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A-CDM documentation ZURICH AIRPORT V.1.0

A-CDM Zurich Airport Documentation Ver. 1.0 / 10.12.2015 OBFP of 26

Table of Content

1. History of Changes References and Glossary 3

1.1. Changes 3 1.2. References 3 1.3. Glossary 3

Purpose of this document 4

2. Airport Collaborative Decision Making (A-CDM) 5

2.1. What is A-CDM 5 2.2. What are the common objectives 5 2.3. A-CDM implementation status 6

3. The A-CDM core elements 7

3.1. Information Sharing 7 3.2. Milestone Approach 8 3.3. Variable Taxi Time 10 3.4. Pre-Departure Sequencing 10 3.4.1. First come – first served 11 3.4.2. Best planned – best served 11 3.4.3. Provision of TTOT / TSAT 12 3.4.4. TOBT management and Penalty Procedure 13

3.5. CDM in adverse conditions 15 3.5.1. De-icing procedure 15

3.6. Collaborative Management of Flight Updates 18 3.6.1. Different types of DPI Messages 19 3.6.2. Examples of DPI messages 20

4. A-CDM Alerts 21

5. A-CDM Implementation at ZRH 23

6. Appendix 24

6.1. The A-CDM progress and action table at ZRH 24 6.2. A-CDM process graphical overview 25 6.3. Additional Information (FIDSMON page 0905ff) 26


1. History of Changes References and Glossary 1.1. Changes Changes and Reviews Version Status Date of issue Author 1.0 released 10.12.2015 Zurich Airport / F. Brühwiler

1.2. References Reference Documents Document Version Date of issue Author A-CDM OPS Manual 1.2 10.12.2015 Zurich Airport / A. Gammel / F. Brühwiler

Airport CDM Implementation Manual 4.0 01.04.2012 EUROCONTROL / H. Koolen

DPI Implementation Guide 1.8 19.03.2015 EUROCONTROL / H. Koolen / S. Smidt

1.3. Glossary AIMS Airport Information and management System (AODB)

ABT Airborne Time

AODB Airport Operational Data Base

AROSA De-icing Tool

Darts Departure and Arrival Traffic management System

DGS Docking Guidance System

DPI Departure Planning Information

DAS Actual de-icing start time

DAE Actual de-icing end time

EOBT / EOB Flight Plan Estimated Off-Block Time

FIDS Flight Information Display System

FUM Flight Update message

FIDS Flight Information Display System

MGT / MTT Minimum Ground Time / Minimum Turnaround Time

NMOC Network Manager Operations Centre (former CFMU)

MVT Movement Message

PED Public Estimated Time of Departure

SED Staff-Estimated Time of Departure

SOBT / STD Scheduled Offblock Time

TRACE TWR Approach Coordination Equipment

TOBT / ETD Target Offblock Time / Estimated time of departure

TSAT / AOT Target Start-up Approval Time / Airline estimated offblock time

TTOT / ETR Target Take-Off Time / Expected time on RWY


Purpose of this document This document describes the concept of Airport Collaborative Decision Making (A-CDM) and its transfer to the ZRH environment. It contains detailed information about the core elements Information Sharing, Milestone Approach, Variable Taxitime, Pre-Departure Sequencing, CDM in Adverse Condition and Collaborative Management of Flight Updates. It also contains the CDM Alarming. It shall provide all the background information needed to understand the processes and elements used for A-CDM in regard to ZRH Airport. The operational processes are described in the A-CDM OPS manual, also available on the company website of Zurich Airport, Section Flight Operations.

INTENTIONALLY LEFT BLANK

http://www.zurich-airport.com/business-and-partners/flight-operations/a-cdm-en

http://www.zurich-airport.com/business-and-partners/flight-operations/a-cdm-en


2. Airport Collaborative Decision Making (A-CDM) 2.1. What is A-CDM A-CDM (Airport Collaborative Decision Making) is a concept, which aims are improving the overall operational efficiency at airports by reducing delays, enhancing the predictability of events during the progress of a flight and optimizing the utilization of resources. At the same time, it encourages the A-CDM Stakeholders, namely Airport Operators, Aircraft Operators, Ground Handling Agents, Air Traffic Control and the Network Manager Operations Centre (NMOC) to practice a more efficient and transparent cooperation to enhance the Air Traffic Flow and the capacity management at the airport and en-route. The concept has been elaborated by Eurocontrol in close collaboration with all partners involved. The guidelines for the concept were based on operational harmonization (Eurocontrol), technical standardization (EUROCAE) and by mandate of the European Commission. The A-CDM concept is an integral part of both the Dynamic Management of the European Airspace Network (DMEAN) and Single European Sky ATM Research (SESAR) programs. It is also supported and assisted by the Airport Council International (ACI) and the International Air Transport Association (IATA). 2.2. What are the common objectives

Improve predictability Improve on-time performance Optimize use of ground handling resources Optimize the use of airport infrastructure Reduce ATFM slot wastage Flexible pre-departure planning Reduce Apron/Taxiway congestion

With Airport CDM, the network is served also with more accurate take-off information to derive ATFM slots. As more airports implement Airport CDM, the network will be able to effectively utilize available slots more efficiently and reduce the current buffer capacity. This results in more transparency and planability.

