GENERAL 1. What is Airport CDM? 2. What is the aim of A-CDM? 3. Why has A-CDM been implemented at Amsterdam Airport Schiphol?

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1 GENERAL 1. What is Airport CDM? A-CDM stands for Airport Collaborative Decision Making and means that joint decisions are made by all operational partners the airport, air traffic control, the airlines, ground handlers and de-icing operators based on shared information concerning the flight and aircraft ground handling process at the airport. Schiphol has been operating in accordance with the A-CDM method since 18 November 2015 and bases all its operational decisions on shared information relating to the flight and aircraft handling process. As a result not only gates, taxiways and runways but also manpower and operating assets will be used more efficiently. A-CDM therefore applies to all airlines operating at Amsterdam Airport Schiphol. Furthermore the implementation of A-CDM by the EU is regarded as a conditional component for ultimately creating the Single European Sky (SES). Schiphol has provisionally only been operating on the basis of local A-CDM. The airport will only be granted A-CDM status when it is fully connected to the Eurocontrol Network Manager Operations Centre (NMOC, formally the CFMU) in Brussels. All airports are free to individually design A-CDM within certain limits. 2. What is the aim of A-CDM? More efficient flight and aircraft ground handling operations, improved traffic flow at the airport and the loss of fewer time slots in European airspace. 3. Why has A-CDM been implemented at Amsterdam Airport Schiphol? The CDM@AMS programme at Amsterdam Airport Schiphol is a joint initiative by the airlines, ground handlers, LVNL and Amsterdam Airport Schiphol. The programme is designed to facilitate the sharing of operational processes and data with a view to making more informed decisions. Implementation at other major European airports was found to improve aircraft stand and gate management, resource management and slot times, which has resulted in reducing costs for all parties and improving the accuracy of passenger information. The programme is supported by Eurocontrol and, where possible, activities are performed in accordance with the Eurocontrol Airport CDM as set out in the Eurocontrol Airport CDM Implementation Manual. The aim of the programme is to optimise the aircraft turnaround process in order to use resources as efficiently as possible. The provision of accurate and timely information to A- CDM business process stakeholders means that decisions can be made that will increase the 1

2 efficiency of the aircraft turnaround process, thereby providing all parties with common situational awareness. Partners will be warned of possible delays and deviations through system-generated alerts and will be asked to take corrective action to ensure an accurate flow of data and information. 4. Amsterdam Airport Schiphol has only implemented local A-CDM for the time being, so what is actually the difference between local A-CDM and Airport-CDM (A-CDM)? The principles that apply to local A-CDM and a certified A-CDM airport are essentially the same, but the airport is not yet connected to the Eurocontrol Network Manager Operations Centre (NMOC), ref. OMC1 General ROM 3.1) in Brussels. That is the main difference. The final phase of A-CDM is to become fully connected to the NMOC and therefore acquire A- CDM status. Schiphol anticipates that the connection will be implemented in autumn Until that time certain local agreements will not be visible to NMOC. An example is that CTOT flights are based on initially shared flight plan data. Local changes will not be shared automatically with NMOC. This is why an exception has now been made for flights with a CTOT (slot) for sending (at the crew's request to the start-up controller) a REA notification to NMOC outside the TSAT window. As Schiphol is not yet fully connected to NMOC, NMOC will need to be notified by means of the REA notification that the relevant flight is actually ready. NMOC will determine on the basis of the REA notification whether an improvement in CTOT can be made. Based on a potentially improved CTOT, ATC will in turn issue a new TSAT. You must ultimately report in the published TSAT window that you, including the pushback truck, are READY to ATC. 5. What does the implementation of A-CDM mean for Amsterdam Airport Schiphol? shorter taxiing times (waiting at the gate rather than waiting in the airfield) shorter take-off queues less time waiting for gates that are still occupied. fuel savings as a result of only starting up the engines if start-up approval has been issued fewer EU ETS emissions allowances required fewer delays, or delays will be visible promptly, which will result in cost savings and higher customer satisfaction levels more capacity reduced environmental impact (noise and emissions) improved punctuality improved gate planning and management improved predictability reduced risk of error improved departure sequencing higher service levels more efficient use of airspace 2

