Airport CDM Objectives and KPIs Implementation Checklist

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IMPLEMENTATION CHECKLIST: ATTACHMENT 1:

ATTACHMENT 1.1 ATTACHMENT 1.2 ATTACHMENT 1.3 ATTACHMENT 1.4 ATTACHMENT 1.5 ATTACHMENT 1.6 ATTACHMENT 1.7 ATTACHMENT 1.8 ATTACHMENT 1.9 Airport CDM Objectives and Key Performance Indicators Introduction - References Generic Legend Generic Performance Indicators Airport Operations Objectives and Performance Indicators AO / GH Objectives and Performance Indicators Local ATC Objectives and Performance Indicators CFMU Objectives and Performance Indicators Guidelines for Selecting KPIs from the List Sample of Data Analysis from a CDM Airport A0-1 A1-1 A1-1 A1-2 A1-3 A1-7 A1-12 A1-20 A1-23 A1-25 A1-29
ATTACHMENT 2:
ATTACHMENT 2.1 ATTACHMENT 2.2
Procedures Generic Airport CDM Implementation Procedures Examples of Airport CDM Implementation Procedures
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ATTACHMENT 3:
ATTACHMENT 3.1 ATTACHMENT 3.1.1 ATTACHMENT 3.1.2 ATTACHMENT 3.1.3
Sample Documents Sample Airport CDM MoU Overview Scope MoU & Confidentiality Agreements Why Who What Guidelines
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Generic MoU Sample MoU 1 (Airport XXX) Sample MoU 2 (Airport YYY) A0-5
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ATTACHMENT 3.2 ATTACHMENT 3.2.1 ATTACHMENT 3.2.2 ATTACHMENT 3.2.3
Airport CDM Implementation Inventory & Compliance Checklist Introduction Blank Inventory & Compliance Checklist according to Airport CDM Implementation Manual Sample Inventory & Compliance Checklist from Budapest Ferihegy airport
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ATTACHMENT 4:
References and Contacts
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ATTACHMENT 5:
ATTACHMENT 5.1 ATTACHMENT 5.2 ATTACHMENT 5.3 ATTACHMENT 5.4 ATTACHMENT 5.5
Raising Local Airport CDM Awareness Sample Airport CDM Information Sheet from Barcelona Airport Sample Airport CDM Information Sheet from Brussels Airport Sample Airport CDM Information Sheet from London (LHR) Airport Sample Airport CDM Information Sheet from Munich Airport Sample Airport CDM Information Sheet from Stockholm Airport
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AT TAC H M E N T 1
AIRPORT CDM OBJECTIVES & K E Y P E R F O R M A N C E I N D I C ATO R S
1.1 INTRODUCTION REFERENCES
This document describes the Objectives and related Performance Indicators for implementation of CDM processes and supporting functions at airports. The document is based on the experiences gained at the initial set of trial airports and will be updated, as the trials and functions mature. The Objectives and related Performance Indicators included in this document are divided as follows: Global target objectives and Generic Performance Indicators, applicable to all airport partners and corresponding to the four (4) main areas identified by EATM, i.e. Efficiency, Environment, Capacity, Safety Specific improvement Objectives and Performance Indicators defined for each airport partner, incl. CFMU. Each specific objective is linked to at least one generic objective The Global Objective of aircraft operators is to meet their planned schedule. The major impact of delays on aircraft operators is additional costs (extra fuel, missed connections and subsequent knock-on effects incurred). Ground Handlers' objectives are to maximise their resource management and maintain service level agreements (incl. departure punctuality and turn-round times). The best use of available resources depends partly on the quality of arrival and departure estimates. The objective of airport operators is to maximise the throughput and efficiency whilst complying with their operational plan. The major impacts of delays on airport operators are mainly the loss of image / reputation and a sub-optimum usage of airport resources (e.g. manpower, equipment) and infrastructure (e.g. stands, gates). On the other hand, both departure and arrival punctuality is the foundation for efficient operations, leading to a possible reduction or delay of new infrastructure investment. ATSP Global Objectives at airports are to ensure safety whilst making the best use of the available infrastructure (runways and taxiways). CFMU objectives are "to protect air traffic services from overloading while at the same time enabling aircraft operators to carry out their flight operations as planned with the minimum penalty. This is achieved by making best use of the available air traffic control and airport capacities". In addition, a Generic Legend is provided, clarifying the terms: Strategic Objective Strategic Performance Driver (only applicable for the Generic Performance Indicators) Performance Driver Performance Indicator Performance Measurement Airport CDM Contribution The set of performance indicators included in this document has been derived from the jointly defined objectives. Achieved improvements shall be measured by comparing the status of the performance indicators "before and after" airport CDM operations. Such measurements shall be monitored continuously, in order to improve the quality of service. Additionally, the achieved improvements measured will feed into the Cost Benefit Analysis (CBA) performed by each airport partner.
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IAIRPORT CDM D U C T&IKEY PERFORMANCE INDICATORS (CONT D) N T R O OBJECTIVES O N

1.2 GENERIC LEGEND
AT TAC H M E N T 1
Strategic Objective
This is what we want to achieve
Strategic Performance Driver

This is the means of reaching the strategic objective
Performance Driver
This is how we can achieve our objective. Perf. Driver is a verb.
Performance Indicator
This is what we get from the measurement. Perf. Indicator is an index, is the result of a mathematical equation between 2 measurable quantities. The incr. / decr. Trend of this index is our KPI. PI1 PI2 PI3 PI4 PI5
Performance Measurement
This is how we measure each indicator. Perf. Measurement is just the measuring method.
D1 D2 D3 D4 D5
M1 M2 M3 M4 M5
Airport CDM Contribution

This is how Airport CDM can facilitate the achievement of the strategic objective
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1 . 3 G E N E R I C P E R F O R M A N C E I N D I C ATO R S
Efficiency
Strategic Objective
Increase airport EFFICIENCY

Improve punctuality and reduce delays Performance Driver

Optimise the Turn-round time predictability
Turn-round compliance
Measure ATTT Check against schedule, comparing MTTT to ATTT (turn-round compliance) Measure EIBT accuracy vs. time (timeliness) Compare TOBT/TSAT to AOBT Measure READY reaction time = a/c stand holding time (AOBT - ARDT) Compare AIBT to airport scheduled data (SIBT) Measure minutes delay per delayed movement Measure percentage of flights delayed Compare AOBT to airport scheduled data (SOBT) Measure minutes delay per delayed movement Measure percentage of flights delayed
Improve the arrival predictability Improve the departure predictability Reduce airlines / Ground handlers / ATSP reaction times Reduce average delay of ARR flights
EIBT predictability TOBT/TSAT Predictability AOBT READY reaction time
Average delay of ARR flights Arrival punctuality index Delay recovery ratio ARR
Reduce average delay of DEP flights
Average delay of DEP flights Departure punctuality index Delay recovery ratio DEP
(index per airline, per a/d of origin & destination) Airport CDM Contribution
ALL Airport CDM functions
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AT TAC H M E N T 1
AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT D)
E nv i r o n m e n t
Strategic Objective
Reduce ENVIRONMENTAL nuisance

Reduce engine time Performance Driver

Reduce noise on ground
Noise on ground (Ground engine time ARR & DEP phase) Emission from engines on ground
Measure taxi-in and taxi-out times
Reduce emission from engines on ground Airport CDM Contribution
Airport CDM Information Sharing Predeparture Sequence Variable Taxi-Time Calculation
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Capacity
Strategic Objective
Optimise the use of available CAPACITY

Increase airport efficiency Performance Driver

Fill the gap between the actual operational capacity and the declared capacity
Airport declared capacity Actual DEP & ARR rate
Compare the actual number of movements per hour against the declared airport capacity for all runway configurations
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AT TAC H M E N T 1
Safety
Strategic Objective
Improve SAFETY by reducing apron and taxiway congestion