Figure 1: Waste of capacity and efficiency


2.3. A-CDM implementation status Figure 1 shows the current A-CDM implementation progress throughout Europe (as at July 2015).

• 15 Airports already implemented A-CDM.

• 7 are about to join the community in the present Year.

• 12 are in the progress of implementation and to another 7 Airports an initial contact was established.

Figure 2: Status A-CDM Implementation (Source Eurocontrol)


Information sharing aims to share the latest data important for the turnaround process to all partners involved at the right time using an A-CDM platform (IT-Tool, interface).

Collabroative Management of Flight Updates

CDM in Adverse Condition

Pre-Departure Sequencing

Variable Taxi Time

Milestone Approach

Information Sharing

The Milestone Approach consists of 16 Milestones (=significant events) which take place during the inbound – turnaround – outbound process of a flight. Using the milestone approach, it becomes possible to the partners involved, to monitor the whole process and take influence where ever needed. Out of the Milestone-Approach, the Target Off-Block Time (TOBT) is derived.

The VTT replaces the standard taxi time and is used for inbound flights as well as for outbound flights. It reflects the individual taxi time from parking position to the runway in use and vice versa, including contributing factors as aircraft type, pushback time, time for remote de-icing.

Collaborative Pre-departure Sequence: Switching from the first come - first served principle to best planned - best served! By implementing pre-departure sequencing, an optimized off-block sequence is being generated, taking into account operational aspects and limitations.

CDM in Adverse Conditions: This element enables an efficient management of the operation during times, where the capacity at the airport is limited. (winter ops, etc.)

Collaborative management of Flight Updates: The exchange of arrival and departure information with the NMOC allows a more accurate planning for all flights.

3. The A-CDM core elements The concept of A-CDM consists of six core elements. To achieve the A-CDM status, all of the elements have to be implemented in accordance with the A-CDM implementation guidance material provided by Eurocontrol.

In the following part, all elements are described in more detail. 3.1. Information Sharing Information Sharing forms the basis for all of the other CDM elements. The objective is to deliver the latest operational data like TOBT (ETD), airport slots (STD), rotation changes, etc. at the right time to all partners involved by means of an A-CDM platform (IT-tool, interface). With Information Sharing in place, each partner gets the total picture and, if needed, can react early on upcoming events. At ZRH, the common A-CDM platform is the AIMS system (Airport Information and Management System) including FIDS (Flight Information Display System).

1

2

3

4

5

6

AIMS

NMOC

TWR / APRON / FMP

Airport Operation

Aircraft Operators

Ground Handling

Figure 3: Information Sharing at ZRH


7

In-Block

3.2. Milestone Approach The Milestone Approach together with Information Sharing forms the basis for the implementation of A-CDM. The Milestone Approach is a method to monitor the progress of a flight. As a result, more accurate planning data and early warnings to e.g. Aircraft Operators and Ground Handlers can be deflected, if, e.g. a flight has left his origin too late. Each significant event during the inbound, turnaround and outbound phase represents a so called milestone (16 in total). Each time a Milestone event is delayed or does not take place at all, has direct impact on the subsequent milestones. By implementing the Milestone Approach it is assured, that the partners receive the data early enough to react accordingly. With the implementation of the Milestone Approach, a new target time has been introduced. It is called Target Off-Block Time (TOBT). The TOBT represents the estimated time, when the aircraft is expected to be fully ready for push-back and/or start-up upon reception of the appropriate clearance. This time is issued by the Handling Agent or Aircraft Operator and can be considered as a sort of agreement for the ready time that all partners aim to achieve. It plays an important role for the ongoing departure planning of the flight and therefore has to be as early as possible distributed and as accurate as feasible.

8

Ground Handling Start

= implemented at ZRH

= not implemented at ZRH

ATC Flight Plan Activation for

Outbound

1

INBOUND TURNAROUND OUTBOUND

2

EOBT -2hr

3

Take Off Outstation

4

Local Radar Update

5

Final Approach

6

Landing

9

Update TOBT prior to TSAT

10

TSAT issue

11

Start Boarding

12

Aircraft ready

13

Start-up Request

14

Start-up Approved

Taxi In (EXIT)

MTT are considered in the A-CDM Platform and are updated by GH/AO

Taxi Out (EXOT) Inflight DATA Coherency

Check A/C ready

15

Off-Block

16

Take Off

A/C Ready


1

Milestone Description / Implementation at ZRH

Milestone 1 (ATC Flight plan activation): To check the consistency between airport data (including

airport slot) and flight plan data. This takes place 3h before EOBT (Estimated Off-Block Time).