3 improved manpower planning improved utilisation of resources higher customer satisfaction levels 6. TOBT and TSAT are the basic A-CDM terms for flight departures. What do they mean? TOBT stands for Target Off-Block Time or the time that all the ground handling processes have been fully completed and the aircraft is ready for take-off. LNVL uses an automated system to determine TSAT based partly on TOBT. TSAT stands for Target Start-up Approval Time, or the time the crew are expected to receive start-up clearance from air traffic control. At Schiphol the ready call must be made in the TSAT window (TSAT ± 5 minutes). 7. Why is there such a large difference between TOBT and TSAT? In this situation a start-up delay has arisen because traffic levels exceed the available runway capacity, or because of a slot (CTOT) on the route or at the destination. TOBT 1. Why do flights with the same TOBT have completely different TSAT times? Various factors are taken into account when calculating TSAT. These factors include the takeoff runway, taxiing time, the possible slot time, wake vortex separation, the flight route, etc. 2. What happens if TOBT is updated? Earlier than the previous TOBT This means that TSAT will be recalculated in the ATC planning model (the Collaborative Pre- Departure Sequence Planner or CPDSP), which may result in a new TSAT based on the new TOBT. TSAT may improve but it will never be later as a result of updating TOBT. A later TSAT can be caused by a start-up delay. Later than the previous TOBT but earlier than the current TSAT No recalculations are made during this update. In situations involving a start-up delay, this offers the AO/MGHA the option of using the delay for the turnaround process (e.g. waiting on a transfer passenger) or for maintaining TOBT and remaining available for TSAT improvements. Later than the previous TOBT, and the same as or later than the current TSAT A recalculation of CPDSP will result in a new TSAT, based on the new TOBT. 3. How do I obtain information about the current TOBT? 3

4 The current TOBT and TSAT information is continuously displayed from TOBT - 40 minutes on the VDGS screen at all connected gate positions. Pier H has matrix screens available for this purpose. If there is no screen or if it is not working, TOBT and TSAT can be obtained from the ground handler. Should no screen be available at the gate (such as B-Apron), or if the screen is not working, the link can also be used to view these times. 4. When can I see TOBT? TOBT will be shown on the VDGS screens at connected gates and on the Pier H screens 40 minutes before TOBT. Unless a flight arrives within 40 minutes of departure, TOBT will be shown immediately. TOBT is already visible well in advance in the CDM portal and via the link 5. Who sets TOBT / a new TOBT? The ground handler sets TOBT, which will usually be the same as the scheduled flight departure time. As a rule, if the crew need another TOBT, they must contact the ground handler for a TOBT update. They can move TOBT forward or backward. TOBT must always be set in the future. 6. Should I call the ground handler for a TOBT update? As is currently the case, the crew should in principle contact the ground handler if something happens on board, which may make it unfeasible to depart on schedule. 7. Ground-handling operations have been completed ahead of schedule and you would like to depart as soon as possible, what should you do? Change TOBT. In that case the crew will discuss setting an earlier TOBT with the ground handler. Based on the new TOBT, the LVNL CPDSP may recalculate TSAT. It is important to be aware that the earlier in the turnaround process TOBT is brought forward (to an earlier time) or moved back (to a later time), the more likely it is that TSAT will move in the same direction and with the same timedelta. 8. We are ready ahead of schedule and have called the ground handler to perform a TOBT update, but I see that no TOBT update has been performed after all, why is that? If it's not busy at Schiphol and TSAT generally is the same as TOBT, a TOBT update to an earlier time will almost automatically result in a TSAT update to an earlier time. The ground handler must be sure they are able to make the improvement come true. 9. How often can TOBT be changed? There is no limit. TOBT may only be updated if this is necessary, and only by the ground handler. 10. What action needs to be taken if TOBT has expired and the flight is not yet ready? TOBT must be updated. As a result of the update an appropriate TSAT will be generated by the planning system. The pilot may only request start-up in the TSAT window (TSAT ± 5 minutes). 4

