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A0-5
AT TAC H M E N T S
IMPLEMENTATION CHECKLIST: A0-1
ATTACHMENT 1: Airport CDM Objectives and Key Performance Indicators A1-1
ATTACHMENT 1.1 Introduction - References A1-1
ATTACHMENT 1.2 Generic Legend A1-2
ATTACHMENT 1.3 Generic Performance Indicators A1-3
ATTACHMENT 1.4 Airport Operations Objectives and Performance Indicators A1-7
ATTACHMENT 1.5 AO / GH Objectives and Performance Indicators A1-12
ATTACHMENT 1.6 Local ATC Objectives and Performance Indicators A1-20
ATTACHMENT 1.7 CFMU Objectives and Performance Indicators A1-23
ATTACHMENT 1.8 Guidelines for Selecting KPIs from the List A1-25
ATTACHMENT 1.9 Sample of Data Analysis from a CDM Airport A1-29
ATTACHMENT 2: Procedures A2-1
ATTACHMENT 2.1 Generic Airport CDM Implementation Procedures A2-1
ATTACHMENT 2.2 Examples of Airport CDM Implementation Procedures to be inserted
ATTACHMENT 3: Sample Documents A3-1
ATTACHMENT 3.1 Sample Airport CDM MoU A3-1
ATTACHMENT 3.1.1 Overview A3-1
ATTACHMENT 3.1.2 Scope A3-1
ATTACHMENT 3.1.3 MoU & Confidentiality Agreements A3-1
• Why
• Who
• What
• Guidelines
ATTACHMENT 3.1.4 Generic MoU A3-5
ATTACHMENT 3.1.5 Sample MoU 1 (Airport XXX) to be inserted
ATTACHMENT 3.1.6 Sample MoU 2 (Airport YYY) to be inserted
ATTACHMENT 3.2 Airport CDM Implementation Inventory & A3-13
Compliance Checklist
ATTACHMENT 3.2.1 Introduction A3-13
ATTACHMENT 3.2.2 Blank Inventory & Compliance Checklist according to
Airport CDM Implementation Manual A3-14
ATTACHMENT 3.2.3 Sample Inventory & Compliance Checklist from
Budapest Ferihegy airport A3-19
ATTACHMENT 4: References and Contacts A4-1
ATTACHMENT 5: Raising Local Airport CDM Awareness A5-0
ATTACHMENT 5.1 Sample Airport CDM Information Sheet from Barcelona Airport A5-1
ATTACHMENT 5.2 Sample Airport CDM Information Sheet from Brussels Airport A5-3
ATTACHMENT 5.3 Sample Airport CDM Information Sheet from London (LHR) Airport A5-5
ATTACHMENT 5.4 Sample Airport CDM Information Sheet from Munich Airport A5-7
ATTACHMENT 5.5 Sample Airport CDM Information Sheet from Stockholm Airport A5-9
ATTACHMENT 6: Blank to be inserted
A0-6
A1-1
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS
This document describes the Objectives and
related Performance Indicators for implementa-
tion of CDM processes and supporting functions
at airports. The document is based on the expe-
riences 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 air-
port partners and corresponding to the four
(4) main areas identified by EATM, i.e.
Efficiency, Environment, Capacity, Safety
� Specific improvement Objectives and Perfor-
mance Indicators defined for each airport part-
ner, 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 servi-
ce 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 founda-
tion for efficient operations, leading to a possible
reduction or delay of new infrastructure invest-
ment.
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 ser-
vices 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 capaci-
ties".
In addition, a Generic Legend is provided, clari-
fying 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 improve-
ments shall be measured by comparing the
status of the performance indicators "before
and after" airport CDM operations. Such mea-
surements shall be monitored continuously, in
order to improve the quality of service.
Additionally, the achieved improvements mea-
sured will feed into the Cost Benefit Analysis
(CBA) performed by each airport partner.
1 .1 INTRODUCTION – REFERENCES
INTROD U C T I O N
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1.2 GENERIC LEGEND
Strategic ObjectiveThis is what we want to achieve
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
Airport CDM ContributionThis is how Airport CDM can facilitate the achievement of the strategic objective
Performance Measurement
This is how we measure each indicator.
Perf. Measurement is just the measuring method.
� M1
� M2
� M3
� M4
� M5
Performance Driver
This is how we can achieve our objective.
Perf. Driver is a verb.
� D1
� D2
� D3
� D4
� D5
Strategic Performance DriverThis is the means of reaching the strategic objective
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
1.3 GENERIC PERFORMANCE INDICATORS
� E f f i c i e n c y
Strategic Objective
Increase airport EFFICIENCY
Performance Indicator
� Turn-round compliance
� EIBT predictability
� TOBT/TSAT PredictabilityAOBT
� READY reaction time
� Average delay of ARR flights� Arrival punctuality index� Delay recovery ratio ARR
� 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
Performance Measurement
� 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
Performance Driver
� Optimise the Turn-round time predictability
� Improve the arrival predictability
� Improve the departure predictability
� Reduce airlines / Ground handlers / ATSP reaction times
� Reduce average delay of ARR flights
� Reduce average delay of DEP flights
Strategic Performance Driver
Improve punctuality and reduce delays
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
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� E nv i r o n m e n t
Strategic Objective
Reduce ENVIRONMENTAL nuisance
Performance Indicator
� Noise on ground (Ground engine time ARR & DEP phase)
� Emission from engines on ground
Performance Measurement
� Measure taxi-in and taxi-out times
Performance Driver
� Reduce noise on ground
� Reduce emission from engines on ground
Strategic Performance Driver
Reduce engine time
Airport CDM Contribution
Airport CDM� Information Sharing� Predeparture Sequence� Variable Taxi-Time Calculation
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� C a p a c i t y
Strategic Objective
Optimise the use of available CAPACITY
Performance Indicator
� Airport declared capacity
� Actual DEP & ARR rate
Airport CDM Contribution
� ALL Airport CDM functions
Performance Measurement
� Compare the actual num-ber of movements per houragainst the declared airportcapacity for all runwayconfigurations
Performance Driver
� Fill the gap between theactual operational capacity and the declared capacity
Strategic Performance Driver
Increase airport efficiency
� S a f e t y
Strategic Objective
Improve SAFETY by reducing apron and taxiway congestion
Performance Indicator
� Number of silent coordina-tions introduced by CDM procedures
� Number of a/c queuing on sequence
� Number of incidents
Performance Measurement
� Measure the number ofsilent coordinations intro-duced by CDM procedures
� Measure the number of a/c queuing on sequence
� Measure the number of incidents
Performance Driver
� Reduce frequency over-load
� Reduce number of a/c moving simultaneouslyon the manoeuvring area
� Reduce number of incidents on the apron
Strategic Performance Driver
Reduce number of incidents on the movement area
Note
Safety Impact on Airport OperationsAirport-wide CDM functions will improve the predictability and reduce the number of last minutechanges. 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.