Reduce number of incidents on the movement area Performance Driver

Reduce frequency overload Reduce number of a/c moving simultaneously on the manoeuvring area Reduce number of incidents on the apron Airport CDM Contribution
Number of silent coordinations introduced by CDM procedures Number of a/c queuing on sequence Number of incidents
Measure the number of silent coordinations introduced by CDM procedures Measure the number of a/c queuing on sequence Measure the number of incidents
Airport CDM Information Sharing Turn-round Process Predeparture Sequence
Note
Safety Impact on Airport Operations Airport-wide CDM functions will improve the predictability and reduce the number of last minute changes. As a result, the number of km run by GH (Ground Handlers) vehicles (especially in a hurry) will be reduced, resulting in a reduction of the accident risk on the apron.
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1 . 4 A I R P O R T O P E R AT I O N S O B J E C T I V E S A N D P E R F O R M A N C E I N D I C ATO R S
I n f ra s t r u c t u r e
Strategic Objective
Improve the usage of infrastructure
Performance Driver
Optimise the overall usage of a/c stands (contact and remote stands) Optimise the usage of contact stands
Overall stands' actual elapsed occupation time
Compare the overall stands' actual elapsed occupation time with scheduled elapsed occupation time Compare the contact stands' actual elapsed occupation time with scheduled elapsed occupation time Compare the boarding gates actual elapsed occupation time with scheduled elapsed occupation time Compare the baggage reclaim belts' actual elapsed occupation time with scheduled elapsed occupation time Compare first / last bag delivery to SLA
Contact stands' actual elapsed occupation time
Optimise the usage of boarding gates (contact and coaching) Optimise the usage of baggage reclaim belts
Boarding gates actual elapsed occupation time
Baggage reclaim belts' actual elapsed occupation time
Reduce last minute stand & gate changes Airport CDM Contribution
A/c stand and pax gates freezing time
Airport CDM Information Sharing Turn-round Process
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AT TAC H M E N T 1
Data Quality
Strategic Objective
Improve public information data quality
Performance Driver
Provide public with accurate and timely arrival and departure data (both on FIDS and internet) Airport CDM Contribution
Arrival time accuracy
Compare EIBT, AIBT and SIBT
Departure time accuracy
Compare EOBT, SOBT and AOBT
Airport CDM Information Sharing
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A i r c ra f t S t a n d a n d G a t e C h a n g e s
Strategic Objective
Reduce late a/c stand and gate changes
Performance Driver
Reduce the number of late a/c stand changes (e.g. 10 minutes before landing time or even after touchdown)
Aircraft stand & pax gate freezing time
Number of a/c stand changes within e.g. [(ALDT-10 minutes) to ALDT] Number of a/c stand changes after landing [ALDT to AIBT] Number of pax gate changes within (value TBD locally) Number of a/c having to wait for a vacant stand (and waiting time per a/c)
Reduce the number of multiple allocation of a/c parking stands and boarding gates Reduce the number of late pax gate changes Reduce number of a/c having to wait for a vacant stand Increase TOBT/TSAT accuracy TOBT/TSAT accuracy Stand allocation accuracy
TOBT/TSAT accuracy = AOBT - TOBT/TSAT Compare EOBT vs AOBT EIBT vs AIBT
Airport CDM Information Sharing Turn-round Process Variable Taxi Time Calculation
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Airport Slot
Strategic Objective
Adhere to airport slot*
Performance Driver
Improve airport slot adherence
Airport slot adherence
Compare AIBT to SIBT Compare AOBT to SOBT
Airport CDM Information Sharing Turn-round Process Variable Taxi Time Calculation
*
Airport slot as per EC Directive 793/2004
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O p e ra t i o n a l S t a f f I nvo l ve m e n t
Strategic Objective
Improve operational staff involvement
Performance Driver
Increase awareness among airport operational staff
Number of employees trained Number of training sessions Number of improvement proposals presented by employees Number of system evaluation meetings Number of proposals accepted Number of procedure changes System reaction times to manual inputs
Measure the: Number of employees trained Number of training sessions Number of improvement proposals presented by employees Number of system evaluation meetings Number of proposals accepted Number of procedure changes Measure the system reaction times to manual inputs
Ensure their commitment and active participation
Improve system reaction time Airport CDM Contribution
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1 . 5 A I R C R A F T O P E R ATO R S ' / fdsfsdfsdsdfsdfs O U N D H A N D L E R S / GR SERVICE PROVIDERS' OBJECTIVES A N D P E R F O R M A N C E I N D I C ATO R S
P r e d i c t a b i l i t y o f O p e ra t i o n s
Strategic Objective
AT TAC H M E N T 1
Improve predictability of operations
Performance Driver
Enhance a/c fleet utilisation and flexibility
Compare TOBT/TSAT to AOBT a/c utilisation rate
TOBT/TSAT AOBT Hours per airframe (per day) Additional a/c rotations

Note When the word "message" is used as a suffix to this term, it denotes the content and format of the filed flight plan data as transmitted.
Note - Improved predictability of air transport would generate high added-value: compressing half of flight schedules by 5 minutes on average would be worth some 1,000M per annum in better use of airline and airport resources.
CESC/05/AH2/2 - 14/01/2005 - DRAFT FINDINGS AND CONCLUSIONS OF EIGHTH PERFORMANCE REVIEW REPORT (PRR 8)
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D e l ays d u e t o L a t e A r r i va l o f I n b o u n d Fl i g h t
Strategic Objective
Minimise the impact of delays due to late arrival of inbound flight
Performance Driver
Negotiate best possible a/c stand and resource allocation for delayed flight Airport CDM Contribution
Difference between inbound flight delay and outbound flight delay
Inbound flight delay Outbound flight delay Turn-round times
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AT TAC H M E N T 1
A i r l i n e R e s o u r ce M a n a g e m e n t
Strategic Objective
Improve airline resource management
Performance Driver
Reduce delays due to late personnel (flight crew, maintenance staff etc) and equipment
Delays due to late personnel (flight crew, maintenance staff etc) Delays due to late equipment
Measure contributing delays, based on IATA standard delay coding
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G H R e s o u r ce M a n a g e m e n t
Strategic Objective
Improve GH resource management
Performance Driver
Reduce delays due to late equipment (e.g. buses, push back tractors, steps etc) and personnel
Delays due to late equipment (e.g. buses, push-back tractors, steps, etc) Delays due to late personnel
Measure contributing delays, based on IATA standard delay coding
Airport CDM ; Information Sharing Turn-round Process
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Tu r n - r o u n d T i m e
Strategic Objective
AT TAC H M E N T 1
Optimise turn-round time
Performance Driver
Turn-round compliance to agreed SLA
Compliance with the ETTT
Measure turn-round times (ATTT) Check against estimate on the actual day of operations (ETTT)
Improve Turn-round predictability
Measure gaps between ETTT and ATTT (=AIBT to ARDT) Measure number of Milestone alarms
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Fu e l l i n g S e r v i ce s a n d R e l a t e d D e l ays
Strategic Objective
Reduce delays related to fuelling services
Performance Driver
Optimise quality and accuracy of information provided to the fuelling services i.e. EOST, TOBT, a/c stand location
Elapsed time between fuelling truck's arrival to parking and aircraft arrival to parking (AIBT) Elapsed time between airlines' and handlers' fuelling request and the aircraft arrival to parking (AIBT) Delays due to fuelling services
Measure timeliness of airlines and handlers' fuelling requests
Reduce delays due to fuelling
Measure contributing delays due to fuelling services, based on IATA standard delay coding Measure impact on TOBT of delays due to fuelling
Optimise prioritisation given by airline / GH to fuelling services Airport CDM Contribution
Impact on TOBT - delays due to fuelling
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D e - I c i n g S e r v i ce s a n d R e l a t e d D e l ays
Strategic Objective
Reduce delays related to de-icing services
Performance Driver
Optimise quality and accuracy of information provided to the de-icing services i.e. EOST, TOBT, a/c stand or de-icing bay location Reduce delays due to de-icing Optimise prioritisation given by airport / airline / GH to de-icing services Airport CDM Contribution
Delays due to de-icing services
Measure contributing delays due to de-icing services, based on IATA standard delay coding
Impact on TOBT - delays due to de-icing
Measure impact on TOBT of delays due to de-icing
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Strategic Objective
Performance Driver
Increase awareness among airline / ground handling staff Ensure their commitment and active participation
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1 . 6 LO C A L ATC O B J E C T I V E S A N D fdsfsdfsdsdfsdfs F O R M A N C E I N D I C ATO R S PER
R u n w ay Th r o u g h p u t
Strategic Objective
AT TAC H M E N T 1
Increase and optimise the runway throughput
Performance Driver
Fill the gap between the actual operational capacity and the declared capacity for all RWY configurations
Compare: the actual number of movements per hour against the declared runway capacity for each RWY configuration the actual number of departures per day against the number of airport slots per day the actual number of departures per hour / day / week etc against the actual demand for each RWY configuration the actual demand per hour / day against the declared capacity for each RWY configuration Number of refused TOBT (not compliant with CTOT)
RWY declared capacity (for each RWY configuration) Actual DEP rate Actual ARR rate
Number of TOBT not compliant with CTOT Number of flights departing outside assigned CTOT Number of flights departing outside airport slot
Slot compliance
Percentage of missed slots (departing outside CTOT window) Compare CFMU slot to airport slot
All Airport CDM functions
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Ta ke - O f f S e q u e n ce a n d D e p a r t u r e Fl o w
Strategic Objective
Optimise take-off sequence (queuing) and departure flow by using Variable Taxi Times
Performance Driver
Optimise DEP sequence and the departure queue (on apron, TWYs and holding areas) (using the a/c wake vortex categories, the SID sequencing - TMA exit point - and CFMU slot) Reduce delays due to taxi out time by smoothing DEP flow during peak hours Airport CDM Contribution
Compare ASAT to TSAT AXOT to EXOT ATOT to TTOT
Actual Taxi Time vs Default Taxi Time ASAT vs TSAT AXOT vs EXOT ATOT vs TTOT
Clearance delivery reaction time
Measure the reaction time between request and delivery clearance
All Airport CDM functions
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AT TAC H M E N T 1
Strategic Objective
Performance Driver
Increase awareness among ATC staff
Ensure their commitment and active participation
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1.7 CFMU OBJECTIVES AND P E R F O R M A N C E I N D I C ATO R S

