Airport Collaborative Decision Making

Transcription

1 Amsterdam Airport Schiphol Airport Collaborative Decision Making Operations Manual FINAL VERSION 2018 Amsterdam Airport Schiphol

2 Document Control Change Record Version Date Author(s) Change reference feb-2012 F. Duivenvoorde Initial draft version mar-2013 A. Jongen (LVNL) F. Olislagers (LVNL) F. Duivenvoorde (AAS) Draft version apr-2013 A. Jongen Updated chapters 3 and 5 after review apr-2013 A. Jongen F. Olislagers, F. Duivenvoorde Updated other chapters after review may-2013 A. Jongen, F. Duivenvoorde Updated after review by Advisory Group may-2013 A. Jongen, F. Olislagers, F. Duivenvoorde Updated chapters 3, 4 and 6 Last draft version for approval by CDM@AMS Program for publication and use under CDM@AMS - Local Operations may-2013 F. Duivenvoorde Approved draft version by A-CDM Implementation Board for publication on nov-2013 F. Duivenvoorde A-CDM Implementation Board decision: Note in paragraph Scenarios regarding REA message removed mei 2014 F. Sonsma (KLM) Update due to temporarily departure process fully ready to enable A-CDM Local Operations Oct 2014 B.D. Onnes (AAS) Feedback put through Dec 2014 H. Kelder (KLM) Added A-CDM de-icing information okt 2015 J. van Buuren (AAS) Update 3.09 and okt 2015 H. Kelder Update de-icing information okt 2015 E. Derogee Chapter 10 has been removed okt 2015 E. Derogee Several updates (FDU en DZ) ; CDM->A-CDM okt 2015 E. Derogee Final Version dec 2015 E. Derogee Communication scheme fallback updated mei 2018 Y. Alexopoulos, D. Zwaaf, F. Sonsma. Updated doc. in general and added chapter Amsterdam Airport Schiphol Page 2 / 45

3 Reviewers Name Frank Sonsma Hans Kelder David Zwaaf Frans Duivenvoorde Maaijke van der Eem Lisette van Leeuwen Gerardo Vale Eric van Leeuwen Yiannis Alexopoulos Function Organisation Coordinator KLM Flight Operations & OCC Organisation Coordinator KLM Ground Services Organisation Coordinator LVNL Organisation Coordinator AAS Business Analyst KLM Flight Operations & OCC Business Analyst KLM Ground Services Business Analyst LVNL Business Analyst AAS Business Analyst AAS Approval Name Function Signature (digital) Erik Derogee (AAS) Program Manager 2018 Amsterdam Airport Schiphol Page 3 / 45

4 Contents 1 Introduction... 6 The Airport CDMConcept... 6 CDM@AMS Program... 6 A-CDM Contactdesk... 6 Purpose of the document... 7 Reference documents Standardised Processes - The Overview... 8 Information Sharing The Airport CDM system... 9 The Milestone Approach (Turn-round Process)... 9 Variable Taxi Time Pre-departure Sequence A-CDM during winter operations A-CDM in Adverse Conditions Collaborative management of flight updates CDM@AMS Procedures Estimated Landing Time (ELDT) Estimated In-Block Time (EIBT) A-CDM flightstates Inbound flightstates Turnaround flightstates Outbound flightstates Actual Landing Time (ALDT) Actual In-Block Time (AIBT) Minimum Turnaround Time (MTT) Target Off-Block Time (TOBT) The Definition of TOBT at Schiphol Sources of TOBT Target Start-up Approval Time (TSAT) & Target Take Off Time (TTOT) Sequence at which flights are (re)planned Which flights are planned? Which flights are NOT planned? What will trigger a recalculation? What happens when I update my TOBT? Actual Start-up Request Time (ASRT) Departure aircraft is blocking parking space for inbound aircraft Start-up Procedure Actual Off-Block Time (AOBT) Amsterdam Airport Schiphol Page 4 / 45

5 Actual Take Off Time (ATOT) De-icing Gate de-icing Remote de-icing CDM Alerts CDM09 Boarding Alert CDM11 Flight not compliant with TOBT/TSAT alert CDM101 Diversion Alert CDM102 Indefinite Holding Alert CDM103 Non-Inblock Alert CDM104 EOBT/TOBT discrepancy Alert Flight plan updating, EOBT Regulated flights... Fout! Bladwijzer niet gedefinieerd. 4 Fallback & contingency procedures Introduction Backup procedures Maintain a workable A-CDM operation Fallback and recovery procedures Evaluation of fallback Connection to NMOC via DPI messages Summary of Key Responsibilities Airline TOBT TSAT Main Ground Handling Agent TOBT De-icing agent Pilot ATC Airport Planning & Control A-CDM Portal A-CDM Portal Alerts Abbreviations and acronyms Amsterdam Airport Schiphol Page 5 / 45

6 1 Introduction The Airport CDM Concept The Airport CDM(Collaborative Decision Making) concept is defined in a wide scale of documentation provided by EUROCONTROL. Although the concept includes a wide variety of different standards and constraints, the implementation of the concept is always a local process. CDM@AMS Program The CDM@AMS program at Schiphol Airport is a joint initiative between the airlines, handlers, LVNL and Amsterdam Airport Schiphol. The key aims of the program are to facilitate the sharing of operational processes and data to allow better informed decisions to be made. Implementation at other major European Airports has shown improvements in stand and gate management, resource management, slot adherence leading to reduced costs for all parties and improved accuracy of passenger information. The program is supported by Eurocontrol and activities, where possible, will be carried out in line with the Eurocontrol Airport CDM concept elements as described in the Eurocontrol Airport CDM Implementation Manual. The aim of the program is to optimise the turnaround process in order to assure the best possible coordination of resources. Providing A-CDM business process stakeholders with accurate and timely information so that decisions can be made to ensure that the turnaround of a flight is efficient and everyone has a common awareness of the situation. Partners will also be alerted to potential delays and discrepancies by alerts in the system and prompted to take corrective action to ensure a correct flow of data and information. A-CDM Contact desk If you have any operational, flight-related questions, you can contact the A-CDM Contact desk. This service is provided 24/7 by AAS, Apron Planning & Control on +31 (0) For A-CDM related questions please check answers on the FAQ s on the Schiphol A-CDM Website ( first. If you have any technical problem concerning A-CDM operational flight information please contact the A-CDM Contact desk. They will provide you with other assistance if needed and in case of severe technical problems they will contact the FMA to initiate the A-CDM fallback procedures Amsterdam Airport Schiphol Page 6 / 45

7 Purpose of the document This document is intended to: Describe the operational and local departure planning procedures and clearly define associated responsibilities Support the successful implementation of Airport CDM at Schiphol. Reference documents The following documents are referred to: 1. EUROCONTROL Airport CDM Implementation Manual V4.0 (April 2012) 2. Effective Operational Procedures Available via the Schiphol CDM Portal 2018 Amsterdam Airport Schiphol Page 7 / 45

8 2 Standardised Processes - The Overview A-CDM is implemented through the introduction of a set of operational processes. The main characteristics of the processes follow the six step cycle as below (Figure 1). Figure 1 Airport CDM Processes 2018 Amsterdam Airport Schiphol Page 8 / 45

9 Information Sharing The Information Sharing element defines the sharing of accurate and timely information between the Airport CDM Partners in order to achieve common situational awareness and to improve traffic event predictability. EUROCONTROL DEFINITION The Airport CDM system The existing Airport Central Information System Schiphol (CISS) is the chosen platform for realizing the Airport CDM system. The Airport CDM system gathers all available information for flights during the inbound, turnaround and outbound flight phase. It uses a number of business rules describing the source hierarchy to identify the best available time element and share this information with all interested parties. The Airport CDM system performs the following functions: Collect all relevant data from sector parties Calculate estimation of new events, or establish that an event has occurred Make this new data available to all sector parties so there is a common view / situational awareness For CDM@AMS this is delivered via free access to the Schiphol Airport CDM Portal. Within the portal there is real-time availability of all the key data elements for any flight from / to Amsterdam. All partners and their third parties that support the turnaround process are encouraged to actively use this portal. To gain access to the A-CDM Portal please complete the application procedure which can be found at the Schiphol A-CDM Website ( The Milestone Approach (Turn-round Process) The Milestone Approach element describes the progress of a flight from the 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 forthcoming events for each flight with off-blocks and take off as the most critical events. EUROCONTROL DEFINITION A milestone is a significant event during the planning or progress of a flight. A successfully completed milestone will trigger the decision making processes for downstream events and influence both the further progress of the flight and the accuracy with which the progress can be predicted. The milestones help in identifying potential deviations from planning, trigger re-planning and allow collaborative decisions to be made. Milestones that are passed shall lead to an update of downstream milestones/time elements following agreed CDM@AMS procedures. The most important time elements that are linked and updated at the passing of a milestone are: the Estimated Landing Time (ELDT), the Estimated In-Block Time (EIBT), the Target Off-Block Time (TOBT), the Target Start-Up Approval Time (TSAT), and the Target Take Off Time (TTOT) Amsterdam Airport Schiphol Page 9 / 45

10 The figure 2 (below) shows the (highly) recommended milestones as described in the Eurocontrol Airport CDM Implementation Manual [DOC. REF. 1] Figure 2: A-CDM milestones by Eurocontrol For CDM@AMS the following milestones are implemented: Milestone 1, EOBT 3 hours For this milestone the following action takes place: 1. The ATC TWR flight plan is automatically correlated to the applicable departure flight in the Airport CDM system and the (auto-)tobt is provided to ATC TWR. Milestone 2, EOBT 2 hours For this milestone the following action takes place: 1. EIBT updates of the arrival flight can result in an update of the auto-tobt of the connected departure flight by the Airport CDM system. These updates are provided to ATC TWR. Milestone 4, Local Radar Update For this milestone the following actions take place: 1. ATC TWR flight plan data updates of ELDT, EIBT and flightstates FIR and TMA are automatically updated for the applicable arrival flight in the Airport CDM system. 2. EIBT updates of the arrival flight can result in an update of the auto-tobt of the connected departure flight by the Airport CDM system. These updates are provided to ATC TWR Amsterdam Airport Schiphol Page 10 / 45

11 Milestone 5, Final Approach For this milestone the following actions take place: 1. ATC TWR flight plan data updates of ELDT, EIBT and flightstate FNL are automatically updated for the applicable arrival flight in the Airport CDM system. 2. EIBT updates of the arrival flight can result in an update of the auto-tobt of the connected departure flight by the Airport CDM system. These updates are provided to ATC TWR. Milestone 6, Landed For this milestone the following actions take place: 1. ATC TWR flight plan data updates of ALDT and EIBT are automatically updated for the applicable arrival flight in the Airport CDM system. 2. ALDT update of the arrival flight results in an update of flightstate to TAX by the Airport CDM system. 3. EIBT update of the arrival flight can result in an update of the auto-tobt of the connected departure flight by the Airport CDM system. These updates are provided to ATC TWR. Milestone 7, In-Block For this milestone the following actions take place: 1. ATC TWR flight plan data updates of AIBT are automatically updated for the applicable arrival flight in the Airport CDM system. 2. AIBT update of the arrival flight results in an update of flightstate to IBK by the Airport CDM system. 3. AIBT update of the arrival flight can result in an update of the auto-tobt of the connected departure flight by the Airport CDM system. These updates are provided to ATC TWR. Milestone 11, Boarding Starts For this milestone the following action takes place: 1. When boarding starts information from the gate agent is received in the Airport CDM system this results in an update of the departure flightstate to BRD Amsterdam Airport Schiphol Page 11 / 45

12 Milestone 13, Ready Call For this milestone the following actions take place: 1. The ASRT is set by ATC when the flight is ready and within its TSAT window and is automatically updated for the applicable departure flight in the Airport CDM system. 2. ASRT update of the departure flight results in an update of flightstate to RDY by the Airport CDM system 3. ASRT update of the departure flight results in a manual update of the TTOT. Milestone 15, Off Block For this milestone the following actions take place: 1. ATC TWR flight plan data updates of AOBT are automatically updated for the applicable departure flight in the Airport CDM system. 2. AOBT update of the departure flight results in an update of flightstate to TAX by the Airport CDM system. Milestone 16, Take Off For this milestone the following actions take place: 1. ATC TWR flight plan data updates of ATOT are automatically updated for the applicable departure flight in the Airport CDM system. 2. ATOT update of the departure flight results in an update of flightstate to AIR by the Airport CDM system Amsterdam Airport Schiphol Page 12 / 45

13 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. EUROCONTROL DEFINITION For the Variable Taxi Times (VTTs) are available in ATC TWR. ATC uses the VTTs for the calculation of EIBT,TSAT and TTOT. Pre-departure Sequence The Pre-Departure sequence is the order that aircrafts are planned to depart from their stands (off block) taking into account partner's preferences. It should not be confused with pre-take off order where ATC organise aircrafts at the holding point of a runway. EUROCONTROL DEFINITION For CDM@AMS a Collaborative Pre-Departure Sequence Planning (CPDSP) module has been implemented in ATC TWR. TSATs and TTOTs are provided by ATC TWR to the Airport CDM system. A-CDM during winter operations For CDM@AMS the de-icing companies will provide de-icing information which is entered into the Airport CDM system and used by the Collaborative Pre-Departure Sequence Planning (CPDSP) module of ATC TWR to recalculate TSAT and TTOT A-CDM in Adverse Conditions Adverse Conditions consists of collaborative management of the capacity of an airport during periods of 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. EUROCONTROL DEFINITION For CDM@AMS the AAS Flow Manager Aircraft (FMA) will provide Airport Status information via the A-CDM Portal Amsterdam Airport Schiphol Page 13 / 45

14 The A-CDM Airport Status is visible at the top of every page of the A-CDM Portal and also has a standard color coding, which the table 1 below explains: Table 1: Airport status color coding Airport Status GREEN Normal Operations ORANGE Disruptions RED Severe disruptions RED Emergency At the end of each sector or capacity briefing it will be jointly decided which airport status is maintained or determined. The starting point is Green: Normal Operations. Collaborative management of flight updates The Collaborative Management of Flight Updates element consists of exchanging Flight Update Messages between Eurocontrol Network Manager and a A-CDM Airport, to provide estimates for arriving flights to A-CDM Airports and to improve the ATFM slot management process for departing flights. EUROCONTROL DEFINITION For CDM@AMS the Eurocontrol Flight Update Messages (FUM) information is used by ATC TWR to determine an ELDT for the inbound flight before the flight is under active ATC control. This ELDT is provided to the Airport CDM system Amsterdam Airport Schiphol Page 14 / 45

15 3 Procedures This chapter expands with a more detailed look at the procedural elements of each operational effective CDM@AMS procedure. All operational effective CDM@AMS procedures are available via the Schiphol A-CDM Website ( Each procedure has a number that is in some cases followed by a letter. The update of A- CDM ELDT procedure has number 1. Revisions on a procedure are made available via a subnumber. Procedure number 1.2 is revision 2 of procedure 1. In the following paragraphs the sub-number is noted as a x. Estimated Landing Time (ELDT) ELDT is the estimated time that an aircraft will touchdown on the runway. The ELDT is provided by ATC, AO or GH to the Airport CDM system. The Airport CDM system determines the best ELDT based on business rules as described in CDM@AMS procedure 1.x Update of A-CDM ELDT. Estimated In-Block Time (EIBT) EIBT is the estimated time that an aircraft will arrive in blocks. The Airport CDM system determines the best EIBT based on business rules as described in CDM@AMS procedure 2.x Update of A-CDM EIBT. A-CDM flightstates The following figure (#3) shows the CDM@AMS flightstates: Figure 3: CDM@AMS flightstates 2018 Amsterdam Airport Schiphol Page 15 / 45

16 3.3.1 Inbound flightstates uses the following inbound flightstates: - SCH Flight scheduled - CNX Flight cancelled - AIR Flight airborne - FIR Flight airborne in Dutch airspace - TMA Flight in approach - FNL Flight on final - TAX Flight taxiing - IBK Flight in-blocks - IDH Flight in indefinite holding, unable to continue approach - DIV Flight diverting - GOA Flight go-around The Airport CDM system uses various sources to determine the inbound flightstate based on business rules as described in CDM@AMS procedure 3A.x - Update of Inbound A-CDM Flightstates Turnaround flightstates CDM@AMS uses the following turnaround flightstates: - SCH Flight scheduled - CNX Flight cancelled - BRD Flight boarding - GCL Gate closed The Airport CDM system uses various sources to determine the turnaround flightstate based on business rules as described in CDM@AMS procedure 3B.x - Update of Turnaround A- CDM Flightstates Outbound flightstates CDM@AMS uses the following outbound flightstates: - RDY Flight ready, crew made a Ready Call - TAX Flight taxiing, aircraft off-blocks but not airborne - AIR Flight airborne, aircraft has taken off - RTN Flight returning, aircraft returning after off-blocks The Airport CDM system uses various sources to determine the outbound flightstate based on business rules as described in CDM@AMS procedure 3C.x - Update of Outbound A- CDM Flightstates Amsterdam Airport Schiphol Page 16 / 45

17 Actual Landing Time (ALDT) ALDT is the time that an aircraft lands on a runway. The Airport CDM system determines the ALDT based on business rules as described in CDM@AMS procedure 5.x Update of A-CDM ALDT. Actual In-Block Time (AIBT) The Airport CDM system determines the AIBT based on business rules as described in CDM@AMS procedure 6.x Update of A-CDM AIBT. Minimum Turnaround Time (MTT) The Airport CDM system uses Minimum Turnaround Times that are provided to AAS by the MGHA to calculate the Auto-TOBT for an outbound flight with a connected inbound leg. The procedure for providing MTTs to AAS is described in CDM@AMS procedure 8.x MTT Updating. Target Off-Block Time (TOBT) TOBT is the time that, based on the end of the handling process, an aircraft is expected to be ready to leave the stand. It does not take the availability of a pushback truck, when needed, into account. The Airport CDM system determines the (auto-)tobt based on business rules as described in CDM@AMS procedure 7.x TOBT Updating. The aim of the TOBT is to provide a timely, accurate and reliable estimate of the earliest possible off block time to the community as a whole. Accurate TOBTs enhance operations on the ground as they provide all airport partners with a clear picture of the intentions of aircraft on the ground. As well as being important for departure planning at the airport, TOBTs are essential for planning Air Traffic Flow Management (ATFM) across Europe. It is in everyone s interest to ensure the availability of an accurate and timely TOBT which will result in a more stable and optimal TSAT. In the drive to ensure completeness and accuracy of data throughout the flight processes, there are a number of automated alerts which highlight the need for the potential adjustments which may become necessary The Definition of TOBT at Schiphol For every IFR flight operating Amsterdam Schiphol Airport there is a Main Ground Handler Agent (MGHA) appointed by the Airline Operator that is in responsible for updating the TOBT. TOBT is the time that the MGHA estimates that an aircraft will be ready, all ground handling activities are finished (except processes that plan on TSAT like pushback, jet-starting, cooling/heating etc.), all doors are closed and the boarding bridge and handling equipment removed Amsterdam Airport Schiphol Page 17 / 45

18 Aircraft Operators (AO) at Schiphol must communicate any change to their TOBT of +/- 5 minutes or greater via their appointed Main Ground Handling Agent (MGHA) to the Airport CDM system. Smaller changes of TOBT up to a minute may be communicated. TOBT may be set prior to the flights SOBT, but it cannot be set prior to clock time, i.e. it should always be a time in the future. Note: Due to the time that is needed to process an update of TOBT (up to several seconds), care should be taken not to set the TOBT too close to current clock time to prevent the rejection of a TOBT update. As a rule of thumb one should set the TOBT more than 1 minute past the current clock time Sources of TOBT As soon as a valid ATC TWR flight plan correlation is made with the scheduled flight in the Airport CDM system, a TOBT may be updated. This is at EOBT (flight plan time) minus 3 hours. Initially the TOBT is based on the schedule information and set equal to the Scheduled Off Block Time (SOBT) for flights that have not yet or will not have a connected incoming flight defined. As soon as an incoming flight is defined, the TOBT will be automatically calculated based on the EIBT + MTT by the Airport CDM system. Changes in ELDT/EIBT will result in updated TOBT. This automatic process will continue until the flight is actual inblocks (AIBT) or the TOBT is manually set by the MGHA. From that point on, the MGHA is the main source for updates of TOBT. Note: A TOBT that is equal to the last known TOBT will not be processed by the Airport CDM system. Therefore, in order to stop the automatic updating process, a manually set TOBT should differ from this last known TOBT. Another source for updates of the TOBT can be the EOBT. If the flight plan EOBT is updated to a later time that the current TOBT, the EOBT will automatically overwrite the TOBT. Thereafter, the TOBT can be updated to any time without bringing any change to the EOBT. Target Start-up Approval Time (TSAT) & Target Take Off Time (TTOT) The TSAT & TTOT are provided by ATC to the Airport CDM system. The Airport CDM system processes the TSAT & TTOT based on business rules as described in CDM@AMS procedure 10.x TSAT & TTOT Updating. Pushback management should use the TSAT in its tug assignment planning, as should associated processes like jet-starting and cooling/heating. This will help in creating a planned 2018 Amsterdam Airport Schiphol Page 18 / 45

19 departure sequence when the pilot makes a ready call only when the flight is fully ready for immediate start-up / pushback. Based on the provided TOBT (automatically calculated or manual set by the MGHA, also on request of the AO), a TSAT is calculated for each flight by the Collaborative Pre-Departure Sequence Planning system (CPDSP). This is done by calculating the earliest TTOT (TTOT ) for each flight that is used as starting point for the algorithm to optimize the take-off sequence. The optimized take-off sequence leads to an optimized start-up sequence by subtracting the taxi-out time (EXOT) for each flight (see figure below figure 4). Figure 4: Collaborative Pre-Departure Sequence Planning system The above described calculation can be triggered by TOBT updates, changes in RWY usage and/or capacity (e.g. due to changing weather conditions) and CTOT changes. All flights th at do not yet have a RETD (planned by the start-up controller) and/or which TSAT is more than 5 minutes in the future (outside the stable zone) will be planned on top of the flights with RETD and stable TSAT planning (Figure 5) Amsterdam Airport Schiphol Page 19 / 45

20 Figure 5: Trigger for sequence planning Sequence at which flights are (re)planned In the (re)calculation process, flights with a CTOT will be planned first. Then all other flights will be planned using the TTOT (earliest possible TTOT) as key for the sequence at which they will be processed by the planning algorithm Which flights are planned? For a flight to take part in the CPDSP process, it needs to comply with all of the following prerequisites: - The flight is IFR, including those from General Aviation, that depart from Schiphol - It has a valid flightplan - The flightplan is available for CPDSP (i.e. present in the ATC system, normally at EOBT-3hr) - TOBT is known - The TTOT (=TOBT+EXOT) is not more than 10 hours into the future - The flight is planned on one of the main RWY s o Flights that leave from other than the main RWY s will receive a TSAT that is equal to it s TOBT. The start-up procedure will be the same for these flights (see section 3.11) Which flights are NOT planned? There are situations where flights are not (or no longer) part of the CPDSP planning process. E.g. VFR flights are not included in the planning process. Also flights that have called Ready and are actively planned by the start-up controller do no longer take part in a re-planning Amsterdam Airport Schiphol Page 20 / 45

21 Flightplans may be suspended (Flight Plan Suspended FLS) by NMOC due to: - an expired EOBT, - too low RVR at destination airport, - a closed route (that was part of the flight plan), - a closed destination airport As long as a flight is suspended, it will not take part in the planning process. The latest known TOBT and TSAT will remain visible in the A-CDM Portal. Flight plan de-suspension will reactivate the flight in the CPDSP process. This can be done by sending a change (CHG) or delay message (DLA) to NMOC, or by cancelling the current flight plan (CNL) and filing a new flight plan. Also flights that have a TSAT that is expired (i.e. CLOCK > TSAT + 5 min and the the pilot did not call Ready) are no longer part of the CPDSP process. The same holds for flights that after off-blocks are returning to the gate. In both these cases an updated TOBT (where TOBT should be > CLOCK) will reactivate the flight in the CPDSP process What will trigger a recalculation? The recalculation process as described above can be triggered by several events: - a TOBT update of a flight with the TOBT earlier than the previous TOBT or later than the current TSAT - a new CTOT for a flight - a change in planned capacity or RWY-usage (for the next planned RWY combination) - a change in current capacity or RWY-usage (for the RWY combination in use) - assignment and changes in RETD values by the start-up controller e.g. o to reflect a change in predicted taxiing traffic, o to reflect a change in predicted take-off flow What happens when I update my TOBT? Any change to a TOBT of 5 minutes or more must be communicated at least 5 min before the new TOBT. It is of vital importance for the overall planning process to communicate known changes of 5 minutes or more in the turnaround process as soon as possible by adjusting the TOBT accordingly. Smaller changes of TOBT, changes of less than 5 minutes, may be communicated. Depending on the change in relation with the previous TOBT value and the current TSAT, the update will have different results. An update of your TOBT: - Earlier in time than the previous TOBT: o A recalculation of CPDSP may result in a new TSAT taking the new TOBT as the basis for the calculation Amsterdam Airport Schiphol Page 21 / 45

22 - Later in time than the previous TOBT but before the current TSAT: o No recalculation will be triggered by this update. This enables AO/MGHA in situations where there is a start-up delay to decide to use the start-up delay for the turnaround process (e.g. wait for a connecting passenger) or to stick to the TOBT and remain ready for improvements of the TSAT. - Later in time than the previous TOBT and equal or later than the current TSAT: o A recalculation of CPDSP will result in a new TSAT taking the new TOBT as the basis for the calculation.. Note: It should be avoided to communicate small changes in TOBT when near or within the TSAT-window. Instead the flight should make use of the flexibility provided by the TSAT window (see 3.11 Start-up Procedure). Actual Start-up Request Time (ASRT) The ASRT is provided by ATC-system to the Airport CDM system. The ASRT is set by ATC when a pilot calls ready. The ASRT is set when the flight is in its TSAT window. In case the pilot calls ready clearance prior to TSAT window, the pilot is asked to call again when the flight is in its TSAT window (see section 3.11 Start-up Procedure). The Airport CDM system processes the ASRT based on business rules as described in CDM@AMS procedure 15.x Update of A-CDM ASRT. Departure aircraft is blocking parking space for inbound aircraft. In situations of congestion or gate shortage a departure flight can taxi-out or pushed on request of ATC to a temporary parking position before its TSAT window (when the flight is fully ready and after coordination initiated by AAS Apron Planning & Control with AO and ATC). When the aircraft is buffered on a temporarily parking position the TSAT window is monitored by ATC. In the event that an arrival aircraft has to wait for a prolonged period of time (usually more than ca 20 minutes) for its parking position becomes available, ATC coordinates with the pilot of the departure flight which is blocking the parking position. When pilot is fully ready but is not within TSAT window yet, ATC shall coordinate with APC to tow the departure flight to a temporarily parking position. APC shall change the parking position and coordinate the 2018 Amsterdam Airport Schiphol Page 22 / 45

23 movement towards the new temporary parking position. In this situation the departure flight still remains ready for improvement for any TTOT/CTOT updates. In the event that an arrival aircraft has to wait for a shorter period of time (usually less than ca. 20 minutes) for its parking position becomes available, ATC shall coordinate with the pilot of the departure flight which is blocking the parking position. When pilot is fully ready but is not within TSAT window yet, ATC shall plan the flight within the take-off sequence and coordinates taxiing towards a temporary parking position. In this situation no TTOT/CTOT improvements are possible. Start-up Procedure The A-CDM start-up procedure is based on a collaborative TSAT planning. A pilot is expected to call ready and receive start-up approval within the corresponding TSAT window. Definition of TSAT window: -/+ 5 minutes from TSAT. A pilot shall call Ready in TSAT window when fully ready (all handling processes finished and fully ready for immediate push-back (if required) or taxi). Three different situations may occur when a pilot calls Ready: 1. before TSAT-window Flight will be requested to call again when it is within its TSAT window. 2. within TSAT-window Flight will be planned for outbound sequence and may expect start-up approval directly or within a few minutes depending on actual operational situation. 3. after TSAT-window The TSAT of the flight has expired. Flight will be denied start-up approval. Pilot has to contact its MGHA to update the TOBT and shall contact ATC again when TOBT update has resulted in an updated TSAT. On most connected gates TSAT is provided on display in front of the aircraft. When on a gate a display is not available or operational, the Airline can retrieve the CDM information by contacting its Ground Handler or by making use of the CDM webservice which can be found at Note: CDM information malfunction on the display can be reported by calling if it concerns a VDGS or if it concerns a display on the H-pier Amsterdam Airport Schiphol Page 23 / 45

24 Actual Off-Block Time (AOBT) AOBT is the time the aircraft pushes back / vacates the parking position. The Airport CDM system determines the AOBT based on business rules as described in CDM@AMS procedure 13.x Update of A-CDM AOBT. Actual Take Off Time (ATOT) ATOT is the time that an aircraft takes off from the runway. The Airport CDM system determines the ATOT based on business rules as described in CDM@AMS procedure 14.x Update of CDM ATOT. De-icing During winter operations the de-icing companies operating at Schiphol are required to provide and update the A-CDM de-icing parameters as described in CDM@AMS procedure 12.x A- CDM De-Icing Procedure. The A-CDM de-icing parameters indicate: Where de-icing will take place (ADIP) How long the de-icing process will take (EDIT) If there is a delay because of insufficient de-icing capacity (DIWT) If a de-icing request is cancelled (DICS) Based on the A-CDM de-icing parameters the Collaborative Pre-Departure Sequence Planning system (CPDSP see also chapter 3.8) recalculates TSAT&TTOT for each flight Amsterdam Airport Schiphol Page 24 / 45

25 Gate de-icing De-icing companies use TOBT as a basis for de-icing planning and will add a de-icing waiting time if there is limited de-icing capacity at that particular time. CPDSP will recalculate TSAT and TTOT based on TOBT, DIWT and EDIT as a new target off block time: In some cases, gate de-icing occurs on a different apron position. This incorporates a towing movement, a gate change and a second TOBT. De-icing waiting time is incorporated in the first TOBT: Remote de-icing De-icing companies use TSAT as a basis for de-icing planning and will add a de-icing waiting time if there is limited de-icing capacity at that particular time. In case of remote de-icing CPDSP will recalculate TSAT and TTOT using: 1. TOBT + DIWT as a new target off block time 2. a new taxi out time which is based on EDIT and the time to taxi from the relevant gate via J-apron to the assigned runway Remote de-icing will take place after start-up and the de-icing company determines if the flight is permitted to contact start-up control. The de-icing company will only grand permission to contact start-up control if the flight is within its TSAT window Amsterdam Airport Schiphol Page 25 / 45

26 CDM Alerts In the Airport CDM system several CDM Alerts have been implemented. These CDM alerts are displayed in the A-CDM Portal Delay Indication (Orange SIBT field) Flights that are delayed for more than 1 hr have a Scheduled In-Blocks Time (SIBT) that is colored orange. This is for information purposes only CDM03 Aircraft Type discrepancy The Aircraft Type discrepancy Alert (CDM03) is generated by the Airport CDM system when an outbound flight has an Aircraft Type inconsistency between ATC Flightplan and airport database CDM04 Aircraft Registration discrepancy The Aircraft Registration discrepancy Alert (CDM04) is generated by the Airport CDM system when an outbound flight has an Aircraft Registration inconsistency between ATC Flightplan and airport database CDM09 Boarding Alert The Boarding Alert (CDM09) is generated by the Airport CDM system when an outbound flight was expected to be boarding at TOBT minus 10 minutes but no flightstate boarding (BRD) was received. The Airport CDM system generates the Boarding Alert based on business rules as described in CDM@AMS procedure 4G.x Boarding Alert CDM11 Flight not compliant with TOBT/TSAT alert The Flight not compliant with TOBT/TSAT Alert (CDM11) is generated by the Airport CDM system when an outbound flight was expected to call within the TSAT window but no Ready call was received. The Airport CDM system generates the Flight not compliant with TOBT/TSAT Alert based on business rules as described in CDM@AMS procedure 4J.x Flight not compliant with TOBT/TSAT Alert CDM101 Diversion Alert The Diversion Alert (CDM101) is generated by the Airport CDM system when an inbound flight has diverted. The Airport CDM system generates the Diversion Alert based on business rules as described in CDM@AMS procedure 4D.x Diversion Alert Amsterdam Airport Schiphol Page 26 / 45

