shared by CDM partners
so that the location of aircraft and vehicles can be monitored on the aerodrome surface.

3-12
3. IMPLEMENTATION

Aerodrome of Departure (ADEP) Standard Instrumental Departure (SID)

When the ICAO flight plan is received, the ADEP Defaults to that based on RWY in use and ADES or
therein shall be compared with the airport slot ADEP. as input by ATC.
In case of a discrepancy, the ICAO flight plan shall be
presented to an operator for processing. Outbound flight type
Schengen/Non-Schengen, cargo, general aviation
Inbound flight type etc.
Schengen/Non-Schengen, cargo, general aviation
etc. Off-block time
SOBT, EOBT, TOBT / TSAT, AOBT.
Estimated Elapsed Time (EET) SOBT shall be extracted from the airport slot and en-
Derived from the filed flight plan. tered together with the programme for the day.

Take off time of inbound flight Take off time

ATOT from outstation. ETOT, CTOT, TTOT, ATOT

Landing time Estimated taxi-out time

ELDT, TLDT, ALDT EXOT

In-block time of inbound flight

3.2.5 Local Settings and Platform Inputs
EIBT, AIBT
The Airport CDM Platform receives most of its infor-
Estimated taxi-in time mation automatically from the partners’ databases.
EXIT However, certain manual inputs are required to be set
locally on the airport, or even individually per person.
3.2.4.3 Data extracted from the departing flight These include:
information
n System management
Aircraft identification n Individual display settings
When the filed flight plan is received, the aircraft iden- n Response to alerts
tification is used to correlate the flight plan with the air- n Change of default values
port slot of the flight. If correlation is not possible, or if n Change of arrival or departure sequence
the airport slot is already correlated, the filed flight plan n Changes to airport configuration and runway
shall be presented to an operator for processing. capacity

Aerodrome of Destination (ADES) The HMI will allow only inputs and / or changes to
When the filed flight plan is received, the ADES there- be made in accordance with the access rights em-
in shall be compared with the airport slot ADES. In bedded in the User Profile. For example, Aircraft Op-
case of a discrepancy, the filed flight plan shall be pre- erators or Ground Handlers may only affect inputs or
sented to an operator for processing. changes for their own flights. Similarly, the arrival or

3-13
departure capacity, sequence and runway to be used Operator handbooks and training material will be pro-
may only be changed by ATC, whilst ATC will not duced to ensure the uniform training of operators and
have access rights to change details of a flight which the harmonised implementation of procedures. The
are in the domain of the Aircraft Operator. Operator handbooks will have a common core and
additional supplements to reflect the particular envi-
ronments of the various partners. Aircraft Operators
3.2.6 Regulatory Aspects
will also want to use extracts as supplements to on-
The implementation of this Airport CDM functionality board documentation.
at an airport does not, in any way, negate any of the
applicable rules and regulations already in force. The training material is probably best developed as
an interactive, self-teaching course, with specific
Airport CDM is based on the voluntary cooperation modules also suitable for pilots. This approach can
of the various partners, as a consequence of the mu- save expensive training time.
tual recognition of the benefits that will accrue for all.
Currently, community specifications are under deve- Enough copies of both the Operator handbook and
lopment by the European Commission. training material should be stocked, so that new part-
ners can be given sufficient copies as soon as they
Nevertheless, in order to ensure reliable and consistent come on-board.
operation, the roles and responsibilities of all partners
need to be formalised in a comprehensive Memoran- The specific procedures applicable as a result of the
dum of Understanding and, where applicable, Service implementation of this functionality will also have to
Level Agreements. The latter is of particular signifi- be published via the usual AIS channels, including the
cance in respect of those partners undertaking certain AIP (see generic AIR text in Attachment 3.3).
services on behalf of others. Attachment 3 contains
samples of a Memorandum of Understanding (MoU).

It is important that the partners also agree and ap-

point an Airport CDM Project Manager to manage all
the organisational aspects, as mentioned earlier.

3.2.7 Publication of Information

The availability of the Airport CDM Information
Sharing function will have to be made known to all
concerned. Information will be available from, at least,
the following sources:

n Operator handbooks and training material

n Website
n AIS channels

3-14
3. IMPLEMENTATION

3.3 The Milestone Approach for The Milestone Approach focuses on:

the Turn-Round Process

n A set of selected milestones along the progress of
the flight (arrival, landing, taxi-in, turn-round, taxi-
3.3.1 Objective and Scope
out and departure), where the partners involved in
Where Airport CDM Information Sharing has been im- the flight process change.
plemented, significant further improvements can be n Time efficiency performance, which is measured
achieved by implementing the Milestone Approach for each milestone or between two milestones.
for the turn-round process. Here, the progress of
a flight is tracked in the Airport CDM Platform by a The flight profile is built by linking the above, so that
continuous sequence of different events, known as time performance between every milestone and its up-
milestones, and rules for updating downstream in- date in real-time becomes a fundamental parameter
formation and the target accuracy of the estimates for the Milestone Approach. Timely shared informa-
are defined. Different Airport CDM Partners can be tion is paramount to enable each partner to react in
responsible for different milestones, with the aim of time to update their milestones in real-time. In this way
integrating all of the milestones into a common seam- performance improvements in predictability and effi-
less process for the flight. ciency can be obtained by the action of each partner
and shared between partners.
The main objective of the Milestone Approach is to
further improve the common situational awareness of Once a flight has been activated in the Airport CDM
all partners when the flight is inbound and in the turn- Platform, on receipt of the ATC Flight Plan, several de-
round flight phases. More specifically, the objectives fault values for this flight can be added based on gener-
are to: ic and local rules e.g. stand number, variable taxi times,
Estimated Off-Block Time and a Target Take Off Time.
n Determine significant events in order to track the Aircraft Operators and Ground Handlers can review and
progress of flights and the distribution of these update certain default values in order to improve the
key events as Milestones quality of the prediction, e.g. based on the number of
n Define information updates and triggers: new pa- passengers or the progress of connecting flights.
rameters, downstream estimates updates, alert
messages, notifications, etc. One of the main contributions to performance from
n Specify data quality in terms of accuracy, timeli- Airport CDM is the TOBT. Its quality can be assessed,
ness, reliability, stability and predictability based by measuring its timeliness, accuracy and predictabi-
on a moving time window lity. The confidence for decision making relies on the
n Ensure linkage between arriving and departing quality of the TOBT, which in turn depends on several
flights other milestones, so the precision of each milestone
n Enable early decision making when there are dis- should also be analysed to identify which ones need to
ruptions to an event. be improved to obtain an accurate TOBT.
n Improve quality of information
The progress of the flight is monitored automatically
and as the flight progresses through each of the mile-
stones, more information is added and modified as it

3-15
becomes available (i.e. flight plan, ATFM measures, quired computing logic if implemented as a software
actual progress etc), and the downstream milestones application.
are updated accordingly and alerts are raised, if re-
quired. A delayed arrival will usually have an impact 3.3.2.2 Stakeholder agreement on
on the departure phase of the flight using the same implementation of Generic Milestone
airframe, and can also affect: Processes
This document (see attachment 2) provides generic
n the crew processes, which may be adapted according to
n the flights carrying transfer passengers local needs. However, it is of importance that all
n the gate/stand occupation and subsequent part- partners agree to the procedures implemented,
ner resource planning and adjust their way of working based on this
agreement.
Should the flight become late, the Aircraft Operator
is prompted to re-plan (e.g. stand and gate changes) 3.3.2.3 Human-Machine Interface
or re-schedule the corresponding outbound flight and The specific user interface requirements are limited
any associated connecting flight(s). and are best met by combining with the HMI of the
Post-process analysis will not only enable the partners Airport CDM Information Sharing. Important output
to monitor the benefits of Airport CDM but also help from this Concept Element are messages sent ac-
them to establish the precise reasons for not meet- cording to the procedures, which shall be presented
ing the Milestone requirements in respect of individual to the Airport CDM Platform users, preferably in their
flights. Action can then be undertaken to minimise the existing display.
effects in the future or eliminate the causes altogether,
e.g. by updating default values.
3.3.3 The Defined Milestones
A total of 16 basic Milestones have been defined. The
3.3.2 Requirements for Implementation
list of Milestones is indicative, more milestones may
The main requirements for this element are: need to be included to cover for extra information up-
dates on key events, such as de-icing. Local proce-
n Have the technical infrastructure and hence Infor- dures may dictate that some milestones may not be
mation Sharing in place and working properly required, and are therefore considered as not highly
n Have local agreement on what processes are recommended. The defined Milestones are present-
needed to improve turn-round predictability of ed in the table below. Related processes and alert
events messages are contained in Attachment 2.
n Proper display of output generated by Milestone
processes

3.3.2.1 Technical infrastructure

This functionality is based on the already implemen-
ted Information Sharing. Additional data input and
output must be provided for, in addition to the re-

3-16
3. IMPLEMENTATION

Mandatory / Optional
Number Milestones Time Reference for Airport CDM
Implementation

1 ATC Flight Plan activation 3 hours before EOBT Highly Recommended

2 EOBT – 2 hr 2 hours before EOBT Highly Recommended
3 Take off from outstation ATOT from outstation Highly Recommended
4 Local radar update Varies according to airport Highly Recommended
5 Final approach Varies according to airport Highly Recommended
6 Landing ALDT Highly Recommended
7 In-block AIBT Highly Recommended
8 Ground handling starts ACGT Recommended
9 TOBT update prior to TSAT Varies according to airport Recommended
10 TSAT issue Varies according to airport Highly Recommended
11 Boarding starts Varies according to airport Recommended
12 Aircraft ready ARDT Recommended
13 Start up request ASRT Recommended
14 Start up approved ASAT Recommended
15 Off-block AOBT Highly Recommended
16 Take off ATOT Highly Recommended

INBOUND
Data
coherency CDM Milestones
check Taxi In
FIR Entry/Local ATC
(EXIT)

ATOT ALDT TURN ROUND

1 2 3 4 5 6 MTTT Minimum Turn ARDT
Round Times will be
Final in the CDM platform Boarding ASRT
Approach and can be updated 11
by AO/GH
7/8 OUTBOUND
Take Off from outstation AIBT 9 10 12 13 14 ASAT
AGHT ATC issues TSAT
Taxi Out
-2hrs CTOT allocation Final update (EXOT)
of TOBT

-3hrs Flight Plan activation (FPL) 15 16

AOBT ATOT

3-17
3.3.4 Description of Milestones

The following table describes in detail each Milestone, including its origin, timing, required data quality and
effect. The section is written as the concept is supposed to work. For a detailed description please read the
Generic Procedures in attachment 2.

Milestone 1 ATC Flight Plan Activated

Definition The ICAO flight plan is submitted to ATC. The Airport CDM Platform is initiated for this
flight, and all available information is processed.

Origin and priority The ATC Flight Plan is submitted by the Aircraft Operator and distributed by the IFPS.
All involved ATC units receive the flight plan, including departure and destination aero-
dromes.

Timing Normally this takes place 3 hours before EOBT, however it may be later. In some cases a
repetitive flight plan (RFPL) has been submitted, covering daily or weekly flights.

Data Quality The ATC Flight Plan corresponds to the airport slot programme.

Effect One aircraft turn-round normally includes an arriving and a departing flight, meaning
that it will have two related flight plans. For coordinated airports, the outbound flight is
already known. The flight plan may be used to update certain information such as type
of aircraft. For long distance flights, the ELDT may differ from the airport slot. For non
coordinated airports, the flight plan is used to initiate the outbound flight. The flight is
ready not later than 15 minutes after the planned EOBT. The DPI process commences
the correct messaging with CFMU (if implemented – see attachment 2 for details).

Procedures To check consistency between ATC Flight Plan, Airport Slot and Airport flight data and
then confirm the flight to the CFMU and allow further local processing of the flight.

This check shall be performed to verify the consistency between the ATC Flight Plan,
Airport Slot and Airport flight data before the first E-DPI is sent. The AO must provide
correct information before this first E-DPI message, in order to feed CFMU with consist-
ent SOBT, aircraft registration, and first destination data, as early in time as possible. The
E-DPI message should not be sent if no or inconsistent information is provided.

This process is triggered by:

n The first activation of the ATC Flight Plan (earliest EOBT-3 hr), or
n New or late submissions of the ATC Flight Plan, after cancellation or revised EOBT

Operational Status SCHEDULED

(changes to)

Action on CDM ELDT and EIBT updated for an arrival

Operation (ACISP) EOBT and ETOT updated for a departure
The DPI process commences (if implemented – see section 3.7.3 for details).

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3. IMPLEMENTATION

Milestone 2 EOBT - 2 hr

Definition At EOBT-2 hr most flights will be known in the Airport CDM Platform including if they are
regulated or not. All regulated flights receive a CTOT from CFMU.

Origin and priority The CTOT is issued by the CFMU and is sent to relevant ATS units as well as the depar-
ture aerodrome. CTOT flights usually have a priority over unregulated flights.

Timing If the flight is regulated, a CTOT is issued at EOBT–2h.

Data Quality Not applicable.

Effect For inbound flights, ELDT is updated based on information provided by the FUM mes-
sages, taking into account the actual progress of the flight.

Procedures To check (before or after take off from outstation) whether AO/GH flight estimates are
consistent with the ATC Flight Plan and to inform CFMU about the updated take off
time estimate, using a T-DPI Message.

This check shall be performed to verify feasibility of the ATC Flight Plan estimated off
block time at EOBT-2 hrs. At EOBT-2 hrs CFMU is informed through the first T-DPI
message. Calculation basis for the TTOT shall take into account EIBT+MTTT+EXOT, if
later than EOBT+EXOT. In the case of manual input of TOBT, this estimate will override
the EIBT+MTTT estimate, hence TTOT equals TOBT+EXOT.

This procedure is triggered by

n a time stamp, at EOBT – 2h.

Operational Status
(changes to) N. A.

Action on CDM ETOT/TTOT/CTOT

Operation (ACISP) Mark appropriate fields as REGULATED

3-19
Milestone 3 Take Off from Outstation

Definition The ATOT from the outstation (ADEP)

Origin and priority The outstation provides ATOT to the CFMU and Aircraft Operator.

Timing The information is directly available after occurrence of the milestone.

Data Quality The accuracy of ATOT is +/- 1 minute.

Effect If the departure airport is more than 3hrs flying time from the destination airport the ATOT
is received from either the CFMU FUM or via the Aircraft Operator / Ground Handler.
Using the ATOT an ELDT can be calculated by using the Estimated Elapsed Time on
the FPL.

If the flight is within 3hrs flying time of the destination airport the CFMU monitors progress
of the flight using the ETFMS and send a Flight Update Message (FUM) that provides
updates of the flight’s progress.

Procedures To check whether the AO/GH estimated landing time after take off from outstation are
consistent with the outbound ATC Flight Plan, and when needed inform the CFMU about
the updated take off time estimates using a T-DPI-c Message.

This check shall be performed to verify feasibility of the ATC Flight Plan at take off from
outstation. A TTOT tolerance of 5 minutes is respected before CFMU is informed of the
updated TTOT. Calculation basis for the TTOT shall take into account EIBT+MTTT+EXOT.
In case EOBT is later than EIBT+MTTT, TTOT equals EOBT+EXOT. In the case where
TOBT is available this prediction will overrule the EIBT+MTTT estimate, hence TTOT
equals TOBT+EXOT.

This process is triggered by

n the take off from outstation.

Operational Status AIRBORNE

(changes to)

Action on CDM
Operation (ACISP) ELDT, EIBT, TOBT and TTOT updated

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3. IMPLEMENTATION

Milestone 4 Local Radar Update

Definition The flight enters the FIR (Flight Information Region) or the local airspace of the destina-
tion airport.

Origin and priority This information is normally available from the Area Control Centre (ACC) or Approach Con-
trol Unit that is associated with an airport. The radar system is able to detect a flight based
upon the assigned SSR code when the flight crosses a defined FIR/ATC boundary.

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

Data Quality Must be equal to the accuracy of the ATC system.

Effect Update of the ELDT can trigger a new TOBT to be entered by the AO/GH, or calculated
automatically by the Airport CDM Platform. The accuracy of ELDT is particularly impor-
tant at this stage since downstream decisions are taken, such as stand /gate / aircraft
changes, preparation of arrival sequence, preparation of ground handling operations,
decisions for connecting passengers.

Uncertainty and ELDT non-accuracy at this stage significantly increase risks for bad and
last minute decisions and internal disruptions. The objective to decrease the number of
stand and gate changes in the last 30 minutes requires high accuracy regarding depar-
ture and arrival times. Therefore, taking into account the taxi-in time (EXIT), any change
to a stand or gate is not preferred after ELDT-30’.

The update of TOBT for the related departing flight takes place following this milestone.
Decisions such as the turn-round period, connecting passengers etc are taken and
need to be stable at this event. An estimated in-block time (EIBT) is computed using the
ELDT and the estimated taxi-in time.

Procedures To commence the TOBT process and check whether the AO/GH TOBT is consistent
with the ATC Flight Plan. CFMU is informed when the TTOT changes by more than the
agreed TTOT tolerance.

This check shall be performed to verify feasibility of the ATC Flight Plan given the updat-
ed TOBT. The TTOT tolerance is respected before CFMU is informed of updated TTOT.

This process is triggered by

n the detection of the flight by radar in either FIR, TMA, or on Final Approach.

Operational Status
(changes to) FIR

Action on CDM
Operation (ACISP) ELDT, EIBT, TOBT and TTOT updated

3-21
Milestone 5 Final Approach

Definition The flight enters the Final Approach phase at the destination airport.

Origin and priority This information is normally available from ATC. The radar system detects a flight based
upon the assigned SSR code and identifies when the flight crosses either a defined
range / position or passes/leaves a predetermined level.

Timing Dependent upon local parameters that are defined by ATC.

Data Quality Must be equal to the accuracy of the ATC system.

Effect Update of the ELDT to determine a new TOBT. When a flight reaches this stage it is usu-
ally between 2 and 5 minutes from landing (depending on the parameter set by ATC).
This is often the prompt for many partners to start moving resources connected with the
flight, such as positioning a parking marshal and ground handling services.

Procedures To commence the TOBT process and check whether the AO/GH TOBT is consistent
with the ATC Flight Plan. CFMU is informed when the TTOT changes by more than the
agreed TTOT tolerance.

This check shall be performed to verify feasibility of the ATC Flight Plan given the updat-
ed TOBT. The TTOT tolerance is respected before CFMU is informed of updated TTOT.

This process is triggered by

n the detection of the flight by radar in either FIR, TMA, or on Final Approach.

Operational Status
(changes to) FINAL

Action on CDM
Operation (ACISP) ELDT, EIBT, TOBT and TTOT updated

3-22
3. IMPLEMENTATION

Milestone 6 Landed

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

Origin and priority Provided by ATC system or by ACARS from equipped aircraft.

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

Effect The occurrence of ALDT triggers an update of downstream estimates: TOBT and TTOT
are updated automatically or inserted manually by the Aircraft Operator / Ground Han-
dler, calculated on the basis of the defined turn-round period for the departing flight.

The EIBT can be updated according to the ALDT +EXIT.

Procedures To check whether the AO/GH TOBT is consistent with the ATC Flight Plan. CFMU is
informed when the TTOT changes by more than the agreed TTOT tolerance.

This check shall be performed to verify feasibility of the ATC Flight Plan given the up-
dated TOBT or ATC Flight Plan. A TTOT tolerance is respected before CFMU is informed
on updated TTOT.

This process is triggered by

n Actual Landing Time: ALDT

Operational Status
(changes to) LANDED

Action on CDM ELDT changes to ALDT,

Operation (ACISP) EIBT, TOBT and TTOT updated

3-23
Milestone 7 In-Block

Definition 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)

Note: ACGT is considered to commence at AIBT

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

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

Effect The occurrence of AIBT should trigger an update of downstream estimates: TOBT and
TTOT are updated automatically or inserted manually by the Aircraft Operator / Ground
Handler, calculated on the basis of the estimated turn-round period for the departing
flight.

Procedures To check whether the AO/GH TOBT is consistent with the ATC Flight Plan. CFMU is
informed when the TTOT changes by more than the agreed TTOT tolerance.

This check shall be performed to verify feasibility of the ATC Flight Plan given the up-
dated TOBT or ATC Flight Plan. A TTOT tolerance is respected before CFMU is informed
on updated TTOT.

This process is triggered by

n Actual In Blocks Time: AIBT

Operational Status
(changes to) IN-BLOCK

Action on CDM EIBT changes to AIBT

Operation (ACISP) TOBT and TTOT updated

3-24
3. IMPLEMENTATION

Milestone 8 Ground Handling Started

Definition Commence of Ground Handling Operations (ACGT).

Note: this milestone is specific to flights that are the first operation of the day or that have
been long term parked. For flights that are on a normal turn-round ACGT is considered
to commence at AIBT.

Origin and priority Aircraft Operator / Ground Handler will provide the information.

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

Effect The occurrence of ACGT triggers an update of downstream estimates:

TOBT is updated automatically or inserted manually by the Aircraft Operator / Ground
Handler, calculated on the basis of the estimated turn-round period for the departing
flight.

Procedures To check whether the AO/GH TOBT is consistent with the ATC Flight Plan. CFMU is
informed when the TTOT changes by more than the agreed TTOT tolerance.

This check shall be performed to verify feasibility of the ATC Flight Plan given the up-
dated TOBT or ATC Flight Plan. A TTOT tolerance is respected before CFMU is informed
on updated TTOT.

This process is triggered by

n Actual Commence of Ground Handling: ACGT

Operational Status
(changes to) IN-BLOCK

Action on CDM
Operation (ACISP) ETTT/TOBT, TTOT updated

3-25
Milestone 9 Final Confirmation of the TOBT

Definition The time at which the Aircraft Operator or Ground Handler provide their most accurate
TOBT taking into account the operational situation.

Origin and priority The Aircraft Operator / Ground Handler provides the information.

Timing The information is provided t minutes before EOBT

(t is a parameter time agreed locally).

Data Quality Accuracy is agreed locally.

Effect The aim of the final TOBT is to give a timely, accurate and reliable assessment of the off-
block time. It is recognised that main benefits of sharing the TOBT are expected in case of
disruptions (internal or external). In such cases, the difference between EOBT (shared by
ATC, CFMU and Stand / Gate Management) and TOBT may be important.

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

The flight is introduced into the pre-departure sequence. The Aircraft Operator / Ground
Handler, in coordination with the aircrew, can manage the turn-round process accordingly.

Procedures To check whether the AO/GH TOBT is consistent with the ATC Flight Plan. CFMU is in-
formed when the TTOT changes by more than the agreed TTOT tolerance.

This check should be performed at a predefined time (local parameter) to confirm TOBT
prior to TSAT issue and verify feasibility of the ATC Flight Plan estimates given the updated
TOBT. A TTOT tolerance is respected before CFMU is informed on updated TTOT.

This Milestone Process is actually constantly applicable in the CDM Platform, as soon as
a TOBT is available. However the confirmed TOBT prior to TSAT has special status, where
AO/GH check the quality of TOBT before TSAT issue.

This process is triggered by n a new TOBT or TTOT update. No need to confirm an

existing TOBT if it has been manually modified before.

Operational Status
(changes to) Sequenced

Action on CDM
Operation (ACISP) TTOT updated

3-26
3. IMPLEMENTATION

Milestone 10 TSAT Issued

Definition The time ATC issues the Target Start Up Approval Time

Origin and priority ATC

Timing The information is provided t-minutes before EOBT, where t is a parameter agreed locally

Data Quality Accuracy is agreed locally.

Effect The flight is stabilised into the pre-departure sequence. The Aircraft Operator/
Ground Handler, in coordination with the aircrew, can manage the turn-round process
accordingly.

Procedures First step: To inform all relevant partners of the TSAT that has been allocated to the flight.
The CFMU is informed by a T-DPI-s for non regulated flights.

Second step: To check whether the number of TOBT updates exceeds a tolerance defined
locally, after TSAT has been issued.

First: The TSAT will indicate to the partners the time when the start up approval can be
expected. CFMU will be informed with a T-DPI-s for non regulated flights. No check is
performed.

Second: A check shall be performed to see the number of TOBT updates after TSAT has
been issued. In case the number of TOBT updates exceeds a threshold, then the TOBT
input should be processed according to local procedure.

This process is triggered by

n A defined time (local parameter) before TOBT
n TOBT update after TSAT issue

Operational Status
(changes to) N.A.

Action on CDM
Operation (ACISP) TTOT updated

3-27
Milestone 11 Boarding Starts

Definition The gate is open for passengers to physically start boarding (independent of whether
boarding takes place via an air-bridge/pier, aircraft steps or coaching to a stand).

This is not to be confused with the time passengers are pre-called to the gate via flight
information display systems (FIDS) or public address systems.

Origin and priority Automatic from airport system or manual input by Aircraft Operator/ Ground Handler.

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

Effect When boarding commences it gives the Airport CDM Partners a good indication of
whether the TOBT/TSAT will be respected.

Procedures First step: To inform all relevant Airport CDM Partners of Actual Start Boarding Time
(ASBT).

Second step: To check whether boarding starts in time to respect TOBT and inform the
AO/GH in case TOBT needs to be updated.

Inform of Actual Start Boarding Time (ASBT) when it occurs. At a certain time before
TOBT (local variable e.g. corresponding to aircraft type) a check shall be performed to
check the boarding status.

This process is triggered by

n a time variable <value> minutes before TOBT.

Operational Status
(changes to) BOARDING

Action on CDM
Operation (ACISP) N.A

3-28
3. IMPLEMENTATION

Milestone 12 Aircraft Ready

Definition The time when all doors are closed, boarding bridge removed, push back vehicle con-
nected, ready to taxi immediately upon reception of TWR instructions (ARDT).

Origin and priority Provided by the Aircraft Operator/ Ground Handler.

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is directly available with an accuracy of +/- 1 minute.

Effect ATC refines the pre-departure sequence. The pilot requests start up just before TSAT,
following coordination with the Ground Handler. (Dispatcher / Supervisor / Redcap).

Procedures First step: To inform all relevant Airport CDM Partners of Actual Ready Time (ARDT) in
the Airport CDM Platform and that the aircraft is ready for start up / pushback.

Second step: To inform the AO/GH that TOBT has passed and the Airport CDM Platform
has not yet received ARDT or Ready Status (RDY).

Inform of ARDT or RDY confirming that the flight follows the indicated TOBT. At TOBT
+ tolerance the AO/GH are informed that TOBT has passed and there has not been a
ready status message yet.

This procedure is triggered by

n an input to the Airport CDM Platform.

Operational Status
(changes to) READY

Action on CDM N.A

Operation (ACISP)

3-29
Milestone 13 Start Up Requested

Definition The time that start up is requested (ASRT).

Origin and priority ATC (based on pilot request).

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

Effect ATC confirms TSAT to the pilot in order to maintain the aircraft in the pre-departure se-
quence. Provided the aircraft was ready on time (ARDT), it is now up to ATC to assure
that a regulated flight can respect its CTOT.

Procedures First step: To inform all relevant Airport CDM Partners of Actual Start up Request Time
(ASRT) in the Airport CDM Platform.

Second step: to alert all relevant Airport CDM Partners when no start up has been re-
quested inside the locally agreed TSAT tolerance window.

Inform of ASRT when it occurs. If the start up request is not made by TSAT + tolerance,
the AO/GH is informed that no start up has been requested, and should update TOBT.

Timestamp when the tolerance window has passed at TSAT.

Operational Status
(changes to) N.A

Action on CDM
Operation (ACISP) N.A

3-30
3. IMPLEMENTATION

Milestone 14 Start Up Approved

Definition ASAT - Actual start up Approval Time.

This is the time that an aircraft receives its start up approval.

Origin and priority ATC

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

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

Procedures First step: To inform all relevant Airport CDM Partners of Actual start up approval Time
(ASAT) in the Airport CDM Platform and that the aircraft has received start up approval
/ pushback clearance.

Second step: To check if ASAT is in accordance to TSAT and to alert all relevant Airport
CDM Partners when no start up has been granted.

Inform of ASAT when it occurs. In case the start up approval is not granted at TSAT +
tolerance, all relevant partners should be informed. The flight will be re-sequenced.

Start up request by flight crew (voice or DCL) or a locally defined time around TSAT if
Milestone Process 13 is omitted.

Operational Status
(changes to) N.A

Action on CDM
Operation (ACISP) N.A

3-31
Milestone 15 Off-Block

Definition AOBT – Actual Off-Block Time. The time the aircraft pushes back/vacates the parking
position (Equivalent to Airline/Handler ATD – Actual Time of Departure ACARS=OUT).

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

Timing The information is directly available after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

Effect TTOT updated considering the EXOT.