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process� Predeparture Sequence
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
1.4 AIRPORT OPERATIONS OBJECTIVES AND PERFORMANCE INDICATORS
� I n f ra s t r u c t u r e
Strategic Objective
Improve the usage of infrastructure
Performance Indicator
� Overall stands' actual elapsed occupation time
� Contact stands' actual elapsed occupation time
� Boarding gates’ actual elapsed occupation time
� Baggage reclaim belts'actual elapsed occupationtime
� A/c stand and pax gates freezing time
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process
Performance Measurement
� Compare the overall stands' actual elapsed occupation time with scheduled elapsed occupation time
� Compare the contactstands' actual elapsedoccupation time with scheduled elapsed occupation time
� Compare the boardinggates’ actual elapsed occu-pation time with scheduledelapsed occupation time
� Compare the baggagereclaim belts' actual elapsed occupation timewith scheduled elapsed occupation time
� Compare first / last bag delivery to SLA
Performance Driver
� Optimise the overallusage of a/c stands(contact and remotestands)
� Optimise the usage of contact stands
� Optimise the usage of boarding gates (contactand coaching)
� Optimise the usage of baggage reclaim belts
� Reduce last minute stand& gate changes
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
� D a t a Q u a l i t y
Strategic Objective
Improve public information data quality
Performance Indicator
� Arrival time accuracy
� Departure time accuracy
Airport CDM Contribution
� Airport CDM Information Sharing
Performance Measurement
� Compare EIBT, AIBTand SIBT
� Compare EOBT, SOBTand AOBT
Performance Driver
� Provide public with accurate and timely arrival and departure data(both on FIDS and internet)
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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 Indicator
� Aircraft stand & pax gatefreezing time
� TOBT/TSAT accuracy
� Stand allocation accuracy
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process� Variable Taxi Time Calculation
Performance Measurement
� Number of a/c stand changes within e.g.[(ALDT-10 minutes) toALDT]
� Number of a/c stand changes after landing[ALDT to AIBT]
� Number of pax gatechanges within (value TBDlocally)
� Number of a/c having towait for a vacant stand(and waiting time per a/c)
� TOBT/TSAT accuracy =AOBT - TOBT/TSAT
Compare � EOBT vs AOBT� EIBT vs AIBT
Performance Driver
� Reduce the number oflate a/c stand changes (e.g. 10 minutes before landing time or evenafter touchdown)
� Reduce the number of multiple allocation of a/c parking stands and boar-ding gates
� Reduce the number oflate pax gate changes
� Reduce number of a/c having to wait for avacant stand
� Increase TOBT/TSATaccuracy
INTROD U C T I O N
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� A i r p o r t S l o t
Strategic Objective
Adhere to airport slot*
Performance Indicator
� Airport slot adherence
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process� Variable Taxi Time Calculation
Performance Measurement
� Compare AIBT to SIBT
� Compare AOBT to SOBT
Performance Driver
� Improve airport slot adherence
* Airport slot as per EC Directive 793/2004
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
A1-11
� 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 Indicator
� Number of employees trained
� Number of training sessions
� Number of improvement proposals presented by employees
� Number of system evalua-tion meetings
� Number of proposalsaccepted
� Number of procedure changes
� System reaction times to manual inputs
Airport CDM Contribution
� Airport CDM Information Sharing
Performance Measurement
Measure the:� Number of employees
trained� Number of training
sessions
� Number of improvement proposals presented by employees
� Number of system evalua-tion meetings
� Number of proposalsaccepted
� Number of procedure changes
� Measure the system reaction times to manualinputs
Performance Driver
� Increase awareness among airportoperational staff
� Ensure their commitmentand active participation
� Improve system reaction time
INTROD U C T I O N
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� 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
Improve predictability of operations
Performance Indicator
� Compare TOBT/TSATto AOBT
� a/c utilisation rate
Airport CDM Contribution
� ALL Airport CDM functions
Performance Measurement
� TOBT/TSAT� AOBT
� Hours per airframe (per day)� Additional a/c rotations
Performance Driver
� Enhance a/c fleet utilisation and flexibility
1 .5 AIRCRAFT OPERATORS' / GROUND HANDLERS’ / SER VICE PROVIDERS' OBJECTIVES AND PERFORMANCE INDICATORS
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
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)
Note — When the word "message" is used as a suffix to this term, it denotes the content andformat of the filed flight plan data as transmitted.