AT F M M e a s u r e s ( C TOT )
Strategic Objective
Compliance to ATFM measures (CTOT)
Performance Driver
Increase percentage of flights departing between CTOT5 and CTOT+10
CTOT Compliance
Compare CTOT with ATOT for regulated flights (-5/+10) Compare EOBT with [ATOT (-0/+15)+Taxi time] for non-regulated flights Measure percentage of missed slots (flights departing outside CTOT window)
ALL Airport CDM functions CFMU - Airport CDM Information Sharing
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AT TAC H M E N T 1
Pu n c t u a l i t y
Strategic Objective
Improve punctuality
Performance Driver
Improve TOT Accuracy
DPI Accuracy
Compare ETOT (at defined times prior to take off ) vs ATOT
Compare TTOT vs ATOT
Improve TOT Stability
DPI Stability
Count DPI msg by type for DEP flights Measure time between last msg and ATOT for each type of DPI
ALL Airport CDM Functions CFMU - Airport CDM Information Sharing (DPI Implementation)
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1.8 GUIDELINES FOR SELECTING AIRPORT C D M K E Y P E R F O R M A N C E I N D I C ATO R S FROM THE LIST

Introduction
In order to measure the improvements brought about by Airport Collaborative Decision Making (CDM), it is essential to have a baseline against which the improvements can be evaluated. The baseline must be established using the same key performance indicators (KPIs) which will be applied later in the evaluation. Experience in other performance based services shows that measuring with too high granularity is counter productive, in fact making the results less reliable. This is due to the complex relationships between the indicators and the consequent difficulty in establishing the weighing rules and factors. It is therefore recommended to select and agree a limited set of KPIs, which however are strongly representative of the most important aspects of Airport CDM, covering the operations of all partners.
In line with the complex nature of airport operations, many types of KPIs may be identified. However, getting agreement among the partners on which performance indicator to use is not always easy, especially if there are too many to choose from.
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AT TAC H M E N T 1
Selecting the indicators

It is best to select indicators which are already recorded and archived on a routine basis. It is also perfectly acceptable to use indicators which are already being utilised to measure performance in other contexts. Their inclusion in the Airport CDM performance measurement framework will only enhance their significance. Airport CDM performance is best measured along two main axes. On the one hand, the quality of data on which decisions are based and on the other the accuracy of the estimates about the operations affected by the decisions. In practice, the following three indicator categories should be considered Availability (of data) Accuracy and timeliness (of data) Accuracy (of the estimates) Properly implemented Airport CDM does have substantial network benefits as CDM airports interact and the improvements enhance each other. Nevertheless, the performance indicators and measurements established at a given airport should only be used to show the situation at the given airport and NOT to compare one airport to another. While the indicators may be identical at different airports, their changes and significance taken together says a lot about that airport but are not suitable for direct comparison between airports.
Presenting the results

It is essential that the results of the data collection and analysis are presented in a graphical format that facilitates visualisation not only of the actual data but also of the all important trends. A pie chart is an excellent tool to show the percentage of flights where the ALDT was spot on, within 1 minute and outside 1 minute. For trends, line and bar charts are essential. The accuracy of estimates can best be shown on scatter graphs and error distribution histograms. There is no such thing as the best presentation. Each organisation and even each person charged with creating a presentation will have their own style and favourite methods for showing complex data relationships. The important consideration is to use graphics that are simple and to the point and also to stick with an agreed methodology to ensure easy comparison of the results over time.
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Indicators in detail
Availability of data
The following list contains the data that has to be checked at the various partners for availability. Airport CDM effectiveness is impacted if any are missing. It is recommended to use a tabular presentation and possibly colour coding to identify data categories and their status. Colour coding helps in the at-a-glance evaluation of the results.
Aircraft operational status:

Scheduled Initiated Airborne In destination FIR On final approach Landed In-block Boarding Ready Off-block Departed Cancelled
Variable Taxi Time Calculation:

EXIT, EXOT
Not time related data:

Correlation airport schedule vs. flight plan Checking flight plan vs. airport data base Stand information Link between inbound and outbound flights Runway in use (take off, landing) Standard Instrument Departure (SID)
Alarms:
Unauthorised source Airport schedule/flight plan correlation failure Missing flight plan Flight plan already correlated Inbound/outbound flight correlation failure EOBT compliance TOBT compliance CTOT compliance Boarding Airborne CFMU error ATFM regulation cancellation Flight schedule cancellation Flight plan cancellation Flight suspension Flight de-suspension
Time related data:

CTOT ATOT at outstation FIR Entry ELDT, ALDT EIBT, AIBT EOBT,TOBT, TSAT, AOBT ETOT, TTOT, ATOT
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AT TAC H M E N T 1
Accuracy and timeliness of data, accuracy of estimates
Evaluate the accuracy and timeliness of the following data to establish data quality and improvements thereto.
ETOT = EOBT+ default taxi time ETOT = EOBT+ EXOT TTOT = TOBT+ default taxi time
ELDT Compare estimates with ALDT at time horizons of 3 hrs, 2 hrs, 30 mins prior to landing ALDT Check accuracy of ALDT within 1 min of actual and display within 1min of event EIBT Connected to ELDT plus VTT. Use same parameters as ELDT and evaluate taxi-in time accuracy AIBT Use same parameters as ALDT EOBT / TOBT / TSAT Use same parameters as ELDT and compare with AOBT AOBT Use same parameters as ALDT
TTOT = TOBT+ EXOT TTOT = TSAT + default taxi time TTOT = TSAT + EXOT TTOT = AOBT+ default taxi time TTOT = AOBT+ EXOT ATOT - Check accuracy of ATOT within 1 min of actual and display within 1min of event Measurements must also focus on the accuracy of arrival and departure estimates, compliance with MTTT and compliance with CTOT.
Arrival Compare SIBT with AIBT. Record percentage of on-time, within 15 mins and within 60 mins Departure Compare SOBT with AOBT. Record percentage of on-time, within 15 mins and within 60 mins STTT compliance Compare MTTT (SOBT-SIBT) and ATTT (AOBT-AIBT) Regulated flights Compare CTOT with ATOT (must be within limits set by the CFMU currently 5/+10 mins) Non-regulated flights Compare EOBT (-0/+15 mins) + taxi time with ATOT
One of the most important improvements to be brought by Airport CDM is more accurate estimated take off times (ETOT). Take off time estimates should therefore be evaluated at various times prior to take off and take off times calculated using default taxi times and variable taxi times should be compared.
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1.9 SAMPLE OF DATA ANALYSIS PERFORMED AT A CDM AIRPORT