5 Should ground handling be delayed, the aircraft will not be ready for immediate start-up and pushback, and as a result the TSAT window will expire (TSAT expired). The flight will be unable to depart until a new TOBT has been set indicating when the flight will be ready, based on which a new TSAT will be generated. If ground-handling operations have been completed ahead of TOBT, TOBT can be set to an earlier time. The advantage is that the flight can depart earlier if the planning system finds room in the schedule. 11. Should the pushback truck be connected to TOBT? No, the pushback truck should be connected for on-call purposes and must therefore be connected to TSAT. 12. I am unable to change TOBT. This may have been caused because AOBT may erroneously have already been determined (due to imprecision in the ground radar signal). Please call the CDM Contact Desk to have the erroneously set AOBT deleted. TSAT 1. How do I obtain information about the current TSAT? The current TSAT information is shown continuously from TOBT - 40 minutes on the available VDGS screen at every connected gate position. If a flight arrives within 40 minutes of departure, TSAT will be visible immediately. Pier H has matrix screens available for this purpose. If there is no screen or if it is not working, TOBT and TSAT can be obtained from the ground handler. Should no screen be available at the gate (such as Apron B), or if the screen is not working, the link can also be used to view these times. 2. What does call ready in the TSAT window mean and why has it been chosen? It has been agreed to request start-up from air traffic control in the TSAT window (TSAT minus 5 minutes until TSAT plus 5 minutes), when fully ready for immediate start-up with pushback truck connected. The start-up controller will in principle then grant approval within the TSAT window, unless this is temporarily prevented by current operational circumstances. 3. At what time does pushback operations send TOBT or TSAT? TOBT is the conclusion of ground handling without pushback. The pushback truck could be sent on the basis of TSAT so that it is fully ready for pushback at TSAT. The advantage is that in the event of (longer) start-up delays, the available pushback trucks will be assembled next to the aircraft that are expected to receive start-up approval from ATC first. Without any start-up delay, TSAT will be the same as TOBT and a pushback truck will be ready at that time. 5

6 4. Ground-handling operations have been completed ahead of schedule and you would like to depart as soon as possible, what should you do? Change TOBT or change TSAT? In that case the crew will discuss setting an earlier TOBT with the ground handler in the A- CDM system. Based on the new TOBT, LVNL may change TSAT. It is important to be aware that the earlier in the turnaround process TOBT is brought forward (to an earlier time) or moved back (to a later time), the more likely it is that TSAT will move in the same direction and with the same timedelta. 5. I have called within the TSAT window as appropriate and yet I get to hear standby, expect start-up in 5 minutes, how can that happen? Generally speaking there are periods at Schiphol when the number of departing flights exceeds the airport's capacity. This can sometimes already be seen two hours before takeoff by a TSAT which is set further in time than TOBT. In this case TSAT distribution will already have been applied by the A-CDM system because the number of departing flights exceeds capacity. Furthermore, as a rule, flights can only receive start-up approval at TSAT. If a flight reports that it is READY at TSAT -5 the start-up controller is more likely not to grant start-up approval immediately and the flight will still need to wait a while. Due to the current situation of flights reporting that they are READY within their TSAT window, the traffic flow on the runway, pushback conflicts, etc., the flight may ultimately receive start-up approval just before or after TSAT. If a flight has reported that it is READY within the TSAT window, the start-up controller will schedule in the flight. TSAT can then no longer expire. 6. Does TSAT take account of switching over from one to two runways during the outbound peak? Yes, the A-CDM system takes account of the next scheduled peak period and this therefore includes the corresponding scheduled runways. Due to current circumstances, however, the switch to another runway may take place at a time that may be slightly different to the scheduled time. The TSAT calculations will immediately be adjusted accordingly. LVNL is working on improving the planning horizon of this tool. 7. All doors are closed and the flight is ready for take-off. However, a last-minute technical problem has occurred, for which maintenance needs to be contacted. You won't report ready in the TSAT window, but what should you do? In this case (Time Critical, all doors closed and ground process (e.g. loading, unloading, fueling, etc.) fully completed) the ground handler must be contacted immediately to set a new TOBT. This clearly depends on the nature and duration of the delay. Based on the new TOBT, LNVL will again issue a new TSAT. 6