27 CDM102 Indefinite Holding Alert The Indefinite Holding Alert (CDM102) is generated by the Airport CDM system when an inbound flight is unable to continue approach and starts holding with unknown expected approach time. The Airport CDM system generates the Indefinite Holding Alert based on business rules as described in procedure 4E.x Indefinite Holding Alert CDM103 Non-Inblock Alert The Non-Inblock Alert (CDM103) is generated by the Airport CDM system when an inbound flight was expected in-blocks after landing but no Actual In-Block Time (AIBT) was received. The Airport CDM system generates the Non-Inblock Alert based on business rules as described in procedure 4C.x Non-Inblock Alert CDM104 EOBT/TOBT discrepancy Alert The EOBT/TOBT discrepancy Alert (CDM104) is generated by the Airport CDM system when the EOBT and TOBT of an outbound flight differ more than 15 minutes (plus or minus). The Airport CDM system generates the EOBT/TOBT discrepancy Alert based on business rules as described in procedure 4K.x EOBT/TOBT discrepancy Alert CDM105 TSAT before TOBT, check validity CTOT and Flightplan The TSAT before TOBT Alert (CDM105) is generated by the Airport CDM system when the TSAT is an earlier time than the TOBT. In general, this may only occur in a Local CDM situation, when the CTOT is based on the EOBT or when the OPL sets a manual TTOT (TTOT determines the TSAT) after the pilot has called ready. In the second case, the alert may be disregarded. Flight plan updating, EOBT With A-CDM at Schiphol, the local outbound planning process will be based on TOBT. However, rules for Flight Suspension (FLS) by the EU NM will still be based on the flight plan EOBT information (see also chapter 5). Therefore, The AO is still responsible to keep the flight plan EOBT in line with the TOBT for both regulated and non-regulated flights. Also, an Airline OCC may want to delay a flight for network operational reasons. In that case the TOBT should be set in line with the EOBT by the MGHA. To help the Airline OCC and it s MGHA to keep the EOBT and TOBT in line, an informational alert CDM104 EOBT/TOBT discrepancy alert is introduced. The alert will be triggered if the 2018 Amsterdam Airport Schiphol Page 27 / 45

28 difference between EOBT and TOBT is more than 15 minutes for a flight. AO and MGHA should decide what action to take Amsterdam Airport Schiphol Page 28 / 45

29 4 Contingency & Fallback procedures Introduction Sharing of TOBT s and TSAT s between aircraft operators / ground handlers, ATC and airport authority is vital for the CDM@AMS operations. This is accomplished via the Airport CDM system, which is linked to systems operated by ATC and ground handlers. In case of disruptions in the sharing of TOBT s and TSAT s via the Airport CDM system due to technical problems, contingency & fallback procedures are in place to ensure that airport operations can continue. Procedures For CDM@AMS operations, contingency & fallback procedures consist of two parts: Contingency A-CDM with workarounds Maintain a workable situation by using workarounds whereby the A-CDM information remains of sufficient quality for A-CDM operations. Fallback: Startup via First Come First Served procedure Activate the fallback procedure in case no workaround can be used and A-CDM operations have to be suspended Start recovery to A-CDM operations when applicable. These procedures form the basis for operational and technical procedures and services to be arranged by each party to ensure an operational process as smooth as possible in case of an A- CDM system failure Maintain a workable A-CDM operation The figure below shows a global overview of the A-CDM data elements and input. The arrows indicate information links between different elements Amsterdam Airport Schiphol Page 29 / 45

30 Figure 6: Main A-CDM information links When one or more information links (figure 6) are delivering no information or information which is incorrect or inaccurate, workaround should be used as much as possible to continue A-CDM operations. For example, when TOBT updates can not be put into the Airport CISS system by one of the ground handlers, the A-CDM contact desks can be contacted to manually adjust TOBT s. When workarounds are insufficient, it is the responsibility of each party working with A-CDM information to communicate this trough the communication scheme which is shown in the figure 7 below Amsterdam Airport Schiphol Page 30 / 45

31 Figure 7: Communication scheme for escalation (aggregated to sector level) LVNL SUC LVNL TWR-SUP Decision making AAS AOM KLM DHM CDM Contactdesk KLM GS MGHA MGHA MGHA Fallback and recovery procedures When workarounds are insufficient to continue A-CDM operations, the following fallback and recovery procedures have been defined. Several events will occur in the chronological order as shown below in figure 8 Figure 8: Milestone events from fallback decision to recovery Fallback decision Fallback Alternative operations Recovery decision Recovery Fallback decision If a disruption or system failure occurs, the party where the disruption orsystem failure occurs will inform the other parties involved in CDM@AMS according to the communication scheme as shown in the figure below Amsterdam Airport Schiphol Page 31 / 45

32 The sector briefing is initiated by AAS FMA, KLM DHM or TWR SUP Decisions will be made collaboratively by LVNL (TWR SUP), AAS (FMA) and KLM (DHM) After the fallback decision, a suitable time for fallback is determined by the sector briefing After the fallback decision, the first come-first served procedure should be in place. All sector parties are informed using the communication scheme in Figure 9 All parties are responsible for communication within their own organisation. The MGHA will inform the airlines. Additionally, LVNL informs the airlines A-CDM suspended on Departure-ATIS, ATC Operational Information Schiphol and RT on Schiphol Delivery. Schiphol Start-up gives a general call: A-CDM suspended. In the free text window of the A-CDM portal the following message will be added: A-CDM suspended. Departure based on first come first served. AAS FMA is responsible for messages on the A-CDM portal regarding fallback procedures Amsterdam Airport Schiphol Page 32 / 45

33 Figure 9: Communication scheme for informing about fallback (at sector level) LVNL Internal LVNL TWR-SUP Decision making AAS AOM KLM DHM CDM Contactdesk KLM Internal MGHA MGHA MGHA Figure 1 - Communication scheme for fallback Fallback Once the decision for fallback has been made, it is the responsibility of each party to ensure their people, (backup) procedures and systems will function in alternative operations as described in the next paragraph. Pilots are informed trough an (ACARS-) message by their ground handlers. A-CDM suspended outbound operations 2018 Amsterdam Airport Schiphol Page 33 / 45

34 When A-CDM outbound operations are suspended, ATC startup planning will be based on first-come first-served. This means that flights must still call ATC for startup when fully ready and will be planned for startup based on the actual situation at the runways. If your flight has a CTOT, ATC will ensure that the flight can leave within the CTOT -window as long as the flight calls startup control when fully ready while still able to depart within the CTOT-window. All A-CDM data will be provided and shared when technically and operationally possible. In free text window of the CDM portal the following text will be added: A-CDM suspended. Departure based on first come, first served. TOBT updates must always be provided if possible. Pushback planning will be based on TOBT instead of TSAT. Recovery decision The sector briefing with LVNL, AAS and KLM will be used for the decision on recovery. The sector briefing is started when the problem or disruption has been solved by the parties involved A-CDM systems are restored, but operations remain suspended A-CDM data is validated by all sector parties and communicated using the communication scheme After data validation, the sector briefing decides on recovery After the recovery decision, a suitable time to return to A-CDM operations is determined by the sector briefing and communicated using the communication scheme All parties are responsible for communication within their own organisation AAS FMA is responsible for messages on the A-CDM portal regarding recovery procedures. Recovery Once the decision for recovery has been made, it is the responsibility of each party to ensure their people, procedures and systems will function in A-CDM operations at the communicated time. Pilots are informed trough an (ACARS-) message by their ground handlers. After recovery has been completed, the sector briefing with LVNL-AAS-KLM validates the quality of A-CDM operations. AAS FMA is responsible for messages on the A-CDM portal regarding A-CDM operations Amsterdam Airport Schiphol Page 34 / 45

35 4.2.3 Evaluation of fallback An evaluation of the fallback will be initiated by AAS after going back to normal A-CDM operations. The follow questions will be discussed during this evaluation: What was the reason for the fallback? How can we prevent this from being happening again? Given the fact that fallback procedures had to be used, did the fallback procedures function correct? 2018 Amsterdam Airport Schiphol Page 35 / 45

36 Co-operation FINAL 5 Connection to NMOC via DPI messages General process Since the 16 th of May, 2018, CDM@AMS is connected to NMOC via DPIs. A-CDM data can be used to generate and improve the network planning. This process is visualised in the figure below. Local CDM Airline CTOT(TOBT/EOBT) NMOC integrated CDM NMOC EOBT Company instructions Ready Clearance ATC EOBT CTOT(TOBT/EOBT) CHMI Pilot Request TSAT Ready Portal TOBT TSAT Airport TOBT TTOT TSAT EOBT CTOT TTOT TOBT TSAT TAXITIME (via DPI) TOBT MGH Sending DPIs to NMOC will benefit the stakeholders in the following way: Local stakeholders: - Reduction of ATFM delay: o due to improved predictability for the network planning; o due to flights being automatically ready for CTOT improvement; - Avoid unnecessary ATFM delay due to the reduced risk of FAM suspension; - Reduced risk of ATFM slot violation by prevention of CTOTs that cannot be met; - Optimised use of runway capacity; - Improved turnaround process due to an improved gate management; - Reduction of last minute changes due to freeze of flight plan and CTOT after off-block. Network: 2018 Amsterdam Airport Schiphol Page 36 / 45

37 - Enhanced accuracy of the Take-Off Time & SID result in more accurate flight profiles in ETFMS benefiting ANSPs and AOs due to: o More accurate traffic demand predictions o reduced need for capacity buffers o Reduced regulation and delay Time fields in the DPI DPI messages contain a number of fields to set different values in ETFMS: - Scheduled Off-Block Time (SOBT), received from the Airport Slot Coordinator; - Estimated Off-Block Time (EOBT), received from flight plan; - Target Off-Block Time (TOBT), initial, automatic or manually determined by the MGH or AO; - Target Take-Off Time (TTOT), determined by CPDSP, value depending on DPI type and regulation; - Target Start-up Approval Time (TSAT); determined by CPDSP; TAXITIME, determined by TWR system and including de-icing times when relevant. SOBT The SOBT value in the E-DPI will correspond to the Airport Slot Time (ASLT) derived from the Slot Coordinator (SACN) database. In case an SOBT match to a flight plan cannot be found real-time, the Airport will attempt to make the match afterwards through analysis. If after analysis a match between SOBT and flight plan cannot be made, the Airport will request an explanation from the AO. EOBT and TOBT EOBT and TOBT are the critical values to start and update the A-CDM process for each flight. The EOBT is critical flight plan information on off block and might be subject to regulation. According to ICAO doc 7030, the AO has to update any change of more than 15 minutes to the IFPS, besides the fact that smaller changes should also be send via DLA.TOBT is critical ground information when a flight is ready for off block. This value is usually set by the MGH. When AO and MGH ensure that EOBT and TOBT are always within 15 minutes of each other, EOBT compliance will automatically be achieved. Currently, AOs are informed through the CDM portal when TOBT differs 15 minutes or more from EOBT. Keeping EOBT and TOBT in line also prevents conflicting information to ETFMS. The value in the TOBT field of DPI will be ignored by ETFMS if it differs 15 minutes or more from EOBT. Previous TOBTs will be erased as well. The rest of the DPI will be processed. DPI types The DPIs follow the milestone approach as provided by EUROCONTROL. NMOC defined five types of DPI messages: 2018 Amsterdam Airport Schiphol Page 37 / 45