■ Milestones for efficient operations ■ The economic win-win ■ The change challenge Save ■ Environmental benefits 3 costs

Optimise 2 resources Improve 1planning Airport Collaborative Decision Making (CDM) is one of the five priority measures in the Flight Efficiency Plan published by IATA, CANSO and EUROCONTROL. It is also an enabler to many of the technological advances being developed by SESAR.

Studies have shown that Airport CDM offers substantial benefits for minimal investment – and that EVERYONE wins – airlines, airport operators, air traffic control, ground handlers and the air transport network as a whole.

In this guide we share the experiences and lessons learned from the pioneer airports of Brussels, Munich, Heathrow, Zurich, Barcelona and more. We also share the feedback and experiences of those who are in the early stages of Airport CDM.

So read on to see what Airport CDM could do for you, and take active steps to boost your efficiency. CONTENTS Business Section Operational Section

The economic It’s time to build a strong win-win foundation for airport efficiency Up to f9 back for Information sharing and milestone events are key to every f1 invested improving efficiency. Why do we need them and how and a 2-year pay- do they work? back. Page 22 Page 6 When chaos strikes … how to Sharing the information we need recover faster When adverse conditions hit, What data do we need to share, who with, when suddenly everything changes, and capacity reduces and how? significantly. Even when events are predicted, many Page 10 airports still struggle to use available capacity and to return to normal operations efficiently. This is where How Airport CDM benefits the Airport CDM really helps. environment Everyone is searching for ‘green Page 26 solutions’ that will make an impact today. Numerous initiatives exist but few can be implemented The CFMU slot negotiation immediately and with direct environmental benefits; ‘promise’ One very real and practical Airport CDM is one such initiative. benefit of completing the Airport CDM Page 12 process and networking with the CFMU is more success with slot negotations. Airports - the missing link in Page 28 the ATM network How slots are ‘wasted’ and how ‘getting connected’ can solve the problem. The change challenge – Page 14 ghost flights, schedule Airport CDM is Every airport has buffering and more What’s your priority? primarily about culture change as these examples different needs. Airport CDM is totally flexible to show. meet those needs, as these case studies explain. Page 30 Page 16 One sugar or two? Expressing It’s about more than money The evidence from those airports that have implemented your preferences with Airport CDM is that once people see it working, Airport CDM Pre-departure they like it. It makes their job easier and their sequencing means flights working relationships more rewarding. leave the stand in Page 18 the optimum order – it also means the is pushing forward - end of ‘first come are you? Airport CDM has first served’. won widespread institutional Page 32 support and been incorporated in the most ambitious plan Implementing Airport CDM, ever written for European A number of pioneer airports ATM - SESAR. lessons learnt have succeeded in implementing all or some elements Page 20 of Airport CDM. Here are their hot tips! Page 34

New to Airport CDM? Turn the page for an overview of what it’s all about. What is Airport CDM?

Airport Collaborative Decision Making is all about

ACTING ON SHARED INFORMATION

■ Have you ever arrived at an airport and had to wait on the taxiway for an occupied stand?

■ Have you arrived at a stand with no ground staff or equipment there to meet you?

■ Have you boarded a flight to find yourself sitting in the aircraft for a long time before leaving the stand?

■ Have you known of flights which wait until the last minute to inform that they are not ready and will miss their Calculated Take Off Time (CTOT)?

These are the visible symptoms of the problems that Airport CDM seeks to address. The causes are many:

■ Insufficient or unreliable information

■ No single partner has the complete picture

■ Accurate information is provided too late for a partner to be ready

READ ON TO FIND OUT MORE ABOUT HOW AIRPORT CDM IS WORKING FOR OTHERS AND WHAT IT COULD DO FOR YOU…

READER QUIZ: What does Estimated Time of Arrival (ETA) mean to you?

Write your answer here – and check the results from a

recent survey at the bottom of the page.

Handler), At stand (Passenger) stand At Handler),

e (Ground e tim In-block Handler), (Airport/Ground stand on Shutdown Engine (ATC), Touchdown meant: ETA said delegates seminar, recent a At

uational awareness. awareness. uational sit shared building of benefit the has This meanings. clear with vocabulary common a use to is CDM Airport of principle first A 4 AT-A-GLANCE BENEFITS

AIRLINES AIR TRAFFIC CONTROL ■ Shorter taxi times, shorter ■ More predictable traffic - holding before access, therefore reduced workload no waiting in front of occupied gate ■ Reduced probability of errors ■ Fuel savings ■ Better pre-departure sequence ■ Reduced delays > cost savings ■ Higher service quality and customer satisfaction ■ Beneficial network effects as ■ Increased capacity with the more airports become CDM same fleet accredited

GROUND HANDLERS AIRPORT OPERATOR ■ Better planning and use of ■ Reduced environmental resources – therefore less cost, impacts – noise and emissions more profit ■ Improved punctuality ■ Improved customer satisfaction ■ Improved gate/stand ■ Increased productivity could planning and management enable ground handlers to lower ■ Additional flights and their prices passengers possible

REGULATORS THE ATM NETWORK ■ Safety and environmental ■ More available en-route and benefits that can help meet airport capacity EU targets ■ Improved ATFM slot adherence ■ Fewer wasted slots EVERYONE! ■ Reduced apron and taxiway congestion ■ Mutual understanding and trust ■ Less stress on the system and the people within it ■ Higher service quality with knock-on benefits to company image and customer satisfaction

5 Steps to boost efficiency

There are many new technologies and concepts in aviation where someone has to invest so others can reap all the benefits. With Airport CDM everyone wins. The economic win-win t the end of 2006, a team comprising both financial and operational Aexperts presented the results of a new Cost-Benefit Analysis for all elements of Airport CDM. The study concluded that for every e1 invested in Airport CDM, within 10 years up to e9 would be paid back – and within 2 years the initial investment would be repaid. The study also suggested that costs of implementing and operating Airport CDM elements are lower than most people think.

Sound assumptions The study used EMOSIA, the European Model for ATM Strategic Investment Analysis - a structured and proven methodology based on industry best practice. It also included contributions from stakeholders at several stages in the process, including the vital validation stage.

Of course, costs and benefits will be different at every airport and will depend on many factors, such as complexity of traffic, airport layout, number of participating partners or sophistication of the systems in use. This study took a Generic Airport with 280,000 movements annually, growing at 4% per year, with airport operating costs of e300M and ATC operating costs of e70M. In addition, 4 specific Cost-Benefit Analyses were produced for Barcelona, Brussels, Munich and Zurich, each with convincing results that were fed into the overall study.

6 The economic win-win

High- results for the Generic Airport: ■ Expected benefits of up to e90M (over 10 years, all partners included) ■ Benefit-to-cost ratio of up to 9/1 ■ Quick return of investment for all partners – 2 years ■ Risk of financial loss is practically non existent There is a very strong case for implementing Airport CDM

What are the costs & benefits? For airports and ATC, Airport CDM represents can be delivered very cost-effectively. The a very safe investment with very limited risk main insight from the analysis and real – 80% probability of a positive result. The implementations is that costs are very small expectation is that partners will see their compared with the benefits, but quite initial investments within 2 years. constant through the implementation and The overall cost of the project for all partners post-implementation phases. together is e10.86M spread over 10 years: While Airport CDM brings many important ■ e3.83M - capital investments benefits, only some of them have direct ■ e7.03M - operating costs financial impact. These, however, add up to These costs are lower than many people expect, more than e90M. particularly in terms of IT improvements, which

BASELINE ASSUMPTIONS USED Airport Airline ■ The baseline operating cost for the Airport in 2006 is ■ The baseline for annual traffic growth is 4% f300M ■ The average cost of delay per minute is f77. For ■ The operating cost growth is equal to 4% as per annual sensitivity analysis purposes a high value of f100 and a traffic growth low value of f50 are used ■ Implementation duration is equal to 3 years. ■ The average delay per movement (all causes) is 10 minutes ATC ■ Benefits are achieved from the 1st year of the project ■ The ATC operating cost in the Airport is f70M and are fully achieved after 2 years