Procedures First step: To inform all relevant Airport CDM Partners of Actual Off-Block Time (AOBT)
in the Airport CDM Platform and that the aircraft has commenced pushback / taxi from
parking position.

Second step: To check if TTOT changes by more than the agreed tolerance and inform
CFMU.

Inform of AOBT when it occurs. AOBT always triggers an A-DPI message to CFMU or
in the case of remote holding at a defined time prior to TTOT. After a first A-DPI is sent
this check shall be performed to check TTOT updates against the TTOT tolerance before
CFMU is informed, with a new A-DPI, of the updated TTOT.

This process is triggered by AOBT detection.

Operational Status
(changes to) OFF-BLOCK

Action on CDM
Operation (ACISP) AOBT recorded

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3. IMPLEMENTATION

Milestone 16 Take Off

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

Origin and priority Provided by ATC system or from ACARS equipped aircraft.

Timing The information is directly available as soon as possible after occurrence of the milestone.

Data Quality Data is available with an accuracy of +/- 1 minute.

Effect FSA and MVT messages are sent.

Procedures To inform all relevant Airport CDM Partners about the actual take off.

An airborne message is generated and the flight is removed from the departure sequence.

This process is triggered by Tower FDPS, A-SMGCS / Radar detection or ACARS.

Operational Status DEPARTED / TAKE OFF

(changes to)

Action on CDM ATOT recorded

Operation (ACISP)

3-33
3.3.5 Responsibility to Planning
Adherence

The Aircraft Operator / Ground Handler is responsible

for ensuring the aircraft is ready for start up in accor-
dance with the declared TOBT / TSAT. After start up,
ATC is responsible for ensuring the flight meets the
CTOT. The responsibilities of all airport partners are
described in Attachment 2 – Generic Airport CDM
Procedures and Processes.

3.3.6 Testing and Fine Tuning

The application creates a number of milestones
when a flight is activated. Thereafter, and during
the management / handling of the flight, calculated
milestones can be compared to the real-time ones,
to ensure the meeting of the objectives. Testing the
application concentrates on validating the Milestones
calculated by it, to ensure that the correct reference
base is utilised.

3.3.7 Publication of information

Operator handbooks and training material will explain
the details of the Milestone Approach.

3-34
3. IMPLEMENTATION

3.4 Variable Taxi Time

3.4.1 Objectives and Scope Knowledge of realistic taxi times under

è
changing conditions:
Accurate taxi times are essential for calculating the
following important times in the Milestone Approach: n Enables ATC to optimise the push back,
taxi and take off sequence and hence re-
n the Estimated In-Block Time (EIBT) duce queuing and taxiway congestion
n the Estimated and Target Take Off Time (ETOT n Improves CTOT compliance
and TTOT)
n the Calculated Take Off Time (CTOT) by CFMU. 3.4.2 Definition of Taxi Time

At complex airports the layout of runways and park- For Airport CDM purposes, taxi time is considered to
ing stands can result in a large difference in taxi time. be:
Instead of using a standard default value, a calcula-
tion of the different permutations based upon historic n For arriving flights: the Actual taXi-In Time (AXIT)
data, operational experience and/or an integrated is the period between the Actual Landing Time
tool will provide a set of more realistic individual taxi (ALDT) and the Actual In-Block Time (AIBT)
times. n For departing flights: the Actual taXi-Out Time
(AXOT) is the period between the Actual Off-
For arrivals an Estimated taXi-In Time (EXIT), added Block Time (AOBT) and the Actual Take Off Time
to the Estimated/Actual Landing Time (ELDT), will (ATOT)
provide an accurate EIBT which will be beneficial for
stand and gate planning, pre-departure sequencing For calculation purposes within the CDM Platform,
and ground handling resource management. taxi times will be referred to as estimated taxi-in (EXIT)
and estimated taxi-out (EXOT) as there is no require-
For departures, an Estimated taXi-Out Time (EXOT), ment for a scheduled, actual or target taxi time.
added to the Estimated Off-Blocks Time (EOBT) or
Target Start up Approval Time (TSAT) will provide an
3.4.3 Requirements for Implementation
ETOT or TTOT which can be used by the CFMU to
provide a realistic CTOT, to update the flight profile In order to derive accurate estimates for taxi times, it
within ETFMS and hence optimise flow and capacity is of essence Information Sharing is in place.
management of European air traffic.
In order to keep track of the traffic situation
è

The duration of the taxi time is calculated to the taxi time parameters can be adjusted in order
required accuracy, based on general and location- to hold or release aircraft at / from the stand,
specific rules. with the purpose to regulate traffic based on
actual events. Surveillance data from radar or
routing information from Advanced SMGCS,
clearance input from controllers, or manual
controller correction of taxi time values are
all means to modify the taxi time estimates
into more realistic values

3-35
3.4.4 Parameters Affecting Taxi Time 3.4.5.1 Default taxi times
Default taxi times are used at most airports today,
The most common parameters affecting taxi times are: normally a single taxi time is attributed to each
runway configuration (e.g. landing runway 03L =
n Airport layout and infrastructure 5 minutes taxi-in time and Departure runway 03R
n Runway(s) in use (including the distance of the taxi = 9 minutes taxi-out time). These values apply to
holding positions from the runway) all types of aircraft, all weather conditions and all
n Number of runway crossings required parking stands. This introduces inaccuracies and
n Aircraft parking stand location makes adherence to the CTOT difficult.
n Meteorological conditions
n Aircraft type and operator The default taxi time method may continue to be
n Aircraft weight used at small airports where the accuracy achie-
n Push back approval delivery time vable with this method is sufficient.
n Remote de-icing / anti-icing
n Traffic density 3.4.5.2 Operational expertise
n Local operating procedures One of the most accurate sources of information
at an airport concerning taxi times is from partners
such as locally based AO’s, ATC, Ground Handlers
3.4.5 Methods for Calculating Taxi Times
and Stand and Gate Management. These partners
At most small airports there is no need for variable taxi regularly deal with the movement of traffic and
times as the layout of terminals and runways normally should be involved when evaluating the operational
means that the current default value will be sufficient. constraints and considerations concerning taxi
At medium and large airports the configuration of the times.
runways and layout of terminal buildings can result in
significant differences in taxi times for arriving and de- 3.4.5.3 Aircraft type / category
parting flights. In the situation where taxi times vary sig- The different types of aircraft or wake vortex
nificantly a calculation should be made taking the fol- categories of aircraft should be taken into account
lowing into account: as a significant variation can exist depending on the
various aircraft types using the airport.
• The current default taxi times
• Input from operational expertise (e.g. ATC, local 3.4.5.4 Average taxi times based on
operators and Stand and Gate Management) historical data
• Aircraft type / category The default taxi time method can be improved by
• Average taxi times based on historical data replacing the default values with average taxi times
• Specific taxi times based on operational conditions calculated using historical data applicable for dif-
• Taxi routings according to RWY in use ferent runway configurations and either individual
stands or groups of stands. It may also be neces-
sary to consider different periods of the year, diffe-
rent days of the week, week-ends, periods of the
day, arrival / departure mix, etc.

3-36
3. IMPLEMENTATION

The unimpeded taxi times may be deduced from and progressively predict the taxi time dynamically
simulations, historical data or actual measurements. using more sophisticated data sources. Any ground
They should take into account typical taxi speeds and movement surveillance equipment, taking into account
aircraft types. the conditions or position of the aircraft, will be able to
improve the prediction of EIBT and ETOT or TTOT.
The unimpeded taxi times can be used for arriving
flights and departing flights, where there is normally
3.4.6 System Context
no queuing prior to take off.
Accuracy requirements
3.4.5.5 Specific taxi times based on The accuracy requirements of taxi time calculations
operational conditions can be defined as Long, Medium and Short Term, as
At airports where there is frequently a queue of air- shown in the following table.
craft prior to take off it is necessary to add additional
time to the unimpeded times to account for any delay Note that these figures are still tentative.
incurred at the holding point.
HMI considerations
This extra time will be subject to local constraints The process used to apply variable taxi times must
but could be systematically updated according to be an integral part of the Airport CDM Information
information available in the Airport CDM Information Sharing.
Sharing Platform.
Even in the most comprehensive system, not all even-
3.4.5.6 Advanced taxi time calculation tualities can be covered by predetermined modifica-
The methods previously detailed concern static data tion factors. There is therefore a need to enable the
obtainable from look up tables. Future systems or entry of manual modifications to the basic calculation
tools (e.g., A-SMGCS) should be able to accurately of taxi time.

Timelines Time periode covered Input Required Accuracy

Long Term Off-Block Time - 3h Predicted static data (current run- +/- 7 minutes
to Off-Block Time - 2h way in use, and planned stand). If
this information is not available then
a default value should be used

Medium Term Off-Block Time - 2h Update static data (current runway +/- 5 minutes
to Off-Block Time - 30 min in use, and planned stand)

Short Term Off-Block Time - 30 min Current runway in use and actual +/- 2 minutes
to Actual Off-Block Time stand

3-37
3-38
3. IMPLEMENTATION

3.5 Pre-departure Sequencing

3.5.1 Objectives and Scope advance. It is expected that with improved predict-
ability the overall flexibility will increase for each part-
In most situations in air traffic management today, the ner, especially when it comes to resource planning or
principle of “first come first served” is applied. The planned buffer time calculation.
result is that flights are often pushed back in an order
that is not the optimal in the given ATC situation and/ Applying this Concept Element, controllers remain
or which does not take into account the preferen- responsible to ensure runway throughput, optimal
ces of the Aircraft Operators. Often, “first come first capacity and safety. However for optimised runway
served” leads to queuing near the runway threshold, sequencing the concept of Departure Manage-
and hence long waiting times with great quantities of ment (DMAN) in combination with Arrival Manage-
fuel consumed by Aircraft Operators. ment (AMAN) and A-SMGCS implementation, can
be considered a key enabler in airport planning as
Pre-departure sequencing allows ATC to handle the well as network optimisation (Ref 9). For each air-
Target Off-Block Times (TOBTs) obtained from the port it can be identified locally what resource forms
turn-round process in a way that flights can depart the bottleneck to optimise: apron, gates, taxiways,
from their stands in a more efficient and optimal or- or runways. An important change in sequencing can
der. Based on aircraft progress by using the TOBT, be identified when de-icing is needed. Then de-icing
as well as the operational traffic situation on the may become the bottleneck, and therefore sequence
aprons, taxiways and near runways, ATC can provide planning requires adjustment to the resource with the
a TSAT which places each aircraft in an efficient pre- smallest capacity.
departure sequence (off-blocks). This results in
regulated traffic flows towards the runways more
3.5.2 Requirements for Implementation
steadily than today’s “first come first served” method.
3.5.2.1 Presence of other Concept Elements
The main objectives of Pre-departure
è

Sequencing are: Pre-departure Sequencing will only work

è

properly in conjunction with other Airport

n Enhance sequence transparency CDM Concept Elements.
n Improve event predictability by creating
TSAT and TTOT predictability This element uses information from other CDM
n Improve punctuality (e.g. slot adherence, Concept Elements. Therefore, before being imple-
Airline Operator schedule) mented, Information Sharing, Milestone Approach
and Variable Taxi Time elements need to be in place
These objectives contribute to the high level objec- at the airport concerned. Further, this element is a
tives to improve efficiency and predictability for all key requirement for the most advanced Concept
Airport CDM Partners. Examples are an improvement Elements described later in this document: Adverse
of ground handling efficiency, or improved stand Conditions and Collaborative Management of Flight
and gate management once the TSAT is known in Updates.

3-39
3.5.2.2 Partner information exchange 3.5.2.4 Procedures
The essential requirement of this pre-departure se- The Pre-departure Sequencing is directly interacting
quence element is the ability of partners to communi- with the Generic Processes acting on ACISP, as de-
cate accurate off-block predictions and preferences. scribed in chapter 3 and Attachment 2.1 and 2.2.
Key parameters sent via ACISP are TOBT and prefer-
ences from one airline to prioritise (e.g. flight X before Once a new or updated TOBT is inserted by the AO
flight Y), and TSAT as output from ATC to all partners. or GH, the Generic Processes perform consistency
The local implementation will determine the method checks and send out alerts in case of discrepancy.
how such information is made known to ATC. A TSAT is derived and issued well in advance of the
TOBT (locally determined value), TTOT is calculated
It is important to ensure that local arrange- with VTT in combination with additional factors such
è

ments are made for expressing preferences as de-icing. TSAT and TTOT are distributed via ACISP
by all Airport CDM Partners to avoid misun- to the partners, and TTOT is sent to CFMU for slot
derstandings. update.

3.5.2.3 Human-Machine Interface In the final phase before off-blocks, the pilot will be in
In most systems possibilities for the indication of the communication with the Clearance Delivery control-
preferences will include free text messages and even ler. For this a new procedure is described in Attach-
methods like a telephone call. However, it is impor- ment 2.3, and can be performed either via radio or
tant that in all cases the CDM recording facility be data link. Below, details of the sequencing process
involved in some way to ensure proper traceability for are described.
all transactions. An example of the Munich display is
shown below. Establishing the initial sequence
Via the Airport CDM Platform a list of TOBTs is made
available to ATC and other CDM partners represent-
ing the flight statuses of various flights. ATC, taking
due account of the operational situation, will confirm
the TOBT of each flight at some stage by providing
a corresponding TSAT which is either equal to or
later than the TOBT. These TSATs represent the pre-
departure sequence in which flights will leave their
stands.

The sequence is optimised taking known constraints

into account. These include constraints that may
arise from regulations (CTOT), the need to maximise
runway throughput and ground movement interac-
tions (e.g. push back from adjacent stands). It is of
essence to note that besides the TSAT also the TTOT
must be calculated. Each TTOT must be unique for a

3-40
3. IMPLEMENTATION

flight with an assigned runway, separated by vortex, of the existing delay they were allocated, in agree-
SID, or arrival separation values. For runway use in ment with local performance targets.
mixed mode especially the latter is of importance, in
order to avoid the situation where and Target Landing Ground Handlers and other service providers will be
Time (TLDT) is equal to any TTOT since this repre- able to allocate push back tugs to the correct flights
sents a conflict in the planning of that particular run- at the appropriate time by monitoring the allocation
way. of TSATs.

Arrival Managers (AMAN) and Departure Managers With Pre-departure Sequencing, the Aircraft
è

(DMAN) are automated enablers, as required by the Operator, Ground Handler or Airport Opera-
SESAR program, to be implemented in the coming tor can express through TOBT a preference
decades. These will output the TLDT for arrivals and for the order at off-block or take off.
TTOT for departures on such mixed mode runway,
and hence need close coordination or even integra-
3.5.3 Regulatory Aspects
tion to deliver conflict free planning or sequencing.
Protection of data and avoiding unauthorised access
Handling of preferences is one of the most important built-in features of CDM.
ATC will initially sequence flights in the order in which In the case of Pre-departure Sequencing, ensuring
the confirmed Target Off-Block Times (TOBT) are re- that only authorised and well founded requests are
ceived, modified by known constraints, as explained passed to ATC is especially important. Any abuse or
above. Using the Airport CDM Platform, Aircraft improper requests will quickly lead to loss of credibil-
Operators and the Airport Operator may express ity of this Concept Element.
certain preferences whereas ATC will take these into
account to the possible extent. The initial sequence
3.5.4 Publication of Information
is then modified, reflecting also the preferences as
much as they were accepted. It is important to ensure that all partners who may
legitimately express a preference are fully conversant
One typical case where the Aircraft Operator pref- with the availability of this possibility and that they ac-
erence can be applied is when two or more flights tively make use of it whenever appropriate. Keep in
operated by the same Aircraft Operator will be ready mind that the preference may in fact come from a
at the same time (they have identical TOBTs) and one partner or department of a partner, who is not located
requires priority over the other due to AO reasons. on or near the airport.
Another case is where the Aircraft Operator requests
a different take off order for his own flights, if other Make partners aware of the availability of
è

traffic is not harmed by that sequence swap. this feature! Encourage them to use it!

DMAN, or the Pre-departure Sequencing application,

has the role of considering the preference requests.
E.g. flights with identical TOBT but operated by dif-
ferent Aircraft Operators may be sorted on the basis

3-41
 Off-Block Take off

Turn-round Taxi-out

Pre-departure Sequence

Collaborative pre-departure sequence based on constraints and preferences

3-42
3. IMPLEMENTATION

3.6 Adverse Conditions

3.6.1 Objectives and Scope 3.6.2 Requirements for Implementation

Many different events, both planned and unplanned,
can disrupt the normal operation of an airport and 3.6.2.1 Presence of other Concept Elements
reduce its capacity to levels substantially below that Adverse Conditions Element will only work prop-
of normal operations. erly in conjunction with other Airport CDM Concept
Elements. Therefore, Information Sharing, the
There are adverse conditions which can be foreseen Milestone Approach, Variable Taxi Time and Pre-
with more or less accuracy and both their scope and departure Sequencing all need to be in place for this
likely effects are predictable. Snowy conditions, in- element to be effective at the airport concerned.
dustrial action allowing the maintenance of elemen-
tary services, etc. would fall in this category. 3.6.2.2 Technical infrastructure
While most adverse conditions will not impact the
A fire or aircraft incident / accident is more difficult ability of the CDM related infrastructure to perform
to prepare for in terms of procedures. In fact too de- normally, there might be situations where the normal
tailed, pre-arranged procedures may even be more of CDM functions are not sufficient. E.g. requirement
a hindrance than a help. for a CDM Cell

The Adverse Conditions Element aims to enable the 3.6.2.3 Human-Machine Interface
management of reduced capacity in the most opti- Since the output of this element is almost exclusively
mal manner possible and to facilitate a swift return to alerts and warnings, the HMI must cater for the ap-
normal capacity once adverse conditions no longer propriate display and prominence of such outputs.
prevail.
Since some warnings will come well in advance of
This element also ensures that de-icing, whether on the condition concerned, they should be handled in
stand or remote, becomes part of the overall proc- a way that are not forgotten or overlooked.
ess of handling a flight. The time required for de-icing
becomes visible to the partners and it can also be 3.6.2.4 Procedures
accounted for in the calculation of the various target Most airports have developed certain procedures
times. and specific arrangements to deal with periods of
adverse conditions, whether planned or unplanned.
Predictability can be enhanced substantially Today, not all procedures are equally effective and
è

by the application of the Adverse Conditions they are often applied inconsistently or without
Concept Element. proper coordination between the partners con-
cerned. The process to analyse the effectiveness of
the procedures and to identify areas that need im-
provement does not exist.

3-43
At some airports, procedures and actions to be For example, two types of predictable adverse
followed and carried out are not connected to the conditions, which fall on the opposite extremes of
type of adverse condition, but to the capacity- being more or less predictable, are:
change it causes. This results in a less rigid sys-
tem and covers all possible eventualities with less n weather forecasts
need to educated guesswork in the planning. n planned maintenance.

Regardless of the approach chosen, the Ad- The latter will in all likelihood stay within the pre-
verse Conditions element requires to maintain notified period of time and hence tight planning of
the monitoring of the CDM elements The use resources and procedures around that time period
of proven, effective and fully coordinated proce- is appropriate. Forecast icing or low visibility has
dures could reduce the consequence of adverse not only uncertainty in whether it will occur at all,
conditions, being capacity changes and long re- but uncertainty exists also in regard of the time
covery times. period during which it is to be taken into account.
This calls for planning with a much wider latitude.
No two airports are the same and the procedures
applicable to predictable and unpredictable ad- Here is a list of the most significant predictable
verse conditions will be different by definition. adverse conditions:
However, there are certain common considera-
tions which should form the basis of the proce- n Weather and associated runway and taxi-
dures, irrespective of the local differences. The way configuration – Especially wind will have
following should be undertaken: a major impact on the runways to be used and
the associated taxi routes that will be utilised.
n Prepare an adverse conditions or crisis plan The expected configuration will determine the
of procedures and actions capacity available in the given period at the
n Make sure the procedures are simple and are airport. This information has to be shared be-
the same as those used in normal operations, tween the Airport CDM Partners.
where possible
n Ensure that all partners, at all levels, are fami- n Need for de-icing – The need for de-icing is
liar with the procedures predicted, together with the level of de-icing to
n Appoint an Airport CDM Coordinator who will be performed. The impact on capacity is de-
be responsible for coordinating the activities termined and the resulting information has to
be shared among the Airport CDM Partners.
Predictable adverse conditions
n Construction and maintenance works –
Even among predictable adverse condi- Planned works of this kind may or may not
è

tions, some are more predictable than have an impact on capacity. If they do, the
others. It is important that the procedures impact is evaluated and the resulting informa-
developed and the measures implement- tion must be shared between the Airport CDM
ed take this into account. Partners.

3-44
3. IMPLEMENTATION

n Technical resource availability – Every airport n The adverse condition is such that none of the
needs a minimum set of technical resources to existing special conditions can be applied (e.g.
achieve its nominal capacity. The actual and fu- burst tyre aircraft which is blocking the runway).
ture availability of those resources is monitored
and if their availability changes, the impact on In the latter case, organised improvisation is required
capacity is evaluated. The resulting informa- but even here, certain basic steps and procedures
tion must be shared between the Airport CDM can be pre-agreed to avoid having to improvise eve-
Partners. rything.

n Industrial action – Each Airport CDM Partner In both cases it is essential to monitor the actual im-
has to provide timely information on any known, pact on capacity, using pre-agreed key indicators.
planned industrial action affecting their opera- This is the best way to ensure that the conclusions
tion. The impact on other partners and capacity are correct and transparent to all the partners.
as a whole is evaluated. The resulting informa-
tion has to be shared between the partners. The concept of “alert levels” can be applied also in
the case of unpredictable adverse conditions.
The effects of the above and other predictable ad-
verse conditions can be allocated different “alert The CDM Coordinator and the CDM Cell
levels”, while the alert levels in turn have associated Although Airport CDM Partners work closely and col-
procedures and other provisions, as necessary. laboratively as part of the CDM environment, at times,
like in adverse conditions, an appointed coordinator
While partners will get information on the nature of is needed to make sure all the special procedures
the disruption, they will also be given an alert appro- and other measures required are properly applied.
priate to the level of the disruption(s) concerned.
The CDM Coordinator should be a person with good
Partners must follow the pre-agreed proce- knowledge of all aspects of airport operations, includ-
è

dures, arrange their resources accordingly ing the most important details of the partner opera-
and in general, keep the effects of the dis- tions. He or she must have an understanding of the
ruption to the minimum. CDM principles, its network aspects and also the
CDM facilities and procedures applicable at the air-
Unpredictable adverse conditions port in question. Thorough knowledge of the adverse
Obviously, unpredictable adverse conditions are dif- condition procedures and the decision makers con-
ficult to anticipate. Nevertheless, they do fall into one cerned is also essential.
of two categories:
Not all airports will be able to justify having a
è

n The adverse condition is very similar or identical full time CDM Coordinator and in most cas-
to one of the already defined predictable adverse es, it is not needed.
conditions (such as planned maintenance) and
hence the same procedures can be used to deal The task may be allocated to one or several people
with it. with the appropriate qualifications.

3-45
Whatever the arrangements, the main tasks of the tion when adverse conditions result in a change of
CDM Coordinator include: resource availability. (e.g. the number of available
stands in snow conditions) The Airport CDM Part-
n Monitor the predicted or actual alert levels and ners will need to collaboratively make decisions and
modify these as necessary establish priorities for actions to be undertaken (e.g.
n Coordinate the activation of special procedures decide on the order of snow clearing, or on a list of
agreed at local level cancelled or delayed flights). Even if standard pro-
n Ensure that all partners follow the agreed proce- cedures had been established, it is often necessary
dures as applicable to confirm these, especially if the actual situation is
n Coordinate ad hoc actions and decisions as slightly different from those foreseen. In all cases, the
needed Airport CDM Cell is in the best position to facilitate the
n Activate the CDM Cell if available and necessary collaborative processes.

Setting up a CDM Cell, managed by the CDM Coordi- The Airport CDM Coordinator and the Airport CDM
nator, is also highly recommended. This body, which Cell can play an important central role in fulfilling the
may be virtual to ensure cost-effectiveness, will need airport’s responsibility of informing the CFMU when
to have representatives, authorised to make deci- a reduction in airport capacity occurs or is likely to
sions, from all the airport partners. occur, which is expected to impact the overall ATFM
network.
Airport CDM Cell managed by the Airport
è

CDM Coordinator = the focus of activity dur- De-icing operations

ing adverse conditions. Although de-icing may be seen as part of winter
operations, its significant impact on airport capacity
The main tasks of the Airport CDM Cell during ad- qualifies it to be treated under adverse conditions.
verse conditions are:
De-icing operations impact the milestones which are
n Collect and collate critical information about downstream and hence changes to the de-icing se-
the adverse condition and the reduced airport quence must be reflected further down the line.
capacity
n Find the most constraining factors of airport It is important to include the company performing
capacity de-icing in the CDM information sharing process.
n Evaluate and declare the overall airport capacity The de-icing sequence is established by the De-icing
n Make collaborative high level decisions for the Company in collaboration with the Ground Handlers,
management of airport operations during the Aircraft Operators and ATC. To create an efficient se-
adverse condition quence, the following information needs to be shared
n Provide information to relevant parties about the between the partners in case of de-icing conditions:
local situation
n Target Off-Block Time
The Airport CDM Cell can act as a focal point for n Target Start Up Approval Time
decisions and corresponding information promulga- n Calculated / Estimated / Target Take Off Time

3-46
3. IMPLEMENTATION

n Type of de-icing (i.e. on-stand or remote de-icing) A number of de-icing specific statuses have also
n Hold-over time of de-icing fluid ( depending of the been established, as follows:
type of fluid used, mixture and temperature )
n Type of aircraft n RDI – Ready for De-icing
n Level of de-icing (i.e. parts of the aircraft to be de- n DEI – De-icing in progress
iced )
These statuses are inserted between OBK and DEP
Several significant times have been defined to take in the case of remote de-icing and between RDY and
account of de-icing. These are summarized in the fol- OBK in the case of on-stand de-icing.
lowing table.

Acronyms Description Definition

ARZT Actual Ready for De-icing Time The time when the aircraft is ready to be de-iced

ERZT Estimated Ready for De-icing Time The estimated time when the aircraft is
expected to be ready for de-icing operations

ACZT Actual Commence of De-icing Time The time when de-icing operations on an aircraft start

ECZT Estimated Commence of De-icing Time The estimated time when de-icing operations on an
aircraft are expected to start

AEZT Actual End of De-icing Time The time when de-icing operations on an aircraft end

EEZT Estimated End of De-icing Time The estimated time when de-icing operations on an
aircraft are expected to end

ADIT Actual De-icing Time Metric AEZT – ACZT

EDIT Estimated De-icing Time Metric EEZT – ECZT

Planning Phase: SCH Scheduled BRD Boarding

INI Initiated RDY Ready
CDM: SCH INI AIR Airborne OBK Off-Block
FIR Flight entered local FIR RDI Ready for de-icing
FNL Final DEI De-icing in progress
ARR Landed DEP Departed
IBK In-Block
Real Time:

AIR FIR FNL ARR IBK BRD RDY OBK RDI DEI DEP
Arrival Ground Departure
phase phase phase

Aircraft Flight Status

3-47
 In-block Off-block Ready for Commence End of Take Off
AIBT AOBT de-icing of de-icing de-icing ATOT
ARZT ACZT AEZT

0900 0950 1000 1001 1011 1015

De-icing may be on-stand or remote. For each flight, the Aircraft Operator / Ground Handler
On-stand de-icing is part of the turn-round process will give the de-icing company an estimate of the time
and is under the responsibility of a De-icing Company when the aircraft will be ready for de-icing operations
and/or Ground Handler, in direct coordination with the (EZRT).
De-icing Time
Aircraft Operator and the pilot. De-icing must be con- ADIT
sidered also as a factor in the calculation of TOBT. The de-icing company will build the de-icing sequence
10’
using the ERZT of all the flights they are responsible
Remote de-icing is included in the taxi-out time. When for. Then, for each flight, the De-icing Company will
the aircraft is ready to leave the stand, it gets clearance give an estimate of the time when the de-icing opera-
to taxi to the de-icing area where the actual de-icing is tions are expected to start (ECZT).
performed inTurn-round
coordination
Timewith the pilot and ATC. Turn Time
ATTT AXOT sequence is updated in real-time,
This de-icing
50’ 25’
Particulars of on-stand de-icing taking into account the actual status and estimates
This is the case when the de-icing operation is carried of each flight.
out while the aircraft is still on stand. There are airports
and stands at certain airports where such de-icing is The figure below shows the integration of de-icing
not allowed. into the turn-round process:

In-block Ready for Commence End of Off-block Take Off

AIBT de-icing of de-icing de-icing AOBT ATOT
ARZT ACZT AEZT

0900 0942 0943 1010 1001 1015

De-icing Time
ADIT

17’

Turn-round Time Turn Time

ATTT AXOT
61’ 14’

3-48
3. IMPLEMENTATION

Particulars of remote de-icing The following figure illustrates the integration of re-
Remote de-icing is defined as de-icing operations mote de-icing into the taxi-out.
that are performed in a dedicated remote area. At
some airports, de-icing is performed just after push
3.6.3 Testing and Fine Tuning
back. This kind of de-icing can be considered as
remote de-icing, without any holding before actual
de-icing. This CDM Concept Element is in fact the trigger
for implementing and carrying out pre-agreed pro-
For a particular flight, the Aircraft Operator / Ground cedures or at the least, acting in accordance with
Handler will issue a TOBT. the needs of given situations. The procedures and
partner activities need to be analysed and evaluated
Then ATC and De-icing Companies will collaboratively after each adverse condition event. The aim is to
build the de-icing and the pre-departure sequences. measure performance in terms of how far the target
The result will be, for each flight, a TSAT and an es- capacity level was maintained and how close the
timate of the time when the de-icing operations will “return to normal” time was to the target times.
start (ECZT), both estimates being linked with each (see Attachment 1.4.3 “Proposed KPIs for measuring
other and with the estimated taxi-out time (EXOT). recovery time after adverse conditions”)

In-block Off-block Ready for Commence End of Take Off

AIBT AOBT de-icing of de-icing de-icing ATOT
ARZT ACZT AEZT

0900 0950 1000 1001 1011 1015

De-icing Time
ADIT

10’

Turn-round Time Turn Time

ATTT AXOT
50’ 25’

3-49
The procedures and allocated activities will doubtless
change as the response is refined. It should not be
forgotten that the content, timing and type of alerts
and warnings issued by Adverse Conditions element
can also influence the effectiveness of the procedures
and hence this aspect must also be regularly evalu-
ated and improved when necessary.