A1-13
� 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 Indicator
� Difference betweeninbound flight delay andoutbound flight delay
Airport CDM Contribution
� ALL Airport CDM functions
Performance Measurement
� Inbound flight delay
� Outbound flight delay
� Turn-round times
Performance Driver
� Negotiate best possiblea/c stand and resource allocation for delayedflight
INTROD U C T I O N
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� 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 Indicator
� Delays due to late personnel (flight crew,maintenance staff etc)
� Delays due to late equipment
Airport CDM Contribution
� ALL Airport CDM functions
Performance Measurement
� Measure contributingdelays, based on IATA standard delay coding
Performance Driver
� Reduce delays due tolate personnel (flightcrew, maintenance staffetc) and equipment
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
A1-15
� 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 Indicator
� Delays due to late equip-ment (e.g. buses, push-backtractors, steps, etc)
� Delays due to late personnel
;
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process
Performance Measurement
� Measure contributingdelays, based on IATA standard delay coding
Performance Driver
� Reduce delays due tolate equipment (e.g.buses, push back tractors,steps etc) and personnel
INTROD U C T I O N
� Tu r n - r o u n d T i m e
Strategic Objective
Optimise turn-round time
Performance Indicator
� Compliance with the ETTT
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process
Performance Measurement
� Measure turn-round times (ATTT)
� Check against estimate on the actual day of operations (ETTT)
� Measure gaps betweenETTT and ATTT (=AIBT toARDT)
� Measure number ofMilestone alarms
Performance Driver
� Turn-round complianceto agreed SLA
� Improve Turn-round predictability
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
A1-17
� 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 Indicator
� Elapsed time between fuelling truck's arrival toparking and aircraft arrivalto parking (AIBT)
� Elapsed time between airlines' and handlers' fuel-ling request and the aircraftarrival to parking (AIBT)
� Delays due to fuelling services
� Impact on TOBT - delaysdue to fuelling
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process
Performance Measurement
� Measure timeliness of airlines and handlers' fuelling requests
� Measure contributingdelays due to fuelling services, based on IATAstandard delay coding
� Measure impact on TOBT of delays due to fuelling
Performance Driver
� Optimise quality and accuracy of information provided to the fuelling services i.e. EOST, TOBT,a/c stand location
� Reduce delays due to fuelling
� Optimise prioritisation given by airline / GH to fuelling services
INTROD U C T I O N
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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 Indicator
� Delays due to de-icing services
� Impact on TOBT - delaysdue to de-icing
Airport CDM Contribution
Airport CDM� Information Sharing� Turn-round Process
Performance Measurement
� Measure contributingdelays due to de-icing services, based on IATAstandard delay coding
� Measure impact on TOBT of delays due to de-icing
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
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
A1-19
� 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 Indicator
� 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
Airport CDM Contribution
� Airport CDM Information Sharing
Performance Measurement
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
Performance Driver
� Increase awarenessamong airline / groundhandling staff
� Ensure their commitmentand active participation
� Improve system reaction time
INTROD U C T I O N
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� R u n w ay Th r o u g h p u t
Strategic Objective
Increase and optimise the runway throughput
Performance Indicator
Compare:� the actual number of
movements per houragainst the declared runway capacity for eachRWY configuration
� the actual number ofdepartures per day againstthe number of airport slotsper day
� the actual number of departures per hour / day / week etc against the actual demand for each RWY configuration
� the actual demand perhour / day against thedeclared capacity for eachRWY configuration
� Number of refused TOBT(not compliant with CTOT)
� Percentage of missed slots (departing outside CTOT window)
� Compare CFMU slot to airport slot
Airport CDM Contribution
� All Airport CDM functions
Performance Measurement
� RWY declared capacity (foreach RWY configuration)
� Actual DEP rate
� Actual ARR rate
� Number of TOBT not compliant with CTOT
� Number of flights depar-ting outside assigned CTOT
� Number of flights depar-ting outside airport slot
Performance Driver
� Fill the gap between the actual operational capacity and the declared capacity for allRWY configurations
� Slot compliance
1 .6 LOCAL ATC OBJECTIVES AND PERFORMANCE INDICATORS
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
A1-21
� 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 ow
Strategic Objective
Optimise take-off sequence (queuing) and departure flow by using Variable Taxi Times
Performance Indicator
Compare� ASAT to TSAT� AXOT to EXOT� ATOT to TTOT
� Clearance delivery reaction time
Airport CDM Contribution
� All Airport CDM functions
Performance Measurement
� Actual Taxi Time vs Default Taxi Time
� ASAT vs TSAT� AXOT vs EXOT� ATOT vs TTOT
� Measure the reaction time between request and delivery clearance
Performance Driver
� Optimise DEP sequence and the departure queue(on apron, TWYs and holding areas)
(using the a/c wake vortex categories, the SID sequen-cing - TMA exit point - andCFMU slot)
� Reduce delays due to taxiout time by smoothing DEP flowduring peak hours
INTROD U C T I O N
� 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 Indicator
� 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
Airport CDM Contribution
� Airport CDM Information Sharing
Performance Measurement
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 manualinputs
Performance Driver
� Increase awarenessamong ATC staff
� Ensure their commitmentand active participation
� Improve system reaction time
A1-22
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
� AT F M M e a s u r e s ( C TOT )
Strategic Objective
Compliance to ATFM measures (CTOT)
Performance Indicator
� CTOT Compliance
Airport CDM Contribution
� ALL Airport CDM functions� CFMU - Airport CDM Information Sharing
Performance Measurement
� Compare CTOT with ATOTfor regulated flights (-5’/+10’)
� Compare EOBT with [ATOT (-0’/+15’)+Taxi time] for non-regulated flights
� Measure percentage of missed slots (flights depar-ting outside CTOT window)
Performance Driver
� Increase percentage of flights departing between CTOT–5’ andCTOT+10’
1 .7 CFMU OBJECTIVES AND PERFORMANCE INDICATORS
A1-23
INTROD U C T I O N
� Pu n c t u a l i t y
Strategic Objective
Improve punctuality
Performance Indicator
� DPI Accuracy
� DPI Stability
Airport CDM Contribution
� ALL Airport CDM Functions � CFMU - Airport CDM Information Sharing (DPI Implementation)
Performance Measurement
� Compare ETOT(at defined times prior to take off ) vs ATOT
� Compare TTOT vs ATOT
� Count DPI msg by type forDEP flights
� Measure time between last msg and ATOT for each type of DPI
Performance Driver
� Improve TOT Accuracy
� Improve TOT Stability
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
A1-25
1.8 GUIDELINES FOR SELECTING AIRPORTCDM KEY PERFORMANCE INDICATORSFROM THE L IST
� I n t r o d u c t i o n
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.