Ground handling General ■ Operating cost growth is 4% per year ■ 280,000 aircraft movements ■ Operating cost for ground handlers affected by Airport ■ Start year 2006 - final year 2016 CDM is assumed to be between 10% and 30% of their total operating costs ■ The operating costs per flight handled are between f1000 and f3000 per flight

7 Steps to boost efficiency

The economic win-win Continued

net present value of e29.9M for airports, On the benefit side, airport with a benefit-to-cost ratio of 8. operators are on top, followed by ➤ Ground handlers will find that airlines and ground handling increased predictability enables better companies. ATC will see the planning, leading to more efficient use smallest quantifiable benefit, but will see major qualitative of existing manpower and equipment improvements in work processes. with subsequent reduction in operating costs and avoidance of future operating costs. Overall the study found a net The major benefits include: present value of e16.87M for ground ➤ Airlines will benefit most from the handlers, with a benefit-to-cost ratio implementation of Airport CDM. Fewer of 14. missed connections for passengers will ➤ ATC will be also benefit from better mean a decrease in compensation paid. use of resources and this will possibly And there are reduced fuel costs due lead to cost avoidance. Overall the to shorter taxi times and shorter turn- study found a net present value of round times. This has another major e3.79M for ATC, with a benefit-to-cost benefit, which is the benefit to the ratio of 6. environment in terms of emissions and noise disturbance. Increased pre- And of course, the other ‘winner’ in this dictability also means schedule equation is the passenger. The ultimate buffering can be reduced, which has a customer benefits from reduced delays, fewer BENEFITS positive impact on airline operating missed connections, greater satisfaction from 9 costs. Overall the study found a net improved punctuality, and better service 8 present value of e29.39M for airlines, during periods of disruption. with a benefit-to-cost ratio of 8. 7 ➤ Airports will achieve better use of The value of ‘network’ benefits 6 airport resources and infrastructure The Cost-benefit Analysis also looked at (manpower, equipment, or stands and network benefits of exchanging the Flight 5 gates) through having the right Update Message and Departure Planning 4 information at the right time for the Information messages with the CFMU. The right people. For example, partners increase in the en route capacity due to 3 receive the stand allocation 10 minutes connecting to the network has been 2 earlier, thanks to more stability in estimated at 0.5%, which represents the planning. This in turn gives the ground Net Present Value of over e70M over 10 1 handler sufficient time to set up a years. However, the recent Study on Airport 0 stand for an arriving aircraft: a small CDM Network Impact Assessment based on but important improvement due to Munich experience has shown that Airport CDM. Overall the study found a implementation of Airport CDM could

COSTS 8 The economic win-win

increase sector capacity within the core service quality. In the end, the longer term area by up to 4%, which equates to between costs of not implementing Airport CDM can 1-2 aircraft per sector. be much higher, when compared to the investment you need to make today. The economic arguments for implementing Airport CDM are strong and clear. Every partner in the process stands to gain, as does the network as a whole. The investment For more details see the Airport CDM costs are comparatively small, by aviation Cost-Benefit Analysis Document at standards, but the quantitative and www.euro-cdm.org qualitative benefits and cost savings are substantial. Even if your airport is efficient For more information on the qualitative today, the increasing complexity of operations benefits of Airport CDM see page 18: can bring future problems that compromise "It's about more than money".

One-off Costs: Operating Costs: ■ Project definition & project management ■ Maintenance & IT Improvements Costs and ■ Procedures adaptation ■ Recurrent training benefits ■ System integration ■ Travel costs ■ Staff training ■ Airlines: full time function – summary ATC/FLOW, flight dispatch staffing

ATC GH Airports Airlines

20

15

10

5

0

Costs and benefits per partner (M EUR) per partner benefits Costs and -5

YEAR 1 YEAR 2 YEAR 3 YEAR 4 YEAR 5 YEAR 6 YEAR 7 YEAR 8 YEAR 9 YEAR 10 Costs Benefits

9 Steps to boost efficiency

Airport CDM is built upon sharing a range of information between all partners and this can sometimes cause concerns. The problem is not in getting the information, nor even in distributing it. The core challenge is in developing a culture based on mutual trust and cooperation. Sharing the information we need Can I rely on what you say? If operations are to become more efficient they need the best information available. To make this happen well defined Service Level Agreements and Non-disclosure Agreements should be signed between the partners in a Memorandum of Understanding. It’s impor- tant to sort this out early on. It will help to ensure that partners: The right information ■ provide high quality information at the right time to ■ stick to their commitments the right people ■ define appropriate access levels for sensitive information ■ share data only internally within Airport CDM ■ leave airlines with the right to decide which information they share with their passengers and which not.

What to share The type of information needed covers: ■ airline schedules and flight planning information ■ predictions, status messages and To charge or not to charge? operational planning information (stand, What money cannot buy… gate, landing time, in-block time, Ground handler: I’ll give n this commercial world it can be turn-round time) you a Target Off-Block tempting to see information as a rev- ■ advisories and alarms (e.g. insufficient Time, it will cost you f1 Ienue generator. Others have tried to time to complete turn-round) charge for data, but have found that when ■ status of aeronautical aids/systems and ATC: Fine, I’ll give you a they do, the whole CDM process stops. weather situation. stand. It will cost you f2! People will always find ways to recharge back, which simply creates a cycle of In some airports CDM-like procedures are resentment and mistrust, whereas CDM relies already in place, albeit using different on trust and mutual benefit. names and definitions. A gap analysis can

10 Sharing information

identify where additional information or action is needed. That same analysis will also help to define how to tailor existing information and processes without over- complicating things, as well as how to provide access to what is needed.

Gap analysis helps to find the answers to the following questions:

■ What information do we need? ■ What do we have already? ■ What are we missing? to partners off-site – to assist with planning Prototype CDM User Interface from ■ Who do we need to share it with? Heathrow showing colour flags, coding and analysis. It can be tailored to local toggle, airport news section etc. needs and have inbuilt flexibility for example AIP or Airport CDM Portal? to switch between IATA and ICAO callsigns, When new procedures become official, they show towed aircraft, show news on repairs need to be published in the Aeronautical to specific airport areas and so on. Information Publication. But experience has shown the message does not spread in the The result is a shared awareness of the SAME way that it should. A much more effective information that is accurate, up-to-date and way of doing this is via dedicated web- reliable. based portals. As Mark Matthys from Belgocontrol explains: “The Airport CDM portal For further details on the operational aspects also contains the most recent procedures and of information sharing, including the publications. The portal also proves that important ‘milestone approach’ linked to Airport CDM is not related to only one airport information sharing see “It’s time to build a but that we are really trying to harmonise strong foundation for airport efficiency” and simplify complex things.” (pages 22 - 25).

I see what you see An important part of Airport CDM information >Top Tips< sharing is the ‘user interface’, which should for the interface: be built around agreed processes and ■ Use existing equipment if procedures involving all partners. This does possible not have to be a complex IT project. It can ■ Avoid multiple displays be a simple web platform, or an adaptation ■ Create consistent look and feel of an existing intranet or other system. ■ Avoid information overload Experience has shown that it is best if the – be selective display is the same for everyone, but with ■ Show linkage of flights clearly different levels of functionality. The beauty ■ How it looks may be local, but the message must be the of this is that it can be made available even same everywhere