The timing and contents of warnings can influence

the effectiveness of the response. These aspects
must also be reviewed regularly.

3.6.4 Regulatory Aspects

Adverse Conditions may raise issues of liability that
go well beyond eventual financial liability. For in-
stance, the proper triggering of the fire / rescue teams
or declaring a medical emergency are responsibilities
that exist irrespective of the implementation of Airport
CDM.

It is important to ensure that there is no confusion

as to who should alert whom and that activating the
CDM cell is not equivalent of sounding a general or
specific alert. It is also important that the procedures
cover also the aspects of proper alerting alongside
the CDM aspects of reacting to adverse conditions.

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3. IMPLEMENTATION

3.7 Collaborative Management of

Flight Updates

3.7.1 Objectives and Scope The main benefits of Collaborative Management of

Flight Updates are:
The scope of ATFCM, in the ECAC area, is on manag-
ing the balance of demand and capacity in a gate-to- n It ensures the completeness of information be-
gate perspective. Within this scope, the goal of this tween en route and airport operations
strategy is to enable flight punctuality and efficiency n It improves predictability of ground operations
having regard to the available resources with the em- through enhanced initial information about in-
phasis on optimising the network capacity. This strat- bound flights
egy does not look for imposing ATFCM solutions to n It improves estimates of take off times, allowing a
airspace users through ATFM delays emanating from more accurate and more predictable view of the
the CFMU, but rather through a robust and compre- traffic situation, resulting in improved ATFM slot
hensive collaborative decision making process that allocation.
will enable widespread dissemination of relevant and
timely information. Collaborative Management of Flight Updates is the
Airport CDM contribution to ATFCM. This improved
One of the essential enablers for developing ATFCM cooperation with the CFMU slot allocation process
is the availability and accuracy of information, with will further enhance the flexibility of aircraft and air-
emphasis on flight plan data quality as it is the basis port operations. It will facilitate management of the
for all ATFCM tactical decisions. The quality of the in- Adverse Conditions.
formation is progressively improving as time comes
closer to the departure time; however, from a network In Collaborative Management of Flight Updates the
point of view, there is a gap between the accuracy exchange of information between the CFMU and the
of the take off time estimate provided by the Aircraft airport is realised by:
Operator and the accuracy of the Actual Take Off
time provided by ATC. By providing CFMU with pre- n Sending Departure Planning Information Messag-
cise ETOT/TTOT information and all changes thereto, es (DPI) from the airport concerned to the CFMU
CDM Airports will ensure the continued accuracy of n Sending Flight Update Messages (FUM) from the
the traffic prediction. CFMU to the airports concerned

The Collaborative Management of Flight Updates Collaborative Management of Flight Updates will bring
integrates Airport CDM into the core of the flow significant benefits in term of network management.
and capacity management process. By establishing It will not only improve the accuracy of the flight infor-
Airport CDM information exchange with the CFMU mation before departure, leading to better efficiency
systems, Collaborative Management of Flight Up- of the ATFCM activity, but it will also open the door to
dates is re-conciliating the network view with Airport a more collaborative approach to traffic management
operations, closing the loop between en route / arrival between the network level and local operations (Air-
constraints and departure planning. craft Operators and airports).

3-51
Actions on flights (and on flows) will be improved due
to this relationship, reducing the need for “one side”
measures (MDI or Slot allocation). It may also develop
towards a real gate-to-gate approach, considering
not only the ATC constraints but also the airport con-
straints for an improved service to Aircraft Operators.

CFMU

DPI
Departure Planning
FUM
Flight Update
Information Message

Supply the CFMU with FUM & DPI messages Inform the Partners
updated information at a CDM-Airport
concerning a departure about the progress
flight at a CDM-Airport of an arrival flight

3-52
3. IMPLEMENTATION

3.7.2 Requirements for Implementation The mixture of data ownership and the fact that
several updates coming from different Airport CDM
It is essential that the supply and quality of data and Partners can trigger the DPI messages imply special
communications meet the prescribed requirements processing requirements that need to be satisfied by
to ensure the appropriate protection of the CFMU Airport CDM Information Sharing and agreed by all
operation. An airport that meets all the requirements partners.
specified for allowing direct communication with the
CFMU is designated a “CDM Airport”. This status 3.7.2.1 Standards to be used
will be recognised in the Service Level Agreement Detailed description of the format and triggers of the
concluded between the airport and the CFMU. DPI and FUM messages, standards to be used, tech-
nical information, can be obtained from the CFMU via
In order to become a CDM Airport, an airport is re- the web site www.cfmu.eurocontrol.int.
quired to comply with the following:
3.7.2.2 Regulatory aspects
n All Airport CDM Concept Elements are success- In order to exchange data with the CFMU, an airport
fully implemented must satisfy certain requirements and be designated
n Appropriate Service Level Agreements exist be- as a CDM Airport. While the CFMU is not a regu-
tween all participating airport partners latory agency, it does have a license to prescribe
n Data quality and communications capabilities mandatory conditions its partners must meet in or-
meet the requirements specified by the CFMU der to use the CFMU services. It also has the power
n A Service Level Agreement is signed between to withdraw a service when a partner fails to abide
the CDM Airport and the CFMU by the conditions applicable. (see Attachment 6 -
n One single focal point at each CDM Airport shall ”DPI implementation criteria and validation process”)
be assigned for communication (see Attachment The CFMU will conclude a Service Level Agreement
6 and reference 7) with a designated focal point at each airport. This fo-
cal point must be duly authorised by all Airport CDM
The Airport CDM Partners will need to designate Partners to act on their behalf.
a common representative who will act on their
behalf in all aspects of working with the CFMU. This
3.7.3 Messages from the CDM Airport
operational contact person is not necessarily the
to the CFMU
local Airport CDM implementation Project Mana-
ger. The CFMU will systematically communicate The Departure Planning Information (DPI) Mes-
via the Airport CDM Information Sharing Platform, sages supply the CFMU with flight data related
which is normally responsible for the generation, updates. The DPI messages contain accurate
updating and sending of DPI messages and the in- Estimated Take Off Times (ETOT), Target Take Off
terpretation of the FUM. Communications between Times (TTOT), Taxi Times and Standard Instru-
CDM Airport and the CFMU will take place on the ment Departures (SID) information. Subsequent
network to be specified by the CFMU. In most DPI messages work as updates to previously sent
cases this means the AFTN and future replacement information, containing progressively more accu-
of AFTN (see reference 5) rate information.

3-53
The automated transmission of the DPI messages is sequence. It will be used to resolve significant dis-
triggered by system events derived from the Milestone crepancies between TOBT and TSAT. It is the support
Approach processes at the airport. Each DPI mes- for the management of late updates due to departure
sage relates to a single flight only. The CFMU proc- sequence constraint and for the management of Ad-
esses the DPI messages received and if necessary, verse Conditions. It covers the situations where the
the CTOT is re-calculated (improved or deteriorated). Aircraft Operator is ready, but the Airport is not in a
A Flight Update Message (FUM, see below) is sent by situation to pre-sequence the flight.
the CFMU to the flight’s next destination airport.
A “provisional” T-DPI provides a provisional TOBT,
There are four types of DPI messages: calculated by the system, not yet acknowledged by
the Aircraft Operator,
1. E-DPI - Early DPI
2. T-DPI - Target DPI with status c, p, or s The A-DPI message: It is sent between off-blocks
3. A-DPI - ATC DPI and take off. It serves to supply the CFMU with a very
4. C-DPI - Cancel DPI accurate Target Take Off Time (TTOT) based on the
ATC established and stable departure sequence. It
The E-DPI message: It notifies the ETOT 2 to 3 hours will allow a better monitoring of departures and will
before off-block time. The main purpose of the E-DPI facilitate the identification of late updates requiring
is to confirm that the flight is going to occur, thus elim- specific attention.
inating ghost and duplicated flights. Before an E-DPI
is sent, it is required that the Airport CDM Platform The C-DPI message serves to supply the CFMU with
matches the flight plan and airport slot. a cancellation of a previously sent ETOT or TTOT, is no
longer valid and when a new one is not yet known. A
The T-DPI message: It is sent between 2 hours be- typical operational example is a technical problem with
fore off-block time and ATC time of pre-departure the aircraft after an ATC clearance has been given.
sequencing. It supplies an accurate Target Take Off
Time (TTOT). Use of the variable taxi time calculation The CFMU sends back to the CDM Airport reply mes-
will permit an accurate TTOT to be calculated, which sages to the DPI messages. Two types of replies can
will then allow the CFMU to optimise the CTOT re-cal- be distinguished:
culation and send improvements whenever possible.
1. Error messages, when for example ETFMS, the
A “confirmed” T-DPI contains databased on TOBT Enhanced Tactical Flow Management System,
that has been confirmed by the Aircraft Operator or was not able to process the DPI message
Ground Handler. It is extremely important that provi- 2. Alert messages, when for example ETFMS discov-
sions be put in place ensuring that confirmed T-DPI ered an IFPS inconsistency
messages are sent only with the agreement of the
Aircraft Operators.

A “sequenced” T-DPI contains databased on the

TSAT that has been computed by the pre-departure

3-54
 3. IMPLEMENTATION

3.7.4 Messages sent from the CFMU to The CFMU terminal is an existing flow management
the CDM Airport tool, widely used by ATC, Aircraft Operators and
Ground Handlers. A new CFMU Interface for TOwers
The CFMU sends Flight Update Messages (FUM) to (CITO) is now available for ATC at airports. CITO can
supply airports of destination with an Estimated Landing also be used by small towers for CTOT monitoring.
Time (ELDT). In addition to the ELDT, the FUM contains
the last point in the flight plan route with the correspon-
3.7.6 Evaluation and deployment
ding Estimated Time Over (ETO) and also a flight status.
Prior to deployment, Collaborative Management of
A FUM is sent for the first time at 3 hours before the Flight Updates will be evaluated. The exchange of DPI
ELDT. FUM updates will be sent each time a significant and FUM messages is the subject of extensive evalu-
update of the flight occurs in ETFMS. It contains the ation and tests. The results of the tests will determine
most recent information known to the CFMU, based the final form of interaction between the CFMU and
upon its own flight profile calculation, flight data and the CDM Airport. Three airports Munich, Brussels and
radar position updates received from ATC and DPI Zurich are operationally exchanging DPI messages
messages concerning the flight if it is not yet airborne. with CFMU and several European airports are near to
The FUM has considerable advantages over traditional commence trails. In depth operational evaluation must
Movement messages: be completed before extending to other airports. The
process from initial testing until final transfer into opera-
n It is visible to all airport partners via the Airport CDM tions will follow the picture next page.
Platform
n It is sent systematically and automatically Operational trials shall be performed as many as nec-
n It is first sent at ELDT- 3 hours, thereby expanding essary to confirm operational suitability followed by a
the available time horizon Go/No Go meeting before operational implementation
n It is sent when the ELDT changes by more than 5 in ETFMS.
minutes
The evaluation is divided into 6 Phases:

3.7.5 Procedures to be used

1. Communication and Message Syntax
DPI and FUM are system to system messages, triggered 2. Evaluation of Live Data
by events and sent automatically. In an environment 3. ATFCM Impact Assessment
where Collaborative Management of Flight Updates 4. Evaluation with OPS users
has been implemented, actions such as confirming the 5. Live Trial
TOBT and other milestones have a significance that ex- 6. Transfer into operation
tend into the core of the flow management process and
local procedures must reflect this (e.g. by ensuring that The transition from one phase to the next is according
only authorised persons may confirm a TOBT). Discrep- to the following scheme and is preceded by a readi-
ancies between the filed flight plan data and DPI mes- ness review as described in previous chapters. The
sage data are reported by CFMU via the CFMU terminal Operational Evaluation Criteria will be published in
and in DPI reply messages. CFMU document on the CFMU web-site.

3-55
Airport CDM – CFMU process for DPI implementation

AIRPORT CDM CFMU

Communication
Development Technical trials
and Syntax Evaluation

CDM System and procedures in place

CDM completeness and Technical and CDM readiness?

maturity evaluation

Live DPI trials Evaluation of Live DPI data

- AOC
- AO hub:
- tower Data quality readiness?
- FMP

ATFCM Impact Assessment

N
Network intergration readyness
Y

Evaluation with external OPS users

N
External users approval

Y
Involving all actors at Airport-CDM
Live DPI OPS Trial Live trial

- AOS
- Handlers N
Go / No Go for live DPI
- Tower
- FMP Y

Permanent DPI Exchange DPI in OPS at CFMU/ETFMS

3-56
4. PROJECT RISKS & MITIGATION

4.1 General CDM Risks and

their Mitigation
An implementation project will be complex as it takes other projects but in the Airport CDM context they
account many different partners and the culture attract a special significance.
change required for successful implementation of Air-
port CDM. All Airport CDM projects face a number A summary of risks and potential mitigation actions
of common and clearly identifiable risks. Some risks that have already been practiced by partners who have
are unique to Airport CDM, others will be known from engaged in successful Airport CDM trials follows:

Risk 1 NON-ACTION with respect to Airport CDM

Definition Airport CDM is not implemented.

Result Inefficiencies continue, demands for improvements become louder,

possibly resulting in more expensive solutions.

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

Probability / Low / High.

Impact

Risk 2 CDM awareness not sufficient amongst airport partners

Definition Awareness and hence commitment of one or more partners is lacking during
project planning or actual implementation.

Result Delayed or stall of project execution.

Mitigation Better marketing and communication needed, early and continued benefits
demonstrated at the airport to raise awareness.
The continued lobbying for Airport CDM activities is required through
the Airport CDM Project Manager.

Probability / Medium / High

Impact

4-1
Risk 3 Implementation not consistent with Airport CDM implementation principles

Definition Not adhering to functional requirements when defining system and implementation.
Complex project requiring common effort from many partners.

Result Project can be put in jeopardy, implementation may become fragmented or

non-consistent.

Mitigation 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 with project maturity.
Project to allow open mind and have freedom to consider new ideas and
solutions.

Probability / Low / Medium

Impact

Risk 4 Conflicting interests of partners

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

Result Difficult to convince all partners to participate.

Mitigation Better marketing and communication; reassure partners of the confidentiality

of data and demonstrate benefits from other trials and implementations.
Continued lobbying, with good arguments and presentation material.

Probability / Medium / Medium

Impact

4-2
4. PROJECT RISKS & MITIGATION

Risk 5 Stringent requirements for non-disclosure

Definition Partners are reluctant to release data.

Result Project can be put in jeopardy, implementation may become fragmented

or non-consistent.

Mitigation 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 the MoU
in the attachment 3.1 of this Implementation Manual.
Demonstrate security features built into the Airport CDM application
(e.g. user profiles, passwords).

Probability / Medium / High

Impact

Risk 6 One or more partners withdraw from project

Definition Unforeseen withdrawal of a major partner due to any reason

(bankruptcy, budget restrictions, changes of priority).

Result Loss of important data source, loss of important data destination and hence
less effective decision making. Project objectives may be jeopardised.

Mitigation 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 than
individual Aircraft Operators.

Probability / Medium / High

Impact

4-3
Risk 7 Disagreement between Airport CDM Partners in respect of cost / benefit
and performance values

Definition Partners’ conflicting interests may prevent a defined base line being adopted
for measurement purposes.

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

Mitigation Better marketing and communication.

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

Probability / Medium / High

Impact

Risk 8 Insufficient cooperation from the airport

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

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

Mitigation Better marketing and communication.

Clear requirements of airport partners in the form of a project plan agreed
from the outset.
Flexibility within the project plan to change priorities if required.
Utilise the local Airport CDM Project Steering Group. Comprehensive /
timely reports to all higher management of all partners to maintain support.
Early benefits demonstrated to keep interest.

Probability / Low / High

Impact

4-4
4. PROJECT RISKS & MITIGATION

Risk 9 Data acquisition not satisfactory

Definition Poor data quality or inefficient acquisition.

Result Unreliable project results, poor cost / benefit ratio.

Mitigation Better marketing and communication.

Reassure partners on confidentiality of data.
Standard acronyms and definitions to be used by all partners.
Propose standard non-disclosure agreements.
Assist trial airports in drafting agreements in the form of MoU(s) and well
defined project performance objectives.
Agreed KPIs and measurement methodology.

Probability / Medium / Medium

Impact

Risk 10 No go decision

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

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

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

Probability / Low / high

Impact

4-5
Risk 11 Fear of social consequences due to Airport CDM

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

Result Fear of the new environment, coupled with ignorance of the real changes may cre-
ate resistance to the project.

Mitigation 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.

Probability / Low / Medium

Impact

Risk 12 Lack of involvement of partners’ IT departments

Definition IT departments left out of preparation or brought in late.

Impossible or too expensive requirements, missed opportunities for forward

Result changes.

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

Probability / Medium / High

Impact

4-6
4. PROJECT RISKS & MITIGATION

Risk 13 Data accuracy decreases over time

Definition Following implementation, data accuracy, timeliness and availability deteriorates.

Result Level of achieving original objectives decreases.

Mitigation MoUs, Service Level Agreements and continuous analysis and quality control.
Regular meetings between partners to address quality shortfalls.
Identify early parameter candidates for future improvements of accuracy

Probability / Low / High

Impact

Risk 14 Partial implementation by partners

Definition Some partners may implement only partially.

Result Benefits to others may disappear, overall benefits reduced.

Mitigation Agreements between all partners clearly stating implementation scope and
continued cooperation commitment.

Probability / Low / Medium

Impact

Risk 15 Insufficient system integration

Definition Diverse systems communicate poorly or not at all.

Result Loss of confidence, benefits reduced or disappear.

Mitigation Use standards, involve IT departments.

Probability / Medium / High

Impact

4-7
4.2 Local Project Risks and
their Mitigation
Airport CDM implementation projects invariably in- The Project Manager must then adopt suitable meth-
volve a large number of partners, with diverse com- ods for convincing the partners on the benefits of Air-
pany and cultural backgrounds. At most locations, port CDM. If partners view the introduction of Airport
potential partners operate in isolation. CDM as a further enhancement of what they already
do well, they will embrace the project more easily.
Airport CDM will demonstrate that there is a better
way to work for the benefit of everyone. The reaction Being honest about the level of benefits that will be
by the potential partners to the prospect of Airport achievable and steering overly enthusiastic energies
CDM is probably the most important risk that the into the confines of realistic limits will maintain the
project will face. drive without the danger of generating too high ex-
pectations.
The reaction can range from resentment (about the
implied criticism of the existing situation), via resist-
ance (due to the “not invented here” syndrome) to en-
thusiastic embracing of a new way of working. With
so many potential partners, the number of combina-
tions is endless.

Neither extreme is desirable. In the resistance sce-

nario, the project will be slowed and stalled at every
opportunity (assuming that a first high level decision
gets made at all). The enthusiasm scenario may cre-
ate high expectations and therefore inevitable disap-
pointments when problems appear.

Another risk that may arise at certain airports is the

perception that the airport is operationally efficient
and there is no need for Airport CDM.

It is essential that the Project Manager is

è

thoroughly familiar with the opinions that

prevail in respect of Airport CDM within the
partner organisations.

4-8
5. HOW TO MEASURE SUCCESS
5.1 Reviewing the Agreed Objectives 5.2 Agreeing Performance Indicators
Appropriate for the Objectives
Objectives need to be set and agreed by all partners, As indicated above, correct measurement of success
together with an agreed process to measure the is possible only if the relevant process is followed and
achievement of the objectives. It is also vitally impor- agreements reached on time. It is poor practice to
tant that these agreements cover all the partners, col- leave agreement on performance indicators to the
lectively and individually. end of the project.

In order to measure the effects of Airport CDM im-

Setting
plementation, the post implementation performance
objectives
needs to be compared against the same performance
indicators that will be utilised before implementation.

Success of a CDM Airport will be measured not only

Validate
Implement against its own previous performance, but also in
objectives
terms of the performance of the entire European air-
port network. It is therefore important that the per-
formance indicators, and the methods for measuring
them, are consistent at European regional level.
Review
objectives
Attachment 1 to this Implementation Manual de-
scribes the objectives and related performance indi-
When nearing completion of implementation, partners cators for implementation of Airport CDM processes
will review the originally agreed objectives to confirm and supporting functions at airports. The objectives
that they are still valid without need for changes. If and related performance indicators are divided into
this is not the case, then the objectives should be two categories:
changed to reflect the current view by agreement with
all partners. This will ensure that measurements taken n Generic objectives and performance indicators,
on completion of implementation reflect the agreed applicable to all airport partners and correspond-
updated objectives. ing to four main improvement areas i.e. safety, ef-
ficiency, environment and capacity.

n Specific improvement objectives and perform-

ance indicators defined for each airport partner,
including the CFMU. Each specific objective is
linked to at least one global objective.

Selecting performance indicators from those listed

in Attachment 1, together with standard measuring
methods (see paragraph 5.3), ensures that results will

5-1
be comparable with the results of other implementa- 5.4 Reporting Mechanisms
tions in Europe using similar methodology.
and feedback
n The list attached to this Implementation One of the most important principles of the Airport
è

Manual is an indicative list of Key Perfor- CDM concept is collaboration in a transparent and
mance Indicators (KPI) open manner. This principle must also extend to
n If needed, additional indicators may be measurement of performance and results.
defined and used
To maintain credibility and the long-term vi-
è

ability of the Airport CDM concept, an unbi-

5.3 Measuring Performance ased reporting mechanism must be put in
Performance measurement must commence place, to provide feedback to all partners on
è

well in advance of completion of Airport CDM all aspects of the operation.

implementation.
In the context of Airport CDM, credit can only be at-
Whilst most Airport CDM Partners will have some tributed to accurate and open disclosure of results,
method of performance assessment in place, the whether positive or negative. Improvements will only
performance indicators and measurement methodo- accrue if a no-blame culture is developed, where
logy may vary significantly between partners. The problems are revealed with the aim of reducing them
results, therefore, may not be comparable locally, or and enabling others to learn from them.
on a regional basis.
Information from the reporting mechanism is impor-
The measurement procedure, and any as- tant for all partners when:
è

sociated computer support, should include

new elements following Airport CDM imple- a. Validating their business-case
mentation. b. Making decisions to add further elements of
Airport CDM
Achieved improvements can be measured by com-
paring the status of the agreed performance indica- n Measurement of success is an iterative
è

tors in the “before” and “after” situations. process and the feedback mechanism is
an integral part of it
n Periodic performance reviews identify
further improvements

5-2
6. POST - IMPLEMENTATION ACTIVITIES

6.1 Airport CDM Becomes

a Daily Operation
Airport CDM has been successfully implemented, the This need not be an expensive exercise, but it must
objectives have been met and partners are satisfied be effective. It is important that management is con-
with their investment. Following a summer and winter stantly reminded of the improvements being achieved
season spent with an operational Airport CDM, the as a result of Airport CDM. Operators must also be
positive results are convincing. kept aware of the positive results their Airport CDM
related efforts are achieving. Changes to procedures
n Collaborative Decision Making is a and/or working practices will be developed as a result
è

culture of problems identified through the reporting mecha-

n Completion of the implementation nism.
project is not completion of Airport CDM
The high profile of the Airport CDM project should be
During the first implementation, all partners will have maintained. Placing articles in company magazines,
been made aware of the need for the culture change, organising Airport CDM meetings at least once a year
namely the practice of sharing data in order to base and publishing Airport CDM related pamphlets are
decisions on data received. When implementation the most common and relatively inexpensive ways of
has taken place, the new culture of working together maintaining the profile.
will become the rule of the day.

People will come and go, at both management and

6.3 Preparing for New Functions
operations levels and the newcomers may or may Airport CDM functions, if implemented as software
not bring with them the same commitment to Airport applications, are in fact programmes that take data
CDM as their predecessors. It is important that each generated in the course of managing flights and then
partner has a succession policy in place, to ensure act on the data in an intelligent way, in order to as-
the principles of Airport CDM continue to be applied sist operators in making decisions concerning those
in order to maintain the benefits. flights.

As experience with collaboration and sharing of data

6.2 Continued Education grows, new ways of treating that data will be deve-
of All Partners loped, enabling new information to be derived from
it.
n The nature of Airport CDM requires all
è

partners to be given the opportunity to

stay ahead of developments
n A programme of continuous education,
based on the latest experience gained at
the home airport and elsewhere, must be
put in place

6-1
6.4 International Participation
Although Airport CDM reflects the close coopera-
tion of local airport partners, the airport itself is a part
of the ATM network. It affects, and is affected by,
operational improvements or degradations at other
airports. Thus, local Airport CDM becomes part of a
European regional programme to improve air traffic
management.

Experience gained in the course of implementation of

Airport CDM will provide a source of information that
can potentially avoid repetition of common mistakes.

Lessons learned must be made freely avail-

è

able and exchanged via the appropriate fora,

such as Airport CDM related working groups
at EUROCONTROL and any other events or-
ganised on the subject.

6-2
7. FREQUENTLY ASKED QUESTIONS
7.1 General Airport CDM Questions
7.1.1 Airport CDM in the overall ATM context

How is Airport CDM included in the overall European ATM Strategy?

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 was updated in 2003.

The implementation of Airport CDM is a short and medium term objective (up to 2009) of the ATM 2000+
Strategy and hereafter of the DMEAN and SESAR programmes.

More information on the overall European ATM strategy is available at

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

Is there a relationship between CDM in Europe and in the USA?

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 mainly due to en route
or airport bad weather conditions; while in Europe, Airport CDM initially focussed on increasing the predictability
of airport operations to avoid the airports becoming the restricting bottleneck to the overall ATM system.

7-1
7.1.2 Airport CDM and Advanced ATC tools

What link does Airport CDM have with AMAN / DMAN / A-SMGCS?

Advanced ATC tools like AMAN, DMAN and A-SMGCS cooperate 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 predictions of taxi times

More can be found in reference 9

7.1.3 Costs and Benefits of Airport CDM

How much will the implementation of Airport CDM cost?

Airport CDM may produce high returns for relatively low costs.

Since each airport is site specific, 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 local Cost Benefit Analysis (CBA) for Airport CDM?

After common, agreed Key Performance Indicators and measurement methodology 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 indi-
vidual 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

7-2
7. FREQUENTLY ASKED QUESTIONS

7.1.4 Implementation of Airport CDM

What are the results of the first CDM implementations at airports?

The results of the first CDM implementations at airports can be found in the implementation reports of the air-
ports concerned. They are available on the Airport CDM website at www.euro-cdm.org

Where can one find the ‘lessons learnt’ from CDM trial airports?

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 EUROCONTROL support Airport CDM implementation either locally or remotely?

EUROCONTROL supports the implementation of Airport CDM with the existing generic documentation:

n Airport CDM Implementation Manual

n Airport CDM Applications Guide
n Operational Concept Document
n Functional Requirements Document
n 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.