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.
Experience in other performance based
services shows that measuring with too high gra-
nularity 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 wei-
ghing 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.
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AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
� S e l e c t i n g t h ei n d i c a t o r s
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 performan-
ce 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 quali-
ty 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 indi-
cators and measurements established at a given
airport should only be used to show the situation
at the given airport and NOT to compare one air-
port 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.
� Pr e s e n t i n g t h e r e s u l t s
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 impor-
tant 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 impor-
tant 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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� I n d i c a t o r si n d e t a i l
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 cate-
gories and their status. Colour coding helps in
the at-a-glance evaluation of the results.
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)
Time related data:
� CTOT� ATOT at outstation� FIR Entry� ELDT, ALDT� EIBT, AIBT� EOBT,TOBT, TSAT, AOBT� ETOT, TTOT, ATOT
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
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
A1-28
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
Accuracy and timeliness of data,accuracy of estimates
Evaluate the accuracy and timeliness of the follo-
wing data to establish data quality and improve-
ments thereto.
One of the most important improvements to be
brought by Airport CDM is more accurate estima-
ted 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.
ELDTCompare estimates with ALDT at time hori-zons of 3 hrs, 2 hrs, 30 mins prior to landing
ALDTCheck accuracy of ALDT within 1 min of actualand display within 1min of event
EIBTConnected to ELDT plus VTT. Use same para-meters as ELDT and evaluate taxi-in time accu-racy
AIBTUse same parameters as ALDT
EOBT / TOBT / TSATUse same parameters as ELDT and comparewith AOBT
AOBTUse same parameters as ALDT
ETOT = EOBT+ default taxi time
ETOT = EOBT+ EXOT
TTOT = TOBT+ default taxi time
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 minof 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 percen-
tage 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
A1-29
1.9 SAMPLE OF DATA ANALYSIS PERFORMEDAT A CDM AIRPORT
� I n t r o d u c t i o n
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 demons-
trate how Airport CDM can be a catalyst to achie-
ving 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” develo-
ped 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.
A1-30
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
Data element
Definition Source Remark
Localdata
AOBT Actual Off-Block Time CDM TOOL
SOBT Scheduled Off-Block Time CDM TOOL
TOBT Target Off-Block Time CDM TOOL calculation
MTTT Minimum Turn-round TimeFixed value per type of
a/c – table in CDM TOOLLocally agreed
value(s)
ATTTActual Turn-round Time =
= AOBT - AIBTCDM TOOL
TFWTimestamp of issue of
the First Warning
CDM TOOL (both for the First Warning
calculation and for thetimestamp recording)
Definition ofwarnings accordingto the Airport CDM
ImplementationManual
Date Day/month/year CDM TOOL
Actual Delay AOBT - SOBT Calculation during the analysis
EXOT Estimated Taxi-Out Time CDM TOOLDefault or (prefera-bly) variable value
AXOTActual Taxi-Out Time =
= ATOT - AOBTCDM TOOL
CFMUdata
CTOT Calculated Take Off Time CFMU data set
TDLATimestamp of receipt by
CFMU of the first DLA msgCFMU data set
Date Day/month/year CFMU data set
Definition of data elements
A1-31
Input Data elements used:subsets of total number of departing flights, defined by thefollowing selection criterion:
daily total number of departures with an actual delay[AD = AOBT – SOBT] within one of the following ranges:
05<AD<30 min30<AD<60 min60<AD<90 min90<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 hour1 < TFW < 2.5 hours2.5 < TFW < 5 hours5 < TFW < 11 hours11 < TFW
■ calculate the corresponding percentages for each subset ofdeparting flights
Output Examples: Figure 3-B, Table 1-B
� A n a l ys i s o f l o c a l d a t a
Distribution of CDM first warnings
A1-32
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
First Warning DistributionStatistics
Delay 5 - 30 mins
Example - Figure 3-B:
First warning for flights with a delay < 30 min
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.
Example - Table 1-B:
Distribution of First Warning
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.
First
Warning
Period
(hrs)
Actual Delay category
(min)
5-30 30-60 60-90 90-120
1<TFW<5 69.9% 77.5% 75.9% 43.8%
�
1 - 2.5 hrs34.9%
2.5 - 5 hrs35%
5 - 11 hrs2.8%
under 60 mins4.3%
over 11 hrs23%
A1-33
Input Data elements used:subset of total number of departing flights, defined by thefollowing selection criterion:
daily total number of departures with an actual delay[AD = AOBT – SOBT] within the following ranges:
05<AD<30 min30<AD<60 min60<AD<90 min90<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)
OutputExamine 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.
Evaluation of TOBT quality for delayed flights
� 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.