11 Steps to boost efficiency

Implementing Airport CDM is an opportunity to show you are being proactive in addressing environmental concerns. It should help to create good community relations. How Airport CDM benefits the

but also the possibility to reduce number of aircraft due to improved predictability ■ Reduced taxi times environment ■ Less fuel results in increased payload ■ A ‘green’ quest Reduced emissions: carbon dioxide (CO2 - ublic concerns about the environmental greenhouse gas); oxides of nitrogen (the impact of aviation are increasing. This key air quality pollutant and greenhouse Pwas highlighted in a study on public gas); particulates (important air quality attitudes to aircraft noise published in late pollutant) 2007 by the UK’s Department for Transport, ■ Reduced associated mitigation costs and by other recent surveys at Zurich and (noise insulation or compensation) Amsterdam airports. Add to this the publicity ■ Reduced risk of environmental constraints surrounding global warming and the whole imposed by local, national, regional or aviation industry finds itself under pressure to international authorities respond. Shorter taxi times proven Everyone is searching for ‘green solutions’ Although pushing back as soon as the aircraft “Every tonne of fuel used that will make an impact today. Numerous is ready can be psychologically satisfying for inefficiently produces an initiatives exist– but few can be implemented the passengers, it very often only means additional 3.15 tonnes of CO2 emissions contributing to immediately, with direct environmental joining a long queue and burning more fuel global warming.” benefits. Airport CDM is one such initiative. while holding on the taxiway. Regardless of This fact is recognised by IATA, CANSO, ACI the cost to airlines, this also has a negative Standard Inputs for EUROCONTROL Europe and EUROCONTROL in their Flight impact on local air quality and contributes Cost-Benefit Analyses Efficiency Plan 2008 which urges the faster to noise disturbance in the vicinity of the adoption of Airport CDM. airport. Following the successful implementation of Environmental benefits of Airport CDM in Munich in June 2007 taxi times Airport CDM have been reduced by 10%. Not only does this positively affect local air quality it also ■ Reduced noise due to less aircraft in the reduces noise. This equates to a fuel saving taxiing queues of d3.6M per year. A similar benefit can be ■ Reduced engine run time on the ground - observed in Brussels where the average taxi time decreased by one minute.

12 How Airport CDM benefits the environment

“If Airport CDM was successfully replicated at a major proportion of European airports, this would offer a potential fuel saving worth several tens of Million Euro per annum and a reduction in CO2 of several tens of thousand tonnes per annum. Further there would be other benefits in noise and air quality impacts which are known major causes of constraint on Airports and hence the European ATM system.” Generic CBA for Airport CDM, EUROCONTROL

By using more accurate taxi times and up-to- schedules today. These buffers help airlines in date readiness information, ATC can better several ways: they improve the predictability plan the departure sequence for flights. If of rotations by allowing for delay recovery 50 major airports in Europe could save one but also help to improve the airline’s ‘on- minute of taxi time per flight, as Brussels has time performance’ in the eyes of travelling achieved, Airport CDM could save airlines public. However, they also have negative 145,000 tonnes of fuel annually which effects. They reduce resource efficiency for would contribute to 475,000 tonnes of saved airlines and require

CO2 emissions. additional

The key is ‘improved fuel to be taken on board. And this predictability’ fuel in turn contributes to even more

Disruptions during the turn-round process CO2 emissions. and non-adherence to Air Traffic Flow Management (ATFM) slots affect the accuracy Experience with Airport CDM at the pioneer of demand calculations resulting in: airports has shown substantial improvements ■ unnecessary holding of the aircraft in the in the predictability of the turn-round vicinity of its destination process, enhanced adherence to the ATFM ■ rerouting to longer routes slots, and an overall positive effect on ■ flying at inefficient flight levels delays. This paves the way for reducing sponging (buffering) in airline schedules all with subsequent impacts on fuel costs which means they can take less fuel on

and CO2 emissions. The inability to predict board and reduce the weight of the aircraft. these disruptions is a primary reason for This results in financial benefits to airlines Out of every extra 100 kg of airlines incorporating ‘buffers’ into their and environmental benefits for everyone. fuel loaded on the aircraft to accommodate ‘buffers’ in schedules, 4% per hour will be burned just in carrying the weight of that fuel. IATA

13 Steps to boost efficiency

Today, real-time information sharing between the Air Traffic Management system and people on the ground at airports happens only at CDM airports. They have two new automated messages; the Departure Planning Information message and Flight Update Message, which effectively ‘connect’ the airport to the ATM network, improving predictability for everyone. Airports… the missing link in the ATM network En route En route Landing Take-off In-block Airport Off-block information missing

The Air Traffic Flow ‘Black holes’ in the planning This is taken from the filed flight plans and Management network, n Europe the job of balancing demand is only updated if the delay is longer than and available capacity of airspace is 15 minutes. This system works fine if every- is not operating today Idone by the Central Flow Management thing runs smoothly. But the real situation as one entity. Unit (CFMU). This function helps to use can often be very different from the plan Successive flights do finite capacity effectively, and aims to and if anything goes wrong on the ground, not depend on each avoid overloading air traffic controllers. But the deviation is not communicated to the other, and ground there is currently no link between airborne network sufficiently in advance. This means and ground flight segments and although that downstream, those affected by the processes and en route information from the airports plays a key deviation are unable to anticipate the traffic are not yet role in the efficient planning of the CFMU, knock-on effect. So traffic bunches occur considered as parts of airports are not truly integrated in the which either create unnecessary additional a time-dependent ‘gate-to-gate’ planning process. loading for Air Traffic Controllers or prevent chain. capacity from being used efficiently. Will you really be ready for take off? How slots are wasted The only information regarding departure Currently a ‘default taxi time’ is used to times used for planning purposes by the calculate Estimated Take Off Time and to CFMU today is Estimated Off-Block Time. decide whether an ATFM slot is needed.

14 Airports...the missing link

However, for some flights this can be far via Flight Update Messages (FUM) and from the real taxi time needed to get to the Departure Planning Information(DPI)messages. runway. This is especially true at complex airports where the difference between the These messages keep the CFMU default and actual taxi time can be substantial up-to-date with progress depending on the runway in use, allocated and enable them, if stand or traffic density. Many updates of the necessary, to update Estimated Take Off Time are not notified to Calculated Take Off the CFMU although they are often known Time and send early enough to revise the planning. The CFMU an FUM to the thus has a distorted traffic demand picture next destination and it is not surprising that a large number airport. This all of ATFM slots are wasted or unnecessarily helps to improve allocated and that there is a large predictability inconsistency between ATFM and airport slots. and extend the local benefits of Where is the aircraft? Airport CDM to the While the CFMU today lacks accurate whole ATM network. information on actual departure times, for their part ground handlers and airport A better view of demand enables operators similarly often have no real-time planners to take appropriate measures (e.g. information on arriving traffic. If an aircraft re-routing or level capping) with the arrives early, a last minute change of stand potential to better use available capacity DPI and FUM messages can cause increased workload and stress for and provide more freedom of choice for help to: all: ATC, ground handlers, airport operator airlines. Airports benefit too, because when ■ Improve the accuracy of as well as the flight crew. An arrival at an the predictability of arrivals is improved, demand calculation, resulting in better use occupied stand can block the taxiway on airport resources can be used more efficiently. of ATC capacity the apron and result in unnecessary delay and fuel burn. Repositioning of ground han- Successful trials and the first ■ Reduce air traffic controllers’ work dlers in a hurry also increases the risk of ‘fully connected’ airports load - with positive safety collision on the apron and can compromise After successful trials, Munich became the implications safety. first airport fully connected to the network ■ Reduce wasted ATFM slots on June 7, 2007. At Munich the ATFM delay New messages provide ‘the has decreased compared with flights to ■ Reduce unnecessary regulations missing link’ non-CDM airports since the data Airport CDM introduces two new automatic exchange with the CFMU started. Other ■ Improve departure messages that provide the ‘missing link’. airports will soon follow. predictability for the CFMU CDM airports are connected with the CFMU ■ Improve arrival predictability for ATC, ground handlers and airport operators “It is proven that Airport CDM is the driver and mechanism to integrate airports ■ Use airport resources more into the ATM network and with this efficiently excellent demonstration from Munich ■ Improve information for Airport network benefits should become passengers reality in the very near future.” AOE Newsletter , Summer 2007

15 Steps to boost efficiency

What’s your priority?

very airport is different, and has Different motives different needs. The good news is that It is natural that different partners will have EAirport CDM is totally flexible and can different views on what the most pressing help to solve different problems. Even airport issue at their airport is. Long delays Munich and Brussels had different size or traffic volumes are not limiting disrupting efficient hub operations can be expectations for Airport CDM factors to implementing Airport CDM. Airport seen as the major problem by the airline, implementation: Munich is a modern, optimally designed airport CDM can help to boost operational efficiency while ATC can be frustrated by de-icing with a user-friendly layout, but in at any airport. procedures that consistently undermine need of more capacity. Whereas Brussels, like Frankfurt or Madrid, has developed over the years and Typical motives to implement Airport CDM: has a layout that is far from ideal. ■ User-unfriendly layout Punctuality and long queues of departing aircraft waiting at ■ Limited capacity of Runway and Taxiway system holding points were particular issues at Brussels. ■ Limited number of stands/gates

■ Long winter season and inefficient de-icing procedures

■ Inefficient pre-departure sequencing resulting in long waiting times and many wasted slots

■ Insufficient number of personnel at smaller airports

16 What’s your priority?

optimising de-icing procedures. But whatever the main area that needs improving is, the basic steps of Airport CDM are always the same: ■ create common situational awareness by sharing the right information at the right time with the right partners ■ create a common airport information platform ■ use one common vocabulary ■ develop tools and procedures that are acceptable to all partners

For more information on how to build strong foundations and the relationship between the different Airport CDM elements see pages 22-25.