Does implementing Airport CDM result in a change of working practices for the airport partners?

Even more than a change in working practices, the big challenge in implementing Airport CDM is the culture
change that is necessary for all the partners involved. In addition to new tools and procedures, the airport part-
ners have to adopt a mentality of sharing and cooperating with each other.

7-3
 Does implementing Airport CDM require documented procedures?

It is recommended that any procedure created or modified following implementation of Airport CDM is docu-
mented and the information distributed as appropriate (including promulgation in the AIP if appropriate).

Does implementing Airport CDM require training?

Training sessions should be organised to familiarise operational staff with any tool or procedure created or modi-
fied by the implementation of Airport CDM.

Each airport partner should be responsible for the training of their own staff but common training sessions in-
volving several airport partners should also be organised.

When can an airport be considered a ‘CDM Airport’?

Will airports obtain an accreditation for compliance after implementing CDM?

An airport is considered a CDM Airport when all the Elements; Information Sharing, Milestone Approach, Vari-
able Taxi Time, Pre-departure Sequencing, Adverse Conditions and the Collaborative Update of Flight Mes-
sages, are being applied at the airport. (see chapter 3.7.2).

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”.

7-4
7. FREQUENTLY ASKED QUESTIONS

7.1.5 Airport CDM Project Management

When should a Memorandum of Understanding for a local Airport CDM project be signed?

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 MoU are available in Attachment 3.1

Do airport partners such as Customs, Police, Security Companies, Meteorological Services, etc.
need to be considered as ‘Airport CDM Partners’?

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 a local Memorandum of Understanding for Airport CDM?

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.

Which airport partner should lead the project?

The project should be led by one of the main airport partners situated locally and in contact with the other airport
partners.

What impact will the lack of involvement of one or several airport partner(s) have on the project?

A summary of risks and potential mitigation associated with an Airport CDM implementation is available in
chapter 4 “Project risks and mitigation”.

7-5
 What are the qualities of a local Airport CDM Project Manager?

The main qualities of a local Airport CDM Project Manager are:

n Excellent knowledge of the local airport partners and environment

n Known and trusted by the airport partners
n Thorough understanding of the Airport CDM concept
n Dynamic character
n Communication skills
n Persuasive and motivating abilities
n Diplomatic skills

The Project Manager may come from one of the main partners or from an independent, neutral organisation
focusing only on overall project management activities.

Should an Airport CDM project have one or more Project Manager(s)?

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 manage-
ment of the implementation of Airport CDM inside their own organisation, in close cooperation with the overall
Project Manager and with the other partners.

7-6
7. FREQUENTLY ASKED QUESTIONS

7.2 Information Sharing

Does Airport CDM implementation necessarily mean a new system?

Implementing Airport CDM does not necessarily mean new system(s) but the existing one(s) may need adapta-
tion to support the Airport CDM concept.

What is the quality of Airport CDM data?

Data Quality is specified in terms of accuracy, timeliness, reliability, stability and predictability based on a moving
time window.

How can an airport partner ensure that they have the best possible CDM information?

Implementation of Information Sharing also means that a performance 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.

Which data has to be recorded?

All data received and sent by the 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.

7-7
 If a number of information sources are available, which one should be chosen?

A list of event / information source priorities has to be defined and maintained locally as part of the implementa-
tion of the CDM Information Sharing Platform.

Sources have to be classified from best to worst in terms of data quality (accuracy and timeliness), taking ac-
count 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.

Is there a standard for the exchange of Airport CDM data?

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 and increasing costs un-
necessarily.

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 Chapter 3.2.2.2 “Information Standards”

What are the benefits of the airport partners using the new EUROCONTROL Airport CDM acronyms?

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.

7-8
7. FREQUENTLY ASKED QUESTIONS

Can information at a CDM Airport be accessed remotely

(e.g.: Airline OCC based at another airport)?

It is strongly recommended that remotely based airport partners be able to access the CDM Information
Sharing Platform.

Many solutions exist to achieve this and it is up to the airport partners to select the most appropriate one.

How should confidentiality of Airport CDM data be managed?

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 protected by agreed methods, including de-identification, limited access rights, etc.

The clauses of confidentiality have to be specified according to the laws applicable 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 partner charge for the data supplied in the frame of the Airport CDM 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 providers.

7-9
7.3 Milestone Approach for Turn-Round Process

What is the difference between the milestones listed in the Milestone Approach and the events
described in Information Sharing?

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 complet-
ed 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.

Is it necessary to implement all 16 milestones described in the Milestone Approach Element?

The list of 16 milestones described in the Milestone Approach Element is indicative. Local circumstances will
dictate which ones to use or whether new ones need to be defined.

Who is responsible for the TOBT, the Airline or the Ground Handler?

By default, the Aircraft Operator is responsible for the TOBT, but some may prefer to delegate a part or the total-
ity of the responsibility and/or management of the TOBT procedure to its Ground Handler. This is done in recog-
nition of the fact that Ground Handlers 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 Variable Taxi Time

Does the CFMU take account 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 concerned. It can also be modified for a given time period.

Collaborative Management of Flight Updates should allow a CDM Airport to send to the CFMU a variable taxi-
out time for each departing flight.

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7. FREQUENTLY ASKED QUESTIONS

7.5 Pre-departure (Off-Block) Sequencing

Is there a difference between pre-departure- and departure sequence?

The pre-departure 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 aircraft at the holding point of a runway. The order of flights can change between pre-departure and
departure.

Does it mean that the ‘first come, first served’ principle, which is fair, is abandoned?

The ‘first come, first served’ principle is not abandoned in the Pre-departure Sequencing Element but it is im-
proved 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 received. In the situation where an Air-
craft Operator has indicated a preference between specific flights operated by that Aircraft Operator, ATC also
endeavour to take into account the preference request providing that flights operated by other Aircraft Opera-
tors are not penalised. The pre-departure sequence is then finalised considering any other constraints such as
CTOT and other traffic.

Do regulated flights have priority over non-regulated ones in Pre-departure Sequencing?

Regulated flights do not have priority over non-regulated ones in Pre-departure Sequencing, but adherence to
the ATFM slot and the objective of having a regulated flight airborne within its CTOT window is considered as a
constraint by ATC when building and managing the pre-departure sequence.

Is it possible for two or more Aircraft Operators (e.g. in the same alliance) to nominate preferences
between all their flights?

The implementation of Pre-departure Sequencing gives the technical means to Aircraft Operators to indicate
preferences. It is up to each Airline or alliance of Aircraft Operators 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 Aircraft Operators.

7-11
 If a flight is held on stand because of a TSAT later than its TOBT,
who is responsible for the extra charges incurred and for the delay?

This issue should be resolved at a local level using Service Level Agreements.

What impact does a non-reported delay to a particular flight have on the pre-departure sequence?

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.

7-12
7. FREQUENTLY ASKED QUESTIONS

7.6 Adverse Conditions

Where is the dividing line between ‘normal operations’ and ‘adverse conditions’?

The dividing line between normal operations and adverse conditions varies from one airport to another accord-
ing to the local context. Some situations that 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 airports 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 Adverse Conditions.

What is the difference between ‘runway capacity’ and ‘airport capacity’?

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.

Is the implementation of a CDM Coordinator and a CDM Cell mandatory?

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.

Which airport partner is responsible for assuming the role of CDM Coordinator in adverse conditions?

The CDM Coordinator should be chosen among the main airport partners based on the airport following an
agreement between all the airport partners.

7-13
 Who should each airport partner allocate to the CDM Cell in case of activation?

The participants to the CDM Cell allocated by each airport partner should be part of the executive operational
staff with an excellent knowledge its organisation’s operations and a good experience of airport operations. He
should have the authority to promptly make decisions and the ability to manage efficiently human and technical
resources.

What happens if, after negotiation and agreement, the departure demand
of the Aircraft Operators still exceeds the reduced capacity of the airport?

As in normal operations, ATC has the final decision on the departure capacity during periods of reduced capac-
ity. The reduced departure rate and potential delays are reflected in the TSAT allocated to each flight by ATC.

During adverse conditions, it is fundamental that all the airport partners indicate their intentions through a TOBT/
TSAT procedure and stick to the estimates given.

7-14
7. FREQUENTLY ASKED QUESTIONS

7.7 Collaborative Management of Flight Updates

What are the benefits for airport partners participating

in the Collaborative Management of Flight Updates process?

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 evalu-
ated with the current trials.

What is the expected added value of the Collaborative Management

of Flight Updates for CDM partners?

The Collaborative Management of Flight Updates is twofold:

n Providing airport partners with more accurate arrival times based on real-time data
n Providing CFMU with data currently not available in flight plans (see Chapter 3.7.3 for examples of
messages)

What steps are required for airport partners to implement

Collaborative Management of Flight Updates?

An airport will be considered as a CDM Airport if it is equipped with a CDM Information Sharing Platform avail-
able for all the partners, the Milestone Approach is applied, Variable Taxi Time, Pre-departure Sequencing and
Adverse Condition Elements are successfully implemented.

DPI-Processing in ETFMS is system-wide and cannot be adapted to individual airport specifications. For this
reason and also in order to avoid confusion by the users, it is important that the same processes at the CDM
Airports are followed by all the airports from which DPIs are sent and processed by ETFMS.

Note: Upon conclusion of experiments the CDM Airport 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. (see Attachment 6)

7-15
 What is the planning of the FUM / DPI implementations by the CFMU?

Collaborative Management of Flight Updates are operational with CFMU. (Processing of FUM and DPIs). It will
be deployed with airports according to their readiness to fulfil all pre-requisites.

In the Collaborative Management of Flight Updates is it possible to separate provision

of arrival estimates from departure estimates?

Initial conclusions of the current trials indicate the benefits of enhancing arrival estimates for airport partners.
Upon final conclusions of these experiments it should be possible to identify benefits for both arrival and depar-
ture estimates for all partners. Currently it is being examined whether it would be possible to separate provision
of arrival estimates from departure estimates when airports are in the process of becoming CDM Airports.

What is difference in the management of an ATFM slot with and without DPI messages?

Management of ATFM slots must go first via the management of TOBTs in the CDM Airport (TOBT updates,
TSAT calculation). Manual coordination between CDM Airport and CFMU can be made in case of significant
discrepancies. Local procedures must be established accordingly.

How can a remotely based Aircraft Operator be aware of the messages exchanged
between an airport and the CFMU?

Via the CFMU terminals. A new section in the flight data display is dealing with Airport information and gives
details in case of discrepancy. The operational log for one flight is listing the messages received by ETFMS for
that flight. The status of the flight regarding CDM Airport is indicated in the flight list with the current TOT.

What will be the impact of the Collaborative Management of Flight Updates on the ‘ready’ procedure?

The REAdy procedure remains in place with CDM Airports. Its application must be aligned with pre-departure
sequencing. Flights ready to depart and able to depart quickly may benefit from a delay reduction when the
situation on the airport permits (TIS=0, remote holding, low traffic periods,..).

7-16
7. FREQUENTLY ASKED QUESTIONS

What is the prerequisite for the CFMU to engage in the Collaborative Management of Flight Updates?

Full Airport CDM has to be established and operational at the airport for a specified minimum amount of time
(6 months) before the Collaborative Management of Flight Updates is enabled operationally.

Collaborative Management of Flight Updates by CFMU, i.e., DPI-Processing in ETFMS, is system-wide and
cannot be adapted to individual airport specifications. For this reason and in order to avoid confusion by the
users, the same processes at the CDM Airports shall be followed by all the airports from which DPIs are sent
and processed by ETFMS.

Note: The CFMU will only get involved if a single local point for data exchange (supported by an appropriate
communication means) is established following an agreement of all partners at the airport (normally, it will be
the Airport Operator or ATC).

How would the confidentiality of the Collaborative Management of Flight Updates

data exchange be ensured?

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 particu-
lar, it specifies for each data in the Airport CDM Platform who is the owner, how it is managed and updated and
who can read it and modify it. The rules for connections between systems to feed the Airport CDM Platform are
also described in this MoU.

Upon conclusion of experiments and if required, a Service Level Agreement (SLA) between the CFMU and the
airport may be established to define the ownership, the responsibilities, the rules for exchange and the confi-
dentiality of data between both parties.

What happens if there is a discrepancy between DPI data and flight plan data?

The following discrepancies are tracked by ETFMS:

n EOBT # TOBT more than 15min

n ARCTYP # from FPL,
n REG inconsistant with FPL

These discrepancies are indicated in the CFMU terminal. It is the responsibility of the AO to restore consistency
of the flight plan.

7-17
 Should an AO update the EOBT of its flight according to TOBT provided to the Airport CDM Platform?

The current situation of flight plan processing and procedures makes it compulsory for an AO to update the
EOBT of the flight plan when the TOBT differs more than 15 min from the EOBT.

Should an AO update the EOBT of its flight according to the TSAT calculated by the CDM Platform?

TSAT is delivered by pre-departure sequencing tool according to TOBT, CTOT and local departure constraints.
The AO has no obligation to update the EOBT according to TSAT provided the EOBT is aligned with TOBT as
stated above.

Will an AO be penalized by the early transmission of the T-DPI to CFMU?

While a DLA can only delay the EOBT of a flight, T-DPIs can move TOBT forward and backward in time. This is
made possible by the transmission of the SOBT in the E-DPI. The SOBT is the earliest value for the TOBT, but
a 15 min tolerance is available in case a flight is ready in advance. It is important that TOBT is anticipated as
much as possible by the AO.

Will late updates of TSAT penalize AOs?

Outside special circumstances such as LVP or icing situation etc., late updates will concentrate in real late
problems (luggage problems, technical failures, lost passengers,etc.) based on statistics, these cases should
not represent more than 3% of the flights. Processing of late updates has been significantly improved in ETFMS
but will not prevent some flights to be caught into bad situations. Remember that for excessive penalisation of
a flight, a manual procedure exist between CDM Airport and CFMU to address these cases.

7-18
ATTACHMENTS

Implementation Checklist: A0-1

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

1.1 Introduction A1-1

1.2 Generic Objectives and Performance Indicators A1-3
1.2.1 Efficiency A1-3
1.2.2 Environment A1-5
1.2.3 Capacity A1-6
1.2.4 Safety A1-7
1.3 Airport Partner Objectives and Performance Indicators A1-8
1.3.1 Airport operators A1-8
1.3.2 Aircraft Operators, Ground Handlers, Service Providers A1-13
1.3.3 Aeronautical Navigation Service Providers A1-21
1.3.4 Central Flow Management Unit A1-24
1.4 Specific Improvement Objectives and Performance Indicators A1-26
1.4.1 Introduction A1-26
1.4.2 Selecting the indicators A1-27
1.4.3 Proposed KPIs for measuring recovery time after Adverse Conditions A1-30

ATTACHMENT 2: Procedures & Processes A2-1

2.1 Airport CDM Generic Processes A2-1

2.2 Airport CDM Alert messages A2-29
2.3 Airport CDM Procedures for Clearance Delivery & Start-up A2-37

ATTACHMENT 3: Sample Documents A3-1

3.1 Sample Airport CDM Memorandum of Understanding A3-1

3.1.1 Overview and scope A3-1
3.1.2 MoU & Confidentiality Agreements A3-1
3.1.3 Sample text A3-2
3.2 Airport CDM Implementation Inventory & Compliance Checklist A3-29
3.2.1 Introduction A3-29
3.2.2 Blank Inventory & Compliance Checklist according to
Airport CDM Implementation Manual A3-30
3.3 Sample Airport CDM AIP text A3-35

A-1
ATTACHMENT 4: Data Elements and Event Triggers A4-1

ATTACHMENT 5: Raising Local Airport CDM Awareness A5-1

5.1 Brussels A5-3

5.2 Frankfurt A5-5
5.3 London Heathrow A5-7
5.4 Munich A5-9
5.5 Paris CDG A5-11

ATTACHMENT 6: DPI Implementation Criteria and Validation Process A6-1

6.1 Implementation Criteria for DPI Transmission to CFMU A6-1

ATTACHMENT 7: List of References and Contacts A7-1

A-2
APPENDIX
Airport CDM Implementation Checklist
The Airport CDM Implementation Manual describes the recommended process of implementing Airport CDM.
The following checklist has been developed in order to facilitate tracking steps completed and the effort still
required.

It also serves as an at-a-glance introduction to Airport CDM implementation. For each of the checklist items,
more information is available in the Implementation Manual in the sections indicated.

1. Are you familiar with the Airport CDM concept?

n If not, suggested reading includes: Airport CDM Applications Guide, Airport CDM Implementation Man-
ual and accompanying CD-ROM, Airport CDM Website (www.euro-cdm.org), Airport CDM OCD and FRD.

n Remember the main CDM messages:

- CDM is a new culture of collaboration
- Low cost, high returns
- Needs cooperation from all partners
- Information must be provided free
- Information commercially and security sensitive must be handled accordingly
- We can only talk of Airport CDM if the defined functions are used

2. Set up an Airport CDM project

n Start a new project or incorporate into an existing one. You may set up the Airport CDM project as
part of an existing activity but there must be clear and separately identifiable objectives, responsibilities,
financing and deadlines.

n Involve all partners right from the start! Airport CDM is all about collaboration and all interested partners
must be able to contribute from day one.

n Set the objectives! Remember that the aim is to improve the operational situation at the airport as a whole
and not only that of individual partners.

n Do not be afraid to be persuasive. However use good arguments and listen to others too.

n Select the concept elements to be implemented. While any step aimed at improving the exchange of
information may be considered as a CDM step, for the identified benefits to be realised, the defined Airport
CDM functionality must be implemented. If similar functionality already exists, it may be incorporated into the
implementation project.

n You MUST start with the Airport CDM Information Sharing concept element. This element provides
the foundation upon which all the other elements are based.

n TOBT must come next! The benefits are such that it is strongly recommended to give TOBT implementa-
tion priority.

A0-1
n Make an inventory of what is needed and what is already available. The aim is to utilise existing or modifi-
able resources to the maximum extent possible. Buy new only if unavoidable!

n To enable operational use of Airport CDM, the diverse partner systems must be adapted. In this context,
adaptation means ensuring that those systems can exchange information with each other and can use that
information, without endangering their core functions.

n Make the Business Case but do not expect this to be the same for all partners. The CBA will be
driven by the Key Performance Indicators that will be agreed by all partners. Do not be reluctant to extrapo-
late from the positive results of other Airport CDM implementations.

n Educate and convince all partners. Most difficulties with Airport CDM implementation will come from its
culture change aspects. Freely sharing information, protecting confidentiality together and having mutual
trust are new concepts the practising of which may not come naturally. Education and convincing by a
trusted project manager and an Airport CDM Project Committee can go a long way towards resolving the
problems. A good training package covering subjects such as confidentiality and how it is safeguarded is
essential. EUROCONTROL offers standard and tailor made Airport CDM training courses.

n A Multi-Partner Project Plan, the key to success. In view of the multitude of partners in a typical Airport
CDM implementation, a formal project plan and strict adherence to it is essential and well worth the effort of
creating.

3. Start implementing

n Source your Airport CDM elements. The various Airport CDM documents describe the minimum func-
tionality that must be provided. It is however not specified how this should be implemented, who should
develop it or where it should be hosted. These are local decisions and require solutions that best fit circum-
stances and may include the development / modifications of existing systems.

n Do not accept expensive solutions! Airport CDM elements are not mission critical in the sense that an
ATC system is. They are neither computation intensive nor do they require complicated user interfaces.

n Suggested implementation sequence of the available concept elements:

1. Information Sharing
2. Milestone Approach
3. Variable Taxi Time
4. Pre-departure Sequencing
5. Adverse Conditions
6. Collaborative Management of Flight Updates

A0-2
APPENDIX
Airport CDM Implementation Checklist

4. Project risks and their mitigation

n New culture, new solutions, new and old risks

Airport CDM implementation projects carry risks. Airport CDM requires the close cooperation of many part-
ners, who will have to adopt a whole new company culture of sharing and cooperating. This may include
new working methods and new functionality in their systems.

n Review the risks and plan for their mitigation.

The Airport CDM Implementation Manual contains a list of risks that have been identified. Their suggested
mitigation is also included.

5. Measuring success

n Review agreed objectives. Obviously, you had an agreed set of objectives. Now is the time to review
them again, with the involvement of all partners, to check whether slight changes are required in view of the
experience gained.

n Agree performance indicators appropriate for the objectives. A set of Key Performance Indicators
has been included in the Airport CDM Implementation Manual. Select from these and if needed, develop
additional ones and get agreement from all partners.

n Establish performance baseline. Improvements will need to be compared to pre-CDM operations. It is

important to commence measuring well in advance of implementation.

n Airport CDM is all about sharing and openness. Also in respect of success achieved. There is no doubt
that Airport CDM works and brings benefits. It may not always happen first time round, or to the extent
expected. It is extremely important that a reporting and feedback mechanism is put in place, so that a clear
and unbiased picture of the achievements (or lack thereof) is provided to all partners.

A no-blame culture with dedication to Airport CDM will ensure that the feedback is used to drive all con-
cerned towards achieving the original objectives.

Check out the Attachments!

n In the Attachments you will find information on objectives and key performance indicators, sample docu-
ments such as Memorandum of Understanding, Generic Procedures, Inventory & Compliance checklist and
a list of references.

A0-3
A0-4
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

1.1 Introduction of available resources depends partly on the quality of

arrival and departure estimates. (1.3.2)
This document describes the Objectives and related per-
formance indicators for implementation of Airport CDM ANSP objectives at airports are to ensure safety whilst
processes and supporting functions at airports. The making the best use of the available infrastructure (run-
document is based on the experiences gained at the initial ways and taxiways). (1.3.3)
set of trial airports and will be updated as the trials and
functions mature. CFMU objectives are to protect air traffic services from
overloading while at the same time enabling Aircraft
The objectives and related performance indicators includ- Operators to carry out their flight operations as planned
ed in this document are divided as follows: with the minimum penalty. This is achieved by making
best use of the available air traffic control and airport ca-
n Generic objectives and performance indicators, appli- pacities. (1.3.4)
cable to all airport partners and corresponding to the
four (4) main areas identified by EATM, i.e. Efficiency, In addition, a generic legend is provided, clarifying the
Environment, Capacity, Safety (1.2) terms:
n Strategic Objective
n Specific target objectives and performance indica- n Strategic Performance Driver (only applicable for the
tors defined for each airport partner, incl. CFMU. Each Generic Performance Indicators)
specific objective is linked to at least one generic ob- n Performance Driver
jective (1.3) n Performance Indicator
n Performance Measurement
The objective of Airport Operators is to maximise the n Airport CDM Contribution
throughput and efficiency whilst complying with their
operational plan. The major impacts of delays on Airport Specific improvement objectives and their performance
Operators are mainly the loss of image or reputation and indicators for the implementation of Airport CDM are set
a non-efficient use of airport resources (e.g. manpower, up to test the improvements made after the CDM im-
equipment) and infrastructure (e.g. stands and gates). plementation. The improvement performance indicators
On the other hand, both departure and arrival punctuality chosen depend on the availability of historical data and
is the foundation for efficient operations, leading to a pos- objectives set for the Airport CDM implementation, they
sible reduction or delay of new infrastructure investment. must therefore be set in advance. (1.4)
(1.3.1)
The set of performance indicators included in this docu-
The objective of Aircraft Operators is to meet their ment has been derived from the jointly defined objec-
planned schedule. The major impact of delays on Aircraft tives. Achieved improvements shall be measured by
Operators is additional costs (extra fuel, missed connec- comparing the status of the performance indicators
tions and subsequent knock-on effects incurred). (1.3.2) “before and after” Airport CDM operations. Such mea-
surements shall be monitored continuously, in order to
Ground Handlers objectives are to maximise their resource improve the quality of service. Additionally, the achieved
management and maintain Service Level Agreements (incl. improvements measured will feed into the Cost Benefit
departure punctuality and turn-round times). The best use Analysis (CBA) performed by each airport partner.

A1-1
Generic legend

Strategic Objective

This is what we want to achieve

Strategic Performance Driver

This is the means of reaching the strategic objective

Performance Driver Performance Indicator Performance Measurement

This is how we can achieve This is what we get from This is how we measure
our objective. the measurement. each indicator.
Performance Indicator
Performance Driver is a verb. is an index. Performance Measurement
is just the measuring method.
It is the result of a mathematical
equation between 2 measurable
quantities.
The increase /decrease trend
of this index is our KPI.

D1 P11 M1

D1 P12 M2

D1 P13 M3

D1 P14 M4

D1 P15 M5

Airport CDM Contribution

This is how Airport CDM can facilitate the achievement of the strategic objective.
Which milestones need to be implemented in order to measure this KPI

A1-2
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

1.2 GENERIC OBJECTIVES & PERFORMANCE INDICATORS

1.2.1 Efficiency

Strategic Objective

Increase airport EFFICIENCY

%
Strategic Performance Driver

Improve punctuality and reduce delays

Performance Driver Performance Indicator Performance Measurement

Optimise the turn-round n Turn-round compliance n Measure ATTT vs. (SIBT-SOBT)*

time predictability n Compare MTTT to ATTT

Improve the ARR predictability n EIBT predictability n Measure EIBT vs.time

n ELDT predictability (timeliness)
n Measure ELDT vs. time

(timeliness)

Improve the DEP predictability n TOBT accuracy & predictability n Compare TOBT to ARDT

Improve the DEP predictability n TSAT accuracy & predictability n Compare TSAT to AOBT

Reduce Aircraft Operators/ n READY reaction time n Measure AOBT vs. ARDT
Ground Handlers/
ANSP reaction times

Reduce average delay of n Average delay of ARR flights n Compare AIBT to SIBT
ARR flights (*) n ARR punctuality index n Measure minutes delay per
delayed movement

n Time recovery ratio n Measure percentage

(DEP delay < ARR delay) /
ARR delay percentage

n This being: Number of

rotations which DEP delay is
smaller than ARR delay divided
by number of ARR delays

to be con’d 4
(*) Note:

The scheduled turn-round time has a relevant impact on the results for these KPIs if all the rotations are considered. When recovering delay,
it is not clearly identified if the benefit comes from the buffer in the turn-round schedule or in the turn-round time performance itself. (i.e. One
turn-round scheduled for 4 hours, if the flight arrives 1 hour late and departs half an hour late, it could be considered as a recuperation in
terms of time. But it seems to be far away from the CDM objectives).

Then for the KPIs it is recommended to consider only those turn-rounds which ‘available turn-round time’ (SOBT-AIBT) is less than X minutes
to avoid noise in the results ( X between 60 and 120 minutes depending on the turn-round time performance plus reasonable buffer).

A1-3
 Performance Driver Performance Indicator Performance Measurement

Reduce average delay of n Time lost ratio n Measure percentage

ARR flights * (DEP delay > ARR delay) /
ARR delay percentage

n This being: number of rotations

which DEP delay is bigger than
ARR delay divided by number of
ARR delays

Reduce average delay of n Average delay of DEP flights n Compare AOBT to SOBT
DEP flights *
n DEP punctuality index n Measure minutes delay per
delayed movement

Improve punctuality * n Punctuality recovery ratio n DEP punctual / ARR not punctual
percentage

Reduce average delay * n Delay recovery time n Compare ARR delay in minutes
to DEP delay in minutes

Airport CDM Contribution

ALL Airport CDM elements

(*) Note:

The scheduled turn-round time has a relevant impact on the results for these KPIs if all the rotations are considered. When recovering delay,
it is not clearly identified if the benefit comes from the buffer in the turn-round schedule or in the turn-round time performance itself. (i.e. One
turn-round scheduled for 4 hours, if the flight arrives 1 hour late and departs half an hour late, it could be considered as a recuperation in
terms of time. But it seems to be far away from the CDM objectives).

Then for the KPIs it is recommended to consider only those turn-rounds which ‘available turn-round time’ (SOBT-AIBT) is less than X minutes
to avoid noise in the results ( X between 60 and 120 minutes depending on the turn-round time performance plus reasonable buffer).