A1-34
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
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 DLAmessages
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
Process 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
Output Example – Figure 16
� 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
A1-35
CDM First Warning,DLA Time Generation
Percentage comparison
Example - Figure 16:
Comparison of TDLA and TFW
The CDM Tool warnings were produced earlier
than the time the DLA message was received by
the CFMU for 71.9 % of the flights.
Comparison of Delayed flightswith 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).
Example - Table 13:
Percentage of delayed flights without a
DLA msg. & Percentage of delayed flights
with a CDM Warning
Actual Delay (min)
% DelayedFlights without
DLA msg.
% DelayedFlights with
a CDM Warning
CDM TOOL CFMU CDM TOOL
> 10 53.9 82.3
> 15 44.7 73.7
> 25 28.2 84.5
> 60 12.5 84.7
TFW
before TDLA
71.9%
TFW
after TDLA
28.1%
A1-36
AT TAC H M E N T 1 AIRPORT CDM OBJECTIVES & KEY PERFORMANCE INDICATORS (CONT ’D)
�
Percent no DLA message with TFW
No DLA28.2%
Percent CDM with TFW
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.
A2-1
AT TAC H M E N T 2 PROCEDURES
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.
2 .1 GENERIC AIRPORT CDM IMPLEMENTATION PROCEDURES
INTRODUCTION
Milestone 1Flight PlanActivation
Milestone 2CTOTAllocation
Milestone 3Take offfrom outstation
Milestone 4 & 5Destination FIRentry / Local ATC & Final approach
Milestone 6Landing
Airport
Check FPL againstAirport slot. Ensure registration is avai-lable in order tocreate link to adeparture. If there isany discrepancy analarm is raised andthe AO is contacted. Note: An E-DPI maybe sent when the FPLand Airport Slot datacorrespond.
Stand and Gate Mgtcan use updated EIBT toreview planning.
Ensure final stand allocated 20 minutes prior toELDT
AO
Ensure airport slotis availableSubmission of FPL. Reaction to analarm concerninga discrepancy in data.
Monitor TOBT andconsider options ifit is greater thanEOBT
Monitor TOBT andconsider options ifit is greater thanEOBT
GH
No action(unless delegation ofresponsibilityhas been madeby AO)
Review standand EIBT forallocation ofresources
Review standand EIBT forallocation ofresources
CFMU
Issue orupdate CTOTif required
Send FUMwith ATCActivatedstatus
ATC
No action
Provide more accurateELDT
ProvideaccurateALDT
� A r r i va l s
Action - ResponsibilityEvent
A2-2
AT TAC H M E N T 2 PROCEDURES (CONT ’D)
Milestone 7In-block
Milestone 8Ground handling starts
Milestone 9Final update ofTOBT
Milestone 10ATC issues TSAT
Milestone 11Boarding starts
Milestone 12Aircraft ready
Milestone 13Start up request
Milestone 14Start up approved
Airport
Stand and Gate Mgt can use TSAT to review planning
An alarm will normally be generated if boarding is late.
FLT/ Crew
Request start up at TSAT
AO/GH
AO/GH review turn-roundoperation
If flight is the first of theday or has been longterm parked, GH willinput AGHT
Between AIBT and Xminutes before off block,update the TOBT. At thispoint a T-DPI(C) will besent
AO/GH will inform Flightcrew (unless the TSAT has been part of a datalink clearance)
Ensure that Boardingstarts in sufficient time to meet TOBT.
CFMU
Update CTOT ifrequired
ATC
Issue a TSATbased upon the pre-departuresequence and CTOT compliance
ATC approvestart up at TSAT
� Tu r n - R o u n d
Action - ResponsibilityEvent
A2-3
Milestone 15Off-block
Milestone 16Take off
Airport
The A-DPI will be sent at TSAT
AO GH CFMU
CFMU will freezethe CTOT
FUM sent withATC Activatedstatus to ADES
ATC
Establish the finaldeparture sequenceprior to take off
FSA sent to CFMU
� D e p a r t u r e
Action - ResponsibilityEvent
A2-4
AT TAC H M E N T 2 PROCEDURES (CONT ’D)
Airp
ort
Op
erator
Aircraft
Op
erator
Gro
un
dH
and
ler
ATC
CFM
U
Milesto
nes
Milestone 1Flight PlanActivation
Milestone 2CFMU SlotAllocation
Milestone 3ATOT fromDepartureAerodrome
Milestone 4 & 5FIR Entry (or specifictime/point beforelanding a FinalApproach
Milestone 6Landing
Milestone 7In-block
Milestone 8Ground HandlingStarts
Milestone 9Final Updateof TOBT
Milestone 10ATC IssuesTSAT
Milestone 11Boarding Starts
Milestone 12Aircraft Ready
Milestone 13Start Up Request
Milestone 14Start Up Approved
Milestone 15Off-Block
Milestone 16Take off
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 m
ay be sent w
hen the FPL and Airport Slot data correspond.
Issue or update CTOT
if required
Stand and Gate M
gt can use updated
EIBT to review
planning.
Monitor TOBT
and consider options if it is greater than
EOBT
Review stand
and EIBT for allocation of
resources
Send FUM
with ATC
Activated status
Ensure final stand allocated
20 minutes
prior to ELDT
Monitor TOBT
and consider options if it is greater than
EOBT
Review stand
and EIBT for allocation of
resources
Provide accurate ALDT
Review
turn-round operation
Review
turn-round operation
If flight is the first of the day
or has been long term
parked, GH w
ill input AGHT
Between AIBT and X m
inutes before off
block, update the TOBT. At this point a
T-DPI(C) will
be sent
Ensure airport slot is availableSubm
issionof FPL.
Reaction to an alarm
concerning a discrepancy
in data.