Whatever your priority, include ALL partners There are many important things that you General Aviation users have a need to keep in mind when implementing dedicated counter at CDM. But one of the most crucial airport where airport personnel will help them to update the success factors is involvement of ALL partners status of their flights and help at your airport. Ground handling companies them to stay in the loop. and de-icing companies are often forgotten, yet without these, the system cannot work properly. planning of the pre-departure sequence. Military users, general aviation and business Depending on the main issues prevailing at jets often do not have a means of complying the airport, the approach towards Airport with the published procedures, yet they can CDM implementation will differ from airport significantly affect the efficiency of operations to airport, allowing more attention to be at the airport. Think about how you can paid to particular problems. But even if the include them. Perceived priorities expressed by More efficient attendees at A-CDM training course, focus is on improving performance in a use of facilities IANS Luxembourg, October 2008. specific area, the other partners still see the Reduce Environmental benefits of more efficient operations and Reduce delays impact costs enhanced communication.

Basics are the same Airport CDM is flexible and there are several Airport CDM elements that help to deal with different issues. The Milestone Approach is Fuel focused on improving the accuracy of time Increase efficiency predictions, Variable Taxi Time calculation capacity will help to increase ATFM slot adherence, For more Lessons learnt from implementations while CDM in Adverse Conditions is ideal for across Europe see pages 32-33.

17 Steps to boost efficiency

It’s about more than money

n average benefit-to-cost ratio of 9 By sitting together within the context of to 1 is a convincing argument, but Airport CDM, the partners get to know each AAirport CDM has some additional other and suddenly, they stop asking them- benefits, some of which are hard to quantify selves questions such as: “Why do they need in monetary terms. These are the so-called this information? What will they do with ‘soft’ benefits of improved working this? Why is it so important for them?” environment and improved corporate image. Thanks to Airport CDM, understanding partners’ needs improves substantially. “Airport CDM established a communication platform where we finally have an opportunity “Before we started to implement Airport CDM, to meet with our partners regularly and also we had a more tower-oriented point of view. discuss other issues that we have.” Now we understand the requirements of our Jirí˘ Roubíček, Czech Airlines partners at the airport much better” Klaus Wehle, DFS, Frankfurt Tower Ok, now I see why you need this… Less stress for everyone One of the most valuable ‘soft’ benefits of Having to make a decision when you know Airport CDM implementation is the creation you don’t have a complete picture can be of trust and understanding between the very stressful, and it can also affect safety. partners. Take Zurich, Munich, Frankfurt or Airport CDM helps fill this gap and contributes Prague… If you listen to their stories they to a better working environment for have a common thread. Communication everybody, from air traffic controllers to between partners improved substantially ground handlers. and everybody learnt about each others’ practices. It can take some time to build According to airport dispatchers at Swiss trust but it works. hub control in Zurich : “The operation is quieter now and there is less stress for "I was a controller for 20 years and was not everyone. If there is a delay, we know it aware of the duties and complexity of the sufficiently in advance and can deal with it dispatcher's function." much better. In the past, dealing with these Mark Libby, FAA situations involved a lot of phone calls and questions for our hub controllers. Now, there

18 AIRPORT CDM IMPLEMENTATION CHECKLIST ✔ The Airport CDM Implementation 1. Are you familiar with the Manual (available separately) Airport CDM concept? OUT

describes in detail the ■ If not, suggested reading includes: Airport CDM Applications Guide, - Airport CDM Implementation Manual and accompanying CD-ROM, recommended process of Airport CDM website (www.euro-cdm.org), Airport CDM OCD and FRD. implementing Airport CDM. ■ Remember the main CDM messages: This pull-out checklist is an - CDM is a new culture of collaboration PULL - Low cost, high returns at-a-glance introduction to Airport - Needs cooperation from all partners CDM implementation. For each of - Information must be provided free - Information commercially and security sensitive must be handled the checklist items, more accordingly - We can only call it Airport CDM if the defined functions are used information is available in the Implementation Manual. 2. Set up an Airport CDM project

■ Start a new project or incorporate into an existing one. You can set up the Airport CDM project as part of an existing activity but there should be clear and separately identifiable objectives, responsibilities, financing and deadlines.

■ Involve all partners right from the start! Airport CDM is all about collaboration and all interested partners must be able to contribute from day one.

■ Set the objectives! Remember that the aim is to improve the operational situation at the airport as a whole and not only that of individual partners.

■ Do not be afraid to be persuasive. However use good arguments and listen to others too.

■ Select the concept elements to be implemented. While any step aimed at improving the exchange of information can be considered as a CDM step, for the identified benefits to be realised, the defined Airport CDM functionality must be implemented. If a similar functionality already exists, it may be incorporated into the implementation project. 0ne Two PULL-OUT ■ ■ 3. Startimplementing ■ ■ ■ ■ ■ ■ CHECKLIST IMPLEMENTATION AIRPORT CDM training courses. not specified how this should be implemented, who should develop itor describe the minimum functionality thatmust beprovided. It ishowever Source your AirportCDMelements. effort of creating. project planand strict adherence toitisessential and wellworththe multitude of partners inatypical AirportCDMimplementation, aformal A Multi-Partner Project Plan:thekey tosuccess. essential. E covering subjectssuch asconfidentiality and how itissafeguarded is go along waytowards resolving the problems. Agood training package by atrustedproject manager and anAirportCDMProject Committeecan are new concepts which may not come naturally. Education and persuasion information, protecting confidentiality together and having mutual trust implementation willcome from itsculture change aspects. Freely sharing Educate andconvinceallpartners. positive results of other AirportCDMimplementations. will beagreed byallpartners. Donot bereluctant toextrapolate from the partners. Make theBusinessCasebut donotexpect thistobethesamefor all information, without endangering their core functions. systems canexchange information witheachother and canusethat must beadapted. To enableoperational useof AirportCDM,thediverse partner systems extent possible. Buynew onlyifunavoidable! The aimistoutiliseexisting ormodifiable resources tothe maximum Make aninventory of whatisneededandalready available. recommended togiveTOBT implementation priority. TOBT mustcomenext! elements are based. element. You MUSTstartwiththeAirportCDMInformation Sharingconcept This element provides the foundation uponwhich allthe other The CBA willbedriven bythe Key Performance Indicators that UROCONTROL In thiscontext, adaptation means ensuring thatthose offers standard and tailor-made AirportCDM The benefits are such thatitisstrongly ✔ Most difficulties withAirportCDM The various AirportCDMdocuments In view of the ■ ■ 4. Project risks andtheirmitigation ■ ■ ■ ■ 5. Measuringsuccess additional ones and get agreement from allpartners. Implementation Manual. Selectfrom these and ifneeded, develop of Key Performance Indicators hasbeenincluded in the Airport CDM the experience gained. of allpartners, tocheck whether slight changes are required inview of objectives. Now isthe time toreview them again,withthe involvement been identified. Their suggested mitigation isalsoincluded. The AirportCDMImplementation Manual contains alist of risksthathave working methods and new functionality intheir systems. company culture of sharing and cooperating. Thismay include new close cooperation of many partners, who willhavetoadopt awhole new Airport CDMimplementation projects carryrisks. AirportCDMrequires the Agree performance indicators appropriate for theobjectives. Review agreed objectives. Review therisks andplanfor theirmitigation. New culture, new solutions, new andoldrisks. Suggested implementationsequenceof theavailable conceptelements: computation intensive, nor do they require complicated userinterfaces. mission critical in the sense thatanATC systemis. They are neither Do notacceptexpensive solutions! modifications of existing systems. solutions thatbest fitcircumstances and may include the development/ where itshould behosted. These are localdecisions and require 6. 5. 4. 3. 2. 1. Collaborative Management of Flight Updates Adverse Conditions Pre-departure Sequencing Variable Taxi Time Milestone Approach Information Sharing Obviously, youhadanagreed set of Airport CDMelements are not A set