A1-4
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

1.2.2 Environment

Strategic Objective

Reduce ENVIRONMENTAL nuisance

%
Strategic Performance Driver

Reduce engine time

Performance Driver Performance Indicator Performance Measurement

Reduce noise on ground Noise on ground Measure

(Ground engine time ARR & n EXIT vs. AXIT

DEP phase) n EXOT vs. AXOT

Reduce emission from Emission from engines on

engines on ground ground

Airport CDM Contribution

n Information Sharing
n Pre-departure Sequencing
n Variable Taxi Time

A1-5
1.2.3 Capacity

Strategic Objective

Optimise the use of available CAPACITY

%
Strategic Performance Driver

Increase airport efficiency

Performance Driver Performance Indicator Performance Measurement

Fill the gap between the actual n Accuracy of declared capacity n Compare the actual number

operational capacity and the of movements

declared capacity n Over / under capacity to the declared capacity

Number of delays due to

n

operational capacity

Airport CDM Contribution

ALL Airport CDM elements

A1-6
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

1.2.4 Safety

Strategic Objective

Improve SAFETY by reducing apron and taxiway congestion

%
Strategic Performance Driver

Reduce number of incidents on the movement area

Performance Driver Performance Indicator Performance Measurement

Reduce frequency overload Number of silent coordinations Measure the number of silent
introduced by CDM procedures coordinations introduced by
CDM procedures

Reduce number of aircraft Number of aircraft queuing on Measure the number of aircraft
moving simultaneously on the sequence queuing on sequence
manoeuvring area

Reduce number of aircraft Number of aircraft incidents Measure the number of aircraft
incidents on the apron incidents

Airport CDM Contribution

ALL Airport CDM elements

A1-7
1.3 AIRPORT PARTNER OBJECTIVES & PERFORMANCE INDICATORS
1.3.1 Airport Operators

Strategic Objective

Improve the usage of infrastructure

% %
Performance Driver Performance Indicator Performance Measurement

Optimise the overall usage of Overall stands’ actual Compare the overall stands’
aircraft stands (contact and occupation time actual occupation time with
remote stands) scheduled occupation time

Optimise the usage of Contact stands’ actual Compare the contact stands’
contact stands occupation time actual occupation time with
scheduled occupation time

Optimise the usage of boarding Boarding gates’ actual Compare the boarding gates’
gates (contact and coaching) occupation time actual occupation time with
scheduled occupation time

Optimise the usage of n Baggage reclaim belts’ n Compare the baggage reclaim
baggage reclaim belts actual occupation time belts’ actual occupation time
with scheduled occupation
n Baggage reclaim belts’ time
utilisation ratio
n Compare first / last bag
delivery to SLA

Airport CDM Contribution

Airport CDM
n Information Sharing

n Milestone Approach

A1-8
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Strategic Objective

Improve public information data quality

%
Performance Driver Performance Indicator Performance Measurement

Provide public with ARR time accuracy n Compare EIBT, AIBT and SIBT
accurate and timely
ARR and DEP data n Compare ELDT vs. ALDT
(both on FIDS and internet)

DEP time accuracy n Compare TOBT, SOBT and

AOBT

Airport CDM Contribution

Airport CDM Information Sharing

A1-9
Strategic Objective

Reduce late aircraft stand and gate changes

% %
Performance Driver Performance Indicator Performance Measurement

Reduce the number of late aircraft n Aircraft stand allocation Measure

stand changes (e.g. 10 minutes and passenger gate freezing n Number of aircraft stand changes
before landing time or even after time within e.g. [(ALDT- e.g.10 min) to ALDT]
touchdown) n Number of aircraft stand changes after

n Stand and gate planning landing [ALDT to AIBT]

adherence
Reduce the number of multiple Measure
allocation of aircraft parking stands n Stand and gate allocation n Timestamp of gate and/or stand
and boarding gates accuracy changes
n Last timestamp of change before AIBT

n Passenger gate allocation n Number of gate and/or stand changes

freezing time within (time TBD locally)
n Number of passenger gate changes
within (value TBD locally)

Reduce the number of late Measure

passenger gate changes n Number of passenger gate changes
within (time TBD locally)
n Number of aircraft having to wait for
a vacant stand (and waiting time per
aircraft)

Reduce the number of multiple Aircraft stand & passenger n Number of passenger gate
allocation of aircraft parking stands gate freezing time changes within (value TBD locally)
and boarding gates

Reduce the number of late n Number of aircraft having to wait

passenger gate changes for a vacant stand (and waiting time
per aircraft)

Optimise the usage of baggage

reclaim belts

Reduce number of aircraft having TOBT/TSAT accuracy n Compare TOBT/TSAT to AOBT to an

to wait for a vacant stand identified moment in time (e.g. milestone)

Airport CDM Contribution

n Information Sharing
n Milestone Approach
n Variable Taxi Time

A1-10
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Strategic Objective

Adhere to airport slot*

%
Performance Driver Performance Indicator Performance Measurement

Improve airport slot adherence Airport slot adherence n Compare AIBT to SIBT

n Compare AOBT to SOBT

Airport CDM Contribution

n Information Sharing
n Milestone Approach
n Variable Taxi Time

* Airport slot as per EC Directive 793/2004

A1-11
Strategic Objective

Improve operational staff involvement

% %
Performance Driver Performance Indicator Performance Measurement

Increase awareness among n Number of employees trained Measure the:

airport operational staff n Number of employees

n Number of training sessions trained

n Number of training sessions

Ensure their commitment and n Number of improvement Measure the:

active participation proposals presented by n Number of improvement

employees proposals presented by

employees
n Number of system n Number of system evaluation

evaluation meetings meetings

n Number of proposals

n Number of proposals accepted

accepted n Number of procedure

changes
n Number of procedure
changes

Airport CDM Contribution

Airport CDM Information Sharing

A1-12
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

1.3.2 Aircraft Operators, Ground Handlers and Service Providers

Strategic Objective

Improve predictability of operations

%
Performance Driver Performance Indicator Performance Measurement

Enhance or optimise aircraft TOBT accuracy Compare TOBT to ARDT

(fleet) utilisation and flexibility
TSAT accuracy Compare TSAT to AOBT

Aircraft (fleet) utilisation Measure the:

n Number of aircraft rotations

per timeframe (day)

n Number of additional aircraft

rotations

n Number of operational hours

per aircraft

Airport CDM Contribution

ALL Airport CDM elements

Note: “Improved predictability of air transport would generate high added-value: compressing half of flight schedules by 5
minutes on average would be worth somea1,000M per annum in better use of airline and airport resources.”

A1-13
Strategic Objective

Improve airline resource management

% %
Performance Driver Performance Indicator Performance Measurement

Reduce delays due to late n Delays due to late personnel Measure contributing delays,
personnel (flight crew, (flight crew, maintenance staff based on IATA standard delay
maintenance staff etc) etc.) coding
and equipment
n Delays due to late equipment

Airport CDM Contribution

ALL Airport CDM elements

A1-14
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Strategic Objective

Minimise the impact of delays due to late arrival of inbound flight

%
Performance Driver Performance Indicator Performance Measurement

Optimise aircraft stand and Delay recovery time (DEP delay < ARR delay)
resource allocation for delayed related to stand allocation and compare to stand allocation
flight

Reduce turn-round process Delay recovery time n Compare ATTT to MTTT *

related to turn-round process
n Compare total ARR delay
minutes to total DEP delay
minutes

Airport CDM Contribution

ALL Airport CDM elements

(*) Note:

The scheduled turn-round time has a relevant impact on the results for these KPIs if all the rotations are considered. When
recovering delay, it is not clearly identified if the benefit comes from the buffer in the turn-round schedule or in the turn-round
time performance itself. (i.e. One turn-round scheduled for 4 hours, if the flight arrives 1 hour late and departs half an hour late,
it could be considered as a recuperation in terms of time. But it seems to be far away from the CDM objectives).

Then for the KPIs it is recommended to consider only those turn-rounds which ‘available turn-round time’ (SOBT-AIBT) is less
than X minutes to avoid noise in the results ( X between 60 and 120 minutes depending on the turn-round time performance
plus reasonable buffer).

A1-15
Strategic Objective

Optimise turn-round time

%
Performance Driver Performance Indicator Performance Measurement

Turn-round compliance to n Compliance with the STTT n Measure SLA turn-round times:
agreed SLA or ETTT ARDT-AIBT (= AGHT)

n Compliance with the ETTT n Compare ATTT to STTT or

Improve Turn-round ETTT
predictability
n Measure number of Milestone
alerts

n Compare ATTT to ETTT

Airport CDM Contribution

Airport CDM:
n Information Sharing

n Milestone Approach

A1-16
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Strategic Objective

Improve Ground Handler resource management

% %
Performance Driver Performance Indicator Performance Measurement

Reduce delays due to late n Delays due to late equipment Measure contributing delays,
equipment (e.g. buses, push (e.g. buses, push back tractors, based on IATA standard delay
back tractors, steps etc) and steps, etc) coding
personnel
n Delays due to late personnel

Airport CDM Contribution

Airport CDM:
n Information Sharing

n Milestone Approach

A1-17
Strategic Objective

Reduce delays related to fuelling services

%
Performance Driver Performance Indicator Performance Measurement

Reduce delays due to fuelling Delays due to fuelling services Measure contributing delays due
to fuelling services, based on
IATA standard delay coding

Optimise quality and accuracy TOBT/TSAT accuracy Compare TOBT/TSAT

of information provided to the to ARDT/AOBT
fuelling services

Optimise prioritisation given by Impact on TOBT - Measure positive impact on

AO/GH to fuelling services delay recovery due to fuelling TOBT of delays due to fuelling
prioritisation

Airport CDM Contribution

Airport CDM:
n Information Sharing

n Milestone Approach

A1-18
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Strategic Objective

Reduce delays related to de-icing services

%
Performance Driver Performance Indicator Performance Measurement

Optimise quality and accuracy TOBT/TSAT accuracy Compare TOBT/TSAT

of information provided to the to ARDT/AOBT
de-icing services i.e. EOBT,
TOBT, aircraft stand or de-icing
bay location

Improve de-icing predictability Accuracy of de-icing times n Compare ARZT to ERZT

n Compare ADIT to EDIT

Reduce delays due to de-icing Delays due to de-icing services Measure contributing delays
due to de-icing services, based
on IATA standard delay coding

Optimise prioritisation given by Impact on TOBT – delays Measure impact on TOBT-

airport / AO/ GH to due to de-icing delays due to de-icing
de-icing services

Airport CDM Contribution

Airport CDM:
n Information Sharing

n Milestone Approach

A1-19
Strategic Objective

Improve operational staff involvement

%
Performance Driver Performance Indicator Performance Measurement

Increase awareness among n Number of employees trained Measure the:

airline / ground handling staff n Number of employees

n Number of training sessions trained

Ensure their commitment and
active participation n Number of improvement n Number of training sessions
proposals presented by
employees Measure the:
n Number of improvement

n Number of system proposals presented by

evaluation meetings employees

n Number of proposals n Number of system evaluation

accepted meetings

n Number of procedure n Number of proposals

changes accepted

n Number of procedure
changes

Airport CDM Contribution

Airport CDM Information Sharing

A1-20
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

1.3.3 Aeronautical Navigation Service Providers

Strategic Objective

Increase and optimise the runway throughput

%%
Performance Driver Performance Indicator Performance Measurement

Fill the gap between the actual Compliance of declared RWY Compare
operational capacity and the capacity, for each RWY declared RWY capacity to:
declared capacity for all RWY configuration n actual operational RWY

configurations capacity
n actual DEP rate

n actual demand

Compare
actual DEP rate to actual demand

→ per hour/day/week…
→ for each RWY configuration

Slot compliance and slot Number of refused TOBT n Number of TOBT not
adherence (not compliant with CTOT) compliant with CTOT

n Measure number of
Milestone alerts

Percentage DEP outside Compare

CTOT window number of DEP outside assigned
CTOT window to total number of
DEP

Percentage of DEP outside Compare

airport slot Compare CFMU n number of DEP outside airport

slot to airport slot slot to total number of DEP

n Number of flights departing

outside airport slot

Airport CDM Contribution

ALL Airport CDM elements

A1-21
Strategic Objective

Optimise take off and departure queue by using Variable Taxi Times
%%
Performance Driver Performance Indicator Performance Measurement

Optimise DEP sequence and Accuracy of TSAT, TTOT, EXOT n TSAT to ASAT
the DEP queue (on apron,
taxiways and holding areas) n AXOT to EXOT

Improve TSAT calculation n TTOT to ATOT

(using the aircraft wake vortex
categories, the SID sequencing - (compare to an identified mo-
TMA exit point - and CFMU slot) ment in time e.g. milestone)

Improve clearance delivery Clearance delivery Compare

reaction time reaction time ASRT to ASAT

Airport CDM Contribution

ALL Airport CDM elements

A1-22
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Strategic Objective

Improve operational staff involvement

%
Performance Driver Performance Indicator Performance Measurement

Increase awareness among n Number of employees trained Measure the:

ATC staff n Number of employees
n Number of training sessions trained

n Number of training sessions

Ensure their commitment and n Number of improvement Measure the:

active participation proposals presented by n Number of improvement
employees proposals presented by
employees
n Number of system evaluation
meetings n Number of system
evaluation meetings
n Number of proposals
accepted n Number of proposals
accepted
n Number of procedure
changes n Number of procedure
changes

Airport CDM Contribution

Airport CDM Information Sharing

A1-23
1.3.4 Central Flow Management Unit (CFMU)

Strategic Objective

Compliance to ATFM measures (CTOT)

%
Performance Driver Performance Indicator Performance Measurement

Increase percentage of flights CTOT Compliance n Compare CTOT with ATOT

departing between CTOT–5’ for regulated flights
and CTOT+10’ (-5’/+10’)

n Measure percentage of

missed slots (flights departing

outside CTOT window)

Airport CDM Contribution

ALL Airport CDM elements

A1-24
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Strategic Objective

Improve PUNctuality
%%
Performance Driver Performance Indicator Performance Measurement

Improve TOT Accuracy DPI Accuracy n Compare ETOT (at defined

DPI Stability times prior to take off) to ATOT

n Compare TTOT to ATOT

n Count DPI messages by type

for DEP flights
Improve TOT Stability
n Measure time difference
between last message and
ATOT for each type of DPI

Airport CDM Contribution

ALL Airport CDM elements

A1-25
 1.4 SPECIFIC IMPROVEMENT
OBJECTIVES AND PERFORMANCE
INDICATORS

1.4.1 Introduction

In order to measure the improvements brought about

by Airport Collaborative Decision Making (CDM), it
is essential to have a baseline against which the im-
provements can be evaluated. The baseline must be
established using the same Key Performance Indica-
tors (KPIs) which will be applied later in the evalua-
tion.

In line with the complex nature of airport operations,

many types of KPIs may be identified. However, get-
ting agreement among the partners on which per-
formance indicator to use is not always easy, espe-
cially if there are too many to choose from.

Experience in other performance based services

shows that measuring with too high granularity is
counter productive, in fact making the results less
reliable. This is due to the complex relationships be-
tween the indicators and the consequent difficulty in
establishing the weighing rules and factors.

It is therefore recommended to select and agree a

limited set of KPIs, which however are strongly rep-
resentative of the most important aspects of Airport
CDM, covering the operations of all partners.

A1-26
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators (Cont’d)

1.4.2 Selecting the Indicators but are not suitable for direct comparison between
airports.
It is best to select indicators which are already recorded
and archived on a routine basis. It is also perfectly ac- In practice, two indicator categories should be con-
ceptable to use indicators which are already being uti- sidered
lised to measure performance in other contexts. Their
inclusion in the Airport CDM performance measure- n Availability of data
ment framework will only enhance their significance. n Quality of data and estimates

Properly implemented Airport CDM does have sub- Availability of data

stantial network benefits as CDM Airports interact and The following list contains the data that has to be
the improvements enhance each other. Nevertheless, checked at the various partners for availability. Airport
the performance indicators and measurements estab- CDM effectiveness measurement is impacted if any
lished at a given airport should only be used to show is missing.
the situation at the given airport and NOT to compare
one airport to another. While the indicators may be Time related data
identical at different airports, their changes and sig- See also the acronyms section in the Implementation
nificance taken together says a lot about that airport Manual.

Data
ACZT ARZT CTOT EXOT
ADIT ASAT EDIT MTTT
AEZT ASBT EEZT SIBT
AGHT ASRT EIBT SOBT
n First/ last bag delivery times
AIBT ATOT ELDT STTT
n Timestamp gate change
ALDT ATTT EOBT TOBT
n Timestamp stand change
ARDT AXIT ERZT TSAT
n Airport slot
ACGT AXOT ETOT TTOT n Timestamp FIR entry
AEGT ACZT ETTT n ATOT at outstation
AGHT EXIT

A1-27
Not time related data

Airport related data

n Number of contact stands

n Number of stands
n Number of gate changes per flight
n Number of stand changes per flight
n Airport layout
n Runway configurations
n Taxiway configurations
n Declared airport capacity per hour/day/week/…
n Declared RWY capacity per hour/day/week/…
n Actual operational airport capacity per hour/…
n Actual operational RWY capacity per hour/…
n Number of delays due to operational capacity
n Number of airport slots/ hour/day/…
n Number of missed slots per hour/day/…
n Demand per hour/day/… for each runway configuration
n Demand per hour/day/… for the airport
n Number of baggage reclaim belts
n Weather information concerning de-icing, low visibility,…
n Environmental and special events information

Flight related data Other data

n Date n Number of employees per partner

n Flight type n Number of employees trained
n Flight plan n Number of CDM trainings
n Flight status n Number of improvement proposals
n Aircraft movement data n Number of system evaluation meetings
n Delay messages with IATA delay coding n Number of proposals accepted
n Number of aircraft rotations per timeframe (day) n Number of procedure changes
n FUM and DPI messages
n SAM and SRM messages (CHG or CNL)

A1-28
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

Quality of data and estimates Accuracy of Take Off Time at various moments
Airport CDM performance is best measured along e.g. the milestones
two main axes. On the one hand, the quality of data
on which decisions are based and on the other the Measure ETOT
accuracy of the estimates about the operations af- 1. ETOT = EOBT+ default taxi time
fected by the decisions. 2. ETOT = EOBT+ EXOT

Evaluate the accuracy and timeliness of the follow- Measure TTOT

ing data to establish data quality and improvements 1. TTOT = TOBT+ default taxi time
thereto. 2. TTOT = TOBT+ EXOT
3. TTOT = TSAT + default taxi time
One of the most important improvements to be 4. TTOT = TSAT + EXOT
brought by Airport CDM is more accurate estimated 5. TTOT = AOBT+ default taxi time
take off times (ETOT). Take off time estimates should 6. TTOT = AOBT+ EXOT
therefore be evaluated at various times prior to take
off and take off times calculated using default taxi
times and variable taxi times should be compared.

Data Accuracy Performance Indicator

Landing time Compare ELDT to ALDT

In-Blocks time Compare EIBT, AIBT, SIBT

Off-Block time Compare EOBT or SOBT to AOBT

TOBT Compare TOBT to ARDT or AEGT

TSAT Compare TSAT to AOBT, ASRT or ASAT

De-icing time n Compare EDIT to ADIT

n Compare AEZT – ACZT to EEZT - ECZT

Take Off time n Compare ETOT to ATOT

(at defined times prior to take off)
n Compare CTOT to TTOT
n Compare TTOT to ATOT

Taxi-out time Compare EXOT to AXOT

A1-29
Measurements must also focus on the compliance 1.4.3 Proposed KPIs for Measuring
with STTT and compliance with CTOT. The scheduled Recovery Time after Adverse
turn-round time has a relevant impact on the results Conditions
for these KPIs if all the rotations are considered. When
recovering delay, it is not clearly identified if the ben- After each adverse condition event, the aim is to mea-
efit comes from the buffer in the turn-round schedule sure and evaluate how many flights were affected and if
or in the turn-round time performance itself. (i.e. One the targets were maintained.
turn-round scheduled for 4 hours, if the flight arrives
1 hour late and departs half an hour late, it could be 3 sets of KPIs:
considered as a recuperation in terms of time. But it
seems to be far away from the CDM objectives). 1. To measure the flow management
n Measure the adverse conditions period (time adverse
Then for the KPIs it is recommended to consider only conditions finish – time adverse conditions start);
those turn-rounds which ‘available turn-round time’ n Measure the reduced declared capacity period (time
(SOBT-AIBT) is less than X minutes to avoid noise in reduced declared capacity finish – time reduced de-
the results ( X between 60 and 120 minutes depend- clared capacity start);
ing on the turn-round time performance plus reason- n Compare the ‘reduced declared capacity period’ to
able buffer). the ‘adverse conditions period’;
n Measure the normal operation recovery period (time
STTT compliance: of normal declared capacity – time of adverse condi-
n Compare MTTT (SOBT-SIBT) and ATTT (AOBT- tion finish);
AIBT). n Compare the ‘normal operations recovery period’ to
the ‘adverse conditions period’
Regulated flights:
n Compare CTOT with ATOT (must be within limits 2. To measure the flights directly affected
set by the CFMU currently - 5/+10 mins). n Measure the number of operations affected during
the adverse conditions period (including cancella-
Non-regulated flights: tions);
n Compare EOBT (-0/+15 mins) + taxi time with n Measure the punctuality during the adverse condi-
ATOT. tions period;
n Measure the average delay during the adverse con-
ditions period.

3. To measure the collateral flights affected

n Measure the number of operations affected out of
the adverse conditions period (including cancella-
tions);
n Measure the punctuality of operations affected out
of the adverse conditions period;
n Measure the average delay of operations affected
out of the adverse conditions period.

A1-30
ATTACHMENT 2
Procedures & Processes

2.1 Airport CDM GENERIC Processes

This section contains the Generic Processes for the Next page, a milestone table is provided that details
Milestone Approach. the changes to the ones existing in the Implementa-
tion Manual.
General
This document describes the Airport CDM Generic The Milestone Processes are also linked to the De-
Processes that are recommended or highly recom- parture Planning Information (DPI) messages that
mended for implementation of the Milestones Ap- will supply the CFMU with reliable data concerning
proach Concept Element, as described in the Imple- the progress of the flight. Specifically the DPIs will
mentation Manual. The document should be read update the Estimated Take Off Time commencing
with the consideration that it describes Milestones at -3hrs and then at regular intervals prior to take
events, as well as actions when some Milestones do off, based on the Milestones of the flight where ac-
not occur at the predicted moment. The described curate Estimated and/or Target Take Off Times are
processes are automated and the objective is to provided.
inform Airport CDM Partners of inconsistencies of
provided information as well as updated predictions The T-DPI messages can have different status (T-
of Target Off Block, Start Up Approval And Take Off DPI-p, T-DPI-c, T-DPI-s) according to the progress
Times. of the flight during the turn-round process at the air-
port. This document does not elaborate on those
Based on the agreement by the first Airport CDM statuses; however more detail is included in the
Procedures Group held the 28th of February 2007 Implementation Manual and CFMU interface docu-
the operational procedures and system processes to mentation.
be applied with Airport CDM shall be harmonised.
The outputs of the Milestone processes are alert
Based on agreement of the third procedures group messages to airport partners and DPI messages
meeting held 5-6 June 2008, the alert messages to CFMU. Whereas the milestones mark a special
shall be attached as an independent annex to this event, the process may also be activated when this
document, which therefore, contains no references event does not occur at the predicted time.
to messages within each of the Milestone Proc-
esses. The alert messages of Airport CDM follow an Where it is stated to inform Airport partners on a
independent process of the alerts that CFMU sends certain event, it is locally decided which partners are
in reply to a DPI message. Both processes are com- relevant.
plementary with each other.
Alert Messages
Based on the agreement by the fourth Airport CDM The related alert messages can be found in Attach-
Procedures Group meeting held 10-11 September ment 2.2. The alert messages are not correlated
2008 the Generic Processes document shall be with the Milestone Processes in this version of the
added to the Implementation Manual and not to the document. This may be harmonised in future ver-
Functional Requirements Document. sions if so required.

A2-1
For each Milestone Process, the consequence of cases by ATC. Such responses are usually to update
non-response to messages is stated. Actions for each ATC Flight Plan or TOBT information or cancel the
stakeholder are described to advise on responses. alert. Reaction by CFMU on a DPI message can be
to update the flight profile for more accurate traffic
Alert messages shall trigger a response by the Aircraft predictions, to change, cancel or freeze the CTOT, or
Operator or Ground Handler (AO/GH), and in some cancel the previous DPI message information.

Old Change Reason Milestone status

1. Flight plan 1. ATC Flight Plan To distinguish from other Highly Recommended
Activation Activated flight plans

2. CTOT Allocation 2. EOBT-2hrs Time should be the Highly Recommended

trigger not the CTOT

3. Take Off Outstation 3. Highly Recommended

4. FIR Entry 4. Local Radar Update Local Radar can include Highly Recommended
FIR or TMA airspace. It may
update the ELDT more
accurately than a FUM

5. Final Approach 5. Highly Recommended

6. Landing 6. Landed Highly Recommended

7. In-Blocks 7. Highly Recommended

8. Ground Handling 8. Ground Handling Recommended

Started

9. Final Update TOBT 9. TOBT confirmation Recommended

prior to TSAT issue

10. ATC issues TSAT 10. TSAT Issued Highly Recommended

11. Boarding Starts 11. Boarding Started Recommended

12. Aircraft Ready 12. Local procedure to be Recommended

applied if required

13. Start Up request 13. Start Up requested LP to be applied if required Recommended

14. Start Up Approved 14. LP to be applied if required Recommended

15. Off-Blocks 15. Highly Recommended

16. Take Off 16. LP to be applied if required Highly Recommended

A2-2
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 1 Process: ATC Flight Plan Activated

This Milestone is Highly Recommended.

Objective
To check consistency between ATC Flight Plan, Airport Slot and Airport Flight Data and then confirm the flight
to the CFMU and allow further local processing of the flight.

SLOT - DISCREPANCY CHECK

1. Is there an Airport Slot Generate

ATC flight plan
or update
that correlates to the
FPL flight ID?  If any NO
Alert
Message
Send AO/GH

2. Is SOBT consistent to
FPL EOBT (local rule)?
Airport Slot 3. Is aircraft type


(SOBT) confirmed? Generate
If all YES Send CFMU
4. Is first destination E-DPI
confirmed? Message
Airport flight
information

Description Triggers
This check is highly recommended to be performed This process is triggered by
to verify the consistency between the ATC Flight Plan, n The first activation of the ATC Flight Plan (earliest
Airport Slot and Airport Flight Data before the first E- EOBT-3 hr), or
DPI is sent. The AO must provide correct informa- n New or late submissions of the ATC Flight Plan,
tion before this first E-DPI message, in order to feed after cancellation or revised EOBT
CFMU with consistent SOBT, aircraft registration, and
first destination data, as early in time as possible. The Pre-condition
E-DPI message is recommended not to be sent if no ATC Flight Plan, Airport Slot, aircraft registration, flight
or inconsistent information is provided. first destination* shall be available.

*the flight first destination in the airport data base to

be compared with the flight plan destination

A2-3
Input Remark
Input is the ATC Flight Plan or an update of it and 1. ATC Flight Plan activation takes place locally 3 - 4
airport flight information. hours before EOBT.
2. If the ATC Flight Plan is received later than EOBT-
Process 3hr, the trigger for the Airport CDM process is the
The ATC Flight Plan (at the earliest EOBT-3 hr), to- moment the ATC Flight Plan is received.
gether with airport slot and airport flight data are 3. If at any later stage in the Airport CDM process
correlated. This is done by several data checks, where the ATC Flight Plan is cancelled and a new one
each time the answer should be YES. If any check is sent, this new ATC Flight Plan first has to fulfil
fails, an alert message is generated. If all pass, an Milestone 1 to trigger an E-DPI to the CFMU sys-
E-DPI message is highly recommended to be tem; otherwise subsequent DPI messages will be
generated. Subsequent E-DPI may be sent if defined rejected by the CFMU.
parameters change such as Aircraft Registration, 4. First destination out of ATC Flight Plan may not be
ETOT, SID etc. available in Airport Database.

Output
Output is either the E-DPI message to CFMU or an
alert message is recommended to be generated to
the AO/GH.

Response to alert messages

AO/GH
Update ATC Flight Plan and/or resolve the Airport
Slot discrepancy.

Consequences of no action following

alert messages
No E-DPI message is recommended to be sent and
no CDM process is recommended to commence until
the provided information is confirmed as early as pos-
sible and Airport Slot discrepancies are resolved.

A2-4
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 2 Process: EOBT - 2h

This Milestone is Highly Recommended whenever it is applicable on a flight.

Objective
To To check (before or after take off from outstation) whether AO/GH flight estimates are consist-
ent with the ATC Flight Plan and to inform CFMU about the updated take off time estimate, using a T-DPI
message.

SLOT - DISCREPANCY CHECK

Generate
CFMU FUM
message Is EIBT + MTTT or manual
 NO
Alert
Message
Send AO/GH

TOBT within EOBT + 15min.?