No action(unless delegation
of responsibility has been m
adeby AO)
Stand and Gate
Managem
ent can use TSAT
to review
planning
inform Flight
crew (unless
the TSAT has been part of a
datalink clearance)
If the boarding is late an alarm
w
ill normally
be generated if boarding is
late.
Flight Crew
request start up at TSAT
Approve start up at TSAT
An A-DPIw
ill be sent by the system
at AOBT or a tim
e param
eter before TTOT. Establish the
final departure sequence prior
to take off
Freezethe CTOT
Send FUM w
ith AA to
destination aerodrom
e
Send FSAto CFM
U
Ensure that Boarding starts in
sufficient tim
e to m
eet TOBT.
Issue a TSAT based upon
the pre-departure sequence and
CTOT com
pliance
A3-1
This document provides recommended generic elements that could be included in aMemorandum of Understanding (MoU) and Confidentiality Agreements at local airport level.Such agreements would be beneficial prior to the commencement of any Airport CollaborativeDecision Making (CDM) implementation, in order to safeguard the sharing of data.
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
This document has limited scope with a basic description of the Airport Collaborative DecisionMaking (CDM) functional requirements for ‘Confidentiality Agreements’ to be used by AirportAuthorities, ATM, Aircraft Operators, Ground Handling and other service providers.
AT TAC H M E N T 3 SAMPLE DOCUMENTS
3.1 SAMPLE AIRPORT CDM MEMORANDUM OF UNDERSTANDING
3.1 .1 OVER VIE W
3.1 .3 M oU & CONFIDENTIALIT Y AGREEMENTS
W H Y
3.1 .2 SCOPE
INTROD U C T I O N
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
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
W H O
A3-2
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
A3-3
W H AT
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
G U I D E L I N E S
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 statedvery 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 thenational 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.
A3-4
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
A3-5
3.1 .4 GENERIC EXAMPLE OF AN AIRPORT CDMMEMORANDUM OF UNDERSTANDING
I n t r o d u c t i o n
Airport CDM involves a wide range of interactions between the various partners who are diversein nature, both in terms of business interests and organisational characteristics. It is essential thattheir agreement to work together for the common good is summarised in a Memorandum ofUnderstanding (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 completedwith the site specific details, can be used by a given Airport CDM project. Use of this modelis recommended, as it contains or prompts for all the information that has been shown to beessential 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 forwhich is available from the CFMU.
A3-6
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
( I N S E RT N A M E O F A I R P O RT )CO L L A B O R AT I V E D E C I S I O N M A K I N G ( C D M )M E M O R A N D U M O F U N D E R S TA N D I N G ( M O U )
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
A3-7
D e s c r i p t i o n o f t h e p r o j e c t
Airport Collaborative Decision Making (CDM) is a concept which aims to improve the througputof 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 bestpossible 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
Aircraft Operator � Increased punctuality� Early identification of problems� Improved slot allocation
Air Traffic Control � Improved departure sequence planning� Improved slot adherence
Handling Agents � Optimum use of resources
CFMU � Improved slot adherence
The project is supported by EUROCONTROL and will be based on, or be compatible with,the Airport CDM concept.
A3-8
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
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
A3-9
O r g a n i s a t i o n
The following project structure has been agreed:
The Steering Group will consist of representatives from the Contracting Partners. (EUROCONTROLmay be invited to participate in the Steering Group and should be invited to participate in theWorking 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.
Steering Group (SG)
Airport CDM Project Manager
Working Group(s) (WG)
Sub-Group Sub-Group
A3-10
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 onthe 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 withthe agreement of the Steering Group. For using data under such a special dispensation, a chargeis applicable as described in Attachment YY of this MoU. The charge can be avoided by becominga 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
Pr 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 otherContracting 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 subjectof Service Level Agreements between the Contracting Partners and contained in Attachment ZZof this MoU.
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
A3-11
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 thecourse of Airport CDM operations relating to the business associations and transactions of theother partners including technical or commercial arrangements and documents and materials apartner may acquire while working under this MoU, provided however, that this obligation on acontracting 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 AirportCDM operation.
Contracting Partners may exchange information amongst themselves on the basis of service levelagreements and with the CFMU on the basis of agreements concluded on their behalf by (entername of appointed representative).
(Section to be completed with provisions required / agreed locally)
D i s p u t e r e s o l u t i o n
(Section to be completed with provisions appropriate locally)
A m e n d m e n t s
Amendment proposals to this MoU, including termination, must be submitted in writing to theSteering Group which will handle such proposals in accordance with the process described in itsTerms of Reference.
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AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
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 SAMPLE DOCUMENTS
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 pos-
sible 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".
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 current-
ly 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.