Three PULL-OUT Fax.: +3227299193 Tel.: +3227293390 B-1130 Brussels, Belgium Rue delaFusée, 96 E E website www.euro-cdm.org orcontact: informationFor visittheEuropean further CDM

Four UROCONTROL PULL-OUT UROCONTROL ■ check outtheAttachments! 6. Don’tdelay, gettheManualand ■ ■ and alist of references. Understanding, Generic Procedures, Inventory &Compliance checklist Performance Indicators, sampledocuments such asMemorandum of of implementation. to pre-CDM operations. It isimportant to startmeasuring wellinadvance objectives. It willalsohelp youcelebrate successes and address failures. feedback isusedtodrive allconcerned towards achieving the original A no-blame culture withdedication toAirportCDMwillensure that the picture of the achievements (orlackthereof) isprovided toallpartners. and feedbackmechanism isputinplace, sothataclearand unbiased round, ortothe extent expected. It isextremely important thatareporting Airport CDMworksand brings benefits. It may not alwayshappenfirsttime CHECKLIST IMPLEMENTATION AIRPORT CDM In the Attachments youwillfind information onobjectivesand Key Airport CDMisallaboutsharingandopenness. Establish performance baseline. Airport CDMProject Airport Team www.euro-cdm.org Improvements willneed tobecompared ✔ There isno doubt that Disclaimer: whole orinpart, provided that E Copyright: The information inthisdocument may notbemodified withoutpriorwritten permission from E non-commercial use(notforsale). © This document ispublishedby E January 2009;January The European ofAirNavigation Organisation (E fortheSafety UROCONTROL is mentioned asthesource andto theextent justifiedby the UROCONTROL for information purposes. Itmay becopied in UROCONTROL UROCONTROL. ). More than money

is no need for open questions about what is work to discuss them and to find solutions. happening. The information is available.” "Prior to the CDM process we had confronta- Improved image of the airport tion during our morning operational reviews. It has been proven that Airport CDM reduces Now, we have discussions; all the stakehold- environmental impact. (See pages 12-13). ers involved walk away with a better under- This in turn provides an excellent opportunity standing of the operation and we use this to nurture good relations with the local knowledge to improve future operations" community, shareholders and governments. Mark Libby, FAA

Higher service quality due to more efficient operations can also increase the attractiveness of an airport in the eyes of airlines.

"Harmonised procedures throughout Europe and awareness for the actual flight status - that's why pilots love CDM airports." Matthias Groppe, CityLine

Last but not least, efficient airports with high punctuality and better information services, particularly during periods of Talking to people from airports that have disruption, are always more attractive to implemented Airport CDM highlights just passengers. Regular travellers will pick and how important the ‘soft benefits’ are. choose hub airports depending on their These are the benefits that give people the travelling experience. energy and commitment to embrace change. Selling the ‘soft benefits’ will help make the “The crew always deals with the questions ‘hard benefits’ happen! such as: “Why is there a delay? When will we finally depart?” We’re here for the “The way we now discuss is completely customers and they have a right to know different to how it was in the beginning. what is happening!” Openness does miracles. The post-analysis of Werner Suhner, Swiss problems has become more constructive and is no longer ’a blaming culture‘.” Positive debate Marc Matthys, Belgocontrol Of course, Airport CDM will not solve all problems. But it will provide a positive frame- Airport CDM is here to help you to: ■ Improve understanding of other partners’ needs ■ Create an effective communication platform ■ Improve the way you communicate with other partners ■ Reduce workload and contribute to lower probability of errors ■ Create a better working environment ■ Improve customer satisfaction ■ Improve the overall image of your airport ■ Ensure higher quality of service

19 Steps to boost efficiency

Airport CDM is a mature concept with proven benefits and the full support of IATA, CANSO, ACI Europe, EUROCONTROL and SESAR. Each of these bodies recognises the need to increase Airport CDM implementations in Europe, particularly at the main airports that still suffer frequent delays. Europe is pushing for

ust a few years ago Airport CDM was with it, the ATM network is complete, in its infancy as a concept. But it has dynamic and better able to anticipate, plan Jmatured quickly, proven its worth, and and prepare. gained widespread support. It has been incorporated in the most ambitious plan EC support ever written for the European ATM: SESAR Recognising both the maturity and importance (Single European Sky ATM Research). SESAR of Airport CDM, the European Commission aims to eliminate today’s fragmented approach issued a mandate to the European to European air traffic management, transform Telecommunications Standards Institute to the ATM system and synchronise all stake- develop, in cooperation with EUROCAE, a holders and network resources. The SESAR Community Specification (CS). It sets a “The turn-round process Master Plan identifies Airport CDM as a ‘key precedent for many that will follow and links the flight and ground enabler’. Without it, a ‘black hole’ of provides a means of compliance to the segments, and will include information exists while aircraft are on the Interoperability Regulation. In essence, it’s milestone monitoring, stand/ ground (an incomplete network); whereas a standard for implementing Airport CDM gate management and apron management. Sharing turn- round information in a collaborative process will Today’s airport problems – according to SESAR improve estimated times of ■ Poor information on expected arrival time is leading to the late arrival subsequent events such as off-blocks and take off”. of ground handling agents and equipment at the gate SESAR ■ Taxi process suffers from insufficient planning and poor predictability ■ Turn-round not integrated into overall planning process ■ Departure sequencing remains a sub-optimal 'first come first served’ process ■ Insufficient coordination between airport ground processes and Calculated Take Off Time (CTOT) ■ Lack of collaborative contingency planning for disruption scenarios

20 Europe is pushing forward ward, are you?

that meets the goals of the Single European at the network level. High level support Sky legislation. The CS should be referenced from trade associations and institutions means in the European Commission’s Official momentum is building and airports are Journal in 2009, but in the meantime the being urged to take active steps technical details can be found in the outputs towards implementation (for example, of EUROCAE Working Group 69. in the jointly published Flight Efficiency Plan). Globally applicable Airport CDM is more than a European project. However as Mark Libby, the CDM manager In fact the original inspiration for the generic from the FAA, says: “To be successful, CDM CDM concept came from the USA, albeit must first be developed from the bottom more focused towards en route benefits. up, not just mandated from the top down.” Today, recognition is increasing around the It is pointless to wait until it ‘must be globe and CDM representatives in the US are done’. The earlier CDM is implemented, the excited by the European concept and how more time there is for cultural change and it applies to airports. Manufacturers and adaptation at the operations level, and operators alike are actively exploring the also the faster the benefits will come. options for how Airport CDM elements could be applied at US airports. “The Commission believes that Airport Hong Kong too is building Airport CDM Collaborative Decision Making can bring functionality into its new ATC systems and substantial benefits to the operation of processes; and even without a CFMU the airport network as a whole if a equivalent, it sees significant benefits from implementing the concept. In particular, critical mass of partners participates. Hong Kong is hoping to see significant It is also considered that the increased improvements in the way it copes with the operational efficiencies would also regular typhoon season. result in obtaining welcomed Europe says implement environmental benefits.” An action plan for airport capacity, efficiency and The benefits of Airport CDM have been proven safety in Europe, European Commission at both a local level, and most powerfully

21 Steps to boost efficiency

“Providing information to other partners is part of everyday business for an airline. If you want to have robust and stable operations you have to share the information.” Werner Suhner, Swiss It’s time to build a strong foundation for airport efficiency