Introduction
The objective of such a study is a detailed analysis of the recorded data over a given period of time and an evaluation of the Airport CDM warnings. Analysis of the recorded data, especially the timing of warnings, will provide facts to demonstrate how Airport CDM can be a catalyst to achieving improved predictability, one of the most important benefits of Airport CDM. The analysis is done in two steps. Step 1 Analysis of Local Data, in order to examine if the Airport CDM process has given early indication / warning (and if yes, how early) for delayed flights. Step 2 Comparison of CFMU Data to Local Data, in order to collect evidence of local and network benefits. This sample is based on the CDM Tool developed and used at Athens Airport, Greece.
THE SAMPLE OF DATA ANALYSIS IS AN EXTRACT OF THE DATA ANALYSIS PERFORMED IN ATHENS AIRPORT DURING THE OLYMPIC GAMES 2004. THE FULL DOCUMENT IS TO BE FOUND ON THE AIRPORT CDM WEB SITE (www.euro-cdm.org). FOR THE SAKE OF CONSISTENCY, FIGURE AND TABLE NUMBERS IN THIS SAMPLE ARE IDENTICAL TO THOSE IN THE SOURCE DOCUMENT.
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AT TAC H M E N T 1
Definition of data elements

Data element Local data
AOBT
Definition
Actual Off-Block Time
Source
CDM TOOL
Remark
SOBT
Scheduled Off-Block Time
CDM TOOL
TOBT
Target Off-Block Time
CDM TOOL calculation Fixed value per type of a/c table in CDM TOOL CDM TOOL Definition of warnings according to the Airport CDM Implementation Manual Locally agreed value(s)
MTTT
Minimum Turn-round Time Actual Turn-round Time = = AOBT - AIBT
ATTT
TFW
Timestamp of issue of the First Warning
CDM TOOL (both for the First Warning calculation and for the timestamp recording)
Date
Day/month/year
CDM TOOL
Actual Delay
AOBT - SOBT
Calculation during the analysis Default or (preferably) variable value
EXOT
Estimated Taxi-Out Time Actual Taxi-Out Time = = ATOT - AOBT
CDM TOOL
AXOT
CDM TOOL
CFMU data
CTOT
Calculated Take Off Time Timestamp of receipt by CFMU of the first DLA msg Day/month/year
CFMU data set
TDLA
CFMU data set
Date
CFMU data set
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A n a l ys i s o f l o c a l d a t a
Distribution of CDM first warnings
Input
Data elements used: subsets of total number of departing flights, defined by the following selection criterion: daily total number of departures with an actual delay [AD = AOBT SOBT] within one of the following ranges: 05<AD<30 min 30<AD<60 min 60<AD<90 min 90<AD<120 min Actual value of TFW for each departing flight.
Process
For each and every flight of each subset: extract TFW and SOBT calculate the difference: TFW- SOBT (in hours) classify the result in one of the following ranges: TFW < 1 hour 1 < TFW < 2.5 hours 2.5 < TFW < 5 hours 5 < TFW < 11 hours 11 < TFW calculate the corresponding percentages for each subset of departing flights
Output
Examples: Figure 3-B, Table 1-B
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AT TAC H M E N T 1
First Warning Distribution Statistics Delay 5 - 30 mins
under 60 mins 4.3% 1 - 2.5 hrs 34.9%
over 11 hrs 23% 2.5 - 5 hrs 35% 5 - 11 hrs 2.8%
First Warning Period (hrs) 1<TFW<5 5-30 69.9%
Actual Delay category (min) 30-60 77.5% 60-90 75.9% 90-120 43.8%
Example - Figure 3-B: First warning for flights with a delay < 30 min
Example - Table 1-B: Distribution of First Warning
From all the delayed flights with an actual delay between 5-30 minutes, there was a CDM First Warning between 1 to 5 hours in advance for 69.9% (= 34.9 + 35.0) of them. For an additional 4.3%, there was an advance warning up to 1 hour before actual departure.
Predictability Benefit From all the delayed flights with an actual delay between 5 90 minutes, there was a CDM First Warning between 1 to 5 hours in advance for a significant percentage of them, ranging between 69.9% and 77.5%. Furthermore, for an additional percentage of flights there was an advance warning up to 1 hour before actual departure.
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Evaluation of TOBT quality for delayed flights
Input
Data elements used: subset of total number of departing flights, defined by the following selection criterion: daily total number of departures with an actual delay [AD = AOBT SOBT] within the following ranges: 05<AD<30 min 30<AD<60 min 60<AD<90 min 90<AD<120 min Actual value of AOBT, SOBT, TOBT for each depart flight
Process
For each and every flight of each subset:

calculate the difference: AOBT - SOBT (in minutes) calculate the difference: AOBT - TOBT (in minutes)
Output
Examine if the following statements are proven by the results:

A basic CDM Tool provides a system calculated TOBT more reliable than the SOBT. Even without an established TOBT procedure for AO/GH inputs, the system calculated TOBT is the closest available value to the AOBT. An operational TOBT procedure and the implementation of variable taxi times calculation will significantly improve the accuracy of the TOBT.
Conclusions from the sample study By reviewing Figures 3 - 6 and the consolidated results in Table 1, the following conclusions can be drawn: Even a basic CDM Tool provides reliable warnings for a significant percentage of delayed flights higher than 75 %. These warnings are available in the period 60-90 min prior to EOBT. With such advanced and reliable warnings, all airport partners have adequate time to re-plan/re-schedule their resources and operations, in a way that minimises the impact of the delay. One of the main objectives of Airport CDM predictability of operations is demonstrated in the best possible way.
A1-33
AT TAC H M E N T 1
Co m p a r i s o n b e t we e n C F M U a n d l o c a l d a t a
Overview
The comparison of Airport CDM data obtained from a CDM Tool with the CFMU data is focused on departing flights. The overall objective is to avoid delays by identifying probable delays early, so corrective actions can be taken. A CDM Tool can provide a system of warnings that identify such situations. For this study, the CDM Tool time of first warning (TFW) will be compared with the time of Delay Messages (TDLA) received by the CFMU.
Comparison of TFW with DLA messages

For comparing with the CDM TFW, the following procedure was used: 1. Identify DLA messages 2. Join these with the CDM Tool data 3. Using the AOBT provided by CDM Tool, keep only those messages for which the messages time is prior to off-block. Delay messages after departure are not relevant. 4. Group messages by relevant flight. If multiple flight plans submitted for a flight, use the relevant one. 5. Compare the DLA message time with TFW for each flight.
Input
Data elements used: All flights with at least one DLA msg. and a CDM Warning For each and every flight: Calculate DT = TDLA - TFW (horizontal axis) Calculate Actual Delay (= AOBT SOBT) in minutes (vertical axis) Plot one dot for each flight
Process
Output
Example Figure 16
A1-34
CDM First Warning, DLA Time Generation