3 .2 AIRPORT CDM IMPLEMENTATIONINVENTORY & COMPLIANCE CHECKLIST
3.2 .1 INTRODUCTION
(available)
(required)
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AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
3 .2 .2 INVENTORY & COMPLIANCE CHECKLIST ACCORDING TO AIRPORT CDM IMPLEMENTATION MANUAL
Data Item
A/cRegistration
A/c Type
GroundHandlingAgent
A/c ParkingStand
MTTT
TOBT
A/c Status
Flight Type
REQUIRED
REQUIRED
DESIRABLE
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
ATC Airport Airline
Common for ARR & DEP flights
GH Availablein XXX
For CDM Remarks
A3-15
Data Item
ICAOcallsign
IATAcallsign
ADEP
ELDT
ALDT
EIBT
AIBT
EET
Airborne Time (fromoutstation)
Landingtime
In-blocktime
VariableTaxi-in Time(EXIT)
REQUIRED
DESIRABLE
REQUIRED
DESIRABLE
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
ATC Airport Airline
ARR flights
GH Availablein XXX
For CDM Remarks
A3-16
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
Data Item
ICAOcallsign
IATAcallsign
ADES
SOBT
AOBT
EOBT
ETOTATOTCTOT
SID
BoardingGate
Off-blocktime
VariableTaxi-out Time(EXOT)
Take offTime
REQUIRED
DESIRABLE
REQUIRED
DESIRABLE
DESIRABLE
REQUIREDREQUIRED
REQUIRED
REQUIRED
REQUIREDREQUIREDREQUIRED
ATC Airport Airline
DEP flights
GH Availablein XXX
For CDM Remarks
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Alarms / Warnings
FPL Inconsistency
Airborne(from outstation)
MTTT
EOBT inconsistency
CTOT inconsistency
Boarding
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
Available inXXX
For CDM Remarks
A3-18
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
Milestones
FPL submission Airport CDM Information Sharing
Airport CDM Information Sharing
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round Process
Airport CDM Information SharingTurn-Round process
Variable Taxi Time Calculation
Airport CDM Information SharingTurn-Round Process
Collaborative Management of Flight Updates
Airport CDM Information SharingTurn-Round Process
Variable Taxi Time Calculation Collaborative Management of Flight Updates
Airport CDM Information SharingTurn-Round Process
Variable Taxi Time CalculationCollaborative Management of Flight Updates
Airport CDM Information SharingTurn-Round Process
Variable Taxi Time CalculationCollaborative Management of Flight Updates
Airport CDM Information SharingTurn-Round Process
Variable Taxi Time CalculationCollaborative Management of Flight Updates
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
DESIRABLE
REQUIRED
REQUIRED
DESIRABLE
REQUIRED
REQUIRED
REQUIRED
DESIRABLE
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
Available inAirport
For CDM Prerequisite for:
A3-19
Data Item
A/cRegistration
A/c Type
GroundHandlingAgent
BoardingGate
A/c Stand
STTT
TOBT
A/c Status
Schengen
REQUIREDYESYESYESYESin FIDS
YESif AO provide it, in
the FPL and on strip
REQUIREDYESYESYESYES
in FIDS, FCS andFDPS
YESin the FPL and
on strip
YESYESYESYES
in FIDS colour coded(also complete set
of data - e.g. fuel comp.)
NO
YESYESYESYES
in FIDS(also gate status)
NO
YESYESYES(MAH manages T2A)
YESin FIDS
YES(both ARR and DEP)
YESYES(in relevant SOP)
YESNONO
NONONONONO
YES(YES)
(FIDS statusdefinition - Not asdefined by CDM)
(YES)(FIDS status
definition - Not asdefined by CDM)
(YES)(FIDS status
definition - Not asdefined by CDM)
(YES)(MATIAS status
definition, i.e. STU,TAXI, CNL STU, ARR
(manual click),DEP (autom.)- Not as
defined by CDM)
DESIRABLE
DESIRABLE
REQUIRED
REQUIRED
REQUIRED
REQUIRED
Location of stand(or group of stands)also vital for VariableTaxi Time calculation
According toCDM concept
VITALFOR CDM
IMPLEMENTATION
NOT APPLICABLEFOR THE TIME BEING
NA
ATC Airport Ops Airline
Common for ARR & DEP flights
GH Availablein BUD
For CDM(AODB)
Remarks
3.2 .3 SAMPLE INVENTORY & COMPLIANCE CHECKLIST FROM BUDAPEST FERIHEGY AIRPORT
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AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
Data Item
ICAO callsign
IATA callsign
In-block time
Taxi-in time
ADEP
EET
Departuretimeat origin
Landingtime
ELDT
EIBT
ALDT
REQUIREDYESNONO
NONONONO
YESin FCS and FDPS
YES
DESIRABLEYESYESYESYESin FCS and FDPS
YESin FCS and FDPS
NO
YESYESYESYES
YESYESin FPL
YESScheduled value
YESin FPL
(YES)(only in FPL)
YESYES
AOBT & ATOT fromoutstation via
MVT msgs
YESAOBT & ATOT from
outstation viaMVT msgs
YESAOBT & ATOT from
outstation viaMVT msgs
NO
YESYESin FIDS
YESin FIDS
YESin FCS, FDPS and FIDS
YES
YESfrom ATC
(according todata exchangeMATIAS-FIDS)
from ATC(according to
data exchangeMATIAS-FIDS)
from ATC(according to
data exchangeMATIAS-FIDS)
ACT msg. in at: FIR entry - 20' incl. asystem calculated
ELDT based onthe flight profile
After a/c enters theFIR, ELDT is conti-nuously updated
by Radar
REQUIRED
DESIRABLE
REQUIRED
REQUIRED
REQUIREDInitial ELDT can becalculated by using
the FUM and addinga local parameter
ELDT
YESYESin FIDS
YESin FIDS
YESR/T call from rampagent -> manualinput into FIDS
YESManual click ->
“park” -> end of FPLREQUIRED
ACCURACY COULDIMPROVE
- Ideally registeredautomatically by
A-SMGCS
YESfrom ATC (MATIAS)Manual click from ATC (MATIAS) from ATC (MATIAS) REQUIRED
REQUIREDNO
NONONONO REQUIRED VTT introductionNO
Ideally registeredautomatically by
A-SMGCS
ATC Airport Ops Airline
ARR flights
GH Availablein BUD
For CDM(AODB)
Remarks
A3-21
Data Item
ICAO callsign
IATA callsign
Taxi-out time
ADES
SID
BoardingGate
Off-block time
Take off time
SOBT
REQUIREDYESNONOYESin FCS and FDPS
YES
DESIRABLEYESYESin FIDS
YESin FIDS
YESin FCS and FDPS
YESin FCS and FDPS
NO
YESYESin FIDS
YESin FIDS
YES
YESNONONOYESIn e-flight list
YESYESin FIDS
YESin FIDS
YESIn FIDS
(also gate status)NO
REQUIRED
DESIRABLE
YESNONOYESYES10 minutes default
REQUIRED
DESIRABLE
YESYES
In FIDSand chg from
MVT msg
YESIn FIDS
and chg fromMVT msg
YESIn FIDS
and chg fromMVT msg.