A successfully completed milestone will trigger the decision making here are three key elements in the process for downstream events foundation layers of Airport CDM. Each and influence both the further Tlayer brings additional benefits, and the first layer, the essential ‘groundwork,’ is progress of the flight and the information sharing between all involved accuracy with which the partners. progress can be The right information at the predicted. right time to the right people Each partner has at some point a piece of information that is more up-to-date and more reliable than the estimates used by other partners; yet all too often this better information is not shared. CDM Information Sharing helps to create common situational “Airport CDM is a process. awareness by making this information Sure, you have to have the IT visible to those that are affected by it. systems - but first, you need Each partner has the same picture, more to know what to do with it.” accurate than before, and acts on it. This in turn results in more efficient operations and Erik Sinz, DFS Business Unit, Munich better use of resources for everyone. It is as simple as that. 22 Time to build a strong foundation

INBOUND 123456 TURN-ROUND 7/8 9 10 11 12 13 14

15 16

OUTBOUND Airport CDM

BOARDING Milestones FINAL APPROACH ACTUAL TAKE OFF TIME TAKE ACTUAL ACTUAL LANDING TIME ACTUAL ACTUAL IN BLOCK TIME ACTUAL CFMU SLOT ALLOCATION CFMU SLOT ACTUAL OFF-BLOCK TIME ACTUAL FLGHT PLAN SUBMISSION FIR Entry / Local Radar Data / Local Radar FIR Entry ACTUAL TAKE OFF TIME (ATOT) TAKE ACTUAL TARGET OFF-BLOCK TIME (TOBT) TARGET ACTUAL START UP REQUEST TIME START ACTUAL ACTUAL READY TIME (MOVEMENT) READY ACTUAL ACTUAL START UP APPROVAL TIME UP APPROVAL START ACTUAL ACTUAL GROUND HANDLING START TIME GROUND HANDLING START ACTUAL TARGET START UP APPROVAL TIME (TSAT) UP APPROVAL START TARGET

Driven by processes and Ever heard of “Target Off Block procedures, not systems Time” or “Target Start Up Airport CDM must be driven by procedures and Approval Time”? processes, and then linked in to a common Implementations at pioneer airports have platform. Only well-defined procedures can shown that two target times are essential for ensure that those who have the best improving the efficiency of operations. These information regarding the status of the are called “Target Off-Block Time“ and flight are responsible for informing others, “Target Start Up Approval Time”. So, what and doing that in time to allow others to exactly do these new times mean? act on the update. Last but not least, a common vocabulary is especially important Target Off-Block Time (TOBT) represents the time so everyone has the same understanding. that an airline or handling agent estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle Milestones: the key to efficient available, ready to start up/push back immediately upon reception operations of clearance from the tower. The whole process can be further improved by defining a set of so-called “milestones”. It is issued by the airline or handling agent and can be considered These represent the significant events that as a sort of agreement for the ready time that all partners aim to occur during inbound flights and following achieve. It is an important trigger for departure management. turn-round. For example, a milestone can be the take off time at the previous airport or Target Start Up Approval Time (TSAT), on the the time when the flight is fully ready to other hand, is the responsibility of ATC and informs the flight crew depart from the stand. By monitoring these and other partners when an aircraft can expect to receive start up events and following the procedures and and/or pushback approval, which in turn helps them to manage the rules that are defined for each one of them, turn-round process. It takes into account the TOBT as well as the the partners can anticipate problems quickly allocated ATFM slot and the traffic situation. when there is any deviation from the plan. 23 Steps to boost efficiency

ASAT 14 ASRT 13 ARDT 12

BOARDING 11

ATC Issues TSAT 10

Final update of TOBT 9

AIBT AGHT 7/8 TURN-ROUND MILESTONES

Experience has shown that focusing on these keep data current, inform others, or suspend two target times enables airports to take a the flight in the case of no action being taken. step forward in operational efficiency. It creates a commitment by partners that each Standard default taxi times are will rely on – and it really works. not good enough Today default taxi times are set at most All milestone events are monitored, and airports and typically vary from 10-25 Lufthansa have achieved a 10% trigger alerts to prompt awareness if a minutes. But the reality is that some piers reduction in taxi fuel in Munich, problem occurs, for example if data are and gates are closer to a nominated runway plus 2-3 minutes per departure – inconsistent or a specific milestone is not than others. With Airport CDM it is possible all down to CDM. completed on time. This helps partners to to get a more accurate picture of the necessary taxi time for each stand relative to each runway. This results in improved Reader quiz predictability of In-Block Time and Take Off Flight LX 2809 is late from its previous outstation Time and better stand and gate planning. and additional time is needed to clean the aircraft. And since variable taxi times are calculated automatically, it also means no additional workload for controllers. Actual Take Off Time = 11:20 (flight time: 45 minutes) These three elements together provide the Estimated Taxi-In Time = 10 minutes foundations for airport efficiency. They Minimum Turn-round Time = 40mins bring substantial benefits on their own, but Estimated Turn-round Time = 50mins they also provide the groundwork for other Airport CDM elements: Collaborative Pre- Scheduled Time of Departure/Estimated Off-Block departing Sequencing (see pages 32-33), Time in the Flight Plan = 12:40 Adverse Conditions (see pages 26-27) and Collaborative Management of Flight Updates What is the Target Off-Block Time? (see pages 28-29).

Answer at the base of page 25

24 Time to build a strong foundation

Airport CDM Concept Elements ➔➔➔➔➔➔➔

5 Collaborative Management of Flight Updates enhances the quality of arrival and departure information ➔ exchanges between the CFMU and the CDM Airports.

4 CDM in Adverse Conditions achieves collaborative management of a CDM airport during periods of predicted or unpredicted reductions of capacity. ➔

3 Collaborative Pre-departure Sequence establishes an off-block sequence taking into account operators’ preferences and operational constraints. ➔

2 Variable Taxi Time is the key to predictability of accurate take off and in-block times especially at complex airports. ➔

Airport CDM Information 1 The Milestones Approach (Turn - Sharing is essential in that it Round Process) aims to achieve forms the foundation for all common situational awareness by the other elements and must tracking the process of a flight be implemented first from the initial planning to the

➔ take off.

➔ Target Off Block Time = 13:05 = Time Block Off Target

25 Steps to boost efficiency

“An airport during adverse conditions? This is when Airport CDM really proves its utility.” Marc Matthys, Belgocontrol When chaos strikes… how to recover faster

n airport's 'declared capacity’ is to deal with adverse conditions. The calculated by taking into account problem is that these methods are not Athe airport infrastructure, equally effective and many are applied availability of resources, and sometimes inconsistently or without coordination even political or environmen- with other partners. “Sorry, our tal considerations. However, declared capacity this is typically done only for A positive impact is not available” normal operating conditions. If all other Airport CDM elements are When adverse conditions hit, suddenly already in place at an airport, special everything changes, and capacity reduces Airport CDM procedures for adverse significantly. Even when adverse conditions conditions can be applied. The other are predicted, many airports still struggle elements have to be implemented since to use available capacity and return to adverse conditions relies on accurate normal operations efficiently. Airports information sharing based on flight partners have developed various procedures progress and off-block predictions.

Examples of adverse conditions Predictable Unpredictable Forecasted weather changes and associated Sudden weather changes (e.g. thunderstorm) runway configuration Equipment failures Need for de-icing or anti-icing Accidents / incidents Planned construction Security threats Planned maintenance works Undeclared personnel strikes Unavailability of technical resources Fire Industrial action 26 When chaos strikes...