Where EIBT = ELDT + EXIT or
when TOBT is available
Generate
Always Send CFMU
T-DPI-c
ATC Flight Message
Plan Update

Description Trigger
This check is highly recommended to be performed This process is triggered by a time stamp,
to verify feasibility of the ATC Flight Plan estimated at EOBT – 2h.
off block time at EOBT-2 hrs. At EOBT-2 hrs CFMU
is informed through the first T-DPI message. Calcu- Pre-condition
lation basis for the TTOT is highly recommended to Milestone 1 is passed. An E-DPI message has been
take into account EIBT+MTTT+EXOT, if later than successfully sent to CFMU.
EOBT+EXOT. In the case of manual input of TOBT,
this estimate will override the EIBT+MTTT estimate, Input
hence TTOT equals TOBT+EXOT. FUM, local procedure, and/or ATC Flight plan up-
date.

A2-5
Process Remarks
At EOBT -2hrs the Estimated Landing Time (ELDT), 1. Milestone 3 can take place before Milestone 2 in
Estimated Taxi-In Time (EXIT) and the Minimum Turn the case of a flight that has departed from outsta-
Round Time (MTTT) are highly recommended to be tion before EOBT – 2 hrs.
checked against the ATC Flight Plan EOBT + 15 2. Late ATC Flight Plans are highly recommended
minutes. In case a TOBT is already available, this to pass the checks on Milestone 1 and 2, before
TOBT can replace ELDT+EXIT+MTTT. If the calculat- commencing to further milestones.
ed estimate or available TOBT is greater than EOBT 3. Today Delay messages are sent in case of non
+ 15 minutes the AO/GH is recommended to be conformance of a 15 minute deviation of EOBT.
informed. This Delay message may disappear in the future,
being replaced by the proposed process de-
Output scribed above.
At all times a T-DPI message is sent to CFMU includ-
ing any updates following change to TTOT, SID etc.
If the FPL discrepancy check fails, an alert message
is recommended to be generated and sent to AO/
GH. At this stage the T-DPI may have the status:
P (provisional).

Response to messages
AO/GH
Submit a Delay / Change message or cancel and re-
file the ATC Flight Plan to resolve the discrepancies.

CFMU
The CFMU may update the flight profile, generate,
update or cancel the CTOT according to the new
TTOT and SID.

Consequences of no action following

alert messages
Not Applicable.

A2-6
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 3 Process: Take Off from Outstation

This Milestone is Highly Recommended whenever it is applicable on a flight.

Objective
To check whether the AO/GH estimated landing time after take off from outstation are consistent with the out-
bound ATC Flight Plan, and when needed inform the CFMU about the updated take off time estimates using a
T-DPI-c Message.

FPL - DISCREPANCY CHECK

Generate
CFMU FUM
message
Is EIBT + MTTT or manual
TOBT within EOBT + 15?
Where EIBT = ELDT + EXIT or
 NO
Alert
Message
Send AO/GH

when TOBT is available

ATC Flight
Plan Update
Always

TTOT - TOLERANCE CHECK

Is TTOT change more than

a tolerance?  YES
Generate
T-DPI-c
Message
Send CFMU

Tolerance value is 5 minutes

 NO g Do nothing

Description Trigger
This check is highly recommended to be performed This process is triggered by the take off from outsta-
to verify feasibility of the ATC Flight Plan at take off tion.
from outstation. A TTOT tolerance of 5 minutes is
respected before CFMU is informed of the updated Pre-condition
TTOT. Calculation basis for the TTOT is highly rec- Milestones 1 and 2 (if applicable) are passed. The air-
ommended to take into account EIBT+MTTT+EXOT. craft is airborne, a FUM or any other relevant informa-
In case EOBT is later than EIBT+MTTT, TTOT equals tion is received.
EOBT+EXOT. In the case where TOBT is available
this prediction will overrule the EIBT+MTTT estimate, Input
hence TTOT equals TOBT+EXOT. FUM after outstation take off and ATC Flight Plan up-
date or any other relevant information.

A2-7
Process Remarks
The Estimated Taxi-In Time (EXIT) plus the Minimum 1. Milestone 3 can take place before Milestone 2 in
Turn-round Time (MTTT) is added to the Estimated the case of a flight that has departed from outsta-
Landing Time (ELDT). The resulting time is highly re- tion before EOBT – 2 hrs. In this case either an
commended be checked against the ATC Flight Plan E-DPI or no DPI is generated.
EOBT + 15 minutes of the outbound flight. In case 2. Other sources of information e.g. ACARS, MVT
TOBT is already available, this TOBT can replace message may be inputs (check Aircraft Registra-
ELDT+EXIT+MTTT. In case the calculated estimate or tion e.g. for Stand and Gate)
the available TOBT is not within the EOBT tolerance 3. For long haul flights ELDT can be provided by cal-
the AO/GH is recommended to be informed. A TTOT culation, using the ATOT from outstation and EET
update is checked against the TTOT tolerance value from ATC Flight Plan
before CFMU is informed about a changed TTOT. 4. A local procedure could be applied to alert for
non-airborne status.
Output 5. Depending on ELDT other airport processes may
A T-DPI-c message is sent to CFMU only when the be triggered for necessary recalculation (e.g.
TTOT changes by more than the TTOT tolerance or Stand and Gate Management).
if the SID, aircraft type or registration is modified. If
the FPL discrepancy check fails, an alert message is
recommended to be generated and sent to the AO/
GH.

Response to messages
AO/GH
Submit a Delay / Change message or cancel and re-
file the ATC Flight Plan to resolve the discrepancies.

CFMU
The CFMU may update the flight profile, generate,
update or cancel the CTOT according to the new
TTOT and SID.

Consequences of no action following

alert messages
In case the flight is non-regulated it is recommended
to be accepted into the ATC Pre-departure Sequence
on the basis of the later calculated TOBT. In case the
flight is regulated an updated or cancelled CTOT
may be received and the flight will be sequenced
accordingly. Also a non-regulated flight may become
regulated.

A2-8
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 4/5 Process: Local Radar Update / Final Approach

Both milestones 4 and 5 are Highly Recommended whenever they are applicable to a flight.

Objective
To commence the TOBT process and check whether the AO/GH TOBT is consistent with the ATC Flight Plan.
CFMU is informed when the TTOT changes by more than the agreed TTOT tolerance.

FLP- DISCREPANCY CHECK


Generate
ATC Flight NO Send AO/GH
Is TOBT within EOBT ± 15? Alert
Plan Update
Message
TOBT / TTOT

Always

TTOT - TOLERANCE CHECK

Is TTOT change more than

a tolerance?  YES
Generate
T-DPI-c
Message
Send CFMU

Tolerance value is 5 minutes

 NO g Do nothing

Description Trigger
This check is highly recommended to be performed This process is triggered by the detection of the flight
to verify feasibility of the ATC Flight Plan given the by radar in either FIR, TMA, or on Final Approach.
updated TOBT. The TTOT tolerance is respected
before CFMU is informed of updated TTOT. Pre-condition
Milestones 1 and 2 or 3 have been completed. The
detection by Local Radar or Final Approach is the trig-
ger to update the ELDT for the inbound flight, which
automatically generates or updates TOBT. The AO/
GH can also generate or update the TOBT manually
based on the latest information.

A2-9
Input Remarks
ATC Flight Plan (or an update) and both TOBT and 1. The TOBT is initially generated automatically, how-
TTOT. ever, the AO/GH must update the TOBT based on
the latest information or confirm in the case where
Process it is correct.
As soon as TOBT is available, the TOBT is highly rec- 2. Aircraft which have a long layover or are being
ommended to be checked against the ATC Flight Plan towed will not trigger this process via local radar.
EOBT ± 15 minutes. In case the TOBT prediction is For these flights the process shall not apply. A
not within the tolerance the AO/GH is recommended comparable trigger point has to be defined within
be informed. A TTOT update is checked against the the local procedure, e.g. leaving the preceding
TTOT tolerance value before CFMU is informed about parking position or x minutes prior to EOBT.
a changed TTOT. 3. If AMAN or DMAN applications are available they
can be used for local calculations.
Output 4. Milestone 5 should be the latest point where a first
A T-DPI-c message is sent to CFMU only when the TOBT is highly recommended to be given by the
TTOT changes by more than the TTOT tolerance or AO/GH.
if the SID, aircraft type or registration is modified. If
the FPL discrepancy check fails, an alert message is
recommended to be generated and sent to the AO/
GH.

Response to messages
AO/GH
Submit a Delay/Change message or cancel and re-
file the ATC Flight Plan to resolve the discrepancies,
or modify TOBT.

CFMU
The CFMU may update the flight profile, generate,
update or cancel the CTOT according to the new
TTOT and SID.

Consequences of no action following

alert messages
In case the flight is non-regulated it is recommended
to be accepted into the ATC Pre-departure Sequence
on the basis of the later calculated TOBT. In case the
flight is regulated an updated or cancelled CTOT may
be received and the flight will be sequenced accord-
ingly. Also a non-regulated flight may become regu-
lated.

A2-10
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 6-8 Process: Landed, In-blocks, Ground Handling Started

The Milestones 6 and 7 are Highly Recommended when applicable. Milestone 8 is Recommended.

Objective
To check whether the AO/GH TOBT is consistent with the ATC Flight Plan. CFMU is informed when the TTOT
changes by more than the agreed TTOT tolerance.

FLP- DISCREPANCY CHECK


Generate
ATC Flight NO Send AO/GH
Is TOBT within EOBT ± 15? Alert
Plan Update
Message
TOBT / TTOT

Always

TTOT - TOLERANCE CHECK

Is TTOT change more than

a tolerance?  YES
Generate
T-DPI-c
Message
Send CFMU

Tolerance value is 5 minutes

 NO g Do nothing

Description Trigger
This check is highly recommended to be performed This process is triggered by
to verify feasibility of the ATC Flight Plan given the
updated TOBT or ATC Flight Plan. A TTOT tolerance n Actual Landing Time: ALDT,
is respected before CFMU is informed on updated n Actual In Blocks Time: AIBT,
TTOT. n Actual Commence of Ground Handling: ACGT

Input
ATC Flight Plan (or an update) and both TOBT and
TTOT.

A2-11
Pre-condition Consequences of no action following
Milestone 1 to 5 have been completed prior alert messages
to milestone 6 In case the flight is non-regulated it is recommended
Milestone 1-6 have been completed prior to be accepted into the ATC Pre-departure Sequence
to milestone 7 on the basis of the later calculated TOBT. In case the
Milestone 1-7 have been completed prior flight is regulated an updated or cancelled CTOT
to milestone 8 may be received and the flight will be sequenced
accordingly. Also a non-regulated flight may become
Process regulated.
The TOBT is highly recommended to be checked
against the ATC Flight Plan EOBT ± 15 minutes. In
case the TOBT prediction is not within the tolerance
the AO/GH is recommended to be informed. A TTOT
update is checked against the TTOT tolerance value
before CFMU is informed about a changed TTOT.

Output
A T-DPI-c message is sent to CFMU only when the
TTOT changes by more than the TTOT tolerance or
if the SID, aircraft type or registration is modified. If
the FPL discrepancy check fails, an alert message is
recommended to be generated and sent to the AO/
GH.

Response to messages
AO/GH
Submit a Delay / Change message or cancel and re-
file the ATC Flight Plan to resolve the discrepancies,
or modify TOBT.

CFMU
The CFMU may update the flight profile, generate,
update or cancel an existing CTOT according to the
new TTOT and SID.

A2-12
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 9 Process: TOBT Confirmation Prior to TSAT Issue

This Milestone is Recommended.

Objective
To check whether the AO/GH TOBT is consistent with the ATC Flight Plan. CFMU is informed when the TTOT
changes by more than the agreed TTOT tolerance.

FLP- DISCREPANCY CHECK


Generate
ATC Flight NO Send AO/GH
Is TOBT within EOBT ± 15? Alert
Plan Update
Message
TOBT / TTOT

Always

TTOT - TOLERANCE CHECK

Is TTOT change more than

a tolerance?  YES
Generate
T-DPI-c
Message
Send CFMU

Tolerance value is 5 minutes

 NO g Do nothing

Description Trigger
This check is recommended to be performed at a pre- This process is triggered by a new TOBT or TTOT
defined time (local parameter) to confirm TOBT prior update. No need to confirm an existing TOBT if it has
to TSAT issue and verify feasibility of the ATC Flight been manually modified before.
Plan estimates given the updated TOBT. A TTOT
tolerance is respected before CFMU is informed on Input
updated TTOT. ATC Flight Plan (or an update) and both TOBT and
TTOT.
This Milestone Process is actually constantly appli-
cable in the CDM platform, as soon as a TOBT is
available. However the confirmed TOBT prior to TSAT
has special status, where AO/GH check the quality of
TOBT before TSAT issue.

A2-13
Pre-condition
Milestone 1-3 have been completed as a minimum.

Process
The TOBT is recommended to be checked against
the ATC Flight Plan EOBT ± 15 minutes. In case
the TOBT prediction is not within this tolerance AO/
GH is recommended to be informed. TTOT update
is checked against the TTOT-tolerance value before
CFMU is informed about a changed TTOT.

Output
A T-DPI-c message is sent to CFMU only when the
TTOT changes by more than the TTOT tolerance or if
the SID, aircraft type or registration is modified. If the
FPL discrepancy check fails, an alert message should
be generated and sent to the AO/GH.

Response to messages
AO/GH
Submit a Delay / Change message or cancel and re-
file the ATC Flight Plan to resolve the discrepancies,
or modify TOBT.

CFMU
The CFMU may update the flight profile, generate,
update or cancel the CTOT according to the new
TTOT and SID.

Consequences of no action following

alert messages
In case the flight is non-regulated it is recommended
to be accepted into the ATC Pre-departure Sequence
on the basis of the later calculated TOBT. In case the
flight is regulated an updated or cancelled CTOT may
be received and the flight will be sequenced accord-
ingly. Also a non-regulated flight may become regu-
lated.

A2-14
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 10 Process: TSAT Issued

This Milestone is Highly Recommended.

Objective
First step: to inform all relevant partners of the TSAT that has been allocated to the flight. The CFMU is informed
by a T-DPI-s for non regulated flights.

TSAT Inform Airport Partners

Generate TSAT Message
TSAT Send CFMU
Generate T-DPIs Message

Second step: to check whether the number of TOBT updates exceeds a tolerance defined locally, after TSAT
has been issued.

TOBT - DISCREPANCY CHECK


YES Send CFMU
TOBT/TTOT Is number of TOBT updates Generate C-DPI Message
updates more than maximum?
Generate Alert Message
maximum value of e.g. 3 times
 YES Send AO/GH

NO

TTOT - TOLERANCE CHECK

Is TTOT or DPI status change

more than a tolerance?  YES
Generate T-DPI-c Message
Send CFMU

Tolerance value is 5 minutes

 NO g Do nothing

Description
First: The TSAT will indicate to the partners the time Second: A check is highly recommended to be per-
when the Start Up Approval can be expected. CFMU formed to see the number of TOBT updates after
is highly recommended to be informed with a T-DPI-s TSAT has been issued. In case the number of TOBT
for non regulated flights. No check is performed. updates exceeds a threshold, then the TOBT input
is recommended to be processed according to local
procedure.

A2-15
Trigger Response to Messages
This process is triggered by AO/GH
n A defined time (local parameter) before TOBT Update your TOBT and if necessary submit a Delay
n TOBT update after TSAT issue message or cancel and re-file the ATC Flight Plan.

Pre-condition CFMU
Milestones 1-9 have been completed. The CFMU may update the flight profile, generate,
update or cancel the CTOT according to the new
Input TTOT and SID. In case of C-DPI, remove all previ-
TOBT, number of TOBT updates after TSAT, and ous received T-DPI information and fall back on lat-
TTOT. est available ATC Flight Plan information, maintaining
latest Variable Taxi Time and SID.
Process
TSAT will be calculated at a pre-defined time (lo- Consequences of no action following
cal parameter) before TOBT. This TSAT is highly alert messages
recommended to be issued (distributed) to the con- The flight may be re-sequenced according to local
cerned CDM Partners. When the TOBT is updated procedure until a new TOBT is sent.
the amount of updates is highly recommended to
be checked against a maximum of allowed changes When the TOBT is deleted, the flight will be taken out
(local parameter). The AO/GH is informed when the of the sequence.
maximum number of updates is obtained. CFMU is
informed when TOBT is deleted. Remarks
1. The TTOT is taken by CFMU as a “No slot before”
Output time.
TSAT is highly recommended to be available on the
CDM Platform. A T-DPI-s message is sent to CFMU
including any updates following changes to TTOT, SID
etc. for non regulated flights. For Regulated flights the
T-DPI S will be based on a local trigger any time after
TSAT generation (e.g. TSAT-10 or start up given). In
case of too many TOBT updates an alert message is
recommended to generated and sent to the AO/GH.

A2-16
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 11 Process: Boarding Started

This Milestone is Recommended.

Objective
First step: to inform all relevant Airport CDM Partners of Actual Start Boarding Time (ASBT).

ASBT Inform Airport Partners

Update Airport CDM Platform

Second step: to check whether the number of TOBT updates exceeds a tolerance defined locally, after TSAT
has been issued.

BOARDING CHECK
Generate

ASBT
Is ASBT recorded at
TOBT - value?  NO
Alert
Message
Send AO/GH

TOBT
Value of e.g. 30 minutes  YESg Do nothing

Description Trigger
Inform of Actual Start Boarding Time (ASBT) when it This process is triggered by a time variable <value>
occurs. At a certain time before TOBT (local variable minutes before TOBT.
e.g. corresponding to aircraft type) a check is rec-
ommended to be performed to check the boarding Pre-condition
status. Milestones 1 to 10 have been completed. TOBT is
available.

A2-17
Input
The boarding status [yes, no] or ASBT and TOBT.

Process
ASBT is recorded in the Airport CDM Platform once
passengers are boarding the plane. The AO/GH will
be alerted that boarding has not commenced at a
time (local variable) prior to TOBT and therefore the
TOBT may not be respected.

Output
An alert message is recommended to be gener-
ated to the AO/GH, or no action in case boarding
proceeds as planned.

Response to messages
AO/GH
Update TOBT if required.

Consequences of no action following

alert messages
The flight may risk violation of the TOBT and not be
ready at TSAT.

Remarks
1. This process is not triggered by the milestone
event, but at a time before TOBT that boarding
should have started.

A2-18
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 12 Process: Aircraft Ready

This Milestone is Recommended.

Objective
First step: to inform all relevant Airport CDM Partners of Actual Ready Time (ARDT) in the Airport CDM Platform
and that the aircraft is ready for start up / pushback.

ARDT Inform Airport Partners

Update Airport CDM Platform

Second step: To inform the AO/GH that TOBT has passed and the Airport CDM Platform has not yet received
ARDT or Ready Status (RDY).

READY STATE CHECK

Generate

ARDT, RDY
Is ARDT or RDY state
recorded at TOBT
+ tolerance?
 NO
Alert
Message
Send AO/GH

TOBT
Tolerance value of e.g. 3 minutes  YESg Do nothing

Description Trigger
Inform of ARDT or RDY confirming that the flight fol- This process is triggered by an input to the Airport
lows the indicated TOBT. At TOBT + tolerance the CDM Platform.
AO/GH are informed that TOBT has passed and there
has not been a ready status message yet. Pre-condition
Milestones 1 to 11 have been completed.

Input
TOBT, ARDT or Aircraft RDY status from local proc-
ess (e.g. flight crew or ATC automation).

A2-19
Process
Aircraft ready status RDY or ARDT is recorded in the
Airport CDM Platform (possibly via related systems
like TWR FDPS, Pre-Departure Sequencer, AO, etc.).
At TOBT + tolerance an alert to the AO/GH is recom-
mended to be generated when such status or ARDT
is not received.

Output
Inform the aircraft ready status to Clearance Delivery
and other partners. An alert to the AO/GH is recom-
mended to be generated when such status or ARDT
is not received.

Consequences of no action following

alert messages
To be defined locally

A2-20
ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Milestone 13 Process: Start Up Requested

This Milestone is Recommended.

Objective
First step: to inform all relevant Airport CDM Partners of Actual Start up Request Time (ASRT) in the Airport
CDM Platform.

ASRT Inform All Partners

Update Airport CDM Platform

Second step: to alert all relevant Airport CDM Partners when no start up has been requested inside the locally
agreed TSAT tolerance window.

TSAT - TOLERANCE CHECK

Generate

ASRT
Is ASRT recorded at
TSAT + tolerance?  NO
Alert
Message
Send AO/GH

TSAT
Tolerance value of e.g. ± 2 minutes  YESg Do nothing

Description Trigger
Inform of ASRT when it occurs. If the start up request Timestamp when the tolerance window has passed
is not made by TSAT + tolerance, the AO/GH is in- at TSAT.
formed that no start up has been requested, and is
recommended to update TOBT. Pre-condition
Milestones 1-12 have been completed. TSAT is as-
signed.

Input
ASRT and TSAT + tolerance

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Process
ASRT is recorded in the Airport CDM Platform after
the request for start up is made. At TSAT + tolerance
a check is made to detect if the request for start up
is missing.

Output
Output is an indication to Clearance Delivery that
TSAT has passed and it is recommended to generate
an alert message to the AO /GH, or no action in case
start up request has been made as planned.

Response to messages
AO/GH
Update of TOBT

Consequences of no action following

alert messages

A C-DPI recommended to be sent to CFMU if the

flight is removed from the pre-departure sequence
and the TOBT is deleted.

Remarks:
1. The start up request can be made either via R/T
or Data link.

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Airport CDM&Objectives
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Milestone 14 Process: Start Up Approved

This Milestone is Recommended (may be considered Highly Recommended where sequencing applications
are available, e.g. DMAN).

Objective
First step: to inform all relevant Airport CDM Partners of Actual Start up Approval Time (ASAT) in the Airport
CDM Platform and that the aircraft has received start up approval / pushback clearance.

ASAT Inform Airport Partners

Update Airport CDM Platform

Second step: to check if ASAT is in accordance to TSAT and to alert all relevant Airport CDM Partners when no
start up has been granted.

TSAT - TOLERANCE CHECK

Generate

ASAT
Is ASAT recorded at
TSAT + tolerance?  NO
Alert
Message
Send ATC

TSAT
Tolerance value of e.g. ± 2 minutes  YESg Do nothing

Description Trigger
Inform of ASAT when it occurs. In case the start Start up request by flight crew (voice or DCL) or a lo-
up approval is not granted at TSAT + tolerance, all cally defined time around TSAT if Milestone Process
relevant partners are recommended to be informed. 13 is omitted.
The flight will be re-sequenced.
Pre-condition
Milestones 1-13 have been completed.

Input
ASAT and TSAT + tolerance

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Process
ASAT is recorded in the Airport CDM Platform after
the clearance for start up is made. At TSAT + toler-
ance a check is made to detect if the clearance for
start up is missing.

Output
ASAT is recorded in the Airport CDM Platform and
distributed, or an alert message is recommended to
be sent to all relevant partners.

Response to messages
ATC
ATC is recommended to provide start up Approval or
flight is recommended to be re-sequenced to assign
new TSAT.

Consequences of no action following

alert messages
Not Applicable

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Airport CDM&Objectives
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Milestone 15 Process: Off-Block

This Milestone is Highly Recommended.

Objective
First step: to inform all relevant Airport CDM Partners of Actual Off-Block Time (AOBT) in the Airport CDM
Platform and that the aircraft has commenced pushback / taxi from parking position.

AOBT Inform Airport Partners

Update Airport CDM Platform
AOBT Send CFMU
Generate A-DPI Message

Second step: to check if TTOT changes by more than the agreed tolerance and inform CFMU.

TOLERANCE CHECK

TTOT update
Is TTOT change more than
a tolerance?  YES
Generate
A-DPI
Message
Send CFMU

Tolerance value of e.g. 5 minutes

 NO g Do nothing

Description Trigger
Inform of AOBT when it occurs. AOBT always trig- This process is triggered by AOBT detection.
gers an A-DPI message to CFMU or in the case of
remote holding at a defined time prior to TTOT. After Pre-condition
a first A-DPI is sent this check is highly recommended Milestones 1-14 have been completed.
to be performed to check TTOT updates against the
TTOT tolerance before CFMU is informed, with a new Input
A-DPI, of the updated TTOT. AOBT is detected and input into the Airport CDM
Platform. TTOT is calculated from AOBT + EXOT au-
tomatically.

A2-25
Process
AOBT is recorded in the Airport CDM Platform after
pushback is detected. A-DPI is highly recommended
to be generated and sent to the CFMU. Any subse-
quent update of TTOT is highly recommended to be
checked against the TTOT tolerance to determine
whether a new A-DPI shall be sent to the CFMU.

Output
A-DPI message is always sent to CFMU and subse-
quent A-DPI is sent when the TTOT changes by more
than the TTOT tolerance.

Response to Messages
CFMU
Freeze CTOT.

Consequences of No Action following

Alert Messages
Not Applicable.

Remark
1. A-SMGCS can be used to detect actual taxi
movement instead of a manually input of AOBT.
This automation of movement detection can pro-
vide an improved TTOT accuracy in the A-DPI.
2. In the case where an aircraft is off-blocks and has
returned to stand or holding remotely to resolve
a problem, local procedures is highly recommen-
ded to be defined to establish who is responsible
to generate C-DPI or update of the TTOT.

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Airport CDM&Objectives
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Milestone 16 Process: Take Off

This Milestone is Highly Recommended.

Objective
To inform all relevant Airport CDM Partners about the actual take off.

ATOT Inform Airport Partners

Generate Airborne Status

Description Consequences of No Action following

An airborne message is generated and the flight is Alert Messages
removed from the departure sequence. Not applicable.

Trigger Remarks
This process is triggered by Tower FDPS, A-SMGCS/ According to existing procedure between ANSPs and
Radar detection or ACARS. CFMU, a First System Activation (FSA) message is
highly recommended to be generated via radar data.
Pre-condition
Milestones 1-15 have been completed

Input
Actual Take Off Time.

Process
Generate airborne status.

Output
Airport partners are informed with an airborne
message.
Response to Messages
Not applicable

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2.2 Airport CDM Alert Messages

Introduction Hierarchy of Discussion (below the three topics

are elaborated):
This document serves the purpose of standardisa- 1. Description of messages
tion of Alert Messages initiated during the Generic 2. Content structure
CDM Procedures of the Turn-Round Milestone 3. Actual content
process. If standardisation is not applied, the risk
may be that the Aircraft Operator/Ground Handler 1. Description of Messages
(AO/GH) receive different alert messages at differ-
ent airports, and confusion may occur. The alert The messages below are sent to the appropriate Air-
messages are recommended and can be sent port CDM Partners, via the Airport CDM Information
any time but they are generally linked to specific Sharing (ACIS) Platform. Most of them are sent to the
milestones, subject to local implementation deci- AO/GH in order to take action either locally or remotely.
sions. However other partners can also be informed.

CDM Messages Codes and Titles

Link with CFMU DPI Applicable on

ID Code Description ERRor Reply Messages* Milestone Process
1. CDM01 No Airport Slot Available, or Slot N/A 1
already correlated

2. CDM02 SOBT vs. EOBT discrepancy N/A 1

3. CDM03 Aircraft Type discrepancy DPI ARCTYP inconsistent with 1-14

ARCTYP from flight plan

4. CDM04 Aircraft Registration DPI Registration inconsistent with 1-14

discrepancy registration from flight plan
No Registration available in flight plan

5. CDM05 First Destination discrepancy N/A 1

6. CDM06 Non-Airborne Alert N/A 3

7. CDM07 EIBT + MTTT discrepancy with EOBT N/A 2-3

8. CDM08 EOBT Compliance Alert DPI OBT Inconsistent with EOBT 3-11
from IFPS

9. CDM09 Boarding Not Started N/A 11

10. CDM10 TOBT Rejected or Deleted N/A 9-14

11. CDM11 Flight not Compliant with TOBT/TSAT N/A 12-13

12. CDM12 TSAT not respected by ATC N/A 13

13. CDM13 No ATC Flight Plan Available Not existing flight 1-14

14. CDM14 Automatic TOBT Generation not Possible N/A 4-9

* Ref Document – CFMU Flight Progress Messages V1.500

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1. CDM01 - No Airport Slot Available, or slot already correlated

Applicable on Milestone Process 1

n Message sent to AO/GH when the FPL can not be correlated with an existing Airport Slot.

2. CDM02 - SOBT vs. EOBT discrepancy

Applicable on Milestone Process 1

n Message to AO/GH where Initial EOBT falls outside of permitted SOBT window (local slot allocation
rules will dictate parameters).