Milestone 2 (EOBT -2hrs): The CTOT is issued by NMOC for regulated flights at EOBT -2 hrs). Consistency check, whether AO/GH flight estimates are consistent with ATC flight plan. The EOBT is verified.

Milestone 3 (Take-off from outstation): After the aircraft is airborne at outstation, there will be a calculation on estimated landing time (ELDT). This predicted landing time will be used to further calculate an estimated in-block time (EIBT) and is an indicator to update the TOBT (Target-Off-Block-Time). If the flight time is more than 2 hrs, this milestone can take place before Milestone 2.

Milestone 4 (Radar update): This Milestone is used to update the ELDT, EIBT and TOBT and is triggered when an aircraft enters a defined airspace. MS4 is not implemented at ZRH. Data would be available but is no additional value for the CDM Process.

Milestone 5 (Final Approach): When reaching MS5, the ELDT, EIBT and TOBT is updated. The TOBT is even updated automatically if EIBT + MTT is later than SOBT/TOBT.

Milestone 6 (Landing) The actual landing time is recorded. This Milestones is used to inform all partners about this actual event.

Milestone 7 (In-block): The In-block time is recorded and published to all partners. . The TOBT is now a highly important element and has a major influence on the subsequent Milestones. Therefore it is of upmost importance that this time is as accurate as possible.

Milestone 8 (Ground Handling starts): At ZRH, the handling activites start together with MS7, therefore, this MS is already achieved with MS7 and is not implemented.

Milestone 9 (Update TOBT prior TSAT) The TOBT is updated and confirmed by AO/GH. At ZRH, this MS9 is not impleneted since there is no timeline for the TOBT confirmation.

Milestone 10 (TSAT issue): Issue of the Target Start-Up Approval Time. This takes place 40min before SOBT/TOBT. In the AIMS system, the TSAT is issued 30min prior SOBT/TOBT. This Milestone is derived from the SOBTs/TOBTs of all departing flights and local and Network constraints.

Milestone 11 (Boarding starts): This Milestone is a indication for GH to verify the TOBT and update if necessary. At ZRH, this milestone is not implemented since the boarding start timpestamp is not a reliable indication for delay.

Milestone 12 (Aircraft ready) The Milestone 12 corresponds to the TOBT, the time where the turnaround process is finished and the flight is fully ready for push-back and/or start-up.

Milestone 13 (Start-up request). This Milestone corresponds to the time when the flight crew is requesting start-up. ZRH uses a different procedure. Apron control issues the start-up/pushback clearance according TSAT. Therefore, this MS 13 is not implemented

Milestone 14 (Start-up): Corresponds to the the actual start-up time according clearance Apron Control. This time should correspond to the TSAT

Milestone 15 (Off-block): Corresponds to the actual pushback (dock stand) or begin taxi time (open stand).

Milestone 16 (Take-Off): Recording of the Actual Take-Off Time (ATOT). This time is used to update the estimates for the next rotation (Milestone 3).

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16


3.3. Variable Taxi Time An significant and important element of the continuous CDM implementation describes the Variable Taxi Time (VTT). The VTT has impact on the Milestone Approach as well as on the element of the Pre-Departure Sequencing and the Collaborative Management of Flight Updates. With the VTT the standard taxi times (regularly ONE taxi time for all runways and parking positions) is replaced by variable taxi times according the airport layout and runways in use. The use of the VTT enables a more flexible and more accurate planning. The VTT is used for inbound flights as well as for outbound flights and reflects the individual taxi time from the runway to the parking position and vice versa. Contributing factors like, parking position, pushback time, remote de-icing etc. are taken into account. The VTT is distinguished between the so called EXIT (Estimated Taxi In Time) for inbound flights and the EXOT (Estimated Taxi Out Time) for outbound flights. The EXIT comprises the individual taxi time from the runway to the parking position and indicates the earliest arriving time at the stand (= start of ground handling activities). The EXOT comprises the sum of push-back time, engine start-up time (individual, depending on type of aircraft), taxi time to the runway. In case of remote de-icing the estimate required time for de-icing together with the longer taxi time to the remote de-icing facilities are taking into consideration. In such cases the estimated duration of de-icing (EDIT = Estimated De-icing Time) will be added to the EXOT. 3.4. Pre-Departure Sequencing The fourth element is the Pre-Departure Sequencing. The aim of the Pre-Departure Sequencing is to comprise the overall outbound traffic and generate an ideal overall departure sequence to enable a continuous and constant traffic flow from the parking position towards the runway with minimized queueing. Thereby the best planned - best served principle is used instead of the first come – first served approach. The flights are not treated in the same order as the call in „ready“, but rather according to the ideal departure sequence by considering the operational conditions of the airport and the restrictions of the air navigation service providers. (see illustrations 3.4.1 / 3.4.2) Based on the TOBT combined with the VTT, a so called Target Start-up Approval Time (TSAT) and Target Take-Off Time (TTOT) are calculated by the Departure Management System (darts). The TSAT is a calculated time at which a flight might expect push-back and/or start-up clearance, in order to achieve an optimized over all departure sequence. Therefore all contributing factors from the airport (OPS concept, demand, de-icing, VTT, etc.) and restrictions from ATC (e.g. SID, speedclass, waketurbulance separation, CTOTs, etc.) are considered and taken into account. The TTOT contains the expected take off time on the runway. Technically speaking the TTOT is calculated first and by detracting the VTT, the TSAT results.