Once the event is over, the same cell is Airport CDM will help you to: responsible for post-event evaluation and ■ better anticipate adverse conditions and the learning points. The experience of CDM subsequent change in capacity; airports has shown that it is better to adapt ■ keep airport operations as efficient as possible existing procedures than to develop new through prompt decision making, flexibility and ones; and special procedures should not adaptability; substantially diverge from normal operations. ■ use available capacity and return to normal “At there is now This helps limit the impact on workload, operations in the shortest possible time. a direct phone line installed training needs and changes to working habits. between the tower and the These procedures enable people to manage ground handlers; and the de-icing the situation efficiently and facilitate a swift It’s freezing outside process includes TOBT & TSAT.” return to normal capacity. Different “alarm When the temperature drops, de-icing or Marc Matthys, Belgocontrol levels” are defined for each category of anti-icing of aircraft might be needed. This adverse conditions with associated procedures procedure has a significant impact on turn- and other necessary provisions. The impact round and taxi time, and is often neglected on capacity and other partners is evaluated in the planning process. This and all partners receive up-to-date and can significantly impact precise information about status and subsequent phases of the developments. flight as well as disrupting the planning of downstream A continuous learning process partners. Of course, ‘organised improvisation’ is some- times necessary, but even then pre-agreement CDM in adverse conditions on certain basic steps and procedures will ensures that de-icing, improve the current situation. Appointing whether on stand or remote, For example, under Airport CDM: an Airport CDM Coordinator, supported by a becomes part of the overall ■ TOBT is 10:20 including 20 minutes for on stand de-icing CDM Cell composed of representatives of process of handling a ■ ATC restrictions result in TSAT of 10:40 ■ De-icing company sees TSAT, so de-icing is planned to other partners, is in many cases the most flight. The time required for maximise holdover time. cost-effective way to achieve the close de-icing becomes visible cooperation that is so vital at these times. and it can also be accounted for in the calculation of the various target times. “Adherence to the Airport CDM procedure is the only way to use the de-icing As Werner Suhner from Swiss says: “CDM in capacities to the full.” adverse conditions will never solve all the EFM, Aircraft De-Icing and Towing Services at problems… but sharing information with all Munich Airport partners definitely helps.”

27 Steps to boost efficiency

One very real and practical benefit of completing the Airport CDM process and networking with CFMU is that they ‘promise’ that connected airports will have more slots better suited to airline needs. CFMU slot negotiation ‘promise’

ate passengers, crew waiting for CFMU: catering or baggage, rush and hurry is Central Flow Managment Unit Lthe daily reality of a ground handler. No time to inform our own operations control centre, let alone the Airline Operations Centre. No need to delay the filed flight plan Flight though, it will only be a 10-minute delay Update Message and will be recovered. Let’s hope. Regional CDM “This can be so frustrating… let’s not tell anyone, they could hold us on the ground for another 30 minutes if we miss this slot …let’s hope those last two remaining passengers will appear in the next 5 minutes.“

Airport CDM But hope doesn’t bear fruit all the time. Departure Information Planning Sharing And while more and more people realise Information that there is no chance to meet the assigned ATFM slot this time, yet another unused window in the network system is created … because no one told the CFMU.

How to fix a distorted picture? The CFMU currently has a distorted traffic demand picture as a consequence of this. Target Off- Block Time This results in wasted slots, unnecessary regulations and bunching of flights in some ATC sectors causing overloading of the con- trollers are not necessary. If more airports provided the CFMU with accurate Target Take Local Airport CDM Off Times via an automated Departure Planning Information (DPI) message, the CFMU would have dynamic sector counts which would result in enhanced management of the European airspace. 28 CFMU slot negotiation

It works in Munich, why The majority of flights are now ready for take wouldn’t it work elsewhere? off at the runway already when their slot In Munich, assessments of Estimated Take window starts, that means five minutes before Off Times that are exclusively based on those the Calculated Take Off Time. More than 85% flight plans updated with delay messages of flights now meet their ATFM slots. have shown that only 40-50% of the times Airport CDM Munich Results fall into +/- 5 minutes tolerance window, while using the Target Off-Block Time of the mean that airspace could be managed much DPI message the accuracy increased from more efficiently and hourly capacity would 58% to 80% when the DPI is based on increase by 1-2 aircraft on average in the pre-departure sequence. en route sectors.

If all airports achieved a similar level of More effective in ATFM slot predictability and adherence to regulations negotiations? as that achieved by Munich, the CFMU could Once an airport has completed the Airport focus only on those 3-5% of flights that CDM process, and implemented the key have problems. Concept Elements, the CFMU will connect the airport to the network. This will bring a According to a recent EUROCONTROL study very real and practical benefit; significantly assessing the network benefits of Airport more success with slot extensions and slot CDM, this targeted activity by CFMU would negotiations.

Adherence to operational procedures for getting connected ■ Accurate TOBT, TSAT, TTOT in place ■ Procedure published in the National AIP ■ Airport operating instructions for provision of TOBT ■ Commitment to Airport CDM ■ MoU and SLA signed by airport partners ■ Minimum ATFM slot adherence

29 Steps to boost efficiency

The change challenge schedule buffering an

alk to any airport, airline, ground handler issues vary widely. They are rarely complex or air traffic controller involved in to solve. But they do require people to TCollaborative Decision Making and they abandon some trusted working practices or will tell you, the biggest challenge is change. embrace some new ways of working, as the For Airport CDM to happen some ingrained following examples illustrate: working practices need to stop, and new ones begin. This is not about increasing workload, ATC at one airport were concerned about the nor about ‘different jobs’. It is about changing Target Off-Block Time (TOBT) and Target the way we work, communicating better, Start Up Approval Time (TSAT) process, and becoming more efficient. which is one of the fundamentals of the CDM Milestone Approach: I object! Airport CDM implementation can stumble ATC: This is giving us additional workload. when any partner shouts: ‘I object’. The Airport CDM adviser: Why additional? Today,

Side by side Today With Airport CDM scenarios Sponging of schedules is good for punctuality statistics, but Airlines can reduce flight schedules, maximise the use of not for efficient use of the aircraft fleet. the fleet and potentially increase the number of rotations.

Short delays (<15 minutes) are not reported. Ground With Airport CDM, one input with an updated Target Off- handlers fear they will lose passengers in the bar or Block Time can make the difference. Not only for this flight, shopping. Instead they use ‘buffers’ in the schedule. But but for the next one, ready to park on the same (occupied) late flight plan updates result in long slot delays. stand.

Ghost flight plans exist. These can be repetitive flights filed Ghost flight plans will be very transparent at an early stage. six months earlier - and not removed. Or the same aircraft This will allow sufficient time for the discrepancies to be with two flight plans on different routes to ascertain the resolved and result in more accurate and true sector counts restrictions..., but no-one cancels the 2nd flight plan. and potentially fewer restrictions.

Airlines don’t always comply with the allocated slots in a Slot busting is very transparent. The alerting process within coordinated airport. Slot busting disrupts efficient resource Airport CDM Milestone Approach gives airlines and airport planning and infrastructure usage. authorities time to resolve the mismatch.

30 The change challenge

– ghost flights, d more...

if I’m due out at 10am, I have an 11am the most accurate predicted information. Brussels Airport gave slot. I’ll call, you’ll tell me to go away, call This principle also extends to slot negotiation incentives to airlines by back at 10:40. With this CDM process, we’ll with the CFMU. sequencing those who have a TSAT of 10:40 and I’ll call you for the provided TOBT first. first time then. ATC is responsible for sequencing departing aircraft based on the information they are Airport CDM Project Manager: “There were working with. They publish the Target Start complications in the beginning. The fact that Up Approval Time (TSAT), which is visible to the Delivery Position is also manned by all, so everyone can work to that timeframe. non-radar controllers introduced hierarchic problems like a soldier commanding an Rising to the challenge officer.” Marc Matthys, Belgocontrol Experience has shown that ‘change challenges’ can be solved by following some best practice As a ground handler, we worried about what in project planning, project management and would happen if we opened our internal good communication. These are dealt with planning list to others. Also, would the in more detail in “Lessons learnt” on pages airlines agree if we sent TOBT messages for 34-35. their flights? In the end, a Memorandum of Understanding solved these issues. Because >Reader quiz< messages were sent ‘system to system’, What are the biggest barriers to progress in additional workload was kept to a minimum. your organisation? The change was more using the additional ...... information, for example the pre-departure A survey of participants at an Airport CDM sequence for push back planning. Former training course provided the following results.

ground handler, Brussels Airport No legal obligation 5% Lack of Lack of data people/ sharing 21% The end of ‘first come first time 16% served’