7 8. I can no longer take off earlier due to A-CDM and my on-time performance is deteriorating, what can I do about it? This really is precisely one of the reasons A-CDM is a good method for improving the on-time performance of the entire network. The on-time performance of an individual flight can indeed deteriorate as a result of the implementation of A-CDM. After all because the first come, first served principle has been abolished, it is no longer possible to simply receive a take-off time other than the reserved best place in the sequence by tactically reporting READY early, for instance. Under A-CDM all flights have already been allocated a place in the sequence hours before departure and a TSAT has been set. The planning system will also continue to search until the TSAT window for the best place and therefore the best take-off sequence. All parties in the TSAT window should therefore be fully ready according to schedule. Can you no longer leave any earlier? Of course you can, by setting an earlier TOBT, you will be eligible for an earlier TSAT. However, the improved TSAT will only be issued if it does not inconvenience any other flights in the sequence. This will result in a performance improvement for the entire network! 9. Would it be worthwhile calling the groundhandler to obtain an improved TSAT? No, TSAT cannot be controlled by a crew. TSAT is generated by LVNL and is the result of factors such as TOBT, the runway combination, variable taxiing times, potential de-icing operations, etc. Only by setting an earlier TOBT will it be possible to obtain an earlier TSAT. Another TOBT can in principle be set by the ground handler. 10. We are ready ahead of schedule and we have called the groundhandler to perform a TOBT update, but I see that no TOBT update has been performed after all, why is that? If it's not busy at Schiphol and TSAT generally is the same as TOBT, a TOBT update to an earlier time will almost automatically result in a TSAT update to an earlier time. As pushback operations are driven by TSAT, bringing TSAT forward to an earlier time will have an immediate impact on the pushback organisation. In such cases, the ground handler will therefore coordinate internally whether it would actually be feasible to improve TSAT. Should this not be the case, the TOBT update will not take place to ensure that the crew do not ultimately fall outside an updated TSAT window due to the absence of a pushback truck. 11. All of a sudden TSAT is ahead of TOBT. How did this happen and what should I do? The fact that a TSAT is earlier than TOBT can only ever occur in connection with a CTOT. A CTOT, which in the current A-CDM environment (not connected to the NMOC in Brussels) is based on the EOBT flight plan rather than on the flight TOBT, can improve to such a degree that the CTOT minus the variable taxiing time will generate a TSAT that may be earlier than the TOBT. In cases where de-icing is suddenly required, for instance, a CTOT minus the deicing time and minus the variable taxiing time can create a TSAT that may be earlier than TOBT. In both cases the crew should contact the ground handler as soon as possible to have the CTOT adjusted. Based on the new CTOT, a new TSAT will again be generated. 7

8 12. TSAT has EXPIRED, what now? A new TOBT must be set by the ground handler, based on which a new TSAT will be generated. 13. How often can a TSAT change after TOBT has been confirmed and what causes TSAT to change? TSAT is always calculated optimally, which means that TSAT can change quite often. Because an individual flight and/or other flights can change their TOBT, a new optimal take-off sequence will be generated and therefore another TSAT. TSAT may change as a result of any of the following aspects: A TOBT update of a flight which has an earlier TOBT than the previous TOBT, or later than the current TSAT. A new CTOT for a flight. A change in the scheduled runway capacity (for the next scheduled runway usage). A change in the current runway capacity (for current runway use). The current traffic flow on the take-off runway. Based on this LVNL determines the actual take-off time (RETD). The TSATs for the next flights are recalculated on that basis, and may change. Pilots call up a TSAT window and not necessarily at TSAT. As a result the start-up controller can schedule in flights slightly differently during execution than indicated in the pre-planning schedule. 14. The flight plan is based on the scheduled departure time, and so is TOBT, but there are several minutes in between TOBT and TSAT, why is that? There may be a start-up delay or a slot (CTOT) may have been issued by Eurocontrol. The Eurocontrol CTOT determines TSAT after deducting taxiing time. 15. No new TSAT has been generated after changing TOBT, how is this possible? TOBT has been adjusted by more than two hours later. TSAT is shown from EOBT -2 hours. The new TOBT is earlier than TSAT. The flight has a slot (CTOT) The flight has a slot (CTOT) and TSAT has EXPIRED. 8