3.4.1. First come – first served (common practice for non A-CDM Airports)

3.4.2. Best planned – best served (standard for A-CDM Airports)

Pest Important:

Pre-departure sequencing requires a high amount of transparency of all partners.

The TOBT (SED/PED) is the key to an accurate TSAT and TTOT. Late or no updates of TOBT result in bad planning, false allocation of resources and instability in TSAT/TTOT calculation.

RWY HOLDING POINT

DEP1 DEP 2 DEP 3 DEP 4 DEP 5 DEP 7

DEP 8

Within the first come - first served principle, the flights receive start-up and/or push back and taxi clearance to the runway in the same order as they call in “ready”. This might have the effect that regulated flights depart outside the slot tolerance window. Furthermore the waiting time at the runway must be considered since the separation criteria are not or only partly taken into account. This results in higher fuel consumption and therefore higher polluting emissions. At airports with difficult layouts and narrow taxiway system and/or without multiple lineup positions, also the overall throughput might be less due to suboptimzed departure sequence.

RWY HOLDING POINT

DEP 2 DEP 1 DEP 3 DEP 5

DEP 4 DEP 6

Within best planned - best served principle the order of start-up and/or push back and taxi clearance to the runway is based on the various factors like A/C mix, A/C performance, SID, variable taxi time, ATFM restrictions, de-icing time, RWY waiting time, etc. By considering all these factors, the flights will be cleared to the runway in due time to enable the best possible sequence. This means that flights are possibly delayed for optimization reasons and thus are not in the final sequence according SOBT/TOBT. With this principle, the waiting time at the runway can be reduced, the throughput maximized and the slot adherence improved.

DEP 7

DEP 6

Amount of delay

minor heavy


3.4.3. Provision of TTOT / TSAT Before and/or during the turnaround, the AO / GH shall update the TOBT by entering PED/SED into the AODB (AIMS) and these times are sent to the DMAN (darts). Darts on the other hand, uses the PED/SED as TOBT to sequence the flights.

For every departure based on the TOBT combined with the local restrictions at the airport and with the constraints from the network a target take of time TTOT is calculated by the DMAN (darts). As soon as the TTOT is defined, the adequate TSAT can be allocated. The TSAT considers the time, when a departing flight might expect start-up / pushback clearance aligned with the optimised over all departure sequence respecting all actual restrictions and limitations. The TSAT is assigned 40 minutes prior actual TOBT (TSAT issue) and communicated to the A-CDM platform 30 minutes prior SOBT/TOBT. Since AIMS does not use the 4-letter A-CDM abbreviation, the TSAT is displayed as AOT and the TTOT as ETR field. With every update of the TOBT the TSAT (and TTOT) will be consequently adjusted. At aircraft parking positions equipped with Docking Guidance System, the TOBT and IATA flight number are displayed on the DGS for ramp staff and flight crews. Once the ATC clearance has been issued, the ATC callsign, TSAT and TTOT are displayed on the DGS for the flight crews.

Aircraft Operators

Ground Handling

PED/SED

Darts (DMAN)

PED/SED TTOT TSAT

ETR AOT

Local Factors • Traffic demand • Traffic mix • MET conditions (CB’s, De-icing,) • Handling fueling Stop • RWY closures • Minimum Departure Intervalls (MDI) • …

Network Factors • ATFM Delay • ATFM Slots • …

AIMS / AODB (A-CDM Platform)

TOBT TTOT TSAT

Display Docking Guidance System / Flight Crew

Figure 4: TSAT TTOT distribution


3.4.4. TOBT management and Penalty Procedure As mentioned in chapter 3.4.2 and 3.4.3., the TOBT (SED/PED) is the key element. Since it is of high importance, a mechanism has been implemented in the DMAN (darts), penalizing flights which do not operate according the agreement.

In figure 5, good operations is displayed. In good operations, the flight is ready at STD (ready=ATC CLR received and transferred to Apron Control for further processing). In that case, no TOBT Management is necessary since STD is taken as TOBT. In very best case (low traffic volume), the TSAT equals TOBT.