The impact of Airport CDM on the turn-round Lack of and pre-departure sequencing process means budget 16% that the ATC principle of ‘first call, first Cultural served’ is no longer the best way to serve differences 42% the customer. The new adage for ATC at CDM airports is: ‘best planned, best served’ – effectively these are the teams supplying 31 Steps to boost efficiency

One sugar or two? Expressing your preferences with Airport CDM

oodbye to “First come wasted, stands are not vacated on time, first served” - Welcome to connecting passengers miss their flights and G“Best planned best served” en route controllers have to deal with It seems fair that those who are ready first bunching of flights. With Airport CDM airlines should also be served first, and this has can express their intentions and preferences been true in the world without Airport CDM. in advance and can be sequenced according But it is also true that if pilots call when to the “Best planned best served” principle. they are not really ready, then capacity is wasted. While some passengers will be Collaborative Pre-departure happy that they are finally moving, other Sequencing is here flights can miss their slot and wait another With Airport CDM, pre-departure sequencing half hour on the ground for the next is collaborative. ATC has a complete picture available one. Sounds familiar? Slots are of when each flight will be ready based on

Off-Block Take off Collaborative Pre-departure Sequence will help you to:

■ Enhance flexibility Turn-round Taxi-exit ■ Improve punctuality

■ Improve slot adherence Pre-departure Sequence ■ Improve transparency ■ Improve ground handling efficiency ■ Improve stand and gate management

Collaborative pre-departure sequence based on constraints and preferences

32 One sugar or two?

With Collaborative Pre-departure Sequence an airline can use TOBT to express a preference for Target Off-Block Times published by airlines decide the final take off sequence in order to the order of departure to ATC. or ground handlers. Taking into account maximise runway throughput. But, with this This is particularly useful for an additional constraints such as Calculated Take procedure the whole process is much more airline with two flights ready at Off Times and the current traffic situation efficient and it will be an important enabler the same time. allows the tower to optimise the pre-departure for future decision support tools. sequence and set the Target Start Up Approval Times accordingly. This optimised pre- “Best Planned – Best Served” departure sequence leads to more accurate Last minute changes to published Target Off- Target Take Off Times. All partners, including Block Times cause problems for controllers, CFMU, benefit from more transparent having to re-plan pre-departure sequences. operations. This is a common occurrence that has a major effect on efficiency and potential capacity Which flight do you want out loss. To address this, some airports have first? introduced incentives for those airlines that One benefit of this procedure is that airlines comply with the procedures most of the time. have a means of expressing their priorities If there is a free slot in the sequence and and preferences. As Werner Suhner from several flights are waiting for it, guess who it Swiss explains: “Airlines occasionally need to will be given to? swap flights because it can help to minimise “Those airlines that play fair will have more the knock-on effect of delays or pending flexibility compared to those that do not night curfews. For example, if a flight from comply with the TOBT procedure.” Zurich to Geneva is delayed, it is reasonable Erik Sinz, DFS to expect that the returning flight will also be delayed. If there are lots of connecting passengers on board, then that could also mean many missed connections and disgruntled passengers - as well as additional costs to us, the airline.”

This is especially true for a hub airline, where some flights are more critical than others. For the hub airline it’s helpful to have an opportunity to express priorities. Airport CDM allows airlines to do that, and because everybody can see the sequence, the whole process is transparent.

It doesn’t end at ‘off-blocks’ Although the planning of the pre-departure sequence ends when an aircraft leaves the stand it does influence the take off order. The controller will always continue to

33 Steps to boost efficiency

very year representatives from airports and their partners gather to discuss Eexperiences and next steps in implementing Airport CDM. We share with you here some of the key lessons and best practices that have emerged as vital to success.

Project Management “It started as a part time job but we couldn’t do it like that. IT IS A FULL TIME JOB!!!” Representatives of Oslo Airport “You must have a clear understanding of what you are going to implement before you “Have full time Project Managers. We recognised proceed. Without a clear link between the that doing the job part time is hard and process improvement and the required difficult.… and don’t underestimate the time information, people will remain reluctant to it will take. Leave some time in reserve in share this information.” your scheduling!” Sander Niemeijer, Martin Kučera and Libor Kurzweil, Airport CDM Schiphol Prague Airport “Airport CDM is about process not about IT It’s about processes, not systems solution. The project needs to be run by “Airport CDM is a process. Sure, you have to operational people and not by the IT have the IT systems - but first, you need to department.” know what to do with it.” Rick Mernock, Erik Sinz, DFS

34 Lessons learnt

Memorandum of Understanding Harmonisation helps “It is important to implement Airport CDM “Strong support from the management is in a harmonised way.” required and they need to understand the Ladislav Cermák,˘ airport's issues related to the Airport CDM ANS CR procedure.” Stefan Hilger, FRAPORT “Airlines don’t want different procedures and different systems at every airport. If everybody “When they started to talk about the issues, could move in the same direction, it would I found out that the issues are addressed in be great. Standardization is the key back the MoU template. I would like to reiterate bone of our industry to keep our operations that an MoU can provide answers to all those safe and consistent.” issues.” Len Hearnden, IATA Henk Waltman, Airport CDM Schiphol Having a Cost-Benefit Analysis helps “You might have a strong commitment but if “It could help to have a good business case. there is no priority given to the project, it Although managers at Amsterdam didn’t will not progress. You need an MoU to help you.” need it - they said they believed in benefits Representative of Airport of A-CDM - it can help to move things forward faster, even though it takes some effort.” Involve all partners Henk Waltman, “Communication and Awareness is key for a Airport CDM Schiphol successful rollout of the programme.” Sander Niemeijer, “It is surprising to see that financial problems Airport CDM Schiphol of the airlines stop or slow down the implementation of Airport CDM. If you have “You need all the partners on board, whether a good CBA, it should help to convince the it’s ground handlers, caterers, refuelling partners that Airport CDM is really beneficial, companies. In the end, it’s not only the and it can help ESPECIALLY in economically airline who pushes the button. If we don’t difficult times.” involve all the service providers, Airport CDM Representative of an airline industry cannot work.” Marcos Moura, TOP TEN TIPS Users Committee, 1 Have a dedicated full time Project Manager Establish MoU from outset “Strong cooperation of Ramp Agents is needed 2 for CDM to succeed.” 3 Implement Airport CDM in a harmonised way - use guidance material available Martin Kučera and Libor Kurzweil, 4 Develop your platform around the procedures and not vice versa. Prague Airport 5 Have a Project Plan with clearly defined tasks, accountability and timeframes that are realistic “General Aviation can have an important Keep the activities under the CDM umbrella focused impact on efficient planning at an airport, 6 yet, they are often neglected in Airport CDM 7 Keep your Working Groups small and effective process. They also often do not have means 8 Keep the same people in the team for continuity of complying with the Airport CDM procedures. 9 Involve ALL partners at your airport You have to include GA on board.” 10 Train, train and train your people Marcos Moura, Users Committee, Milan Malpensa Airport

35 For further information visit the European CDM EUROCONTROL, the European Organisation for the Safety of Air Navigation, has 38 Member States: Albania, Armenia, Austria, Belgium, Bosnia and website www.euro-cdm.org or contact: Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Lithuania, EUROCONTROL Airport CDM Project Team Luxembourg, Malta, Moldova, Monaco, Montenegro, Netherlands, Norway, Poland, , Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav Republic of Macedonia, Turkey, EUROCONTROL and United Kingdom of Great Britain and Northern Ireland. Rue de la Fusée, 96 EUROCONTROL's mission is to harmonise and integrate air navigation B-1130 Brussels, Belgium services in Europe, aiming at the creation of a uniform air traffic Tel.: +32 2 729 3390 management (ATM) system for civil and military users, in order to achieve the safe, secure, orderly, expeditious and economic flow of Fax.: +32 2 729 9193 traffic throughout Europe, while minimising adverse environmental impact.

Copyright: © January 2009; The European Organisation for the Safety of Air Navigation (EUROCONTROL). Disclaimer: This document is published by EUROCONTROL for information purposes. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as the source and to the extent justified by the non-commercial use (not for sale). The information in this document may not be modified without prior written permission from EUROCONTROL. www.euro-cdm.org