NO REQUIRED
ETOT YESNONONOYES
ETOT (at atco list) =EOBT (FPL) +default value
REQUIRED
ATOT YESYESIn FIDS
YESIn FIDS
YESFrom ATC
YES(system derived -when radar & FPL
coupled)
REQUIRED
EOBT YESYES
In FIDSand chg from
MVT msg
YESIn FIDS
and chg fromMVT msg
YESIn FIDS
and chg fromMVT msg.
YESfrom FPL
IMPROVESWITH TOBT
IMPLEMENTATION
ACCURACY COULDIMPROVE with
VTT introduction
ACCURATE with automatic
registration
CTOT YESYESYES
Both via SITA andin CFMU terminal
(YES)only in the separate
VFMU terminalYES REQUIRED
REQUIRED
AOBT YESYES
R/T call from rampagent -> manualinput into FIDS
YESIn FIDS
YESIn FIDS
NOOnly Manual click at
start-up clearance(STU) and (start)
taxi clearance (TAXI)
REQUIREDACCURACY COULD
IMPROVE- Ideally registeredautomatically by
A-SMGCS
ATC Airport Ops Airline
DEP flights
GH Availablein BUD
For CDM(AODB)
Remarks
A3-22
AT TAC H M E N T 3 SAMPLES DOCUMENTS (CONT ’D)
Alarms / Warnings
Boarding
Airborne(from outstation)
MTTT
FPL inconsistency
CTOT inconsistency
EOBT inconsistency
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
REQUIRED
NO
NO
NO
NO
NO
NO
Available inBUD
For CDM(AODB)
Remarks
A3-23
Milestones
Airport CDM Information Sharing
Airport CDM Information Sharing
Airport CDM Information SharingTurn-round process
Airport CDM Information SharingTurn-round process
Airport CDM Information SharingTurn-round process
Airport CDM Information SharingTurn-round process
Airport CDM Information SharingTurn-round process
Variable Taxi Time Calculation
Airport CDM Information SharingTurn-round process
Airport CDM Information SharingTurn-round process
Collaborative Management of flight updates
FPL submission
CTOT allocation
ATOT - outstation
FIR entry
Final
ALDT
AIBT
AGHT (start)
TOBT (final)
DESIRABLE
REQUIRED
REQUIRED
DESIRABLE
REQUIRED
REQUIRED
REQUIRED
DESIRABLE
REQUIRED
NO
YES
YES
YES
NO
YES
YES
Airport CDM Information SharingTurn-round processStart Boarding REQUIREDNO
NO
Airport CDM Information SharingTurn-round processTSAT (by ATC) REQUIREDNO
Airport CDM Information SharingTurn-round processASAT (Start up approval) REQUIREDYES
NO
Airport CDM Information SharingTurn-round process
Variable Taxi Time CalculationCollaborative Management of flight updates
ARDT REQUIREDNO
Airport CDM Information SharingTurn-round process
Variable Taxi Time CalculationCollaborative Management of flight updates
ASRT (Start up request) REQUIREDNO
Airport CDM Information SharingTurn-round process
Variable Taxi Time CalculationCollaborative Management of flight updates
AOBT REQUIREDYES
Airport CDM Information SharingTurn-round process
Variable Taxi Time CalculationCollaborative Management of flight updates
ATOT REQUIREDYES
Availablein BUD
For CDM(AODB) Prerequisite for:
Intentionally left blank
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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 2005EUROCONTROL - 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 2005Also available for download
EUROCAE WG 69 - Collaborative Decision Making - MASPS
A guide to the Project Management Body of Knowledge - PMI, 2000 edition
AT TAC H M E N T 4 LIST OF REFERENCES AND CONTACTS
INTROD U C T I O N
fdsfsdfsdsdfsdfs
Acknowledgements
Special thanks to all partners from the CDM trial Airports and to the Airport CDMTask Force Members for their contribution and support to the completion of thisImplementation Manual.
For further information, contact:
Airport CDM Project Manager Elisabeth LagiosAirport Operations Programme (APR)Airport Operations and Environment Division (AOE)
EUROCONTROLRue de la Fusée, 96B-1130 BrusselsBelgiumTel.: +32 2 729 3390Fax: +32 2 729 9193E-mail: [email protected]
A4-2
AT TAC H M E N T 4 LIST OF REFERENCES AND CONTACTS
A5-0
AT TAC H M E N T 5 RAISING LOCALAIRPORT CDM AWARENESS
ATTACHMENT 5: Raising Local Airport CDM Awareness A5-0
ATTACHMENT 5.1 Sample Airport CDM Information Sheet from Barcelona Airport A5-1
ATTACHMENT 5.2 Sample Airport CDM Information Sheet from Brussels Airport A5-3
ATTACHMENT 5.3 Sample Airport CDM Information Sheet from London (LHR) Airport A5-5
ATTACHMENT 5.4 Sample Airport CDM Information Sheet from Munich Airport A5-7
ATTACHMENT 5.5 Sample Airport CDM Information Sheet from Stockholm Airport A5-9
Intentionally left blank
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A5-5
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A5-7
A5-8
A5-9
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A5-11
Section will be added at a later stage