Percentage comparison
Comparison of Delayed flights with no DLA message

In real life, a number of flights are delayed, but have no associated DLA message. Example - Table 13 depicts the number of delayed flights without DLA messages and those with a CDM Warning (TFW).
TFW before TDLA 71.9%
TFW after TDLA 28.1% Actual Delay (min) % Delayed Flights without DLA msg. CFMU 53.9 44.7 28.2 12.5 % Delayed Flights with a CDM Warning CDM TOOL 82.3 73.7 84.5 84.7
CDM TOOL > 10 > 15
Example - Figure 16: Comparison of TDLA and TFW
> 25 > 60
The CDM Tool warnings were produced earlier than the time the DLA message was received by the CFMU for 71.9 % of the flights.
Example - Table 13: Percentage of delayed flights without a DLA msg. & Percentage of delayed flights with a CDM Warning
A1-35
AT TAC H M E N T 1
Percent no DLA message with TFW
Percent CDM with TFW
No DLA 28.2%
TFW 84.5%
Example - Figure from Table 13: Proportion of delayed flights without a DLA message is 28.2% (left) Proportion of delayed flights with a CDM first warning is 84.5% (right)
Conclusions from the sample study
In 71.9% of the cases, the CDM Tool warning values were produced earlier than the time the DLA message was received. Many flights were actually delayed without an associated DLA message being sent. A significant percentage of such flights were identified early by the local CDM Tool. The CDM Tool issued an advance warning for 72% of the flights that eventually departed outside their CTOT window.
A1-36
AT TAC H M E N T 2
PROCEDURES
2.1 GENERIC AIRPORT CDM I M P L E M E N TAT I O N P R O C E D U R E S INTRODUCTION
The following are generic Airport CDM implementation procedures that are based upon experience gained during the CDM airport trials. The procedures do not necessarily have to be implemented exactly as described at every airport but they are meant as a guide and they can be adapted to meet specific operational requirements or situations.
A r r i va l s
Event Airport Milestone 1 Flight Plan Activation Check FPL against Airport slot. Ensure registration is available in order to create link to a departure. If there is any discrepancy an alarm is raised and the AO is contacted. Note: An E-DPI may be sent when the FPL and Airport Slot data correspond. AO Ensure airport slot is available Submission of FPL. Reaction to an alarm concerning a discrepancy in data. Action - Responsibility GH No action (unless delegation of responsibility has been made by AO) CFMU ATC No action
Milestone 2 CTOT Allocation Milestone 3 Take off from outstation Milestone 4 & 5 Destination FIR entry / Local ATC & Final approach Milestone 6 Landing Stand and Gate Mgt can use updated EIBT to review planning. Ensure final stand allocated 20 minutes prior to ELDT Monitor TOBT and consider options if it is greater than EOBT Monitor TOBT and consider options if it is greater than EOBT Review stand and EIBT for allocation of resources Review stand and EIBT for allocation of resources
Issue or update CTOT if required Send FUM with ATC Activated status Provide more accurate ELDT Provide accurate ALDT
A2-1
AT TAC H M E N T 2
PROCEDURES (CONT D)
Tu r n - R o u n d
Event Airport Milestone 7 In-block Milestone 8 Ground handling starts FLT/ Crew Action - Responsibility AO/GH AO/GH review turn-round operation If flight is the first of the day or has been long term parked, GH will input AGHT Between AIBT and X minutes before off block, update the TOBT. At this point a T-DPI(C) will be sent Stand and Gate Mgt can use TSAT to review planning AO/GH will inform Flight crew (unless the TSAT has been part of a datalink clearance) Update CTOT if required CFMU ATC
Milestone 9 Final update of TOBT
Milestone 10 ATC issues TSAT
Issue a TSAT based upon the predeparture sequence and CTOT compliance
Milestone 11 Boarding starts
An alarm will normally be generated if boarding is late.
Ensure that Boarding starts in sufficient time to meet TOBT.
Milestone 12 Aircraft ready Milestone 13 Start up request Milestone 14 Start up approved Request start up at TSAT ATC approve start up at TSAT
A2-2
Departure
Event Airport Milestone 15 Off-block The A-DPI will be sent at TSAT AO Action - Responsibility GH CFMU CFMU will freeze the CTOT ATC Establish the final departure sequence prior to take off FSA sent to CFMU
Milestone 16 Take off
FUM sent with ATC Activated status to ADES
A2-3
Airport Operator
Check FPL against Airport slot. Ensure registration is available in order to create link to a departure. If there is any discrepancy an alarm is raised and the AO is contacted. Note: An E-DPI may be sent when the FPL and Airport Slot data correspond. Stand and Gate Mgt can use updated EIBT to review planning. Ensure nal stand allocated 20 minutes prior to ELDT
Stand and Gate Management can use TSAT to review planning
If the boarding is late an alarm will normally be generated if boarding is late.
Aircraft Operator
Ensure airport slot is available Submission of FPL. Reaction to an alarm concerning a discrepancy in data. Monitor TOBT and consider options if it is greater than EOBT Monitor TOBT and consider options if it is greater than EOBT
Review turn-round operation
Ground Handler
ATC
AT TAC H M E N T 2
Provide accurate ALDT
Issue a TSAT based upon the pre-departure sequence and CTOT compliance
Approve start up at TSAT
PROCEDURES (CONT D)
An A-DPI will be sent by the system at AOBT or a time parameter before TTOT. Establish the nal departure sequence prior to take o
Send FSA to CFMU
CFMU
Issue or update CTOT if required
Send FUM with ATC Activated status
Freeze the CTOT
Send FUM with AA to destination aerodrome
Milestone 4 & 5 FIR Entry (or specific time/point before landing a Final Approach
Milestone 14 Start Up Approved
Milestone 8 Ground Handling Starts
Milestone 13 Start Up Request
Milestone 11 Boarding Starts
Milestone 12 Aircraft Ready
Milestone 10 ATC Issues TSAT
Milestone 15 Off-Block
Milestone 1 Flight Plan Activation
Milestone 2 CFMU Slot Allocation
Milestone 3 ATOT from Departure Aerodrome
Milestone 6 Landing
Milestone 7 In-block
Milestones
Milestone 16 Take off
Milestone 9 Final Update of TOBT
A2-4
No action (unless delegation of responsibility has been made by AO) Review stand and EIBT for allocation of resources
Review stand and EIBT for allocation of resources
Review turn-round operation
If ight is the rst of the day or has been long term parked, GH will input AGHT
Between AIBT and X minutes before o block, update the TOBT. At this point a T-DPI(C) will be sent
Flight Crew request start up at TSAT inform Flight crew (unless the TSAT has been part of a datalink clearance) Ensure that Boarding starts in sucient time to meet TOBT.
AT TAC H M E N T 3
S A M P L E D O C U M E N TS
3.1 SAMPLE AIRPORT CDM MEMORANDUM O F U N D E R S TA N D I N G 3.1.1 OVERVIEW
This document provides recommended generic elements that could be included in a Memorandum of Understanding (MoU) and Confidentiality Agreements at local airport level. Such agreements would be beneficial prior to the commencement of any Airport Collaborative Decision Making (CDM) implementation, in order to safeguard the sharing of data.
3 . 1 . 2 S CO P E
This document has limited scope with a basic description of the Airport Collaborative Decision Making (CDM) functional requirements for Confidentiality Agreements to be used by Airport Authorities, ATM, Aircraft Operators, Ground Handling and other service providers.
3 . 1 . 3 M o U & CO N F I D E N T I A L I T Y AG R E E M E N TS WHY
Safeguard Data Sharing
Recommended Parties entering into data sharing activities formalise written agreements to safeguard their own interests All parties must always class data as commercially sensitive to its respective owner It must also be clear that any confidential data obtained during the programme will remain subject to the terms of the agreement in perpetuity No data can be disclosed to any third party
Safeguard Data Quality

Recommended Accuracy, quality and delivery of all data must be maintained and agreed by all parties entering into agreements
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A M P E D C M N T CO N D ISN TLRSOODUUECTS (I O TN )
AT TAC H M E N T 3
fdsfsdfsdsdfsdfs
Maintaining Stakeholder Confidence

Recommended Parties must have clear benefits and agreed objectives for the sharing of data Transparency between parties will safeguard confidence and guarantee long term commitment Regular meetings should be co-ordinated between all parties to discuss achieved benefits or losses Sufficient flexibility to the agreements for data enhancements and / or mitigation against shortfalls
WHO
Ownership and Leadership of Information System
Recommended Centrally managed by a single entity All parties from the outset must agree with whom this responsibility lies Airport Operator, ATC, Aircraft Operator, AOC or a third party as site specific
Leadership Responsibility
Recommended Day to day management Configuration/de-configuration Information system upgrades Data sharing rules Rules and procedure development Co-ordination of any additional stakeholder buy in Distribution & ownership of data (who to see, what and why) Ensure that confidentiality is not compromised Originators of data will normally be the sole owners of the information
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WHAT
Financial Issues
Recommended Must address cost Partners will meet their own cost of participating AOC or similar body can facilitate
Agreement Timescales
Recommended
Duration of any agreement must be agreed from the outset
Sample Table of Contents

Parties Background Purpose Authority Definitions Scope Rights and Responsibilities Exclusion of Warranties Limitation of Remedies Changes and Modifications Construction of the Agreement Termination of the Agreement Effective Date Notices Point of Contact (POC) Signatures Audit Requirements
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AT TAC H M E N T 3
S A M P L E S D O C U M E N TS ( CO N T D )
GUIDELINES
Based on the draft of Memorandum of Understanding being prepared in several airports, here are some guidelines to help other CDM projects to achieve such a document.
Objectives of MoU
The objectives of the MoU, which are closely related to the project objectives, must be stated very clearly. The main objectives are: To ensure technical mechanisms allowing the information sharing To implement procedures increasing the traffic predictability To promote the information exchange between the local CDM project and the CFMU To set up monitoring mechanisms processing the proposals for improvements
Partners Obligations
It is very important to clarify the general obligations of all airport partners towards the project, such as: To ensure active participation, recognising the project leadership To cooperate in all functional specifications To ensure the interaction between their systems and the local CDM platform To provide the necessary information to the platform and ensure its quality To guarantee a representative along the different phases of the project to support and control its development, as well as the implementation of the adopted solutions
Confidentiality Clauses
In this section of the MoU the clauses of confidentiality must be defined, according to the national laws and regulations, in order to create a feeling of trust amongst all airport partners.
Confidentiality Clauses
The MoU must establish the validity period and describe the renewal process.
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3.1.4 GENERIC EXAMPLE OF AN AIRPORT CDM M E M O R A N D U M O F U N D E R S TA N D I N G
Introduction
Airport CDM involves a wide range of interactions between the various partners who are diverse in nature, both in terms of business interests and organisational characteristics. It is essential that their agreement to work together for the common good is summarised in a Memorandum of Understanding (MoU), to be signed and followed by all the partners. In the following, a generic example of an Airport CDM MoU is provided which, when completed with the site specific details, can be used by a given Airport CDM project. Use of this model is recommended, as it contains or prompts for all the information that has been shown to be essential for the smooth operation of an Airport CDM project. This sample is designed to provide the framework of cooperation between airport partners. Cooperation between an airport and the CFMU must also be based on an MoU, the model for which is available from the CFMU.
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AT TAC H M E N T 3
(INSERT NAME OF AIRPORT ) COLL ABOR ATIVE DECISION MAKING (CDM) MEMOR ANDUM OF UNDERSTANDING (MOU)
Co n t e n t
1. Description of the project 2. Objectives of the MoU 3. Partners obligations 4. Organisation 5. Costs 6. Responsibilities of partners providing data 8. Confidentiality 9. Dispute resolution 9. Amendments 10. Signatures of contracting partners
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Description of the project

Airport Collaborative Decision Making (CDM) is a concept which aims to improve the througput of air traffic at airports. This will be achieved by providing all Contracting Partners with accurate, timely and relevant information allowing better decisions to be made. The main aim of the project is to improve the aircraft turn-round process, ensuring the best possible use of airport infrastructure and resources to the benefit of all Contracting Partners. The expected benefits include, but are not limited, to:
Airport Operator
Reduction in overall delays More efficient use of resources Improved passenger information Environmental benefits Optimum usage of infrastructure Increased punctuality Early identification of problems Improved slot allocation Improved departure sequence planning Improved slot adherence Optimum use of resources Improved slot adherence
Aircraft Operator
Air Traffic Control Handling Agents CFMU
The project is supported by EUROCONTROL and will be based on, or be compatible with, the Airport CDM concept.
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AT TAC H M E N T 3
O b j e c t i ve s o f t h e M o U
This MoU has been signed by the partners with the following primary aims: To create the cooperative framework to implement Airport CDM To ensure technical mechanisms allowing common information sharing To implement procedures to increase traffic predictability To promote the exchange of information between the local Airport CDM project and the CFMU To set up monitoring mechanisms in order to enable the evaluation of improvements and proposals for further optimisation
O b l i g a t i o n s o f t h e co n t ra c t i n g p a r t n e r s
The Contracting Partners accept the following obligations: Ensure active participation in all levels and phases of the project as required Support the development / validation of all functional specifications Follow the agreed Airport CDM operational procedures and rules To share information under the agreed conditions and to act on the shared information
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Organisation
The following project structure has been agreed:
Steering Group (SG)
Airport CDM Project Manager
Working Group(s) (WG)
Sub-Group
Sub-Group
The Steering Group will consist of representatives from the Contracting Partners. (EUROCONTROL may be invited to participate in the Steering Group and should be invited to participate in the Working Group.) The Steering Group will appoint the Airport CDM Project Manager. The Terms of Reference for the Steering Group, Working Group and Sub-Groups, as appropriate, are in Attachment XX of this MoU.
A3-9
AT TAC H M E N T 3
Co s t s
Costs associated with equipment or resources will be covered by the partner concerned. This will also apply to any system adaptation or integration unless otherwise agreed. Where an interface is required between partners, each one will try to minimise the cost impact on the other. The provision and use of data to and by the Contracting Partners is free of charge. Partners who are not signatories to this MoU wishing to access data may be allowed to do so with the agreement of the Steering Group. For using data under such a special dispensation, a charge is applicable as described in Attachment YY of this MoU. The charge can be avoided by becoming a signatory of the MoU.
R e s p o n s i b i l i t i e s o f Co n t ra c t i n g Pa r t n e r s P r ov i d i n g D a t a
The Contracting Partners shall: Enter and maintain in the Airport CDM database, the data for which they are responsible Be responsible for the accuracy and timeliness of the data they enter and maintain in the Airport CDM database Participate in the CDM data monitoring by using agreed Key Performance Indicators, performing post-operational analysis and making results available to the other Contracting Partners Grant other Contracting Partners access to the data contained in the Airport CDM database
The detailed arrangements for the provision of data to the Airport CDM database is the subject of Service Level Agreements between the Contracting Partners and contained in Attachment ZZ of this MoU.
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Co n f i d e n t i a l i t y
The Contracting Partners shall keep confidential all information coming to their knowledge in the course of Airport CDM operations relating to the business associations and transactions of the other partners including technical or commercial arrangements and documents and materials a partner may acquire while working under this MoU, provided however, that this obligation on a contracting partner shall not apply to knowledge or information which is in the public domain. Contracting Partners shall keep confidential the substance of any report, test, recommendation, or advice which they have given to another contracting partner in connection with the Airport CDM operation. Contracting Partners may exchange information amongst themselves on the basis of service level agreements and with the CFMU on the basis of agreements concluded on their behalf by (enter name of appointed representative). (Section to be completed with provisions required / agreed locally)
Dispute resolution
(Section to be completed with provisions appropriate locally)
Amendments
Amendment proposals to this MoU, including termination, must be submitted in writing to the Steering Group which will handle such proposals in accordance with the process described in its Terms of Reference.
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AT TAC H M E N T 3
S i g n a t u r e s o f Co n t ra c t i n g Pa r t n e r s
The contracting partners hereby agree that this Memorandum of Understanding shall be effective from (date).
Signatures
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AT TAC H M E N T 3
S A M P L E D O C U M E N TS
3 . 2 A I R P O R T C D M I M P L E M E N TAT I O N I N V E N TO RY & CO M P L I A N C E C H E C K L I S T 3.2.1 INTRODUCTION
The Airport CDM Implementation Inventory & Compliance Checklist is a quick reference matrix, based on the Implementation Manual. Its purpose is to describe as accurately as possible the data available per airport partner, indicate possible accuracy variations and identify areas with room for improvement. The table contains the data fields listed in the Airport CDM Implementation Manual and forms a kind of "Inventory".
(available) (required)
Each local airport partner completes the corresponding column, indicating with YES or NO if a specific Data Item is available in their operational system in use and if it is actually required for their operation.
The column Available in airport indicates with YES whenever at least one airport partner has the spe, cific Data Item available. When Airport CDM Information Sharing is implemented, the available Data Items will be shared amongst all airport partners. This Checklist is accompanied with a list of recommendations on how to obtain the Data Items currently not available but REQUIRED for local Airport CDM implementation. The Sample Inventory & Compliance Checklist from Budapest Ferihegy airport is an exact copy of the one appearing in the local Airport CDM Project Report and contains local systems and terminology.
A3-13
AT TAC H M E N T 3
3 . 2 . 2 I N V E N TO RY & CO M P L I A N C E C H E C K L I S T ACCO R D I N G TO A I R P O R T C D M I M P L E M E N TAT I O N M A N UA L
Data Item
ATC
Airport
Airline
GH
Available in XXX
For CDM
Remarks
Common for ARR & DEP flights A/c Registration A/c Type Ground Handling Agent A/c Parking Stand MTTT
REQUIRED
REQUIRED
DESIRABLE
REQUIRED
REQUIRED
TOBT
REQUIRED
A/c Status
REQUIRED
Flight Type
REQUIRED
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Data Item
ATC
Airport
Airline
GH
Available in XXX
For CDM
Remarks
ARR flights ICAO callsign IATA callsign ADEP
REQUIRED
DESIRABLE
REQUIRED
EET Airborne Time (from outstation) Landing time ELDT ALDT In-block time EIBT AIBT Variable Taxi-in Time (EXIT)
DESIRABLE
REQUIRED
REQUIRED REQUIRED REQUIRED
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AT TAC H M E N T 3
Data Item
ATC
Airport
Airline
GH
Available in XXX
For CDM
Remarks
DEP flights ICAO callsign IATA callsign ADES
REQUIRED
DESIRABLE
REQUIRED
SID Boarding Gate Off-block time SOBT EOBT AOBT Variable Taxi-out Time (EXOT) Take off Time ETOT ATOT CTOT
DESIRABLE
DESIRABLE
REQUIRED REQUIRED REQUIRED REQUIRED
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Alarms / Warnings
Available in XXX
For CDM
Remarks
FPL Inconsistency Airborne (from outstation) MTTT
REQUIRED
REQUIRED
REQUIRED
EOBT inconsistency
REQUIRED
CTOT inconsistency
REQUIRED
Boarding
REQUIRED
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AT TAC H M E N T 3
Milestones FPL submission CTOT allocation ATOT - oustation FIR entry Final ALDT AIBT AGHT (start) TOBT (final) TSAT (by ATC) Start Boarding ARDT ASRT (start up request) ASAT (start up approval) AOBT ATOT
Available in Airport
For CDM
Prerequisite for:
DESIRABLE REQUIRED REQUIRED DESIRABLE REQUIRED REQUIRED REQUIRED DESIRABLE REQUIRED REQUIRED REQUIRED REQUIRED REQUIRED REQUIRED REQUIRED REQUIRED
Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round process Variable Taxi Time Calculation Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round Process Collaborative Management of Flight Updates Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round Process Variable Taxi Time Calculation Collaborative Management of Flight Updates Airport CDM Information Sharing Turn-Round Process Variable Taxi Time Calculation Collaborative Management of Flight Updates Airport CDM Information Sharing Turn-Round Process Airport CDM Information Sharing Turn-Round Process Variable Taxi Time Calculation Collaborative Management of Flight Updates Airport CDM Information Sharing Turn-Round Process Variable Taxi Time Calculation Collaborative Management of Flight Updates
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3 . 2 . 3 SAMPLE INVENTORY & COMPLIANCE CHECKLIST FROM BUDAPEST FERIHEGY AIRPORT
Data Item
ATC
Airport Ops
Airline
GH
Available in BUD
For CDM (AODB)
Remarks
Common for ARR & DEP flights A/c Registration A/c Type Ground Handling Agent Boarding Gate A/c Stand YES
if AO provide it, in the FPL and on strip
YES
in FIDS
YES
YES
YES
REQUIRED
YES
in the FPL and on strip
YES
in FIDS, FCS and FDPS
YES
YES
YES
REQUIRED
YES NO
in FIDS colour coded
(also complete set of data - e.g. fuel comp.)
YES
YES
YES
DESIRABLE
NO YES
(both ARR and DEP)
YES
in FIDS (also gate status)
YES YES
(MAH manages T2A)
YES
YES
DESIRABLE
Location of stand (or group of stands) also vital for Variable Taxi Time calculation
YES
in FIDS
YES
YES
REQUIRED
STTT
NO
NO
YES
YES
(in relevant SOP)
YES
REQUIRED
VITAL FOR CDM IMPLEMENTATION
TOBT
NO (YES)
(MATIAS status definition, i.e. STU, TAXI, CNL STU, ARR (manual click), DEP (autom.)- Not as defined by CDM)
NO (YES)
(FIDS status definition - Not as defined by CDM)
NO (YES)
NO (YES)
NO
REQUIRED
A/c Status
YES
REQUIRED
According to CDM concept
Schengen
NA
NOT APPLICABLE FOR THE TIME BEING
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AT TAC H M E N T 3
Data Item
ATC
Airport Ops
Airline
GH
Available in BUD
For CDM (AODB)
Remarks
ARR flights ICAO callsign IATA callsign ADEP EET Departure time at origin Landing time ELDT YES NO YES (YES)
(only in FPL)
YES
in FCS and FDPS
NO YES YES YES

Scheduled value
NO YES YES YES

in FPL
YES YES YES YES
REQUIRED DESIRABLE REQUIRED DESIRABLE
YES
in FCS and FDPS
YES
in FCS and FDPS
YES
in FPL
YES NO
AOBT & ATOT from outstation via MVT msgs
YES
YES
YES
REQUIRED
YES
ACT msg. in at: FIR entry - 20' incl. a system calculated ELDT based on the flight profile After a/c enters the FIR, ELDT is continuously updated by Radar
YES
in FCS, FDPS and FIDS
YES
in FIDS
YES
in FIDS
YES
REQUIRED
from ATC (according to data exchange MATIAS-FIDS)
YES
REQUIRED
Initial ELDT can be calculated by using the FUM and adding a local parameter
ALDT In-block time EIBT ELDT
Manual click
from ATC (MATIAS)
from ATC (MATIAS)
from ATC (MATIAS)
YES
REQUIRED
Ideally registered automatically by A-SMGCS
NO YES
Manual click -> park -> end of FPL
NO YES
in FIDS
NO YES
in FIDS
NO YES
R/T call from ramp agent -> manual input into FIDS
NO YES
REQUIRED REQUIRED
ACCURACY COULD IMPROVE - Ideally registered automatically by A-SMGCS VTT introduction
Taxi-in time
NO
NO
NO
NO
NO
REQUIRED
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Data Item
ATC
Airport Ops
Airline DEP flights
GH
Available in BUD
For CDM (AODB)
Remarks
ICAO callsign IATA callsign ADES SID Boarding Gate Off-block time
YES NO YES YES

In e-flight list
YES
in FCS and FDPS
NO YES
in FIDS
NO YES
in FIDS
YES YES YES YES YES
REQUIRED DESIRABLE REQUIRED DESIRABLE DESIRABLE
YES
in FCS and FDPS
YES
in FCS and FDPS
YES
in FIDS
YES
in FIDS
NO YES
In FIDS (also gate status)
NO YES
in FIDS
NO YES
in FIDS
NO
YES SOBT NO
In FIDS and chg from MVT msg.
YES
In FIDS and chg from MVT msg
YES
YES
REQUIRED
IMPROVES WITH TOBT IMPLEMENTATION ACCURACY COULD IMPROVE - Ideally registered automatically by A-SMGCS ACCURACY COULD IMPROVE with VTT introduction
EOBT
YES
from FPL
YES
In FIDS and chg from MVT msg.
YES
YES
YES
REQUIRED
NO AOBT
Only Manual click at start-up clearance (STU) and (start) taxi clearance (TAXI)
YES
In FIDS
YES
In FIDS
YES
R/T call from ramp agent -> manual input into FIDS
YES
REQUIRED
Taxi-out time Take off time
YES
10 minutes default
YES
NO
NO
YES
REQUIRED
YES ETOT
ETOT (at atco list) = EOBT (FPL) + default value
NO
NO
NO
YES
REQUIRED
ACCURATE with automatic registration
YES ATOT
(system derived when radar & FPL coupled)
YES
From ATC
YES
In FIDS
YES
In FIDS
YES
REQUIRED
CTOT
YES
(YES)
only in the separate VFMU terminal
YES
Both via SITA and in CFMU terminal
YES
YES
REQUIRED
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AT TAC H M E N T 3
Alarms / Warnings
Available in BUD NO
For CDM (AODB) REQUIRED
Remarks
Boarding Airborne (from outstation) MTTT
NO
REQUIRED
NO
REQUIRED
FPL inconsistency
NO
REQUIRED
CTOT inconsistency
NO
REQUIRED
EOBT inconsistency
NO
REQUIRED
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Milestones FPL submission CTOT allocation ATOT - outstation FIR entry Final ALDT AIBT AGHT (start) TOBT (final) TSAT (by ATC) Start Boarding ARDT
Available in BUD NO YES YES YES NO YES YES NO NO NO NO NO
For CDM (AODB) DESIRABLE REQUIRED REQUIRED DESIRABLE REQUIRED REQUIRED REQUIRED DESIRABLE REQUIRED REQUIRED REQUIRED REQUIRED
Prerequisite for:
Airport CDM Information Sharing Airport CDM Information Sharing Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Variable Taxi Time Calculation Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Collaborative Management of flight updates Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Variable Taxi Time Calculation Collaborative Management of flight updates Airport CDM Information Sharing Turn-round process Variable Taxi Time Calculation Collaborative Management of flight updates Airport CDM Information Sharing Turn-round process Airport CDM Information Sharing Turn-round process Variable Taxi Time Calculation Collaborative Management of flight updates Airport CDM Information Sharing Turn-round process Variable Taxi Time Calculation Collaborative Management of flight updates
ASRT (Start up request) ASAT (Start up approval) AOBT
NO YES YES
ATOT
YES
REQUIRED
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L I S T O F R E F E R E N C E S A N D CO N TAC TS
R e f e r e n ce s
Airport CDM Operational Concept Document, Edition 3.0, September 2006, EUROCONTROL DAP/AOE/CDM/05/04/05-1 Also available for download Airport CDM Functional Requirements Document, Edition 3.0, September 2006, EUROCONTROL DAP/AOE/CDM/05/04/05-2 Also available for download The European CDM Portal on the Internet: http://www.euro-cdm.org Airport CDM Cost Benefit Analysis (CBA) - September 2005 EUROCONTROL - EEC Note No. 18/05 - Also available for download Airport Operations Programme (APR), Overall Assessment at the ECAC level, Version 0.7, 15 July 2003, Icon Athens Airport CDM Data Analysis during the 2004 Olympic Games - November 2005 Also available for download EUROCAE WG 69 - Collaborative Decision Making - MASPS A guide to the Project Management Body of Knowledge - PMI, 2000 edition
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Acknowledgements
Special thanks to all partners from the CDM trial Airports and to the Airport CDM Task Force Members for their contribution and support to the completion of this Implementation Manual.
For further information, contact:

Airport CDM Project Manager Elisabeth Lagios Airport Operations Programme (APR) Airport Operations and Environment Division (AOE) EUROCONTROL Rue de la Fuse, 96 B-1130 Brussels Belgium Tel.: +32 2 729 3390 Fax: +32 2 729 9193 E-mail: elisabeth.lagios@eurocontrol.int
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R A I S I N G LO C A L A I R P O R T C D M AWA R E N E S S
ATTACHMENT 5:
ATTACHMENT 5.1 ATTACHMENT 5.2 ATTACHMENT 5.3 ATTACHMENT 5.4 ATTACHMENT 5.5
Raising Local Airport CDM Awareness Sample Airport CDM Information Sheet from Barcelona Airport Sample Airport CDM Information Sheet from Brussels Airport Sample Airport CDM Information Sheet from London (LHR) Airport Sample Airport CDM Information Sheet from Munich Airport Sample Airport CDM Information Sheet from Stockholm Airport
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Section will be added at a later stage
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Airport CDM Objectives and KPIs Implementation Checklist

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Airport CDM Objectives and KPIs Implementation Checklist

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AT TAC H M E N T S

IMPLEMENTATION CHECKLIST: ATTACHMENT 1:

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ATTACHMENT 3.1.4 ATTACHMENT 3.1.5 ATTACHMENT 3.1.6

ATTACHMENT 3.2 ATTACHMENT 3.2.1 ATTACHMENT 3.2.2 ATTACHMENT 3.2.3

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References and Contacts

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IAIRPORT CDM D U C T&IKEY PERFORMANCE INDICATORS (CONT D) N T R O OBJECTIVES O N

Strategic Performance Driver

Airport CDM Contribution

Increase airport EFFICIENCY

Improve punctuality and reduce delays Performance Driver

EIBT predictability TOBT/TSAT Predictability AOBT READY reaction time

Reduce average delay of DEP flights

ALL Airport CDM functions

Reduce ENVIRONMENTAL nuisance

Reduce engine time Performance Driver

Reduce emission from engines on ground Airport CDM Contribution

Airport CDM Information Sharing Predeparture Sequence Variable Taxi-Time Calculation

Optimise the use of available CAPACITY

Increase airport efficiency Performance Driver

Airport CDM Contribution

ALL Airport CDM functions

Improve SAFETY by reducing apron and taxiway congestion

Reduce number of incidents on the movement area Performance Driver

Airport CDM Information Sharing Turn-round Process Predeparture Sequence

Improve the usage of infrastructure

Contact stands' actual elapsed occupation time

Boarding gates actual elapsed occupation time

Baggage reclaim belts' actual elapsed occupation time

A/c stand and pax gates freezing time

Airport CDM Information Sharing Turn-round Process

Improve public information data quality

Departure time accuracy

Compare EOBT, SOBT and AOBT

Airport CDM Information Sharing

Reduce late a/c stand and gate changes

TOBT/TSAT accuracy = AOBT - TOBT/TSAT Compare EOBT vs AOBT EIBT vs AIBT

Airport CDM Contribution

IAIRPORT CDM D U C T&IKEY PERFORMANCE INDICATORS (CONT D) N T R O OBJECTIVES O N

Adhere to airport slot*

Airport CDM Contribution

Improve operational staff involvement

Ensure their commitment and active participation

Improve system reaction time Airport CDM Contribution

Airport CDM Information Sharing

IAIRPORT CDM D U C T&IKEY PERFORMANCE INDICATORS (CONT D) N T R O OBJECTIVES O N

Improve predictability of operations

Airport CDM Contribution

ALL Airport CDM functions

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

ALL Airport CDM functions

IAIRPORT CDM D U C T&IKEY PERFORMANCE INDICATORS (CONT D) N T R O OBJECTIVES O N

Improve airline resource management

Airport CDM Contribution

ALL Airport CDM functions

Improve GH resource management

Airport CDM Contribution

Airport CDM ; Information Sharing Turn-round Process

IAIRPORT CDM D U C T&IKEY PERFORMANCE INDICATORS (CONT D) N T R O OBJECTIVES O N

Optimise turn-round time