If a flight will not be ready at STD, a TOBT (SED/PED) has to be entered. This TOBT is used by the DMAN to calculate a new, optimized sequence. This should happen early enough, before reaching STD or a previous set TOBT, otherwise other partners cannot react on the new circumstances and the DMAN has to recalculate on very short notice, resulting in an unstable TSAT.

Figure 5: good operations / good TOBT management


With bad operations (figure 6), the TOBT (SED/PED) is not updated. Meaning the flight is reaching his TSAT (in low peak hours TSAT equals STD/ETD), no ATC CLR is received nor did a TOBT set/updated. In a first step, the DMAN (darts) “punishes” the flight by postponing the TSAT by approximately 10min. In a second step, when the flight is not ready at TSAT again and no TOBT update is made, the flight is taken completely out of the departure sequence planning. If the flight remains more than 10min in this state, NMOC is informed and in return suspend the flightplan (FLS). (see section 3.6.1 C-DPI).

Figure 6: Bad operations / bad TOBT management


3.5. CDM in adverse conditions The following element focuses on CDM in Adverse Conditions. This means when due to adverse conditions the capacity at the airport is massively reduced and therefore normal OPS cannot be granted. (Situations like accidents or incidents, disruption of airport infrastructure, critical security events, unexpected weather conditions, winter operations, etc.) CDM in Adverse Conditions specifies procedures during complex situations, in order to provide the most actual and accurate information about the turnaround process among all partners involved. Together with the already implemented elements like information sharing, milestone approach, variable taxi time and pre-departure sequencing it is possible to respond better to the challenging situation in order to promote a targeted recovery process. In case of de-icing, this means that the process has to be more transparent and therefore manageable by sharing scheduled and actual times about the de-icing process via CDM platform from all the partners involved. 3.5.1. De-icing procedure The fight crew decides whether the aircraft needs to be de-iced or not. If de-icing is necessary, the flight crew requests this service at the appropriate organization (de-icing coordination unit) in due time according AIP LSZH. The de-icing coordination unit of ZRH decides on specific criteria’s, whether the aircraft will be deiced on stand or on remote de-icing facilities. The de-icing coordination unit is responsible for setting and communicating the airport de-icing procedure which is the baseline of all planning and calculations related to aircraft de-icing. The airport de-icing procedure is a table divided in 9 categories – from A to J – which reflects the approximate duration of the de-icing process for all types of aircraft operating at LSZH either for on-stand or for remote de-icing.


On-stand De-icing

In case of on-stand de-icing, the de-icing process at ZRH is considered as a following step after the turnaround process has been finished. Therefore it is the obligation of the ground handler and/or the aircraft operator to communicate an accurate TOBT not including any de-icing time. It is the obligation of the de-icing providers to announce the total availability of de-icing trucks for on-stand de-icing. As soon as de-icing is requested, the de-icing tool (AROSA) will calculate a planned de-icing start and de-icing end time based on TOBT, de-icing truck availability and assignment. The de-icing end time is calculated according to the airport de-icing procedure (A-J) and aircraft type. The calculated de-icing end time is used for the allocation of TSAT and TTOT. All planned de-icing times are updated by actual times. If e.g. the de-icing starts earlier, a re-calculation of the planned de-icing end time and thus TSAT/TTOT is done. Same happens, if de-icing finishes earlier or later than planned.

Important:

Actual de-icing start/end time (DAS/DAE) must be accurate and immediately made available in AIMS/de-icing tool since they have a direct impact on TSAT / TTOT and further calculation and allocation of more de-icing tasks.

TOBT (not including any

De-icing time) Request

De-icing!

Planed De-icing End Time = basis for TSAT/TTOT

calculation

Planned De-icing start time

(according truck assignment /de-

icing tool

De-icing time according de-icing table

Turnaround Process De-icing Process Sequencing Process

TSAT

TTOT

TAXI to RWY

Figure 7: On-stand De-icing process


Remote De-icing:

In case of remote de-icing, the estimated de-icing time (EDIT) is an associated element of the variable taxi time (VTT) to the runway in use and is reflected in the adequate TTOT. It is the obligation of the de-icing provider to announce the total availability of operational de-icing lanes. This indicates how many aircraft can be deiced simultaneously on the remote de-icing facilities. As soon as de-icing is requested, the de-icing tool (AROSA) will sequence the flight for the remote de-icing facilities by calculating a planned on-block, start de-icing, end de-icing and off-block time of the remote de-icing lanes. The allocation of the TSAT is based on the quantity of flights foreseen for remote de-icing in combination with the taxi out time to the remote de-icing facilities and taking into consideration the total outbound traffic. Important:

Actual de-icing start/end time (DAS/DAE) must be accurate and available immediately in AIMS/de-icing tool since they have a direct impact on TSAT / TTOT and further calculation of other de-icing tasks.

Also any reduction of capacity (e.g. truck refueling/de-icing lane closure, e.g.) shall be fed as early as possible into the A-CDM platform /de-icing tool since it has a major impact on the departure planning.

Actual and accurate unblocking of the de-icing lane for adequate throughput on the remote de-icing facilities

For more information about the operational process during winter OPS, refer to A-CDM Ops Manual, chapter 7.

TOBT

Request De-icing!

Planed offblock time on deicing

lane

De-icing time according de-icing table

Turnaround Process De-icing Process Sequencing Process TAXI to De-icing Pad TAXI to RWY

TSAT

Planned onblock time on deicing

lane

TTOT

Figure 8: Remote De-icing process


3.6. Collaborative Management of Flight Updates The Collaborative Management of Flight Updates is the final element within the A-CDM implementation process. With this element, the CDM Airport gets connected with the NMOC respectively with the ATFM Network. The implementation of the five previous elements is a compulsory precondition and represents the completion of the A-CDM implementation process. Having all elements operational in place, the airport is considered as A-CDM Airport. The CDM airports all over Europe are connected via the NMOC. Via this connection the exchange of two different messages about the status of each flight is granted. One of these messages is the Flight Update Message (FUM) and the other message is the Departure Planning Information (DPI). The FUM Messages sent by NMOC contains the Estimated Landing Time (ELDT) of each flight. The first FUM Message is sent 3 hours prior to ELDT and will be updated if the ELDT differs more than 5 minutes.

For the time being, ZRH does not use FUM messages operationally, since there are other mechanisms (ETA1-5) in place for getting an ELDT.

In return, the CDM Airports are sending DPI Messages to the NMOC. For each outbound flight, among aircraft related data, the TOBT, TSAT and TTOT will be transmitted to the NMOC. There are five different types of DPI Messages containing the latest known status for the further planning of a flight. The first DPI is sent 3 hours prior to EOBT, the last one with the actual off-block event of a flight. All DPI messages are being updated continuously according to the NMOC guidelines. The following graph illustrates the principles of data exchange between the CDM airports and NMOC. DPIs are sent from the CDM airport to NMOC, which will then send FUM messages to the destination airports and vice versa.

Figure 9: DPI/FUM distribution


3.6.1. Different types of DPI Messages In the following table, all the DPI message types are listed. Note that they have to be sent in a subsequent order. This means, that the process always starts with an E-DPI message and ends (under normal circumstances) with an A-DPI. A C-DPI can be sent only after a first DPI for the concerned flight has already been sent.

Type of DPI Description Timeframe

The data exchange between the Airport and the NMOC always starts with an Early DPI (E-DPI). This message will be sent between 3h and 2h prior EOBT, with reception of flight plan data. By sending the E-DPI to NMOC the airport successfully performed the consistency check between the airport slot (STD or SOBT) and the flight plan (EOBT). Within the E-DPI message the currently actual and valid times like EOBT, SOBT, TOBT, VTT and TTOT are being transmitted to NMOC.

EOBT -3h to EOBT -2h

A T-DPI-t will be send 2h before EOBT, in case the previously E-DPI was sent. This message is based upon the actual target off block time (TOBT). Within the T-DPI-t the actual and valid times like TOBT, VTT (in- or excluding EDIT), and TTOT are being transmitted to NMOC and updated if a time value changes more than 5min. This is also the time, where a possible CTOT is allocated by NMOC, in best case (depending on the regulation) CTOT = TTOT as transmitted in the DPI message.

EOBT -2h to TOBT -40min

By sending the T-DPI-s a distinction of regulated and non-regulated flights is considered. For non-regulated flights the T-DPI-s is sent to NMOC at the time when the flight is included in the departure sequence. Based on the TOBT and performance/SID/aircraft type a TSAT and a more accurate TTOT is calculated. This happens 40min prior TOBT. Within the T-DPI-s message the currently actual and valid times like TOBT, VTT, (in or excluding EDIT), TSAT and TTOT are being transmitted to NMOC and updated by any change of a time value by more than 5min.

For regulated flights, the T-DPI-s is sent differently. If the CTOT matches TOBT + VTT (on-time regulation), then the T-DPI-s is sent the same way as for non-regulated flights (40min prior TOBT). This indicates NMOC that the slot is accepted and should not be changed anymore.

If the CTOT is way beyond TOBT+VTT, then the T-DPI-s is sent 10min prior TSAT convenient for the deteriorate regulation (time, when the bad slot is accepted).

When the airline performs the turnaround processes, even the CTOT is way beyond, as soon as the aircraft declares ready the T-DPI-s is sent. In that case, the NMOC uses this T-DPI-s as REA message, trying to improve CTOT.

If CTOT+10 minutes are missed, a T-DPI-s is sent with a TTOT beyond the slot tolerance window, forcing NMOC to allocate a new CTOT.

Non-regulated Flight: TOBT -40min

Regulated Flight: TSAT-10min OR aircraft declares ready (REA-status)

E-DPI

T-DPI-t

T-DPI-s


This message will be sent at actual off block of the flight (can be either begin taxi time for self-power out stands or with start of pushback for stand requiring a pushback. Used to update the latest TTOT.

At begin taxi time (BTT) or Pushback Time (ATD)

C-DPI will be sent when the CDM process for a specific departure is interrupted. Such a message can be sent anytime during the process but only after having sent at least an E-DPI. A typical reason for C-DPI for instance is a return to stand or if an Advice Time is set. With the reception of a C-DPI, NMOC will suspend the flightplan (FLS). To recover from FLS, an update of EOBT is necessary. Depending on the case, even the TOBT must be updated.

Upon special events:

Return to stand

Advice time set

Penalty procedure

STBY after offblock

3.6.2. Examples of DPI messages E-DPI T-DPI-t T-DPI-s A-DPI C-DPI

-DPISTATUS EARLY

-ARCID EDW354

-ADEP LSZH

-ADES LGMK

-EOBT 0420

-EOBD 150805

-TAXITIME 0010

-TTOT 0430

-SOBT 0420

-SID DEGES2W

-ARCTYP A320

-REG HBIHZ

-DPISTATUS TARGET

-ARCID AFR1415

-ADEP LSZH

-ADES LFPG

-EOBT 0545

-EOBD 150125

-TAXITIME 0029

-TTOT 0614

-SID VEBIT2N

-ARCTYP A318

-REG FGUGN

-DEPSTATUS DEICING

-DPISTATUS SEQ

-ARCID AUA56H

-ADEP LSZH

-ADES LOWW

-EOBT 0540

-EOBD 150805

-TOBT 0540

-TSAT 0554

-TAXITIME 0011

-TTOT 0605

-SID DEGES2W

-ARCTYP A320

-REG OELBL

-DPISTATUS ATC

-ARCID SWR612Q

-ADEP LSZH

-ADES LIMC

-EOBT 0530

-EOBD 150805

-TAXITIME 0010

-TTOT 0536

-AOBT 0530

-AOBD 150805

-SID VEBIT3W

-ARCTYP RJ1H

-REG HBIYQ

-DPISTATUS CNL

-ARCID SWR1190

-ADEP LSZH

-ADES EDDN

-EOBT 1055

-EOBD 150803

Important:

A change of a time value within DPI Message of more than 5min always triggers an update of the adequate DPI message.

Same happens if aircraft registration/aircraft type or SID changes. If de-icing is considered, it will result in higher TAXITIME. Additionally, a de-icing remark is available

(see example T-DPI-t). A TOBT is included in the E-DPI and T-DPI-t only if set in the CDM platform (SED/PED). In the T-DPI-

s, TOBT is always included and represents SOBT, if no SED/PED is set.

For regulated flights:

The TOBT sent in the DPI messages is used as a NO SLOT BEFORE time. A TOBT does not have an impact on an allocated CTOT as long as it is set to a value 10min prior

TSAT (reflecting original slot) The REA status is achieved via automatic generated T-DPI-s message by providing an earliest

possible TTOT which is before STW.

A-DPI

C-DPI


4. A-CDM Alerts To support early reaction on unforeseen events and to help daily OPS to identify discrepancies, an alerting mechanism is established. According to the A-CDM implementation manual, there are 14 pre-defined A-CDM alerts. The aim of those alerts is to sensitize aircraft operators and/or ground handling agents on issues needed to be solved. The alerts are not a mandatory item for A-CDM implementation, but are highly recommended. At ZRH, the alerts are either sent via SITA Telex Message or are shown in the AIMS Alarm Window.

In the table below, all CDM alerts are listed. For the implemented ones, the providing system and receiver of the alert is listed as well.

CDM Alert

Description Goal Trigger / Validity active System

CDM01 No Airport Slot available or slot already correlated

Information for AO/GH, that FPL cannot be correlated with an existing airport slot.

No

CDM02 SOBT/TOBT vs. EOBT discrepancy

To re-align SOBT/TOBT with FPL EOBT or vice versa

EOBT differs more than 15min from SOBT/TOBT. Sent: Only once, as soon as the FPL is available in Airport System.

Yes SITA Message to AO AIMS Alarm Window Warning for GH

CDM03 Aircraft Type discrepancy

Resolve discrepancies between FPL / Airport Database

No

CDM04 Aircraft Registration discrepancy


No AREG in AIMS available Sent: As soon as the MVT message (T/O origin) is sent.

Partly active

AIMS Alarm Window for GH

CDM05 First Destination discrepancy


Sent: Only once, as soon as the FPL is available in Airport System and the first destination from FPL and Airport are different

Yes AIMS Alarm Window for GH

CDM06 None-Airborne Alert Message sent to GH that STA can eventually not met.

If there is no MVT Message from Outstation (take-off origin / airborne time according FPL) then this alarm will be raised.


CDM07 EIBT + MTT discrepancy with EOBT / TOBT

Advice GH that STD/TOBT eventually cannot be met

If according MVT Message (take-off origin) the ETA+MTT exceed STD/ETD. Monitored until final approach


CDM08 EOBT compliance alert

Message to AO/GH that EOBT and TOBT are not consistent and needs to be aligned

Starting with final approach, the EOBT and TOBT are monitored until aircraft ready. If difference >15min, the alert is triggered

Yes SITA Message to AO AIMS Alarm Window for GH


CDM09 Boarding Not Started Advice GH that boarding has not started at a certain time

No

CDM10 TOBT rejected or deleted

Message to AO/GH stating that TOBT has been deleted / max number of updates is exceeded and re-sequencing is necessary

No

CDM11 Flight Not Compliant with TOBT / TSAT

Message to AO/GH, if flight is not ready at TOBT or TSAT

No

CDM12 TSAT not respected by ATC

Message to ATC if flight has no startup clearance at TSAT

No

CDM13 No ATC Flight Plan Available

Message sent to AO to file a flightplan.

If 2,5h before STD no FPL is available

Yes SITA Message to AO

CDM14 Automatic ETD Generation not possible

Alert sent to AO/GH if an automated TOBT cannot be set.

No

Important:

The alerts are a hint/indication, that something in or even before the turnaround process went wrong, may create an issue in the following steps or needs immediate attention.

It is up to the partners to react to the alarms. By resolving pending issues, the whole turnaround process can be smoothened and the planning results are much more reliable.

For business & general aviation, the alerting mechanism is only partly implemented.


5. A-CDM Implementation at ZRH ZRH implemented A-CDM in a two-step approach:

First Step 3rd of May 2012:

• Implementation of the selected Milestones at ZRH

• Implementation of the CDM Alerting for Ground Handling via AIMS Alarm Window

• Implementation of the CDM Alerting via SITA Messages to the Aircraft Operator.

• Introduction of the CDM terminology (TOBT, TSAT, TTOT) on different systems and screens.

Second Step, 19th of August 2013

• Implementation of Collaborative Management of Flight Updates

• Implementation of automatic REA process

On 19th of August 2013, ZRH achieved the A-CDM status according the principles of the A-CDM implementation manual.


6. Appendix 6.1. The A-CDM progress and action table at ZRH Milestone Description Inputs Outputs ALARMS Responsible Actions

Dat

a C

oher

ency

Flight Plan Check Airport Slot data

Flightplan data

E-DPI CDM02 (SITA) CDM02 (AIMS) CDM04 (AIMS) CDM05 (AIMS)

Aircraft Operator

Handling Agent

Alignment Airport Slot with FPL and data check

EOBT -2,5h Missing FPL CDM13 (SITA) Aircraft Operator

File a flightplan

EOBT -2hrs ATFM Regulation

T-DPI-t CDM02 (AIMS) Handling Agent

Possible update of TOBT

Inbo

und

Proc

ess

Take Off Outstation

Take-Off message outstation

ETA 1 CDM06 (AIMS) CDM02 (AIMS)

Handling Agent

Possible update of TOBT

ETA1 + MTT CDM07 (AIMS) CDM02 (AIMS)

Handling Agent

Update TOBT

Final approach ETA 4/5 Automatic TOBT for outbound (if there was no actions on CDM07 alert in AIMS

CDM02 (AIMS) CDM07 (AIMS)

Handling Agent

Automatic TOBT update

Han

dlin

g Pr

oces

s

Landed TDT CDM08 (SITA) CDM08 (AIMS)

Aircraft Operator / Handling Agent

Update EOBT and/or TOBT

In-block TOBT Mgmt. CDM08 (SITA) CDM08 (AIMS)



TSAT issue TOBT Mgmt. TSAT / TTOT provision.

T-DPI-s

CDM08 (SITA) CDM08 (AIMS)



ATC

Pro

cess

Aircraft ready

(Start of ATC Process)

ATC clearance

Aircraft active for Apron Control

CTOT adherence managed by ATC. EOBT updates / Slot extensions managed by FMP Skyguide

ATC Update EOBT / request slot extensions

Startup approved SUT TTOT update

ATC Update of EOBT/ request slot extensions

Offblock ATD A-DPI ATC Update of EOBT / request slot extensions

Airborne ABT ATC

1

2

3

5

6

7

10

12

14

15

16


6.2. A-CDM process graphical overview


6.3. Additional Information (FIDSMON page 0905ff)

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