9 DE-ICING 1. After entering the de-icing time, the flight TSAT/TTOT has suddenly shifted to a much later time. The de-icing waiting time (DIWT) is included in the TSAT calculation as an extension of TOBT and, therefore, if the extension of TOBT is longer than the start-up delay, TSAT will be moved to a later time. However, it would be advisable for de-icing operations to ensure the following: a. Check whether DIWT and EDIT have been entered in minutes. b. The times have been entered in the correct fields. c. Check whether the flight has been allocated a slot. 2. The pilot has requested de-icing. Should TOBT be updated? No, TOBT does not need to be updated. The de-icing completion time (EDIT) and any waiting time (DIWT) will be added separately. If TOBT needs to be updated anyway as a result of the additional time required for the ground-handling process, the ground handler must consult with the De-Icing provider and the DWIT may possibly be shortened. 3. The flight is being de-iced at a remote de-icing apron. How is TSAT calculated? Any waiting time at remote de-icing (due to de-icing capacity) and the taxiing time to the deicing apron will be included in the calculation of TSAT. 4. TSAT has EXPIRED after gate de-icing, what should I do? Adjust TOBT, but delete the de-icing times. If you forget to delete the de-icing times, TSAT will shift to a much later point in time. This will disrupt the system and DIWT/EDIT will need to be deleted manually. Please note: this only applies AFTER gate de-icing. FLIGHTS WITH A SLOT 1. I have a CTOT (slot) and am fully ready, but the TSAT window has not yet commenced. Can I still have a Ready Message sent by air traffic control? Yes, this option continues to exist. If you are fully ready, even without pushback truck connected, you may request air traffic control to send a Ready Message. If the slot time has improved, TSAT will be adjusted automatically, based on which pushback operations will take action. However, it is important for the pushback truck to be connected and fully ready in the new TSAT window. When Schiphol is fully connected to NMOC (and has A-CDM status) these ready for improvement messages will no longer need to be sent in the future. 9

10 2. There is a delay in my TOBT and the flight is CTOT restricted. Should TOBT be updated? Generally speaking TOBT must always be updated as early and as accurately as possible. In the event of a flight with a CTOT, this will not affect the TSAT/CTOT. The CTOT determines TSAT. OTHER 1. What should I do if the Estimated In Block Time (EIBT) is incorrect? After landing AAS APC can adjust EBIT if a longer delay is incurred en route. Please call the CDM Contact Desk, telephone number: , if EIBT needs to be adjusted. 2. Estimated Off Block Time - EOBT (flight plan). The flight has a double flight plan, what action must be taken? One of the flight plans must be cancelled. Please contact the airline. 3. When should EOBT be updated? If the difference between EOBT and TOBT (+DIWT+EDIT in the event of de-icing) is more than 15 minutes. EOBT must also be updated if the flight plan is suspended. 4. TOBT was and my TSAT The ground handler called at to say that he will unload four bags and that this will take 15 minutes. Should I request a TOBT update? No, it is not necessary for the crew to actively manage this. However, the ground handler will need to set a new TOBT. As the new TOBT will still be linked to the TSAT issued, in principle the TOBT update will not cause TSAT to shift. TSAT will therefore remain as is and will still be feasible. 5. TOBT was and my TSAT The ground handler called at to say that he will unload four bags and that this will take 15 minutes. Should I request a TOBT update? In this case, the ground handler must take notice the ground handling process will take more time and that it will not be possible to meet TOBT/TSAT. In this example the TOBT will therefore become and as a result the maximum limit of the TSAT window (12.10) will have been reached. The ground handler will need to set a new TOBT, based on which LVNL will again issue a TSAT. The earlier this takes place, the more likely it is that TSAT will only increase slightly and be closer to the new TOBT. In this situation, it would definitely be worthwhile for the crew to play a more active role in communicating with the ground handler. 10