Example: If the SOBT is 2100 and the FPL EOBT is greater or less than 2100 then local rules may dictate
whether the flight can proceed. In this case if the EOBT was changed to 0030 then the Airside Operations
/ Airport Slot Coordination may have to approve it, as it falls on the next day. (Local rules to be applied)

Note: Local procedures may include a discrepancy check as well between SIBT and EIBT for arrival
flights

3. CDM03 - Aircraft Type discrepancy

Applicable on Milestone Processes 1-14

n Message to AO/GH and Airport Operator
n Where the Airport Database and the ATC Flight Plan have different aircraft type then an alert is raised.
n Where the Airport Database identifies a discrepancy with another source, e.g. movement message or
FUM, then an alert is raised.
n If a type change occurs and the FPL shows for example B772 and the airport system is showing
B744. It is up to the AO/GH to confirm which data is correct and either re-file the FPL or get the
Airport Database updated through local procedures.

4. CDM04 - Aircraft Registration discrepancy

Applicable on Milestone Processes 1-14

n Message to AO/GH and Airport Operator
n Where the Airport Database identifies a discrepancy with another source, e.g. movement message or
FUM, then an alert is raised.
n If the registration of the inbound aircraft does not match the planned aircraft rotation, this alert is
raised.

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5. CDM05 - First Destination discrepancy

Applicable on Milestone Process 1

n Message to AO/GH if discrepancy not resolved locally at the airport.
n First destination discrepancy can occur between Airport Operator information and FPL due to opera-
tional reasons, such as fuel stops or diversions.

6. CDM06 - Non-Airborne Alert

Applicable on Milestone Process 3

n Message to AO/GH
n This message could be useful for a long haul flight that did not take off from outstation based on ETOT
outstation + EET from ATC Flight Plan compared to EIBT at DEST (tolerance can set locally)*.

*The calculation will be non-applicable when FUM messages are received.

7. CDM07 - EIBT + MTTT discrepancy with EOBT

Applicable on Milestone Processes 2 and 3

n Message to AO/GH to warn that inbound flight EIBT and turn-round MTTT is later than EOBT +15
minutes, and could affect outbound leg.

8. CDM08 - EOBT Compliance Alert

Applicable on Milestone Processes 3 -11

n Message to AO/GH when confirmed TOBT is outside EOBT ± 15 minutes window.

9. CDM09 - Boarding Not Started

Applicable on Milestone Process 11

n Message to AO/GH to alert them that boarding has not started at a time parameter agreed locally
before TOBT and therefore TOBT may not be achieved. AO/GH will take action as defined in local
procedures

10. CDM10 - TOBT Rejected or Deleted

Applicable on Milestone Process 9 or later

n Message to AO/GH when the TOBT has been deleted, e.g. to inform remote airline operations, or in
case when the maximum number of TOBT updates is exceeded.

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11. CDM11 - Flight Not Compliant with TOBT / TSAT

Applicable on Milestone Processes 12 and 13

n Message to AO/GH when the flight is not ready at TOBT (+ local parameter)
n Message to AO/GH when the flight has not started or pushed at TSAT (+ local parameter)

Note. This alert will be subject to local / international procedures for how Ground / Apron Control positions
operate with reference to start up /or start and push etc.

12. CDM12 – TSAT not respected by ATC

Applicable on Milestone Process 13

n Message to ATC when the flight not started or pushed at TSAT (+ local parameter)

Note. This alert will be subject to local / international procedures for how Ground / Apron Control positions
operate with reference to start up /or start and push etc.

13. CDM13 - No ATC Flight Plan Available

Applicable at anytime during the milestones process

n In case the AO cancels the ATC FPL even when Ground handling / turn-round takes place (e.g.
change of route or EOBT in the FPL)

14. CDM14 - Automatic TOBT Generation not Possible

Applicable on Milestone Process 4-9

n Message to AO/GH when the first TOBT cannot be automatically generated because TOBT + taxi
time EXOT is later then CTOT.

Note: Only applicable when TOBT is generated automatically and TOBT + EXOT would be after the slot
tolerance window (CTOT + 10 min). AO/GH have to decide if CTOT is feasible (e.g. skip cleaning of the
Acft) and set the TOBT manually. Otherwise the T-DPI-c out of the TOBT + EXOT is later then CTOT
would lead to a new CTOT (potentially delayed).

Not applicable when the first TOBT is given manually by AO/GH

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Airport CDM&Objectives
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2. Content structure

High Level Message Structure

1. Flight Identification / alert code / timestamp / origin
a. Flight ID is both ATC call sign and flight number
b. Alert Code is the alert message identification
c. Timestamp is time and date of event
d. Origin is both IATA and ICAO codes
2. Inconsistency detection
3. Action to take
4. Note referring to in action consequences
a. Notes are mentioned outside message, subject to local procedures

3. Actual Content

This section contains examples of the above categories.

1. CDM01 - No Airport Slot available, or Slot already correlated

Flt ID/CDM01/Timestamp/ADEP
Airport Slot SOBT not available or Slot already correlated.
Immediate update of ATC Flight Plan EOBT or request new Airport Slot.

Sample Note: The Airport CDM process may be suspended until reception of your rectification.

2. CDM02 - SOBT vs EOBT discrepancy

FLT ID/CDM02/Timestamp/ADEP
ATC Flight Plan EOBT is not consistent with Airport Slot SOBT.
Immediate update of Airport Slot or ATC Flight Plan EOBT needed.

Sample Note: The Airport CDM process may be suspended until reception of your rectification.

3. CDM03 - Aircraft Type discrepancy

FLT ID/CDM03/Timestamp/ADEP
Aircraft Type inconsistency between ATC Flight Plan and Airport Database.
Immediate update of ATC Flight Plan or Airport Database needed.

Sample Note: The Airport CDM process will not be suspended but start up / pushback clearance may not
be granted until discrepancy is resolved.

A2-33
4. CDM04 - Aircraft Registration discrepancy

FLT ID/CDM04/Timestamp/ADEP
Aircraft Registration inconsistency between ATC Flight Plan and Airport Database.
Immediate update of ATC Flight Plan or Airport Database needed.

Sample Note: The Airport CDM process will not be suspended but start up / pushback clearance may not
be granted until discrepancy is resolved.

5. CDM05 - Destination discrepancy

FLT ID/CDM05/Timestamp
Destination inconsistency between ATC Flight Plan and Airport Database.
Immediate update of ATC Flight Plan or Airport Database needed.

Sample Note: The Airport CDM process will not be suspended but start up / pushback clearance may not
be granted until discrepancy is resolved.

6. CDM06 - Non-Airborne Alert

FLT ID/CDM06/Timestamp/ADEP
No information that inbound flight is airborne, SIBT / EIBT might not be respected. Check outbound flight
and ATC Flight Plan and update if required.

Sample Note: This is an advisory alert only and this flight requires monitoring as the outbound flight maybe
delayed.

7. CDM07 - EIBT + MTTT discrepancy with EOBT

FLT ID/CDM07/Timestamp/ADEP
EIBT of inbound FLT ID + MTTT is not consistent with outbound ATC Flight Plan EOBT. Check outbound
flight and ATC Flight Plan and update if required.

Sample Note: This is an advisory alert only and this flight requires monitoring as the outbound flight maybe
delayed.

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8. CDM08 - EOBT Compliance Alert

FLT ID/CDM08/Timestamp/ADEP
Received TOBT is out of ATC Flight Plan EOBT tolerance window.
Immediate update of ATC Flight Plan EOBT needed.

Sample Note: The Airport CDM process will not be suspended but start up / pushback clearance may not
be granted until discrepancy is resolved.

9. CDM09 - Boarding Not Started

FLT ID/CDM09/Timestamp/ADEP
At TOBT – <local parameter> boarding was not initiated.
Update TOBT if needed

Sample Note: The Airport CDM process will not be suspended but start up / pushback clearance may not
be granted until discrepancy is resolved.

10. CDM10 – TOBT Rejected or Deleted

FLT ID/CDM10/Timestamp/ADEP
TOBT was rejected or deleted. A new TOBT is required.

Sample Note: The Airport CDM process may be suspended until reception of your rectification.

11. CDM11 - Flight not compliant with TOBT / TSAT

FLT ID/CDM11/Timestamp/ADEP
Flight not compliant with TOBT/ TSAT. This flight will be re-sequenced on receipt of new TOBT

Sample Note: The Airport CDM process may be suspended until reception of your new TOBT/FPL.

12. CDM12 - TSAT Not Respected by ATC

FLT ID/CDM12/Timestamp/ADEP
At TSAT plus tolerance aircraft has not been granted start up or pushback. This flight needs to be re-
sequenced.

Sample Note:

A2-35
13. CDM13 - No ATC Flight Plan Available

FLT ID/CDM13/Timestamp/ADEP
The ATC Flight Plan is not available. Submission of new ATC Flight Plan needed.

Sample Note: The Airport CDM process may be suspended until reception of your rectification.

14. CDM14 - Automatic TOBT Generation not possible

FLT ID/CDM14/Timestamp/ADEP
The TOBT could not be automatically generated because it does not match with the associated CTOT.
Manual input of TOBT required.

Sample Note: The Airport CDM process may be suspended until reception of your rectification.

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2.3 AIRPORT CDM PROCEDURES FOR CLEARANCE DELIVERY & START-UP

These procedures are applicable during the phase when the aircraft is still parked at the gate. For simplicity,
no interaction with respect for routing or other services is provided here. Only Airport CDM related interaction
between flight deck (pilot) and ground (ATC, CDM platform or Pre Departure Sequencer) is detailed.

The Pre-departure phase procedures are detailed in 3 scenarios followed by CDM operational requirements
which will form input for technical standardization for data link applications, with existing or new technology, and
ICAO operational procedures for CDM Airports.

The actors in the following scenarios are Flight crew and ATC, where ATC is responsible for generating TSAT
and TTOT, possibly by means of an automated pre-departure sequencer.

Different time or event references may be applicable for different communication channels, since local proce-
dures may be different for R/T than for datalink. Also, ACARS as present day datalink may differ from future ATN
datalink, which is taken into account in the operational requirements in this appendix.

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Scenario 1 – Departure Clearance & Start-Up Approval issued together

Operational Scenario Description

ATC delivers departure/en-route clearance and start- Time stamp TOBT – local parameter
up approval at once via datalink or R/T, or a combina-
tion of both, after flight deck request. Procedure
The time references are indicative and may differ for
Pre-condition different airlines or airports. The right column explains
TSAT issued based on TOBT. if datalink only, R-T, or both mediums can be used for
Trigger one particular step in the procedure.

Time /
Step Responsible Reason Event references Data link / R/T
Departure / En-route & Start-up Clearance
1 ATC TSAT issued to flight TOBT - ~20 min Data link
TTOT optional

2 Flight crew Request Departure / En-Route TSAT - ~20 min Data link
Clearance & Start-Up Approval TSAT - ~10 min R/T

3 ATC Departure / En-Route TSAT - ~20 min Data link

Clearance & Start Up Approval TSAT - ~10 min R/T

4 Flight crew Acknowledgement of Departure / TSAT - ~20 min Data link

En-Route Clearance & Start Up
Approval TSAT - ~10 min R/T

Pushback / Taxi Clearance (as applicable)

5 Flight crew Request Pushback Approval / TSAT ± tolerance R/T
Taxi clearance

6 ATC/Apron Pushback Approval / TSAT ± tolerance R/T

Taxi clearance approved

7 Flight crew Acknowledgement and TSAT ± tolerance R/T

commence of Pushback / Taxi

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Airport CDM&Objectives
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Scenario 2 – Departure Clearance & Start-Up Approval issued separately

Operational Scenario Description Trigger

ATC delivers departure/en-route clearance and Time stamp TOBT – local parameter
start-up approval separately via datalink or R/T, or a
combination of both, after flight deck request. Procedure
The time references are indicative and may differ for
This scenario can also be applicable when Start-up different airlines or airports. The right column explains
and Pushback Approval are issued together. if datalink only, R-T, or both mediums can be used for
one particular step in the procedure.
Pre-condition
TSAT issued based on TOBT.

Time /
Step Responsible Reason Event references Data link / R/T
Departure / En route Clearance
1 ATC TSAT issued to flight
TTOT optional TOBT - ~20 min Data link

2 Flight crew Request Departure / TOBT - ~20 min Data link

En-Route Clearance TSAT - ~10 min R/T

3 ATC Departure Clearance and TSAT TOBT - ~20 min Data link
issued to flight
TTOT optional TSAT - ~10 min R/T

4 Flight crew Acknowledgement of TOBT - ~20 min Data link

Departure Clearance and
TSAT issued to flight
TTOT optional TSAT - ~10 min R/T

Start Up Clearance
5 Flight crew Pilot requests Start Up clearance TSAT ± tolerance Data link & R/T

6 ATC/Apron ATC issues Start Up clearance TSAT ± tolerance Data link & R/T

7 Flight crew Confirmation of Start Up clearance TSAT ± tolerance Data link & R/T

Pushback / Taxi Clearance (as applicable)

8 Flight crew Request Pushback / Taxi clearance TSAT ± tolerance R/T

9 ATC/Apron Pushback / TSAT ± tolerance R/T

Taxi clearance approved

10 Flight crew Confirmation and commence TSAT ± tolerance R/T

of Pushback / Taxi

* = TTOT is not implemented through preformatted text into the DCL or D-TAXI

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Operational Requirements for Scenario 1 & 2

For all messages requirements, TTOT is an optional parameter to insert, based on local procedures.

1. Initial contact via datalink (TOBT ~ 20 minutes)

n This requirement is applicable for long term datalink improvement (ATN)
n The CDM platform through the Pre-departure Sequencer issues a TSAT to the aircraft at flight crew logon

Airport CDM Start-Up Procedure: CDM Operational Requirement 001

At flight logon to the network, the CDM platform shall trigger an uplink message to be sent to the flight
crew, containing TSAT and TTOT (optional) for the receiving flight.

CPDLC associated format:

“EXPECT START UP AT TSAT (time)
“EXPECT TAKE OFF AT TTOT (time)

2. Departure Clearance (DCL) service via datalink

n This requirement is applicable for short term datalink improvement (ACARS)
n This requirement is applicable for long term datalink improvement (ATN)
n Flight crew sends downlink message, requesting Departure Clearance
n ATC Clearance Delivery sends uplink message: DCL, TSAT and TTOT (optional)
n Flight crew : Acknowledgement

Airport CDM Start-Up Procedure: CDM Operational Requirement 002

Time indicators TSAT/TTOT (optional) shall be included in the actual clearance message in the existing DCL
service to the flight deck, when available in the Airport CDM platform.

CPDLC associated format:

“EXPECT START UP AT TSAT (time)”
“EXPECT TAKE OFF AT TTOT (time)” (optional)

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3. General uplink of TSAT and TTOT

n This requirement is applicable for short term datalink improvement (ACARS)
n This requirement is applicable for long term datalink improvement (ATN)
n ATC sends uplink message TSAT and TTOT (optional)

Airport CDM Start Up Procedure: CDM Operational Requirement 003

At any time prior to Actual Off-Block, ATC or the Pre-departure Sequencer shall be able to uplink TSAT and
TTOT (optional)

Format:
“EXPECT START UP AT TSAT (time)”
“EXPECT TAKE OFF AT TTOT (time)” (optional)

4. General uplink of TSAT and TTOT update

n This requirement is applicable for short term datalink improvement (ACARS)
n This requirement is applicable for long term datalink improvement (ATN)

Airport CDM Start-Up Procedure: CDM Operational Requirement 004

At any time prior to Actual Off-Block, ATC or the Pre-departure Sequencer shall be able to uplink REVISED
Departure Clearance /TSAT/TTOT (optional)

Format:
“REVISED SID (new SID)”
“REVISED RUNWAY IN USE (new runway)”
“REVISED EXPECTED START UP AT TSAT (time)”
“REVISED EXPECTED TAKE OFF AT TTOT (time)” (optional)

5. Start-Up Request service via datalink (optional)

n This requirement is applicable for short term datalink improvement (ACARS)
n This requirement is applicable for long term datalink improvement (ATN)
n Pilot sends downlink message with request of Start-Up

Airport CDM Start-Up Procedure: CDM Operational Requirement 005

The pilot shall be able to downlink the start-up request.

Format:
“REQUEST START UP”

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6. Start-Up Approval service via datalink
n This requirement is applicable for short term datalink improvement (ACARS)
n This requirement is applicable for long term datalink improvement (ATN)
n ATC sends uplink message with Start-Up Approval

Airport CDM Start-Up Procedure: CDM Operational Requirement 006

ATC shall be able to uplink the start-up approval.

Format:
“START UP APPROVED”

7. Start-Up Approval service via datalink; applicable to give the approval at due time
(e.g. when start up approval requested very early), most likely at TSAT.
n This requirement is applicable for short term datalink improvement (ACARS)
n This requirement is applicable for long term datalink improvement (ATN)
n ATC sends uplink message with Start-Up Approval

Airport CDM Start-Up Procedure: CDM Operational Requirement 007

ATC shall be able to uplink the start-up approval at TSAT or revised time.

Format:
“START UP APPROVED AT (time)”

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Operational AIP Requirements for Scenario 1

Airport CDM Start-Up Procedure: AIP Operational Requirement 008

Departure Clearance shall be requested ~20 minutes before TOBT ± tolerance.

Format:
“REQUEST FOR DEPARTURE CLEARANCE”

Airport CDM Start-Up Procedure: AIP Operational Requirement 009

Start-Up Approval will be provided together with the Departure Clearance

Operational AIP Requirements for Scenario 2

Airport CDM Start-Up Procedure: AIP Operational Requirement 010

Departure Clearance shall be requested ~20 minutes before TOBT ± tolerance.

Format:
“REQUEST FOR DEPARTURE CLEARANCE”

Airport CDM Start-Up Procedure: AIP Operational Requirement 011

Start-Up Approval shall not be provided together with the Departure Clearance.

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Scenario 3 – Flight Crew Downlink of TOBT

Operational Scenario Description Pre-condition

The flight crew has a last minute delay which requires AOBT has not occurred.
an update of the TOBT. As communication to ground
handler or OCC takes time, the pilot has the possibility Trigger
to update TOBT via datalink directly. The Airport CDM Datalink message by the flight crew, at any time.
platform handles the TOBT update as any other, and
the Pre-departure Sequencer responds as normal to Procedure
any TOBT update. The time references are indicative and may differ for
different airlines or airports. The right column explains
This TOBT update by the flight crew is considered as if datalink only, R-T, or both mediums can be used for
any other update, hence under the responsibility of one particular step in the procedure.
the Airline Operator.

Time /
Step Responsible Reason Event references Data link / R/T
TOBT update from Flight Deck
1 Flight Crew TOBT update to CDM platform Not later than TSAT Data link
+ tolerance

2 Sequencer TSAT update issued to flight Not later than TSAT Data link
TTOT optional + tolerance

Scenario 1 or scenario 2 to follow after this scenario 3.

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ATTACHMENT 21
Airport CDM&Objectives
Procedures Processes& Key Performance Indicators

Operational Requirements for Scenario 3

Pilot updates TOBT via datalink (before AOBT)

This message should be sent at any time the pilot has information that justifies an update of TOBT.

n This requirement is applicable for long term datalink improvement (ATN)

n Pilot sends downlink message: READY FOR START UP AT TOBT (time)
n The CDM platform automatically records (time) as TOBT update
n The CDM platform through the pre-departure sequencer issues a TSAT and optionally TTOT to the flight
n ATC Clearance Delivery uplink message: EXPECT START UP AT TSAT (time), EXPECT TAKE OFF AT TTOT
(time)

Airport CDM Start-Up Procedure: CDM Operational Requirement 012

In exceptional cases and no later than TSAT + tolerance, the pilot shall be able to downlink TOBT to the
CDM platform.

Format:
“READY FOR START UP AT TOBT (time)”

Airport CDM Start-Up Procedure: CDM Operational Requirement 013

In exceptional cases and no later than TSAT + tolerance, the pilot shall be able to downlink TOBT to the
CDM platform.

Format:
“READY FOR START UP AT TOBT (time)”

A2-45
A2-46
ATTACHMENT 3
Sample Documents

3.1 Sample Airport CDM Memorandum

of Understanding

Objectives of MoU 3.1.1 Overview and scope

The main objectives are:
n To ensure technical mechanisms allowing the in- This document provides recommended generic ele-
formation sharing ments that could be included in a Memorandum of
n To implement procedures increasing the traffic Understanding (MoU) and Confidentiality Agreements
predictability at local airport level. Such agreements would be
n To promote the information exchange between beneficial prior to the commencement of any Airport
the local Airport CDM project and the CFMU Collaborative Decision Making (CDM) implementa-
n To set up monitoring mechanisms processing the tion, in order to safeguard the sharing of data.
proposals for improvements This document has limited scope with a basic
Description of the Airport CDM Functional Require-
Partners Obligations ments for ‘Confidentiality Agreements’ to be used by
It is very important to clarify the general obligations of Airport Authorities, ATM, Aircraft Operators, Ground
all airport partners towards the project, such as: Handling and other service providers.

n To ensure active participation, recognising the 3.1.2 MoU & Confidentiality Agreements
project leadership
n To cooperate in all functional specifications Safeguard Data Sharing
n To ensure the interaction between their systems Recommended
and the local Airport CDM Platform n Parties entering into data sharing activities for-
n To provide the necessary information to the plat- malise written agreements to safeguard their own
form and ensure its quality interests
n To guarantee a representative along the different n All parties must always class data as commer-
phases of the project to support and control its cially sensitive to its respective owner
development, as well as the implementation of n It must also be clear that any confidential data ob-
the adopted solutions tained during the programme will remain subject
to the terms of the agreement in perpetuity
Confidentiality Clauses n No data can be disclosed to any third party
In this section of the MoU the clauses of confidentia-
lity must be defined, according to the national laws Safeguard Data Quality
and regulations, in order to create a feeling of trust Recommended
amongst all airport partners. Accuracy, quality and delivery of all data must be
maintained and agreed by all parties entering into
Validity agreements
The MoU must establish the validity period and
describe the renewal process.

A3-1
Maintaining Stakeholder Confidence Agreement Timescales
Recommended Recommended
n Parties must have clear benefits and agreed ob- n Duration of any agreement must be agreed from
jectives for the sharing of data the outset
n Transparency between parties will safeguard con-
fidence and guarantee long term commitment Sample Table of Contents
n Regular meetings should be coordinated between n Parties
all parties to discuss achieved benefits or losses n Background
n Sufficient flexibility to the agreements for data en- n Purpose
hancements and / or mitigation against shortfalls n Authority
n Definitions
Ownership and Leadership of Information n Scope
System n Rights and Responsibilities
Recommended n Exclusion of Warranties
n Centrally managed by a single entity n Limitation of Remedies
n All parties from the outset must agree with whom n Changes and Modifications
this responsibility lies n Construction of the Agreement
n Airport Operator, ATC, Aircraft Operator, AOC or a n Termination of the Agreement
third party as site specific n Effective Date
n Notices
Leadership Responsibility n Point of Contact (POC)
Recommended n Signatures
n Day to day management n Audit Requirements
n Configuration / de-configuration
n Information system upgrades
n Data sharing rules 3.1.3 Sample text
n Rules and procedure development
n Coordination of any additional stakeholder buy in Introduction
n Distribution & ownership of data (who to see, Airport CDM involves a wide range of interactions be-
what and why) tween the various partners who are diverse in nature,
n Ensure that confidentiality is not compromised both in terms of business interests and organisational
n Originators of data will normally be the sole own- characteristics. It is essential that their agreement to
ers of the information work together for the common good is summarised
in a Memorandum of Understanding (MoU), to be
Financial Issues signed and followed by all the partners.
Recommended
n Must address cost In the following, a generic example of an Airport CDM
n Partners will meet their own cost of participating MoU is provided which, when completed with the site
n AOC or similar body can facilitate specific details, can be used by a given Airport CDM
project. Use of this model is recommended, as it con-

A3-2
ATTACHMENT 31
Airport CDM
Sample Documents
Objectives & Key Performance Indicators

tains or prompts for all the information that has been The expected benefits include, but are not limited,
shown to be essential for the smooth operation of an to:
Airport CDM project.
Airport Operator
This sample is designed to provide the framework n Reduction in overall delays
of cooperation between airport partners. Coopera- n More efficient use of resources
tion between an airport and the CFMU must also be n Improved passenger information
based on an MoU, the model for which is available n Environmental benefits
from the CFMU. n Optimum usage of infrastructure

Content Aircraft Operator

1) Description of the project n Increased punctuality
2) Objectives of the MoU n Early identification of problems
3) Partners obligations n Improved slot allocation
4) Organisation
5) Costs Air Traffic Control
6) Responsibilities of partners providing data n Improved departure sequence planning
7) Confidentiality n Improved slot adherence
8) Dispute resolution
9) Amendments Ground Handlers
10) Signatures of contracting partners n Optimum use of resources

Description of the project CFMU

Airport Collaborative Decision Making (CDM) is a Improved slot adherence
concept which aims to improve the throughput of air
traffic at airports. This will be achieved by providing The project is supported by EUROCONTROL and will
all Contracting Partners with accurate, timely and be based on, or be compatible with, the Airport CDM
relevant information allowing better decisions to be concept.
made.
Objectives of the MoU
The main aim of the project is to improve the aircraft This MoU has been signed by the partners with the
turn-round process, ensuring the best possible use of following primary aims:
airport infrastructure and resources to the benefit of n To create the cooperative framework to imple-
all Contracting Partners. ment Airport CDM
n To ensure technical mechanisms allowing com-
mon information sharing
n To implement procedures to increase traffic pre-
dictability
n To promote the exchange of information between
the local Airport CDM project and the CFMU

A3-3
n To set up monitoring mechanisms in order to en- The Steering Group will appoint the Airport CDM
able the evaluation of improvements and propos- Project Manager.
als for further optimisation
The Terms of Reference for the Steering Group,
Obligations of the contracting partners Working Group and Sub-Groups, as appropriate, are
The Contracting Partners accept the following obliga- in Attachment XX of this MoU.
tions:
Costs
n Ensure active participation in all levels and phases Costs associated with equipment or resources will be
of the project as required covered by the partner concerned.
n Support the development / validation of all func- This will also apply to any system adaptation or inte-
tional specifications gration unless otherwise agreed.
n Follow the agreed Airport CDM operational pro-
cedures and rules Where an interface is required between partners, each
n To share information under the agreed conditions one will try to minimise the cost impact on the other.
and to act on the shared information
The provision and use of data to and by the Contract-
Organisation ing Partners is free of charge.
The following project structure has been agreed:
Partners who are not signatories to this MoU wish-
ing to access data may be allowed to do so with the
agreement of the Steering Group. For using data un-
Sterring Group (SG)
der such a special dispensation, a charge is applica-
ble as described in Attachment YY of this MoU. The
charge can be avoided by becoming a signatory of
Airport CDM Project Manager
the MoU.

Responsibilities of Contracting
Working Group(s) (WG)
Partners Providing Data
The Contracting Partners shall:

Sub-Group Sub-Group n Enter and maintain in the Airport CDM database,

the data for which they are responsible
n Be responsible for the accuracy and timeliness
of the data they enter and maintain in the Airport
The Steering Group will consist of representatives CDM database
from the Contracting Partners. (EUROCONTROL n Participate in the Airport CDM data monitoring by
may be invited to participate in the Steering Group using agreed Key Performance Indicators, per-
and should be invited to participate in the Working forming post-operational analysis and making re-
Group.) sults available to the other Contracting Partners

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ATTACHMENT 31
Airport CDM
Sample Documents
Objectives & Key Performance Indicators

n Grant other Contracting Partners access to the Amendments

data contained in the Airport CDM database Amendment proposals to this MoU, including termi-
nation, must be submitted in writing to the Steering
The detailed arrangements for the provision of data Group which will handle such proposals in accord-
to the Airport CDM database is the subject of Service ance with the process described in its Terms of Ref-
Level Agreements between the Contracting Partners. erence.

Confidentiality Signatures of Contracting Partners

The Contracting Partners shall keep confidential all The contracting partners hereby agree that this Mem-
information coming to their knowledge in the course orandum of Understanding shall be effective from
of Airport CDM operations relating to the business (date).
associations and transactions of the other partners.
This includes technical or commercial arrangements, Signatures
documents and materials a partner may acquire while
working under this MoU, provided however, that this
obligation on a contracting partner shall not apply to
knowledge or information which is in the public do-
main.

Contracting Partners shall keep confidential the sub-

stance of any report, test, recommendation,
or advice which they have given to another contract-
ing partner in connection with the Airport CDM op-
eration.

Contracting Partners may exchange information

amongst themselves on the basis of service lev-
el agreements and with the CFMU on the basis of
agreements concluded on their behalf by enter name
of appointed representative.

(Section to be completed with provisions required /

agreed locally)

Dispute resolution
(Section to be completed with provisions appropriate
locally)

A3-5
The following MoUs are site specific sample documents and
can not be strictly duplicated to be used by another airport

A3-6
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

A3-7
A3-8
A3-9
A3-10
A3-11
A3-12
A3-13
A3-14
A3-15
A3-16
A3-17
A3-18
A3-19
A3-20
A3-21
A3-22
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

A3-23
A3-24
A3-25
A3-26
A3-27
A3-28
ATTACHMENT 31
Airport CDM
Sample Documents
Objectives & Key Performance Indicators

3.2 Airport CDM implementation

Inventory & compliance checklist

3.2.1 Introduction

The Airport CDM Implementation Inventory & Compliance Checklist is a quick reference matrix, based on the
Implementation Manual.

Its purpose is to describe as accurately as possible the data available per airport partner, indicate possible ac-
curacy variations and identify areas with room for improvement. The table contains the data fields listed in the
Airport CDM Implementation Manual and forms a kind of “Inventory”.

(available) Each local airport partner completes the corresponding column, indicating with YES
or NO if a specific Data Item is available in their operational system in use and if it is
(required) actually required for their operation.

The column “Available in airport”, indicates with YES whenever at least one airport partner has the specific Data
Item available. When Airport CDM Information Sharing is implemented, the available Data Items will be shared
amongst all airport partners.

This Checklist is accompanied with a list of recommendations on how to obtain the Data Items currently not
available but REQUIRED for local Airport CDM implementation.

A3-29
3.2.2 Blank inventory & compliance checklist according to
Airport CDM Implementation Manual

Available
Data item ATC Airport Airline GH in XXX For CDM Remarks
Common for ARR & DEP flights

Aircraft REQUIRED
Registration

Aircraft Type REQUIRED

Ground
Handling DESIRABLE
Agent

Aircraft
Parking REQUIRED
Stand

MTTT REQUIRED

TOBT REQUIRED

Aircraft Status REQUIRED

Flight Type REQUIRED

A3-30
ATTACHMENT 31
Airport CDM
Sample Documents
Objectives & Key Performance Indicators

Available
Data item ATC Airport Airline GH in XXX For CDM Remarks
ARR flights

ICAO callsign REQUIRED

IATA callsign DESIRABLE

ADEP REQUIRED

EET DESIRABLE

Airborne Time REQUIRED

(from
outstation)

Landing time REQUIRED

ELDT REQUIRED

ALDT REQUIRED

In-block time REQUIRED

EIBT REQUIRED

AIBT REQUIRED

Variable REQUIRED
Taxi-in Time
(EXIT)

A3-31
 Available
Data item ATC Airport Airline GH in XXX For CDM Remarks
DEP flights

ICAO callsign REQUIRED

IATA callsign DESIRABLE

ADES REQUIRED

SID DESIRABLE

Boarding Gate DESIRABLE

Off-block REQUIRED
time

SOBT REQUIRED

EOBT REQUIRED

AOBT

Variable
Taxi-out Time REQUIRED
(EXOT)

Take off Time REQUIRED

ETOT REQUIRED

ATOT REQUIRED

CTOT REQUIRED

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ATTACHMENT 31
Airport CDM
Sample Documents
Objectives & Key Performance Indicators

Alerts / Warnings Available in XXX For CDM Remarks

FPL Inconsistency REQUIRED

Airborne REQUIRED
(from outstation)

MTTT REQUIRED

EOBT inconsistency REQUIRED

CTOT inconsistency REQUIRED

Boarding REQUIRED

A3-33
Milestones Available in Airport For CDM Remarks
FPL Inconsistency DESIRABLE Airport CDM Information Sharing

CTOT allocation REQUIRED Airport CDM Information Sharing

ATOT - oustation REQUIRED Airport CDM Information Sharing

Milestone Approach

FIR entry
Airport CDM Information Sharing
DESIRABLE Milestone Approach

Final Airport CDM Information Sharing

REQUIRED Milestone Approach

ALDT Airport CDM Information Sharing

REQUIRED Milestone Approach
Variable Taxi Time

AIBT Airport CDM Information Sharing

REQUIRED Milestone Approach

ACGT (start) Airport CDM Information Sharing

DESIRABLE Milestone Approach

TOBT (final) Airport CDM Information Sharing

REQUIRED Milestone Approach
Collaborative Management of Flight Updates

TSAT (by ATC) Airport CDM Information Sharing

REQUIRED Milestone Approach

Start Boarding Airport CDM Information Sharing

REQUIRED Milestone Approach

Airport CDM Information Sharing

ARDT Milestone Approach
REQUIRED Variable Taxi Time
Collaborative Management of Flight Updates

ASRT Airport CDM Information Sharing

(start up request) REQUIRED Milestone Approach

Variable Taxi Time
Collaborative Management of Flight Updates

ASAT
Airport CDM Information Sharing
(start up approval) REQUIRED Milestone Approach

Airport CDM Information Sharing

AOBT
Milestone Approach
REQUIRED Variable Taxi Time
Collaborative Management of Flight Updates

ATOT Airport CDM Information Sharing

Milestone Approach
REQUIRED Variable Taxi Time
Collaborative Management of Flight Updates

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ATTACHMENT 31
Airport CDM
Sample Documents
Objectives & Key Performance Indicators

3.3 Sample Airport CDM text FOR AERONAUTICAL

INFORMATION PUBLICATION (AIP)

Airport CDM Procedure - Background Flight Crew – Aircraft Operator staff responsible
in exceptional cases for TOBT handling based on
The Airport CDM Start-Up procedure is based on the local procedures. Receives TOBT and TSAT and
existing ICAO PANS ATM Start-Up Time Procedures optionally TTOT from the CDM platform or pre-
contained in paragraph 7.4.1.1. The corresponding departure sequencer, and is responsible to act on
phraseology remains unchanged. Further guidance this information.
can be found in the ‘Airport CDM Implementation
Manual’ accessible via: ATC (Departure Clearance position) – Airport
CDM partner responsible to monitor aircraft readi-
http://www.eurocontrol.int/airports/gallery/ ness and TOBT, and act on this information. Assign
content/public/pdf/CDM_Implementation_ TSAT and TTOT or revisions via the pre-departure
Manual.pdf sequencer and act on it.

The availability of CDM platform at an aerodrome does Apron Control – Airport CDM partner responsible
not pre-empt Aircraft Operators and Ground handling to act on TSAT. Receives TOBT and TSAT from the
Agents of their responsibilities of issuing necessary CDM platform or pre-departure sequencer.
modifications to the filed flight plan. (DLA or CHG)

Airport CDM Operations

Airport CDM Partners
The Airport partners will provide and act on infor-
The operational partners who together apply the Air- mation that is sent to the Airport CDM platform,
port CDM concept on their airport. and or the Pre-departure Sequencer. These are
central enablers for the Airport CDM Operations.
Airport Operator – Airport CDM partner often re- The Pre-departure sequencer is addressed as a
sponsible for gate and stand planning. Receives TSAT separate component of the Airport CDM platform
and TTOT from pre-departure sequencer, amongst (even when in some cases it appears as an inte-
inbound and other planning information from other grated functionality of the CDM platform), because
sources. it addresses the final responsibility within the role
of ATC to consider traffic density and CFMU con-
Ground Handling Agent – Airport CDM partner straints.
delegated responsible for TOBT input to CDM plat-
form. Receives TSAT and TTOT from pre-departure Airport CDM platform
sequencer. The central information database is the technical
enabler for the information sharing concept ele-
Aircraft Operator – Airport CDM partner overall re- ment. All stakeholders have access to the platform.
sponsible for TOBT input to CDM platform. Receives TSAT input is obtained directly from the Pre-depar-
TSAT and TTOT from pre-departure sequencer. ture Sequencer.

A3-35
Pre-departure Sequencer Whenever aware of information that may affect the
The pre-departure sequencer is the technical enabler value of TOBT, the ground handling agent, the aircraft
under the responsibility of ATC, for the pre-departure operator or the Pilot-in-Command (for flights without
sequencing concept element using TOBT and EXOT a ground handling agent) must introduce the new es-
as input, in order to calculate TSAT and TTOT. These timation for off block time in the CDM platform.
predictions will be fed back to the CDM platform, and
can be generated automatically or manually. <local additional text>

1.A Flight Plan Check shall be performed Sample local text

SOBT/EOBT Aircraft registration shall be made avail- Until the Target Start up Approval Time (TSAT) has
able in the CDM platform. Aircraft Operator or Ground been issued, the TOBT can be updated as often as
Handling Agent is responsible for timely update of air- desired. After the TSAT has been issued, the TOBT
craft registration in the CDM platform. may only be updated by a maximum of <parameter>
times.
<parameter> hours prior to the Estimated Off Block
Time of a flight, checks will be performed to verify the 4. Issue of Target Start up Approval Time (TSAT)
consistency between the ATC Flight Plan, Airport Slot <parameter> minutes prior to start-up a Target Start
and Airport Flight Data. up Approval Time (TSAT) is generated based on the
existing Target Off-Block Time (TOBT), the airport
<local additional text> traffic considerations and Calculated Take Off Time
(CTOT) – if the flight is regulated.
2. Issue of Target Off-Block Time (TOBT)
<parameter> hours/minutes prior to SOBT/EOBT TOBT is the time at which Aircraft Operator, or his
a Target Off-Block Time (TOBT) will be generated duly accredited representative, expect the flight will
based on updated information on the incoming flight be ready to commence movement; whereas TSAT is
and other considerations, in order to create an initial the time at which ATC will grant the start-up.
time reference for distribution and to derive further
updates. Note: ATC shall confirm the TSAT together with the
ATC clearance, or separately as required.
CDM platform makes TOBT available to ATC se-
quencer. <local additional text>

<local additional text> Sample local text

The TSAT may be transmitted using DCL (Departure
3. Updates of the Target Off-Block Time (TOBT) Clearance Uplink Message).
(Person in charge)
The aircraft operator, or his duly accredited repre-
sentative, is responsible for the correctness of and
compliance with the TOBT. The TOBT is made avail-
able by the aircraft operator or ground handler to the
stakeholders via the CDM platform.

A3-36
ATTACHMENT 31
Airport CDM
Sample Documents
Objectives & Key Performance Indicators

5. Events at TOBT If, when receiving the start-up clearance, the flight
At TOBT the flight crew shall request start-up, push crew is aware that it will not be feasible to commence
back or inform ATC of the expected delay. movements associated with departure within <pa-
rameter> minutes, they must inform ATC.
In the event the time remaining to TSAT is longer than
<parameter>, ATC shall inform flight crew when to Sample local text
expect the approval for the start-up. Flight crew should be aware that in the absence of
a request for push-back or taxi clearance within the
In case of a delay greater than <parameter> the Air- <parameter> minutes, the flight’s TSAT will be can-
craft Operator, or his duly accredited representative, celled and a new TOBT must be input into the CDM
shall update the CDM platform accordingly. Based on platform by Aircraft Operator or ground handling
this updated information a new TSAT will be calcu- agent.
lated.
8. Coordination with CFMU
<local additional text> A permanent and fully automatic data exchange with
the CFMU (Central Flow Management Unit) will be
6. Target Start up Approval Time (TSAT) established. This data transfer will enable highly accu-
- Acknowledgement Message rate early predictions of landing and departure times.
Sample text Furthermore, this will allow for more accurate and ef-
When data link is used, the flight crew will receive ficient calculation of the CTOT (when applicable) due
TSAT and optional Target Take-Off Time (TTOT) via to the use of local target take-off times.
the Departure Clearance message. The flight crew
may receive a separate TSAT message with the The following messages are used:
amended TSAT and optionally the amended Target
Take-Off Time (TTOT). On both occasions the flight n Flight Update Message (FUM)
crew must acknowledge receipt of the amendment. n Early Departure Planning Information Message
(E-DPI)
<local additional text> n Target Departure Planning Information Message
(T-DPI)
7. Start-Up and Push-Back n ATC Departure Planning Information Message
All the preparations required before commencing the (A-DPI)
movements associated with the departure must be
carried out in accordance with Target Start up Ap- The basic CFMU procedures continue to apply. The
proval Time (TSAT) and not in accordance with the CFMU will generally take these local target take-off
Start-up Request. times into consideration, when updating the flights’
profiles in its system. In some cases Clearance
Should amendments to the TSAT be required after Delivery position will offer to coordinate a new CTOT
the TSAT has been communicated to the flight crew, (if applicable) in agreement with the pilot.
ATC shall inform the flight crew accordingly.
<local additional text>6

A3-37
9. Contact Partners
For more information partners can be contacted.

<local additional text>

A3-38
ATTACHMENT 4
Data Elements and Event Triggers

Trigger events and

their processing
The trigger events listed in this chapter are those When an event is received, its source is identified and
most commonly used. Additional ones (e.g. de-icing) noted. The event is then processed as follows:
may be defined locally, or some listed here may not
be applicable, depending on circumstances. n If the event has not yet been received, it is proc-
essed.
Agreed and precisely defined events trigger updates n If the event has already been received, the priority
to the time estimates and / or aircraft flight status. of the event source is examined
n If the priority of the source is the same or higher
All updates are originated by events coming from than the priority of the previous source, the event
the different phases of the operation, as aircraft pass is processed
through their arrival, ground and departure phases. n If the priority of the event source is lower than
the priority of the previous source, the event is
A link based on aircraft registration is created between ignored
the airport slot, an arriving flight and a departing flight.
The aim is to ensure consistency and to identify the
impact of the progress of the arriving flight on the re-
lated departing flight or vice versa.

Certain arriving flights may not have an associated

departing flight or certain departing flights may not
have an associated arriving flight (aircraft not sched-
uled for another flight for some time, aircraft already at
the airport, etc.). These flights will also be included, to
ensure complete Common Situational Awareness.
Events may originate from:

n External Interfaces
n Internal triggers
n Users, via the HMI

For every event, a configurable priorities list shall be

defined, allowing a particular event to be assigned a
specific weight, based on its source. Note that the
events with the highest weight information will not al-
ways arrive first.

A4-1
 (Changes to)
Action Operational
Event Description on the CDM operation Status Origin
Operation A CDM operation is SCHEDULED Airport
start time created when Database
scheduled
departure flights
are downloaded
from the airport
database

Flight plan Filed flight plan Correlate FPL with airport slot INITIATED (Dep.) IFPS
activation received Update: No change (Arr.)
n ELDT and EIBT (Arr.)
n EOBT, TOBT and ETOT (Dep.)
DPI process commences
(if implemented – please refer
to chapter 3.5)

Flight plan Change in the filed Update affected fields IFPS

modification flight plan

CTOT SAM or SRM received Update: INITIATED (Dep.) CFMU

Assignment/ ETOT / CTOT (Dep.) No change (Arr.)
Modification Mark appropriate fields as
REGULATED Not changed

Regulation 120 min. before EOBT, Mark Arr. or Dep. Field: Not changed CFMU
assessment the flight plan EOBT n REGULATED at any time
timer is received (CFMU SIT1) before TRS, if a CTOT is
received and a new regulation
is activated
n NON-REGULATED if CTOT
is not received

CTOT SLC received Mark appropriate field as Not changed CFMU

cancellation NON-REGULATED

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

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ATTACHMENT 41
AirportElements
Data CDM Objectives
and Event& Triggers
Key Performance Indicators

(Changes to)
Action Operational
Event Description on the CDM operation Status Origin
Flight Schedule cancellation If the operation is in INITIATED Operation cancelled Airport
schedule message received status, an inconsistency alert in database info system
cancellation or manual input. is raised, if a CNL message
has not been received.

Flight plan CNL message An inconsistency alert is SCHEDULED IFPS

cancellation received. triggered, if a schedule till a schedule
cancellation message cancellation
has not been received. message is
received

Flight FLS received. Mark operation as SUSPENDED. CFMU

suspension

Flight DES received. Delete SUSPENDED mark. Previous state CFMU

de-suspension

Aircraft Correlation between Estimate times are reprocessed. Operational Airport

rotation arriving and departing status is info system
change flight changes. reprocessed

Aircraft
Operator /
Handling
Agent

Resource Change in resources Not changed Airport

reallocation allocated to an aircraft info system
(e.g. stand).

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

A4-3
 (Changes to)
Action Operational
Event Description on the CDM operation Status Origin
Take off at Airborne time from ELDT, EIBT updated AIRBORNE CFMU
airport of origin outstation TOBT, TTOT updated Local ATC
MVT

FIR entry / Flight enters radar ELDT, EIBT updated FIR Local ATC
flight under coverage of local ACC TOBT, TTOT updated
local ATC or APP of destination
airport, where holding
and arrival sequencing
is taken into account

At a parameter time FINAL

before ELDT, when
the landing sequence
is fixed and the ELDT
becomes stable

Landing Aircraft touches ELDT changes to ALDT, LANDED ACARS

down EIBT updated Local ATC

TOBT, TTOT updated

Arrival Aircraft at parking EIBT changes to AIBT IN BLOCK ACARS

in-bloc position, brakes on Airport system
TOBT, TTOT updated (DGS)
Local ATC
A-SMGCS
Ground Handler

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

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ATTACHMENT 41
AirportElements
Data CDM Objectives
and Event& Triggers
Key Performance Indicators

(Changes to)
Action Operational
Event Description on the CDM operation Status Origin
Start ACGT received Turn-round time updated IN-BLOCK Aircraft Operator /
Ground when aircraft Ground Handler
handling has been parked TOBT, TTOT updated
long term or
overnight

Boarding Boarding of passengers BOARDING Airport system

commences Aircraft Operator /
Ground Handler

TOBT / AO / GH enters / TOBT, TTOT updated IN-BLOCK Aircraft Operator /

Turn-round confirms TOBT or Ground Handler
time update time to turn-round
theaircraft (ETTT )

Target start ATC issue TSAT TTOT updated IN-BLOCK Local ATC
up time based on
issue pre-departure
sequence

Ready Aircraft is ready for READY Aircraft Operator /

push back / taxi Ground Handler

Push back / Aircraft starts AOBT recorded OFF-BLOCK Airport system

taxi start moving for (DGS)
departure TTOT updated Local ATC
(A-SMGCS)
ACARS
Aircraft Operator /
Ground Handler

Take off Aircraft is airborne ATOT recorded DEPARTED ACARS

(departed) Local ATC

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

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

ELDT 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 account holding and arrival sequencing (AMAN)

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

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

N.B. If aircraft parked overnight or long-term, then TOBT = ACGT + 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 Ground Handler. Confirmation can also be triggered automatically
based on a time parameter before TOBT.

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

TTOT When TOBT is available, TTOT = TOBT + EXOT

When TSAT is issued, TTOT = TSAT + EXOT

Table 5: Calculation of estimated times

Special data
Special data such as weather, runway configuration,
etc., must be made available for presentation.

Historic database
For the purpose of quality control, problem solving
and reviews, all data received for display or calcula-
tion will be stored in a database and time stamped.

It is strongly recommended that the format of the

database be of a commonly used type to facilitate
access by analysis tools. Saving of the database on
mobile media must also be available.

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ATTACHMENT 41
AirportElements
Data CDM Objectives
and Event& Triggers
Key Performance Indicators

Data accuracy
The accuracy to be met by the data exchanged is
specified in the Airport CDM Functional Requirements
Document. The following minimum external data ac-
curacy is required:

Data Type
Stand/
Data source ELDT TOBT Gate changes TTOT
CFMU ± 5 min when flight
is airborne
(ETFMS available)

ATC ± 5 min until TOBT, IN-BLOCK ± 5 min Prior AOBT

20 minutes TTOT updated
before landing, ± 2 min After AOBT
thereafter
± 2 min

Airport To be provided not

operations later than 20 min
before ELDT

Aircraft Operator / ± 5 min until 20

Ground Handler minutes before TOBT,
thereafter ± 2 min

Table 6: Data accuracy requirements

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ATTACHMENT 5
Raising local Airport CDM awareness

5.1 Brussels
5.2 frankfurt
5.3 london heathrow
5.4 munich
5.5 paris CDG

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ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

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ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

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A5-8
ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

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ATTACHMENT 1
Airport CDM Objectives & Key Performance Indicators

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A5-12
ATTACHMENT 6
DPI Implementation criteria and validation process

6.1 FOREWORD The first step of the actual integration of an airport

into the network is the start of the DPI Operational
Evaluations (tests). Integration finishes after mutual
Airport CDM is about airport partners working to- agreement (CFMU and local CDM Airport) with tak-
gether more efficiently and transparently in how they ing the DPI messages into operations.
share data and act upon them. Airport CDM is seen
as the driver and mechanism to efficiently integrate It is important to have clear and transparent “Air-
airports with the Air Traffic Management Network by port CDM Completeness Criteria” in order to be
dynamically sharing highly accurate operational data able to evaluate if the local CDM implementation is
with the CFMU. sufficiently advanced before the actual integration
of the airport into the network starts (in the form
It is of importance that local Airport CDM implemen- of tests).
tation is based on harmonised and commonly agreed
Airport CDM procedures. Lack of harmonisation be- The CDM Airport shall demonstrate by documented
tween airports can have strong negative impact on assessment that the below described “Airport CDM
airline operations and their ground handlers, as well Completeness Criteria” have been met.
as through a negative effect due to inaccurate data
being provided to the ATM network. Airports that are ready will agree with the CFMU a
planning for the Operational Evaluation as described
6.1.1 The Process in par. 6.3.2 “DPI Operational Evaluation Phases”.

Implementation of Airport CDM is a complex process. 6.1.2 The Objectives

Such a complex process requires clear guidelines The objectives of having a clear process and clear
so that it will be implemented efficiently and in a requirements are to:
cost affective manner for both the CDM airport and
EUROCONTROL. Provide future CDM airports with the necessary
information:
It starts with a local CDM implementation e.g. TOBT
and TSAT and is followed by the integration of the Air- n The requirements are needed so that they can be
port into the ATM network by starting data provision taken into account by the airport in the planning
to the CFMU via DPI messages. of the CDM implementation project.

The preparations for the integration of an airport into Ensure that the provided data is of sufficient
the network can start as soon as the airport is ready accuracy
to commence Airport CDM implementation. These
preparations consist e.g. of information provision, es- n It is important that the CDM airport has sufficiently
tablishment of an implementation plan, development evaluated the TOT predictions locally before the
of a DPI ICD document. However, it is important that Operational Evaluations (tests) with CFMU start.
the Airport CDM procedures and processes are in n It is important that the CDM airport provides reli-
place at the airport in order to integrate the Airport able TOT predictions before the integration into
into the network. the network takes place.

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Prevent that the data provision with the CFMU The following major events should be included in the
commencing too early and the testing phase CDM process:
taking too long
A. Verification of the flight plan with the airport slot
n It is important that CDM is actually in operation (when coordinated)
for all flights (with local exceptions e.g. VFR) be- B. Establishment/Issue of the TOBT
fore more reliable TOT predictions than those ob- C. Issue of the TSAT
tained from flights plans can be expected. D. Actual Off-Block

Achieving these objectives will prevent disappoint- These four events are the main trigger events for the
ments at the CDM Airport and will reduce workload E-DPI, T-DPI-c, T-DPI-s and the A-DPI respectively.
for CDM implementation at the CDM Airport and at The four events are also described in the agreed
the CFMU. milestone approach as milestones 1, 2, 10 and 15
respectively.

6.2 AIRPORT CDM COMPLETENESS 6.2.2 Adherence to Operational Procedures

CRITERIA
It is important that the procedure for the provision of
The completeness criteria listed below apply for the TOBT/TSAT/TTOT in the CDM platform is formally
readiness to start transmission and operational evalu- agreed, covered by official arrangements and is well
ation of DPI message to the CFMU. documented e.g. published in the National AIP and
Airport Operating instructions.
All below high level criteria should be met supported
by factual data. However more specific implementa- The transmission of DPI messages to CFMU has an
tion criteria shall be implemented with the degree of impact on the flight (e.g. CTOT) and this must be cov-
flexibility foreseen in EUROCONTROL and EUROCAE ered by the above mentioned official documents.
related documents, and the Community Specifica-
tions by the European Commission. 6.2.3 Accuracy & Coverage
of the provided Data
6.2.1 Airport CDM Concept Elements
The airport partners should demonstrate the accu-
In general it can be stated that the basic requirement racy level of the prediction data. Specifically this con-
for readiness is that all five Airport CDM concept cerns the following parameters:
elements (reference Airport CDM Implementation
Manual V3 Dec 2008) need to be implemented with n Taxi-time accuracy (+/- 5 min)
the accuracy requirements as described in par. 6.2.3 n TOT based upon TOBT accuracy equal/better
in order to prevent that the network suffers from the than TOT based on EOBT and default taxi-times
“learning curve”. accuracy
n TOT based upon TSAT accuracy / tolerance
(+/- 10 min)
n TOT based upon AOBT accuracy / tolerance
(+/- 5 min)

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ATTACHMENT 61
Airport
DPI Implementation
CDM Objectives
criteria
& Key
andPerformance
validation process
Indicators

These accuracy requirements should be obtained project side and one single contact person from the
for 70% of the DPI messages during normal circum- operations side to act as focal points with CFMU.
stances i.e. operations without disruptions such as
deicing, operating at reduced capacity, for the last /
current month of A-CDM Operations. 6.3 DPI OPERATIONAL EVALUATION
To indicate that all partners (AOs in particular) are 6.3.1 Timing
participating to the A-CDM process, the CDM Airport
shall provide DPI messages for 95% of the flights (with The Evaluation of the DPI messages from the initial
local exceptions e.g. VFR) during normal operational technical tests until the transfer into operation must
circumstances, i.e. operations without disruptions follow an agreed planning in accordance with the
such as deicing, operating at reduced capacity,... Operational Evaluation Plan and must take place in
a limited period of time around 6 month in order to
6.2.4 Adherence to ATFM Slots avoid waste of resources and avoid penalizing other
Airports in the queue.
The Airport partners should demonstrate an adher-
ence of ATFM CTOT slots of 80% in the previous or 6.3.2 DPI Operational Evaluation Phases
current month of Airport CDM Operations.
A standard Operational Evaluation plan shall be pre-
6.2.5 Agreements pared by CFMU for the inclusion of the Airport in the
DPI procedure.
The Airport CDM partners and CFMU shall prepare:
Operational trials shall be performed to confirm op-
A) The Interface Control Document (ICD) with CFMU erational suitability followed by a Go/No Go meeting
which will describe in detail the transmission of before operational implementation in CFMU/ETFMS.
Departure Planning Information (DPI) messages. The DPI Operational Evaluation process is document-
B) A Letter of Agreement (LoA) (or annex to an exist- ed in the “DPI & FUM Implementation Road Map”.
ing LoA) with CFMU and the ANSP for the trans- URB/USD/DPI_FUM_Impl_RM by CFMU.
mission of Departure Planning Information (DPI)
messages.

The agreements with CFMU will be prepared before

the transmission of DPI messages starts but will be
signed after the DPI Operational Evaluation has been
finalised, i.e. just before the DPI messages are used
operationally by CFMU.

These documents shall eventually be signed by CFMU

and the CDM airport through the ANSP.

It is important that the CDM Airports appoint one

contact person from the management of the A-CDM

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ATTACHMENT 7
List of references and Contact details

References
1. Airport CDM Operational Concept Document, Edition 3.0, September 2006, EUROCONTROL –
DAP/AOE/CDM/05/04/05-1– Also available for download
2. Airport CDM Functional Requirements Document, Edition 3.0, September 2006, EUROCONTROL –
DAP/AOE/CDM/05/04/05-2– Also available for download
3. www.euro-cdm.org The European CDM Portal on the Internet
4. Airport CDM Cost Benefit Analysis, Version 4.0 – 11 April 2008, EUROCONTROL – Also for download
5. DPI Implementation Guide – Version 1.222 – CFMU EUROCONTROL, August 2008
6. Action Plan - Airport CDM Implementation – Version 1.0 – CFMU & EUROCONTROL AOE, September 2008
7. DPI Minimum Requirements – CFMU & EUROCONTROL AOE, 2009
8. Functional Requirements Document – Version 4.0 – March 2008
9. Generic Operational Concept for DMAN integration in Airport CDM and A-SMGCS - Edition 0.6 – December 2008
10. EUROCAE WG 69 Minimum Specification D141 – Version 4.11 – March 2008
11. EUROCAE WG 69 Interface Document D145 – Version 1.0 – March 2008
12. ETSI DRAFT Community Specification – First version expected 2009

For further information, contact:

Elisabeth Lagios
Airport CDM Project Manager
CND, COE/AT/AP

EUROCONTROL
Rue de la Fusée, 96
B-1130 Brussels
Belgium
Tel.: +32 2 729 3390
Fax: +32 2 729 9193
[email protected]

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