A-CDM documentation

ZURICH AIRPORT
V.1.0

Flughafen Zürich AG
P.O. Box, CH-8058 Zurich-Airport
www.zurich-airport.com
Table of Content

1. History of Changes References and Glossary 3

1.1. Changes 3
1.2. References 3
1.3. Glossary 3

Purpose of this document 4

2. Airport Collaborative Decision Making (A-CDM) 5

2.1. What is A-CDM 5

2.2. What are the common objectives 5
2.3. A-CDM implementation status 6

3. The A-CDM core elements 7

3.1. Information Sharing 7

3.2. Milestone Approach 8
3.3. Variable Taxi Time 10
3.4. Pre-Departure Sequencing 10
3.4.1. First come – first served 11
3.4.2. Best planned – best served 11
3.4.3. Provision of TTOT / TSAT 12
3.4.4. TOBT management and Penalty Procedure 13
3.5. CDM in adverse conditions 15
3.5.1. De-icing procedure 15
3.6. Collaborative Management of Flight Updates 18
3.6.1. Different types of DPI Messages 19
3.6.2. Examples of DPI messages 20

4. A-CDM Alerts 21

5. A-CDM Implementation at ZRH 23

6. Appendix 24

6.1. The A-CDM progress and action table at ZRH 24

6.2. A-CDM process graphical overview 25
6.3. Additional Information (FIDSMON page 0905ff) 26

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1. History of Changes References and Glossary
1.1. Changes
Changes and Reviews
Version Status Date of issue Author
1.0 released 10.12.2015 Zurich Airport / F. Brühwiler

1.2. References
Reference Documents
Document Version Date of issue Author
A-CDM OPS Manual 1.2 10.12.2015 Zurich Airport / A. Gammel / F. Brühwiler
Airport CDM Implementation Manual 4.0 01.04.2012 EUROCONTROL / H. Koolen
DPI Implementation Guide 1.8 19.03.2015 EUROCONTROL / H. Koolen / S. Smidt

1.3. Glossary
AIMS Airport Information and management System (AODB)
ABT Airborne Time
AODB Airport Operational Data Base
AROSA De-icing Tool
Darts Departure and Arrival Traffic management System
DGS Docking Guidance System
DPI Departure Planning Information
DAS Actual de-icing start time
DAE Actual de-icing end time
EOBT / EOB Flight Plan Estimated Off-Block Time
FIDS Flight Information Display System
FUM Flight Update message
FIDS Flight Information Display System
MGT / MTT Minimum Ground Time / Minimum Turnaround Time
NMOC Network Manager Operations Centre (former CFMU)
MVT Movement Message
PED Public Estimated Time of Departure
SED Staff-Estimated Time of Departure
SOBT / STD Scheduled Offblock Time
TRACE TWR Approach Coordination Equipment
TOBT / ETD Target Offblock Time / Estimated time of departure
TSAT / AOT Target Start-up Approval Time / Airline estimated offblock time
TTOT / ETR Target Take-Off Time / Expected time on RWY

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Purpose of this document
This document describes the concept of Airport Collaborative Decision Making (A-CDM) and its transfer to the
ZRH environment. It contains detailed information about the core elements Information Sharing, Milestone
Approach, Variable Taxitime, Pre-Departure Sequencing, CDM in Adverse Condition and Collaborative
Management of Flight Updates. It also contains the CDM Alarming. It shall provide all the background
information needed to understand the processes and elements used for A-CDM in regard to ZRH Airport. The
operational processes are described in the A-CDM OPS manual, also available on the company website of
Zurich Airport, Section Flight Operations.

INTENTIONALLY LEFT BLANK

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2. Airport Collaborative Decision Making (A-CDM)
2.1. What is A-CDM
A-CDM (Airport Collaborative Decision Making) is a concept, which aims are improving the overall operational
efficiency at airports by reducing delays, enhancing the predictability of events during the progress of a flight
and optimizing the utilization of resources. At the same time, it encourages the A-CDM Stakeholders, namely
Airport Operators, Aircraft Operators, Ground Handling Agents, Air Traffic Control and the Network Manager
Operations Centre (NMOC) to practice a more efficient and transparent cooperation to enhance the Air Traffic
Flow and the capacity management at the airport and en-route.

The concept has been elaborated by Eurocontrol in close

collaboration with all partners involved. The guidelines for the
concept were based on operational harmonization (Eurocontrol),
technical standardization (EUROCAE) and by mandate of the
European Commission.

The A-CDM concept is an integral part of both the Dynamic

Management of the European Airspace Network (DMEAN) and
Single European Sky ATM Research (SESAR) programs. It is also
supported and assisted by the Airport Council International (ACI)
and the International Air Transport Association (IATA).

2.2. What are the common objectives

 Improve predictability
 Improve on-time performance
 Optimize use of ground handling resources
 Optimize the use of airport infrastructure
 Reduce ATFM slot wastage
 Flexible pre-departure planning
 Reduce Apron/Taxiway congestion

With Airport CDM, the network is

served also with more accurate take-
off information to derive ATFM slots.
As more airports implement Airport
CDM, the network will be able to
effectively utilize available slots more
efficiently and reduce the current
buffer capacity. This results in more
transparency and planability.

Figure 1: Waste of capacity and efficiency

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2.3. A-CDM implementation status
Figure 1 shows the current A-CDM implementation progress throughout Europe (as at July 2015).
• 15 Airports already implemented A-CDM.

• 7 are about to join the community in the present Year.

• 12 are in the progress of implementation and to another 7 Airports an initial contact was established.

Figure 2: Status A-CDM Implementation (Source Eurocontrol)

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3. The A-CDM core elements
The concept of A-CDM consists of six core elements. To achieve the A-CDM status, all of the elements have
to be implemented in accordance with the A-CDM implementation guidance material provided by Eurocontrol.

Collabroative Management of Collaborative management of Flight Updates: The exchange of arrival and
departure information with the NMOC allows a more accurate planning for all
6
Flight Updates flights.

CDM in Adverse Conditions: This element enables an efficient management

5 CDM in Adverse Condition of the operation during times, where the capacity at the airport is limited. (winter
ops, etc.)

Collaborative Pre-departure Sequence: Switching from the first come - first

4 Pre-Departure Sequencing served principle to best planned - best served! By implementing pre-departure
sequencing, an optimized off-block sequence is being generated, taking into
account operational aspects and limitations.

The VTT replaces the standard taxi time and is used for inbound flights as well
3 Variable Taxi Time as for outbound flights. It reflects the individual taxi time from parking position to
the runway in use and vice versa, including contributing factors as aircraft type,
pushback time, time for remote de-icing.

The Milestone Approach consists of 16 Milestones (=significant events) which

2 Milestone Approach take place during the inbound – turnaround – outbound process of a flight.
Using the milestone approach, it becomes possible to the partners involved, to
monitor the whole process and take influence where ever needed. Out of the
Milestone-Approach, the Target Off-Block Time (TOBT) is derived.

Information sharing aims to share the latest data important for the turnaround
1 Information Sharing process to all partners involved at the right time using an A-CDM platform (IT-
Tool, interface).

In the following part, all elements are described in more detail.

3.1. Information Sharing

Information Sharing forms the basis for all of TWR /
the other CDM elements. The objective is to APRON / Aircraft
FMP Operators
deliver the latest operational data like TOBT
(ETD), airport slots (STD), rotation changes,
etc. at the right time to all partners involved
by means of an A-CDM platform (IT-tool,
interface). With Information Sharing in place, AIMS
each partner gets the total picture and, if
needed, can react early on upcoming
events. At ZRH, the common A-CDM
platform is the AIMS system (Airport NMOC Ground
Handling
Information and Management System)
including FIDS (Flight Information Display
System).
Airport Operation

Figure 3: Information Sharing at ZRH

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 3.2. Milestone Approach
The Milestone Approach together with Information Sharing forms the basis for the implementation of A-CDM.
The Milestone Approach is a method to monitor the progress of a flight. As a result, more accurate planning
data and early warnings to e.g. Aircraft Operators and Ground Handlers can be deflected, if, e.g. a flight has
left his origin too late.
Each significant event during the inbound, turnaround and outbound phase represents a so called milestone
(16 in total).
Each time a Milestone event is delayed or does not take place at all, has direct impact on the subsequent
milestones. By implementing the Milestone Approach it is assured, that the partners receive the data early
enough to react accordingly.
With the implementation of the Milestone Approach, a new target time has been introduced. It is called Target
Off-Block Time (TOBT).
The TOBT represents the estimated time, when the aircraft is expected to be fully ready for push-back and/or
start-up upon reception of the appropriate clearance. This time is issued by the Handling Agent or Aircraft
Operator and can be considered as a sort of agreement for the ready time that all partners aim to achieve. It
plays an important role for the ongoing departure planning of the flight and therefore has to be as early as
possible distributed and as accurate as feasible.

INBOUND TURNAROUND A/C Ready OUTBOUND

Take Off
Outstation In-Block
Start Boarding
ATC Flight Plan
Activation for 3
Final Approach 7 Off-Block
Update TOBT
Outbound prior to TSAT
5 11 Aircraft ready
1 Ground Handling
9 15 Take Off
Local Radar Start 12
EOBT -2hr Update
Start-up
Landing
8 TSAT issue Start-up Request
Approved
16
2 4
6 10 13 14

DATA Coherency Taxi In MTT are considered in the A-CDM Platform and are updated Taxi Out
Inflight by GH/AO A/C ready
Check (EXIT) (EXOT)

= implemented at ZRH

= not implemented at ZRH

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Milestone Description / Implementation at ZRH

Milestone 1 (ATC Flight plan activation): To check the consistency between airport data (including
1
airport slot) and flight plan data. This takes place 3h before EOBT (Estimated Off-Block Time).
Milestone 2 (EOBT -2hrs): The CTOT is issued by NMOC for regulated flights at EOBT -2 hrs).
2
Consistency check, whether AO/GH flight estimates are consistent with ATC flight plan. The EOBT is
verified.

Milestone 3 (Take-off from outstation): After the aircraft is airborne at outstation, there will be a
3
calculation on estimated landing time (ELDT). This predicted landing time will be used to further calculate
an estimated in-block time (EIBT) and is an indicator to update the TOBT (Target-Off-Block-Time). If the
flight time is more than 2 hrs, this milestone can take place before Milestone 2.

Milestone 4 (Radar update): This Milestone is used to update the ELDT, EIBT and TOBT and is
4
triggered when an aircraft enters a defined airspace. MS4 is not implemented at ZRH. Data would be
available but is no additional value for the CDM Process.

Milestone 5 (Final Approach): When reaching MS5, the ELDT, EIBT and TOBT is updated. The TOBT is
5
even updated automatically if EIBT + MTT is later than SOBT/TOBT.

Milestone 6 (Landing) The actual landing time is recorded. This Milestones is used to inform all partners
6
about this actual event.

Milestone 7 (In-block): The In-block time is recorded and published to all partners. . The TOBT is now a
7
highly important element and has a major influence on the subsequent Milestones. Therefore it is of
upmost importance that this time is as accurate as possible.

Milestone 8 (Ground Handling starts): At ZRH, the handling activites start together with MS7, therefore,
8
this MS is already achieved with MS7 and is not implemented.

Milestone 9 (Update TOBT prior TSAT) The TOBT is updated and confirmed by AO/GH. At ZRH, this
9
MS9 is not impleneted since there is no timeline for the TOBT confirmation.

Milestone 10 (TSAT issue): Issue of the Target Start-Up Approval Time. This takes place 40min before
10
SOBT/TOBT. In the AIMS system, the TSAT is issued 30min prior SOBT/TOBT. This Milestone is derived
from the SOBTs/TOBTs of all departing flights and local and Network constraints.

Milestone 11 (Boarding starts): This Milestone is a indication for GH to verify the TOBT and update if
11
necessary. At ZRH, this milestone is not implemented since the boarding start timpestamp is not a reliable
indication for delay.

Milestone 12 (Aircraft ready) The Milestone 12 corresponds to the TOBT, the time where the turnaround
12
process is finished and the flight is fully ready for push-back and/or start-up.

Milestone 13 (Start-up request). This Milestone corresponds to the time when the flight crew is
13
requesting start-up. ZRH uses a different procedure. Apron control issues the start-up/pushback clearance
according TSAT. Therefore, this MS 13 is not implemented

Milestone 14 (Start-up): Corresponds to the the actual start-up time according clearance Apron Control.
14
This time should correspond to the TSAT

Milestone 15 (Off-block): Corresponds to the actual pushback (dock stand) or begin taxi time (open
15
stand).

Milestone 16 (Take-Off): Recording of the Actual Take-Off Time (ATOT). This time is used to update the
16
estimates for the next rotation (Milestone 3).

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3.3. Variable Taxi Time
An significant and important element of the continuous CDM implementation describes the Variable Taxi
Time (VTT). The VTT has impact on the Milestone Approach as well as on the element of the Pre-Departure
Sequencing and the Collaborative Management of Flight Updates.

With the VTT the standard taxi times (regularly ONE taxi time for all runways and parking positions) is
replaced by variable taxi times according the airport layout and runways in use. The use of the VTT enables a
more flexible and more accurate planning.
The VTT is used for inbound flights as well as for outbound flights and reflects the individual taxi time from the
runway to the parking position and vice versa. Contributing factors like, parking position, pushback time,
remote de-icing etc. are taken into account. The VTT is distinguished between the so called EXIT (Estimated
Taxi In Time) for inbound flights and the EXOT (Estimated Taxi Out Time) for outbound flights.
The EXIT comprises the individual taxi time from the runway to the parking position and indicates the earliest
arriving time at the stand (= start of ground handling activities).
The EXOT comprises the sum of push-back time, engine start-up time (individual, depending on type of
aircraft), taxi time to the runway. In case of remote de-icing the estimate required time for de-icing together
with the longer taxi time to the remote de-icing facilities are taking into consideration. In such cases the
estimated duration of de-icing (EDIT = Estimated De-icing Time) will be added to the EXOT.

3.4. Pre-Departure Sequencing

The fourth element is the Pre-Departure Sequencing. The aim of the Pre-Departure Sequencing is to
comprise the overall outbound traffic and generate an ideal overall departure sequence to enable a continuous
and constant traffic flow from the parking position towards the runway with minimized queueing.
Thereby the best planned - best served principle is used instead of the first come – first served approach.
The flights are not treated in the same order as the call in „ready“, but rather according to the ideal departure
sequence by considering the operational conditions of the airport and the restrictions of the air navigation
service providers. (see illustrations 3.4.1 / 3.4.2)
Based on the TOBT combined with the VTT, a so called Target Start-up Approval Time (TSAT) and Target
Take-Off Time (TTOT) are calculated by the Departure Management System (darts).
The TSAT is a calculated time at which a flight might expect push-back and/or start-up clearance, in order to
achieve an optimized over all departure sequence. Therefore all contributing factors from the airport (OPS
concept, demand, de-icing, VTT, etc.) and restrictions from ATC (e.g. SID, speedclass, waketurbulance
separation, CTOTs, etc.) are considered and taken into account.
The TTOT contains the expected take off time on the runway. Technically speaking the TTOT is calculated
first and by detracting the VTT, the TSAT results.

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3.4.1. First come – first served (common practice for non A-CDM Airports)
Within the first come - first served principle, the flights receive start-up and/or push back and taxi
clearance to the runway in the same order as they call in “ready”. This might have the effect that
regulated flights depart outside the slot tolerance window. Furthermore the waiting time at the runway
must be considered since the separation criteria are not or only partly taken into account. This results
in higher fuel consumption and therefore higher polluting emissions. At airports with difficult layouts
and narrow taxiway system and/or without multiple lineup positions, also the overall throughput might
be less due to suboptimzed departure sequence.

DEP 5 DEP 7
DEP1 DEP 2 DEP 3 DEP 4 DEP 6 DEP 8

RWY HOLDING POINT

Amount of delay

minor heavy
3.4.2. Best planned – best served (standard for A-CDM Airports)
Within best planned - best served principle the order of start-up and/or push back and taxi clearance
to the runway is based on the various factors like A/C mix, A/C performance, SID, variable taxi time,
ATFM restrictions, de-icing time, RWY waiting time, etc. By considering all these factors, the flights
will be cleared to the runway in due time to enable the best possible sequence. This means that
flights are possibly delayed for optimization reasons and thus are not in the final sequence according
SOBT/TOBT. With this principle, the waiting time at the runway can be reduced, the throughput
maximized and the slot adherence improved.

DEP 5 DEP 6
DEP 2 DEP 1 DEP 3 DEP 4 DEP 7

RWY HOLDING POINT

Pest
Important:

Pre-departure sequencing requires a high amount of transparency of all partners.

The TOBT (SED/PED) is the key to an accurate TSAT and TTOT. Late or no updates of TOBT result
in bad planning, false allocation of resources and instability in TSAT/TTOT calculation.

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 3.4.3. Provision of TTOT / TSAT
Before and/or during the turnaround, the AO / GH shall update the TOBT by entering PED/SED into the AODB
(AIMS) and these times are sent to the DMAN (darts). Darts on the other hand, uses the PED/SED as TOBT
to sequence the flights.
For every departure based on the TOBT combined with the local restrictions at the airport and with the
constraints from the network a target take of time TTOT is calculated by the DMAN (darts).
As soon as the TTOT is defined, the adequate TSAT can be allocated. The TSAT considers the time, when a
departing flight might expect start-up / pushback clearance aligned with the optimised over all departure
sequence respecting all actual restrictions and limitations. The TSAT is assigned 40 minutes prior actual
TOBT (TSAT issue) and communicated to the A-CDM platform 30 minutes prior SOBT/TOBT. Since AIMS
does not use the 4-letter A-CDM abbreviation, the TSAT is displayed as AOT and the TTOT as ETR field. With
every update of the TOBT the TSAT (and TTOT) will be consequently adjusted. At aircraft parking positions
equipped with Docking Guidance System, the TOBT and IATA flight number are displayed on the DGS for
ramp staff and flight crews. Once the ATC clearance has been issued, the ATC callsign, TSAT and TTOT are
displayed on the DGS for the flight crews.

Aircraft
Operators

AIMS / AODB
(A-CDM PED/SED
Platform)
Ground
Handling

ETR AOT

PED/SED TTOT TSAT

Display Docking
Darts (DMAN) Guidance System /
Flight Crew
TOBT TSAT TTOT

Local Factors
• Traffic demand
• Traffic mix
• MET conditions (CB’s, De-icing,) Network Factors
• Handling fueling Stop • ATFM Delay
• RWY closures • ATFM Slots
• Minimum Departure Intervalls (MDI) • …
• …

Figure 4: TSAT TTOT distribution

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3.4.4. TOBT management and Penalty Procedure
As mentioned in chapter 3.4.2 and 3.4.3., the TOBT (SED/PED) is the key element. Since it is of high
importance, a mechanism has been implemented in the DMAN (darts), penalizing flights which do not operate
according the agreement.

In figure 5, good operations is displayed. In good operations, the flight is ready at STD (ready=ATC CLR
received and transferred to Apron Control for further processing). In that case, no TOBT Management is
necessary since STD is taken as TOBT. In very best case (low traffic volume), the TSAT equals TOBT.

If a flight will not be ready at STD, a TOBT (SED/PED) has to be entered. This TOBT is used by the DMAN to
calculate a new, optimized sequence. This should happen early enough, before reaching STD or a previous
set TOBT, otherwise other partners cannot react on the new circumstances and the DMAN has to recalculate
on very short notice, resulting in an unstable TSAT.

Figure 5: good operations / good TOBT management

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With bad operations (figure 6), the TOBT (SED/PED) is not updated. Meaning the flight is reaching his TSAT
(in low peak hours TSAT equals STD/ETD), no ATC CLR is received nor did a TOBT set/updated. In a first
step, the DMAN (darts) “punishes” the flight by postponing the TSAT by approximately 10min. In a second
step, when the flight is not ready at TSAT again and no TOBT update is made, the flight is taken completely
out of the departure sequence planning. If the flight remains more than 10min in this state, NMOC is informed
and in return suspend the flightplan (FLS). (see section 3.6.1 C-DPI).

Figure 6: Bad operations / bad TOBT management

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3.5. CDM in adverse conditions
The following element focuses on CDM in Adverse Conditions. This means when due to adverse conditions
the capacity at the airport is massively reduced and therefore normal OPS cannot be granted. (Situations like
accidents or incidents, disruption of airport infrastructure, critical security events, unexpected weather
conditions, winter operations, etc.)
CDM in Adverse Conditions specifies procedures during complex situations, in order to provide the most
actual and accurate information about the turnaround process among all partners involved.
Together with the already implemented elements like information sharing, milestone approach, variable taxi
time and pre-departure sequencing it is possible to respond better to the challenging situation in order to
promote a targeted recovery process. In case of de-icing, this means that the process has to be more
transparent and therefore manageable by sharing scheduled and actual times about the de-icing process via
CDM platform from all the partners involved.

3.5.1. De-icing procedure

The fight crew decides whether the aircraft needs to be de-iced or not. If de-icing is necessary, the flight crew
requests this service at the appropriate organization (de-icing coordination unit) in due time according AIP
LSZH.
The de-icing coordination unit of ZRH decides on specific criteria’s, whether the aircraft will be deiced on stand
or on remote de-icing facilities. The de-icing coordination unit is responsible for setting and communicating the
airport de-icing procedure which is the baseline of all planning and calculations related to aircraft de-icing.
The airport de-icing procedure is a table divided in 9 categories – from A to J – which reflects the approximate
duration of the de-icing process for all types of aircraft operating at LSZH either for on-stand or for remote de-
icing.

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On-stand De-icing

De-icing time according

de-icing table

TOBT Planned De-icing Planed De-icing TSAT TTOT

(not including any start time End Time = basis
De-icing time) (according truck for TSAT/TTOT
Request assignment /de- calculation
De-icing! icing tool

Turnaround Process De-icing Process Sequencing Process TAXI to RWY

Figure 7: On-stand De-icing process

In case of on-stand de-icing, the de-icing process at ZRH is considered as a following step after the
turnaround process has been finished. Therefore it is the obligation of the ground handler and/or the aircraft
operator to communicate an accurate TOBT not including any de-icing time. It is the obligation of the de-
icing providers to announce the total availability of de-icing trucks for on-stand de-icing. As soon as de-icing is
requested, the de-icing tool (AROSA) will calculate a planned de-icing start and de-icing end time based on
TOBT, de-icing truck availability and assignment. The de-icing end time is calculated according to the airport
de-icing procedure (A-J) and aircraft type. The calculated de-icing end time is used for the allocation of TSAT
and TTOT. All planned de-icing times are updated by actual times. If e.g. the de-icing starts earlier, a re-
calculation of the planned de-icing end time and thus TSAT/TTOT is done. Same happens, if de-icing finishes
earlier or later than planned.
Important:

Actual de-icing start/end time (DAS/DAE) must be accurate and immediately made available in
AIMS/de-icing tool since they have a direct impact on TSAT / TTOT and further calculation and
allocation of more de-icing tasks.

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Remote De-icing:

De-icing time according de-

icing table

TOBT TSAT Planned onblock Planed offblock TTOT

time on deicing time on deicing
Request lane lane
De-icing!

Turnaround Process Sequencing Process TAXI to De-icing Pad De-icing Process TAXI to RWY

Figure 8: Remote De-icing process

In case of remote de-icing, the estimated de-icing time (EDIT) is an associated element of the variable taxi
time (VTT) to the runway in use and is reflected in the adequate TTOT.
It is the obligation of the de-icing provider to announce the total availability of operational de-icing lanes. This
indicates how many aircraft can be deiced simultaneously on the remote de-icing facilities. As soon as de-icing
is requested, the de-icing tool (AROSA) will sequence the flight for the remote de-icing facilities by calculating
a planned on-block, start de-icing, end de-icing and off-block time of the remote de-icing lanes. The allocation
of the TSAT is based on the quantity of flights foreseen for remote de-icing in combination with the taxi out
time to the remote de-icing facilities and taking into consideration the total outbound traffic.

Important:

Actual de-icing start/end time (DAS/DAE) must be accurate and available immediately in AIMS/de-
icing tool since they have a direct impact on TSAT / TTOT and further calculation of other de-icing
tasks.

Also any reduction of capacity (e.g. truck refueling/de-icing lane closure, e.g.) shall be fed as early as
possible into the A-CDM platform /de-icing tool since it has a major impact on the departure planning.

Actual and accurate unblocking of the de-icing lane for adequate throughput on the remote de-icing
facilities

For more information about the operational process during winter OPS, refer to A-CDM Ops Manual,
chapter 7.

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3.6. Collaborative Management of Flight Updates
The Collaborative Management of Flight Updates is the final element within the A-CDM implementation
process. With this element, the CDM Airport gets connected with the NMOC respectively with the ATFM
Network. The implementation of the five previous elements is a compulsory precondition and represents the
completion of the A-CDM implementation process. Having all elements operational in place, the airport is
considered as A-CDM Airport.
The CDM airports all over Europe are connected via the NMOC. Via this connection the exchange of two
different messages about the status of each flight is granted.
One of these messages is the Flight Update Message (FUM) and the other message is the Departure
Planning Information (DPI).
The FUM Messages sent by NMOC contains the Estimated Landing Time (ELDT) of each flight. The first FUM
Message is sent 3 hours prior to ELDT and will be updated if the ELDT differs more than 5 minutes.

For the time being, ZRH does not use FUM messages operationally, since there are other
mechanisms (ETA1-5) in place for getting an ELDT.

In return, the CDM Airports are sending DPI Messages to the NMOC. For each outbound flight, among aircraft
related data, the TOBT, TSAT and TTOT will be transmitted to the NMOC. There are five different types of DPI
Messages containing the latest known status for the further planning of a flight. The first DPI is sent 3 hours
prior to EOBT, the last one with the actual off-block event of a flight. All DPI messages are being updated
continuously according to the NMOC guidelines.

The following graph illustrates the principles of data exchange between the CDM airports and NMOC.

DPIs are sent from the CDM airport to NMOC, which will then send FUM messages to the destination airports
and vice versa.

Figure 9: DPI/FUM distribution

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3.6.1. Different types of DPI Messages
In the following table, all the DPI message types are listed. Note that they have to be sent in a subsequent
order. This means, that the process always starts with an E-DPI message and ends (under normal
circumstances) with an A-DPI. A C-DPI can be sent only after a first DPI for the concerned flight has already
been sent.

Type of DPI Description Timeframe

The data exchange between the Airport and the NMOC always starts EOBT -3h to EOBT -2h
E-DPI
with an Early DPI (E-DPI). This message will be sent between 3h and
2h prior EOBT, with reception of flight plan data. By sending the E-DPI
to NMOC the airport successfully performed the consistency check
between the airport slot (STD or SOBT) and the flight plan (EOBT).
Within the E-DPI message the currently actual and valid times like
EOBT, SOBT, TOBT, VTT and TTOT are being transmitted to NMOC.

A T-DPI-t will be send 2h before EOBT, in case the previously E-DPI EOBT -2h to TOBT -40min
T-DPI-t
was sent. This message is based upon the actual target off block time
(TOBT). Within the T-DPI-t the actual and valid times like TOBT, VTT
(in- or excluding EDIT), and TTOT are being transmitted to NMOC and
updated if a time value changes more than 5min. This is also the time,
where a possible CTOT is allocated by NMOC, in best case (depending
on the regulation) CTOT = TTOT as transmitted in the DPI message.

By sending the T-DPI-s a distinction of regulated and non-regulated Non-regulated Flight:

T-DPI-s
flights is considered. For non-regulated flights the T-DPI-s is sent to TOBT -40min
NMOC at the time when the flight is included in the departure
Regulated Flight: TSAT-
sequence. Based on the TOBT and performance/SID/aircraft type a
10min OR aircraft declares
TSAT and a more accurate TTOT is calculated. This happens 40min
ready (REA-status)
prior TOBT. Within the T-DPI-s message the currently actual and valid
times like TOBT, VTT, (in or excluding EDIT), TSAT and TTOT are
being transmitted to NMOC and updated by any change of a time value
by more than 5min.

For regulated flights, the T-DPI-s is sent differently. If the CTOT

matches TOBT + VTT (on-time regulation), then the T-DPI-s is sent the
same way as for non-regulated flights (40min prior TOBT). This
indicates NMOC that the slot is accepted and should not be changed
anymore.

If the CTOT is way beyond TOBT+VTT, then the T-DPI-s is sent 10min
prior TSAT convenient for the deteriorate regulation (time, when the bad
slot is accepted).

When the airline performs the turnaround processes, even the CTOT is
way beyond, as soon as the aircraft declares ready the T-DPI-s is sent.
In that case, the NMOC uses this T-DPI-s as REA message, trying to
improve CTOT.

If CTOT+10 minutes are missed, a T-DPI-s is sent with a TTOT beyond

the slot tolerance window, forcing NMOC to allocate a new CTOT.

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 This message will be sent at actual off block of the flight (can be either At begin taxi time (BTT) or
A-DPI
begin taxi time for self-power out stands or with start of pushback for Pushback Time (ATD)
stand requiring a pushback. Used to update the latest TTOT.

C-DPI will be sent when the CDM process for a specific departure is Upon special events:
C-DPI
interrupted. Such a message can be sent anytime during the process
Return to stand
but only after having sent at least an E-DPI. A typical reason for C-DPI
for instance is a return to stand or if an Advice Time is set. With the Advice time set
reception of a C-DPI, NMOC will suspend the flightplan (FLS). To
Penalty procedure
recover from FLS, an update of EOBT is necessary. Depending on the
case, even the TOBT must be updated. STBY after offblock

3.6.2. Examples of DPI messages

E-DPI T-DPI-t T-DPI-s A-DPI C-DPI
-DPISTATUS EARLY -DPISTATUS TARGET -DPISTATUS SEQ -DPISTATUS ATC -DPISTATUS CNL
-ARCID EDW354 -ARCID AFR1415 -ARCID AUA56H -ARCID SWR612Q -ARCID SWR1190
-ADEP LSZH -ADEP LSZH -ADEP LSZH -ADEP LSZH -ADEP LSZH
-ADES LGMK -ADES LFPG -ADES LOWW -ADES LIMC -ADES EDDN
-EOBT 0420 -EOBT 0545 -EOBT 0540 -EOBT 0530 -EOBT 1055
-EOBD 150805 -EOBD 150125 -EOBD 150805 -EOBD 150805 -EOBD 150803
-TAXITIME 0010 -TAXITIME 0029 -TOBT 0540 -TAXITIME 0010
-TTOT 0430 -TTOT 0614 -TSAT 0554 -TTOT 0536
-SOBT 0420 -SID VEBIT2N -TAXITIME 0011 -AOBT 0530
-SID DEGES2W -ARCTYP A318 -TTOT 0605 -AOBD 150805
-ARCTYP A320 -REG FGUGN -SID DEGES2W -SID VEBIT3W
-REG HBIHZ -DEPSTATUS DEICING -ARCTYP A320 -ARCTYP RJ1H
-REG OELBL -REG HBIYQ

Important:

A change of a time value within DPI Message of more than 5min always triggers an update of the
adequate DPI message.
Same happens if aircraft registration/aircraft type or SID changes.
If de-icing is considered, it will result in higher TAXITIME. Additionally, a de-icing remark is available
(see example T-DPI-t).
A TOBT is included in the E-DPI and T-DPI-t only if set in the CDM platform (SED/PED). In the T-DPI-
s, TOBT is always included and represents SOBT, if no SED/PED is set.

For regulated flights:

The TOBT sent in the DPI messages is used as a NO SLOT BEFORE time.
A TOBT does not have an impact on an allocated CTOT as long as it is set to a value 10min prior
TSAT (reflecting original slot)
The REA status is achieved via automatic generated T-DPI-s message by providing an earliest
possible TTOT which is before STW.

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4. A-CDM Alerts
To support early reaction on unforeseen events and to help daily OPS to identify discrepancies, an alerting
mechanism is established. According to the A-CDM implementation manual, there are 14 pre-defined A-CDM
alerts. The aim of those alerts is to sensitize aircraft operators and/or ground handling agents on issues
needed to be solved. The alerts are not a mandatory item for A-CDM implementation, but are highly
recommended. At ZRH, the alerts are either sent via SITA Telex Message or are shown in the AIMS Alarm
Window.
In the table below, all CDM alerts are listed. For the implemented ones, the providing system and receiver of
the alert is listed as well.

CDM Description Goal Trigger / Validity active System

Alert
CDM01 No Airport Slot Information for AO/GH, that No
available or slot FPL cannot be correlated
already correlated with an existing airport slot.
CDM02 SOBT/TOBT vs. To re-align SOBT/TOBT with EOBT differs more than Yes SITA Message to
EOBT discrepancy FPL EOBT or vice versa 15min from SOBT/TOBT. AO
Sent: Only once, as soon AIMS Alarm
as the FPL is available in Window Warning
Airport System. for GH
CDM03 Aircraft Type Resolve discrepancies No
discrepancy between FPL / Airport
Database
CDM04 Aircraft Registration Resolve discrepancies No AREG in AIMS Partly AIMS Alarm
discrepancy between FPL / Airport available active Window for GH
Database Sent: As soon as the MVT
message (T/O origin) is
sent.
CDM05 First Destination Resolve discrepancies Sent: Only once, as soon Yes AIMS Alarm
discrepancy between FPL / Airport as the FPL is available in Window for GH
Database Airport System and the
first destination from FPL
and Airport are different
CDM06 None-Airborne Alert Message sent to GH that If there is no MVT Yes AIMS Alarm
STA can eventually not met. Message from Outstation Window for GH
(take-off origin / airborne
time according FPL) then
this alarm will be raised.
CDM07 EIBT + MTT Advice GH that STD/TOBT If according MVT Message Yes AIMS Alarm
discrepancy with eventually cannot be met (take-off origin) the Window for GH
EOBT / TOBT ETA+MTT exceed
STD/ETD. Monitored until
final approach
CDM08 EOBT compliance Message to AO/GH that Starting with final Yes SITA Message to
alert EOBT and TOBT are not approach, the EOBT and AO
consistent and needs to be TOBT are monitored until AIMS Alarm
aligned aircraft ready. If difference Window for GH
>15min, the alert is
triggered

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 CDM09 Boarding Not Started Advice GH that boarding has No
not started at a certain time
CDM10 TOBT rejected or Message to AO/GH stating No
deleted that TOBT has been deleted
/ max number of updates is
exceeded and re-
sequencing is necessary
CDM11 Flight Not Compliant Message to AO/GH, if flight No
with TOBT / TSAT is not ready at TOBT or
TSAT
CDM12 TSAT not respected Message to ATC if flight has No
by ATC no startup clearance at
TSAT
CDM13 No ATC Flight Plan Message sent to AO to file a If 2,5h before STD no FPL Yes SITA Message to
Available flightplan. is available AO
CDM14 Automatic ETD Alert sent to AO/GH if an No
Generation not automated TOBT cannot be
possible set.

Important:

The alerts are a hint/indication, that something in or even before the turnaround process went wrong,
may create an issue in the following steps or needs immediate attention.
It is up to the partners to react to the alarms. By resolving pending issues, the whole turnaround
process can be smoothened and the planning results are much more reliable.
For business & general aviation, the alerting mechanism is only partly implemented.

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5. A-CDM Implementation at ZRH
ZRH implemented A-CDM in a two-step approach:

First Step 3rd of May 2012:

• Implementation of the selected Milestones at ZRH

• Implementation of the CDM Alerting for Ground Handling via AIMS Alarm Window
• Implementation of the CDM Alerting via SITA Messages to the Aircraft Operator.

• Introduction of the CDM terminology (TOBT, TSAT, TTOT) on different systems and screens.

Second Step, 19th of August 2013

• Implementation of Collaborative Management of Flight Updates

• Implementation of automatic REA process

On 19th of August 2013, ZRH

achieved the A-CDM status
according the principles of the A-
CDM implementation manual.

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6. Appendix
6.1. The A-CDM progress and action table at ZRH
Milestone Description Inputs Outputs ALARMS Responsible Actions
Flight Plan Check Airport Slot E-DPI CDM02 (SITA) Aircraft Alignment
1 data CDM02 (AIMS) Operator Airport Slot
Data Coherency

CDM04 (AIMS) with FPL and

Flightplan CDM05 (AIMS) Handling data check
data Agent

EOBT -2,5h Missing FPL CDM13 (SITA) Aircraft File a

Operator flightplan

EOBT -2hrs ATFM T-DPI-t CDM02 (AIMS) Handling Possible

2 Regulation Agent update of
TOBT

Take Off Take-Off ETA 1 CDM06 (AIMS) Handling Possible

Outstation message CDM02 (AIMS) Agent update of
Inbound Process

3
outstation TOBT

ETA1 + MTT CDM07 (AIMS) Handling Update TOBT

CDM02 (AIMS) Agent

Final approach ETA 4/5 Automatic TOBT for CDM02 (AIMS) Handling Automatic
5 outbound (if there CDM07 (AIMS) Agent TOBT update
was no actions on
CDM07 alert in
AIMS

Landed TDT CDM08 (SITA) Aircraft Update

6 CDM08 (AIMS) Operator / EOBT and/or
Handling Process

Handling TOBT
Agent

In-block TOBT Mgmt. CDM08 (SITA) Aircraft Update

7 CDM08 (AIMS) Operator / EOBT and/or
Handling TOBT
Agent

TSAT issue TOBT Mgmt. TSAT / TTOT CDM08 (SITA) Aircraft Update
10 provision. CDM08 (AIMS) Operator / EOBT and/or
Handling TOBT
T-DPI-s Agent

Aircraft ready ATC Aircraft active for ATC Update

12 clearance Apron Control EOBT /
(Start of ATC request slot
Process) CTOT adherence extensions
managed by ATC.
EOBT updates / Slot
extensions managed
by FMP Skyguide
ATC Process

Startup approved SUT TTOT update ATC Update of

14 EOBT/
request slot
extensions

Offblock ATD A-DPI ATC Update of

15 EOBT /
request slot
extensions

Airborne ABT ATC

16

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6.2. A-CDM process graphical overview

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6.3. Additional Information (FIDSMON page 0905ff)

---- END OF DOCUMENT ----

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