11 6. If air traffic control implements an ad hoc runway change, what is the direct impact? If air traffic control implements an ad hoc runway change, the following occurs: Crews who are already taxiing will be issued reclearance by air traffic control and also rescheduled (sequenced) on the new runway. Crews who have already reported READY in the TSAT window will subsequently be issued reclearance by the start-up controller and also be rescheduled on the new runway. They will receive a new start-up time, will be called up by start-up and therefore do NOT need to take account of a new TSAT. Crews who are already in the TSAT window, but have not yet reported READY, will be issued reclearance, and asked to call up in their new TSAT window. For crews who have not even reached their TSAT window, the ad hoc runway change will generally result in moving TSAT, and therefore the window, back to a later time. 7. One engine must be started at the gate. Should I still call up within the TSAT window? Yes. Air traffic control regards starting one engine at the gate as part of the entire start-up sequence of aircraft. The READY call in this case must therefore also be made in the TSAT window. SYSTEM 1. How do I gain access to the CDM Portal? To gain access, you should first complete the CDM Portal Access form on the website: 2. What is the URL of the temporary CDM app? The link is: 3. What should I do if I cannot enter any more TOBTs? Please call the CDM Contact Desk, telephone number: What to do if there is a failure in CISS? Please call the CDM Contact Desk, telephone number: What to do if there is a failure in the Portal? Please call the CDM Contact Desk, telephone number: What to do if there is a failure in Groundview? Please call the CDM Contact Desk, telephone number:

12 7. What to do if there is a failure in the displays at the gates? Please call the Amsterdam Airport Schiphol Control Centre, telephone number: For screens on Pier H, please call the Amsterdam Airport Schiphol ICT Service Desk, telephone number: What to do if a complete outage occurs at one of the A-CDM partners? In the event of a major outage, the three consultation partners will examine whether the backup procedures should be implemented. KLM systems Please contact DHM. Amsterdam Airport Schiphol systems Please contact AOM. LVNL systems Please contact the LVNL Tower Supervisor 9. What to do if there is a difference between CISS and the Portal? Please call the CDM Contact Desk, telephone number: The de-icing times have not been included in the TSAT/TTOT calculation. 1. Check whether the de-icing position (ADIP) has been filled in. 2. Check whether the flight has a slot (see updating EOBT). 3. Check with Airside Operations whether LVNL is aware of the de-icing situation. 4. Check whether the de-icing company has rights to enter de-icing times in CISS. 11. Why can't I see a flight number, TOBT and TSAT on my screen at the aircraft stand? When an aircraft is being towed to an aircraft stand, towing operations will manually activate the operating panel of the VDGS parking function and then select the correct aircraft type to display the flight information at TOBT -40 on the screens. This manual operation may not have been carried out properly and will need to be corrected. Should this not be the case or if the screen still does not work after the manual operation, the screen may be out of order. Any problems with VDGS screens should be reported to the Amsterdam Airport Schiphol Control Centre, telephone number: Problems with screens on Pier H should be reported to the Amsterdam Airport Schiphol ICT Service Desk, telephone number: TOBT and TSAT can be obtained from the ground handler. 12

13 What if my question is not included in this list? 1. Please ask your own organisation. 2. If you have access to the Amsterdam Airport Schiphol CISS system, have a look in the CISS help function. 3. Please call the CDM Contact Desk, telephone number: