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Schiphol CDM Operations Manual
Schiphol CDM Operations Manual
Schiphol CDM Operations Manual
DRAFT
3 September 2019
Table of contents
Document Control 4
1 Introduction 6
1.1 The Airport CDM Concept 6
1.2 CDM at Schiphol Airport 6
1.3 Purpose of the Document 6
1.4 Reference Documents 6
1.5 Contact 7
3 CDM@AMS Procedures 19
3.1 Estimated Landing Time (ELDT) 19
3.2 Estimated In-Block Time (EIBT) 19
3.3 A-CDM Flightstates 19
3.4 Actual Landing Time (ALDT) 20
3.5 Actual In-Block Time (AIBT) 21
3.6 Minimum Turnaround Time (MTT) 21
3.7 Target Off-Block Time (TOBT) 21
3.8 Target Start-up Approval Time (TSAT) & Target Take-Off Time (TTOT) 22
3.9 Actual Start-up Request Time (ASRT) 25
3.10 Departure Aircraft is Blocking Stand for Inbound Aircraft 26
3.11 Start-up Procedure 26
3.12 Actual Off-Block Time (AOBT) 27
3.13 Actual Take-Off Time (ATOT) 27
3.14 De-icing 27
3.15 CDM Alerts 28
3.16 Flight Plan (EOBT) Updating 31
3. CDM Portal 40
Abbreviations 41
Appendices 43
Apendix 1: CDM Procedure 1.3 – ELDT 43
Apendix 2: Procedure 2.3 – EIBT 45
Apendix 3: Procedure 3A.3 – Inbound Flightstates 46
Apendix 4: Procedure 3B.2 – Turnaround Flightstates 48
Apendix 5: Procedure 3C.2 – Outbound Flightstates 49
Apendix 6: Procedure 4C.1 – Non-In-Block Alert 50
Apendix 7: Procedure 4E.1 – Holding Alert 51
Apendix 8: Procedure 4G.2 – Boarding Alert 52
Apendix 9: Procedure 4J.1 – Flight not compliant with TOBT/TSAT Alert 53
Apendix 10: Procedure 4K.1 – EOBT/TOBT discrepancy Alert 54
Apendix 11: Procedure 5.1 – ALDT 55
Apendix 12: Procedure 6.1 – AIBT 56
Apendix 13: Procedure 7.5 – TOBT 57
Apendix 14: Procedure 8.2 – MTT 59
Apendix 15: Procedure 10.5 – TSAT/TTOT 62
Apendix 16: Procedure 11.5 – Start-Up procedure 64
Apendix 17: Procedure 12.3 – De-icing procedure 65
Apendix 18: Procedure 13.2 – AOBT 68
Apendix 19: Procedure 14.1 – ATOT 69
Apendix 20: Procedure 15.5 – ASRT 70
Apendix 21: A-CDM Rules & Guidelines 71
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Document Control
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Name Position
Yiannis Alexopoulos AAS CDM Business Expert
Eric van Leeuwen AAS CDM Business Expert
David Zwaaf LVNL CDM Business Expert
Hans Kelder KLM CDM Business Expert
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1 Introduction
Implementation at other major European Airports has shown improvements in stand and
gate management, resource management, slot adherence leading to reduced costs for all
parties and improved accuracy of passenger information.
CDM at Schiphol is supported by Eurocontrol and activities, where possible, will be carried
out in line with the Eurocontrol Airport CDM concept elements as described in the
Eurocontrol Airport CDM Implementation Manual.
The aim of CDM at Schiphol is to optimize the turnaround process in order to assure the best
possible coordination of resources. Providing A-CDM business process stakeholders with
accurate and timely information so that decisions can be made to ensure that the
turnaround of a flight is efficient and everyone has a common awareness of the situation.
Partners will also be alerted to potential delays and discrepancies by alerts in the system and
prompted to take corrective action to ensure a correct flow of data and information.
1.5 Contact
If you have any operational, flight-related questions, experience a technical problem
concerning A-CDM operational flight information or have a general question about CDM at
Schiphol, please contact the A-CDM Contact desk.
For A-CDM related questions please check answers on the FAQ’s on the Schiphol A-CDM
Website (www.schiphol.nl/cdm) first.
If you have any technical problem concerning A-CDM operational flight information please
contact the A-CDM Contact desk. They will provide you with further assistance if needed and
in case of severe technical problems they will contact the FMA to initiate the A-CDM fallback
procedures.
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A-CDM is implemented through the introduction of a set of operational processes. The main
characteristics of the processes follow the six step cycle as below (Figure 1).
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For CDM@AMS this is delivered via free access to the Schiphol Airport CDM Portal. Within the
portal there is real-time availability of all the key data elements for any flight from / to
Amsterdam. All partners and their third parties that support the turnaround process are
encouraged to actively use this portal. To gain access to the A-CDM Portal please complete
the application procedure which can be found at the Schiphol A-CDM Website
(www.schiphol.nl/cdm).
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Milestones that are passed shall lead to an update of downstream milestones/time elements
following agreed CDM@AMS procedures. The most important time elements that are linked
and updated at the passing of a milestone are: the Estimated Landing Time (ELDT), the
Estimated In-Block Time (EIBT), the Target Off-Block Time (TOBT), the Target Start-Up
Approval Time (TSAT), and the Target Take Off Time (TTOT).
The figure 2 (below) shows the (highly) recommended milestones as described in the
Eurocontrol Airport CDM Implementation Manual [DOC. REF. 1].
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1. ATC TWR flight plan data updates of ELDT, EIBT and flightstates FIR and TMA are
automatically updated for the applicable arrival flight in the Airport CDM system.
2. EIBT updates of the arrival flight can result in an update of the auto-TOBT of the
connected departure flight by the Airport CDM system. These updates are provided to
ATC TWR.
Milestone 6, Landed
For this milestone the following actions take place:
1. ATC TWR flight plan data updates of ALDT and EIBT are automatically updated for
the applicable arrival flight in the Airport CDM system.
2. ALDT update of the arrival flight results in an update of flightstate to TAX by the
Airport CDM system.
3. EIBT update of the arrival flight can result in an update of the auto-TOBT of the
connected departure flight by the Airport CDM system. These updates are
provided to ATC TWR.
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1. At 40 minutes before 40, the TSAT is provided to the pilots via the VDGS display or
CDM display. However, TSAT information is available in the CDM platform from EOBT
minus 3 hours.
For CDM@AMS the Variable Taxi Times (VTTs) are available in ATC TWR. ATC uses the VTTs
for the calculation of EIBT, TSAT and TTOT.
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For CDM@AMS a Collaborative Pre-Departure Sequence Planning (CPDSP) module has been
implemented in ATC TWR. TSATs and TTOTs are provided by ATC TWR to the Airport CDM
system.
For CDM@AMS the AAS Flow Manager Aircraft (FMA) will provide Airport Status information
via the A-CDM Portal.
The A-CDM Airport Status is visible at the top of every page of the A-CDM Portal and also has
a standard color coding, which the table 3 below explains:
Airport Status
GREEN
Normal Operations
ORANGE
Disruptions
RED
Severe disruptions
RED
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Emergency
At the end of each sector or capacity briefing it will be jointly decided which airport status is
maintained or determined. The starting point is “Green: Normal Operations”.
For CDM@AMS the Eurocontrol Flight Update Messages (FUM) information is used by ATC
TWR to determine an ELDT for the inbound flight before the flight is under active ATC
control. This ELDT is provided to the Airport CDM system.
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EOBT
EOBT
CTOT(TOBT/EOBT)
Company
instructions
ATC
Ready CHMI
Co-operation
Clearance
Pilot TTOT
TOBT
TTOT TSAT
TOBT Airport TOBT TAXITIME
TSAT TSAT
Ready EOBT (via DPI)
CTOT
Request
TSAT
Portal
TOBT
MGH
Sending DPIs to NMOC will benefit the stakeholders in the following way:
Local stakeholders:
Reduction of ATFM delay:
o due to improved predictability for the network planning
o due to flights being automatically ready for CTOT improvement
Avoid unnecessary ATFM delay due to the reduced risk of FAM suspension;
Reduced risk of ATFM slot violation by prevention of CTOTs that cannot be met
Optimized use of runway capacity;
Improved turnaround process due to an improved gate management;
Reduction of last minute changes due to freeze of flight plan and CTOT after off-
block.
Network:
Enhanced accuracy of the Take-Off Time & SID result in more accurate flight profiles in
ETFMS benefiting ANSPs and AOs due to:
o more accurate traffic demand predictions;
o reduced need for capacity buffers;
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2.8.3 SOBT
The SOBT value in the E-DPI will correspond to the Airport Slot Time (ASLT) derived from the
Slot Coordinator (SACN) database. In case an SOBT match to a flight plan cannot be found
real-time, the Airport will attempt to make the match afterwards through analysis. If after
analysis a match between SOBT and flight plan cannot be made, the Airport will request an
explanation from the AO.
DPIs from Schiphol Airport will be sent on the earliest moment a new DPI type is allowed to
be sent. Hence, an E-DPI will be sent from EOBT-3hrs, a T-DPI-t from EOBT-2hrs etc. This is
visualized in figure 7.
There is a difference in sending DPI’s for non-regulated and regulated flights. For non-
regulated flights, a T-DPI-s will be sent from TOBT-40min, for regulated flights from TSAT-
10min. This is done to make sure that a flight keeps the Ready for Improvement (RFI) status
at NM as long as possible.
ii. Updates
Updates of DPI could be due to:
Filters and events as specified by NMOC;
Dynamic TTOT/TSAT behaviour at Schiphol Airport;
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System limitations;
New TOBT update;
RETD setting to another RWY slot than the last TTOT in the T-DPI-s.
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3 CDM@AMS Procedures
This chapter expands with a more detailed look at the procedural elements of each
operational effective CDM@AMS procedure. All operational effective CDM@AMS
procedures are available in the appendices.
Each procedure has a number that is in some cases followed by a letter. The update of A-
CDM ELDT procedure has number 1. Revisions on a procedure are made available via a sub-
number. Procedure number 1.2 is revision 2 of procedure 1. In the following paragraphs the
sub-number is noted as a x.
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The aim of the TOBT is to provide a timely, accurate and reliable estimate of the earliest
possible off block time to the community as a whole. Accurate TOBTs enhance operations on
the ground as they provide all airport partners with a clear picture of the intentions of
aircraft on the ground. As well as being important for departure planning at the airport,
TOBTs are essential for planning Air Traffic Flow Management (ATFM) across Europe.
It is in everyone’s interest to ensure the availability of an accurate and timely TOBT which will
result in a more stable and optimal TSAT. In the drive to ensure completeness and accuracy of
data throughout the flight processes, there are a number of automated alerts which
highlight the need for the potential adjustments which may become necessary.
Aircraft Operators (AO) at Schiphol must communicate any change to their TOBT of +/- 5
minutes or greater via their appointed Main Ground Handling Agent (MGHA) to the Airport
CDM system. See appendix 21 for the A-CDM Rules & Guidelines.
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Smaller changes of TOBT up to a minute may be communicated. TOBT may be set prior to the
flights SOBT, but it cannot be set prior to clock time, i.e. it should always be a time in the
future.
Note: Due to the time that is needed to process an update of TOBT (up to several seconds),
care should be taken not to set the TOBT too close to current clock time to prevent the
rejection of a TOBT update. As a rule of thumb one should set the TOBT more than 1 minute
past the current clock time.
3.7.2Sources of TOBT
As soon as a flight schedule is communicated with the Airport CDM system, the TOBT can be
updated. Initially the TOBT is based on the schedule information and set equal to the
Scheduled Off Block Time (SOBT) for flights that have not yet or will not have a connected
incoming flight defined. As soon as an incoming flight is defined, the TOBT will be
automatically calculated based on the EIBT + MTT by the Airport CDM system. Changes in
ELDT/EIBT will result in updated TOBT. This automatic process will continue until the flight is
actual in-blocks (AIBT) or the TOBT is manually set by the MGHA. From that point on, the
MGHA is the main source for updates of TOBT.
Note: A TOBT that is equal to the last known TOBT will not be processed by the Airport CDM
system. Therefore, in order to stop the automatic updating process, a manually set TOBT
should differ from this last known TOBT.
Another source for updates of the TOBT can be the EOBT. If the flight plan EOBT is updated
to a later time that the current TOBT, the EOBT will automatically overwrite the TOBT.
Thereafter, the TOBT can be updated to any time without bringing any change to the EOBT.
Pushback management should use the TSAT in its tug assignment planning, as should
associated processes like jet-starting and cooling/heating. This will help in creating a planned
departure sequence when the pilot makes a ready call only when the flight is fully ready for
immediate start-up / pushback. It is highly advised to have pushback tug available at TSAT-5
minutes.
Based on the provided TOBT (automatically calculated or manual set by the MGHA, also on
request of the AO), a TSAT is calculated for each flight by the Collaborative Pre-Departure
Sequence Planning system (CPDSP). This is done by calculating the earliest TTOT (TTOT’) for
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each flight that is used as starting point for the algorithm to optimize the take-off sequence.
The optimized take-off sequence leads to an optimized start-up sequence by subtracting the
taxi-out time (EXOT) for each flight (see figure 4).
The above described calculation can be triggered by TOBT updates, changes in RWY usage
and/or capacity (e.g. due to changing weather conditions) and CTOT changes. All flights that
do not yet have a RETD (planned by the start-up controller after Ready call) and/or which
TSAT is more than 5 minutes in the future will be planned on top of the flights with RETD and
stable TSAT planning (Figure 5).
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In the (re)calculation process, flights with a MTOT (Manual Target Take-Off Time set
manually by ATC) will be planned first, followed by flights with a CTOT. Then all other flights
will be planned using the TTOT’ (earliest possible TTOT) as key for the sequence at which they
will be processed by the planning algorithm.
Flightplans may be suspended (Flight Plan Suspended FLS) by NMOC due to:
an expired EOBT,
too low RVR at destination airport,
a closed route (that was part of the flight plan),
a closed destination airport
FAM suspension (Flight Activation Monitoring)
Cancel DPI
As long as a flight is suspended, it will not take part in the planning process. The latest known
TOBT and TSAT will remain visible in the A-CDM Portal. Flight plan de-suspension will
reactivate the flight in the CPDSP process. This can be done by sending a change (CHG) or
delay message (DLA) to NMOC, or by cancelling the current flight plan (CNL) and filing a new
flight plan.
Also flights that have a TSAT that is expired (i.e. CLOCK > TSAT + 5 min and the pilot did not
call Ready) are no longer part of the CPDSP process. The same holds for flights that after off-
blocks are returning to the gate. In both these cases an updated TOBT (where TOBT should
be > CLOCK) will reactivate the flight in the CPDSP process.
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Depending on the change in relation with the previous TOBT value and the current TSAT, the
update will have different results. An update of your TOBT:
Earlier in time than the previous TOBT:
o A recalculation of CPDSP may result in a new TSAT taking the new TOBT as the
basis for the calculation.
Later in time than the previous TOBT but before the current TSAT:
o No recalculation will be triggered by this update. This enables AO/MGHA in
situations where there is a start-up delay to decide to use the start-up delay for
the turnaround process (e.g. wait for a connecting passenger) or to stick to the
TOBT and remain ready for improvements of the TSAT.
Later in time than the previous TOBT and equal or later than the current TSAT:
o A recalculation of CPDSP will result in a new TSAT taking the new TOBT as the
basis for the calculation.
Note: It should be avoided to communicate small changes in TOBT when near or within the
TSAT-window. Instead, the flight should make use of the flexibility provided by the TSAT
window (see 3.11 Start-up Procedure).
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Start-up Procedure). The Airport CDM system processes the ASRT based on business rules as
described in CDM@AMS procedure 15.x – Update of A-CDM ASRT.
In the event that an arrival aircraft has to wait for a prolonged period of time (usually more
than ca 20 minutes) for its parking position becomes available, ATC coordinates with the
pilot of the departure flight which is blocking the parking position. When pilot is fully ready
but is not within TSAT window yet, ATC shall coordinate with APC to tow the departure flight
to a temporarily parking position. APC shall change the parking position and coordinate the
movement towards the new temporary parking position. In this situation the departure flight
still remains ready for improvement for any TTOT/CTOT updates.
In the event that an arrival aircraft has to wait for a shorter period of time (usually less than
ca. 20 minutes) for its parking position becomes available, ATC shall coordinate with the pilot
of the departure flight which is blocking the parking position. When pilot is fully ready but is
not within TSAT window yet, ATC shall plan the flight within the take-off sequence and
coordinates taxiing towards a temporary parking position. In this situation no TTOT/CTOT
improvements are possible.
In all cases that an inbound aircraft is waiting for a free parking position, APC is responsible
to monitor the EIBT and update accordingly.
A pilot shall call Ready in TSAT window when fully ready (all handling processes finished and
fully ready for immediate push-back (if required) or taxi).
1. Before TSAT-window
Flight will be requested to call again when it is within its TSAT window.
2. Within TSAT-window
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Flight will be planned for outbound sequence and may expect start-up
approval directly or within a few minutes depending on actual operational
situation.
3. After TSAT-window
The TSAT of the flight has expired. Flight will be denied start-up approval. Pilot
has to contact its MGHA to update the TOBT and shall contact ATC again
when TOBT update has resulted in an updated TSAT.
On most connected gates TSAT is provided on display in front of the aircraft. When on a gate
a display is not available or operational, the Airline can retrieve the CDM information by
contacting its Ground Handler Agent or by making use of the CDM webservice
(mobile.ehamcdm.nl).
Note: CDM information malfunction on the display can be reported by calling +31 020 601
2550.
3.14 De-icing
During winter operations the de-icing companies operating at Schiphol are required to
provide and update the A-CDM de-icing parameters as described in CDM@AMS procedure
12.x – A-CDM De-Icing Procedure.
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In some cases, gate de-icing occurs on a different apron position. This incorporates a towing
movement, a gate change and a second TOBT. De-icing waiting time is incorporated in the
first TOBT:
Remote de-icing will take place after start-up and the de-icing company determines if the
flight is permitted to contact start-up control. The de-icing company will only grand
permission to contact start-up control if the flight is within its TSAT window.
Flights that are delayed for more than 1 hr have a Scheduled In-Blocks Time (SIBT) that is
colored orange. This is for information purposes only.
The Airport CDM system generates the Non-Inblock Alert based on business rules as
described in CDM@AMS procedure 4C.x – Non-Inblock Alert.
3.15.10 CDM105 – TSAT before TOBT, check validity CTOT and Flightplan
The TSAT before TOBT Alert (CDM105) is generated by the Airport CDM system when the
TSAT is an earlier time than the TOBT. In general, this may only occur in a ‘Local CDM’
situation, when the CTOT is based on the EOBT or when the OPL sets a manual TTOT (TTOT
determines the TSAT) after the pilot has called ready. In the second case, the alert may be
disregarded.
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To help the Airline OCC and it’s MGHA to keep the EOBT and TOBT in line, an informational
alert “CDM104 EOBT/TOBT discrepancy alert” is introduced. The alert will be triggered if the
difference between EOBT and TOBT is more than 15 minutes for a flight. AO and MGHA
should decide what action to take.
To support airlines in keeping EOBT and TOBT aligned, Eurocontrol NMOC provides an “EOBT
update service”. On request of the airline, the EOBT can be automatically delayed in case of
TOBT delay.
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4.1 Introduction
Sharing of TOBT’s and TSAT’s between aircraft operators / ground handlers, ATC and airport
authority is vital for the CDM@AMS operations. This is accomplished via the Airport CDM
system, which is linked to systems operated by ATC and ground handlers. In case of
disruptions in the sharing of TOBT’s and TSAT’s via the Airport CDM system due to technical
problems, contingency & fallback procedures are in place to ensure that airport operations
can continue.
4.2 Procedures
For CDM@AMS operations, contingency & fallback procedures consist of two parts:
Contingency:
A-CDM with workarounds
Maintain a workable situation by using workarounds whereby the A-CDM
information remains of sufficient quality for A-CDM operations.
Fallback:
Startup via First Come First Served procedure
Activate the fallback procedure in case no workaround can be used and A-CDM
operations have to be suspended
Start recovery to A-CDM operations when applicable.
These procedures form the basis for operational and technical procedures and services to be
arranged by each party to ensure an operational process as smooth as possible in case of an
A-CDM system failure.
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When one or more information links are not delivering information or information is
incorrect, workarounds should be used as much as possible to continue A-CDM operations.
When workarounds are insufficient, it is the responsibility of each party working with A-CDM
information to communicate this through the communication scheme which is shown in the
figure 9 below.
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Fallback Decision:
If a disruption or system failure occurs, the party where the disruption or system failure
occurs will inform the other parties involved in CDM@AMS according to the communication
scheme as shown in figure 11 below.
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In the free text window of the A-CDM portal the following message will be added: A-CDM
suspended. Departure based on first come first served.
AAS FMA is responsible for messages on the A-CDM portal regarding fallback procedures.
Fallback:
Once the decision for fallback has been made, it is the responsibility of each party to ensure
their organization, (backup) procedures and systems will function in alternative operations as
described in the next paragraph.
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A-CDM Suspended:
When A-CDM outbound operations are suspended, ATC startup planning will be based on
first-come first-served. This means that flights must still call ATC for startup when fully ready
and will be planned for startup based on the actual situation at the runways.
If your flight has a CTOT, ATC will ensure that the flight can leave within the CTOT-window as
long as the flight calls startup control when fully ready while still able to depart within the
STW.
All A-CDM data will be provided and shared when technically and operationally
possible.
In free text window of the CDM portal the following text will be added: A-CDM
suspended. Departure based on first come, first served.
TOBT updates must always be provided if possible. Pushback planning will be based
on TOBT instead of TSAT.
Recovery Decision:
The sector briefing with LVNL, AAS and KLM will be used for the decision on recovery.
The sector briefing is started when the problem or disruption has been solved by the
parties involved
A-CDM systems are restored, but operations remain suspended
A-CDM data is validated by all sector parties and communicated using the
communication scheme
After data validation, the sector briefing decides on recovery
After the recovery decision, a suitable time to return to A-CDM operations is
determined by the sector briefing and communicated using the communication
scheme
All parties are responsible for communication within their own organization
AAS FMA is responsible for messages on the A-CDM portal regarding recovery procedures.
Recovery:
Once the decision for recovery has been made, it is the responsibility of each party to ensure
their organization, procedures and systems will function in A-CDM operations at the
communicated time.
After recovery has been completed, the sector briefing with LVNL-AAS-KLM validates the
quality of A-CDM operations.
AAS FMA is responsible for messages on the A-CDM portal regarding A-CDM operations.
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Evaluation of Fallback:
An evaluation of the fallback will be initiated by AAS after going back to normal A-CDM
operations. The follow questions will be discussed during this evaluation:
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On most connected stands, TSAT is provided on a display in front of the aircraft. If a display is
not available or operational, the Airline is advised to communicate the TSAT to the pilots. The
Airline can delegate this responsibility to the appointed MGHA.
At TOBT, the aircraft should be ready, which means that all ground handling activities are
finished, all doors are closed and the boarding bridge and handling equipment are removed.
If the aircraft will not be ready at TOBT +/- 5 minutes, the MHGA must update the TOBT.
In case of start-up delay (TSAT > TOBT), pushback does not have to be attached at TOBT.
Pushback must be attached when the pilot calls Ready and the aircraft is ready for immediate
startup and pushback (if required). It is advised to have pushback tug available at TSAT-5
minutes.
During normal operations the TOBT is the only input for the ATC departure planning.
Therefore, accurate and timely set TOBT up-to-date during the turnaround process is
important for the efficiency of the airport and ultimately to make sure that the aircraft can
leave on time.
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5.4 Pilot
The pilot is responsible to call ready if the aircraft is fully ready (all handling processes
finished and fully ready for immediate push-back, if required, or taxi) and is within its TSAT
window.
If the pilot calls Ready too late (TSAT expired), the pilot is responsible to contact the MGHA to
obtain a new TOBT and TSAT (and update EOBT if necessary).
5.5 ATC
Based on the TOBT and CTOT for regulated flights, the ATC-system will provide the Airline
and MGHA with a TSAT that indicates when the aircraft can expect start-up approval. This
TSAT will be based on an accurate and optimized pre-departure sequence that makes
optimal use of the current operational conditions at the airport and in the European
network.
If the pilot calls ready (within the TSAT window and aircraft is fully ready for immediate
departure), ATC is responsible to provide the flight start-up approval at an appropriate time,
when operational circumstances are permitting. If the pilot calls ready after the TSAT window
(TSAT expired), ATC will revert the pilot to the MGHA to obtain a new TOBT.
ATC is as well responsible that flights depart within STW and request a slot extension to
NMOC for those flights that are not able to depart within STW due to delays after pushback
process (e.g. de-icing).
Furthermore, the airport operator is as well responsible for the following matters:
- Real time CDM information exchange with NMOC through DPI messages
- Facilitate functionalities to provide CDM information to pilots and MGHA’s
- Communication with the sector regarding disruptions
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3. CDM Portal
Amsterdam Airport Schiphol, offers for all operational stakeholders (free) access to the CDM
Portal. The CDM Portal offers real-time flight information, CDM alerts, weather information,
runway and capacity planning and a groundview with real-time aircraft movements at
Schiphol Airport. Stakeholders working within the operations, are highly recommended to
use the CDM Portal in order to support the CDM process. The CDM Portal is also used by FMA
to communicate to the stakeholders about operational disruptions.
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Abbreviations
Acronym Meaning
AAS Amsterdam Airport Schiphol
ACARS Aircraft Communications Addressing and Reporting System
ACIS Airport CDM Information Sharing
ACISP Airport CDM Information Sharing Platform
ADIP Assigned De-icing Position
AIBT Actual In-Block Time
ALDT Actual Landing Time
AO Aircraft Operator
AOBT Actual Off-Block Time
ASRT Actual Start-Up Request Time
ATC Air Traffic Control
ATOT Actual Take Off Time
ATTT Actual Turn-round Time
AXIT Actual Taxi-In Time
AXOT Actual Taxi-Out Time
A-CDM Airport Collaborative Decision Making
CFMU Central Flow Management Unit
COFU Collaborative Management of Flight Updates
CPDS Collaborative Pre-Departure Sequence
CPDSP Collaborative Pre-Departure Sequence Planning
CTOT Calculated Take Off Time (NMOC)
CTRP A-CDM Turn-Round Process
DICS De-icing Cancelled Status
DIWT De-icing Waiting Time
DPI Departure Planning Information message
EDIT Estimated De-icing Time
EIBT Estimated In-Block Time
ELDT Estimated Landing Time
EOBT Estimated Off-Block Time
ETOT Estimated Take Off Time
EXIT Estimated Taxi-In Time
EXOT Estimated Taxi-Out Time
FAQ Frequently Asked Questions
FIR Flight Information Region
FLS Flight Suspension message
FMA Flow Manager Aircraft (AAS)
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Acronym Meaning
FUM Flight Update Message
GH Ground Handler
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
LVNL Luchtverkeersleiding Nederland
MGHA Main Ground Handling Agency
MoU Memorandum of Understanding
MST Milestone
MTT Minimum Turnaround Time
NMOC Network Manager Operations Centre
RDY Ready
REA Ready message
RETD Revised Estimate Time of Departure
SAM Slot Allocation Message
SIBT Scheduled In-Block Time
SID Standard Instrument Departure
SOBT Scheduled Off-Block Time
TOBT Target Off-Block Time
TSAT Target Start-Up Approval Time
TTOT Target Take Off Time
VFR Visual Flight Rules
VTTC Variable Taxi Time Calculation
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Appendices
Description The information sharing platform CISS uses various sources and
events to determine the CDM estimated landing time (ELDT). This
source priority sequence is used to update the ELDT:
Source Prio 1:
LVNL ELDT for airborne flights with assigned landing
runway
Source Prio 2:
ELDT from Aircraft (Acars) received from Ground Handler
KLM (Firda)
Source Prio 3:
LVNL ELDT for airborne flights with no assigned landing
runway (based on FUM with airborne indicator)
ELDT originating from departure at outstation (movement)
received from Ground Handler KLM (Firda)
ELDT received from other Ground Handler than KLM
Source Prio 4:
LVNL ELDT for non-airborne flights (based on FUM with
non-airborne indicators)
ELDT originating from delay at outstation received from
Ground Handler KLM (Firda)
Special events:
In case of a diversion message received from LVNL the ELDT
(and its source) is blanked to enable updates of new ELDT
information by the Ground Handler
In case of a flight disruption such as an en-route diversion
or flight return to the departure airport the information
sharing platform CISS shall accept ELDT updates with non-
airborne status entered by the Ground Handler in the CISS
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Source Prio 1:
LVNL EIBT
Source Prio 1:
CDM ELDT + standard taxi-in time
Source Prio 3:
Scheduled In-blocks time (SIBT)
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Information Flightstates: SCH, CNX, AIR, FIR, TMA, FNL, TAX, IBK, IDH, DIV, GOA
Element
Inbound Indicating
Flightstate
SCH Flight scheduled
CNX Flight cancelled
AIR Flight airborne
FIR Flight airborne in Dutch airspace
TMA Flight in approach
FNL Flight on final
TAX Flight taxiing
IBK Flight inblocks
IDH Flight in indefinite holding, unable to continue
DIV approach
Flight diverting
GOA Flight go-around
Additional
Information
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Additional
Information
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Additional
Information
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Description Flight was expected in-blocks after landing but no actual in-block
time was received. Airport will coordinate the required update of
in-block time.
Work 1. Non-Inblock alert is set when [current_time > EIBT + 10
Sequence mins] AND [ALDT is not empty]
2. If flight is in-blocks: AAS to provide AIBT
3. If flight has landed but is not in-blocks: AAS to coordinate
update of EIBT, together with LVNL if required
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Information IDH
Element
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The Boarding Alert is reset when the flight becomes other than
SCH or INI or when TOBT is set to more than current time + 10 min.
The 10 min lead-time before TOBT should be configurable.
Additional
Information
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Description Flight was expected to call within the TSAT window but no Actual
Startup Request was received. The TSAT State will be set to
expired. Main Ground Handling Agent will check the status of the
departure handling and update the TOBT if required.
Work Flight not compliant with TOBT/TSAT applies to all flights from
Sequence Schiphol.
Additional
Information
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Description The EOBT and TOBT differ more than 15 minutes (plus or minus).
The AO and GH will check to see if the EOBT and/or TOBT are
correct. If the EOBT and/or TOBT are not correctly filled then
corrective actions should be taken.
Work The EOBT/TOBT discrepancy applies to all flights at Schiphol.
Sequence
Alert is set when the EOBT differs more than 15 minutes from the
TOBT.
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Information ALDT
Element
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Information AIBT
Element
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Description This procedure describes the logic to create and update the TOBT
for departing IFR flights from Schiphol.
A flight plan EOBT received from ATC or updates of this EOBT will
overwrite any automatic and manual TOBT at all times as long as
the provided EOBT is later than the TOBT.
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Information MTTT
Element
The airport system will use default aircraft type MTTT values in the
case no MTTT is available for a specific airline aircraft type
combination
Work Seasonal MTTT Updates
Sequence Communication on MTTT’s between Airport and MGHA’s shall be
in writing (preferably email).
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The airport system CISS will use default MTTT values for the
automatic updating of TOBT in case no MTTT value has
been provided by the MGHA. These default values shall be
icao aircraft type specific.
Once a year the Airport (AAS) shall review the default
MTTT values and perform changes or additions if required
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Additional The decision was made to use the minimum instead of the
Information estimate turnaround time for the automatic TOBT update
procedure based on the following considerations:
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Description This procedure describes the basic principles for the updating of
the Target Start-up Approval Time (TSAT) and the Target Take-Off
Time (TTOT) within the CDM Collaborative Pre-Departure
Sequence Planning (CPDSP) process.
The first TSAT and TTOT are set approximately 3 hours before
EOBT and will have a limited accuracy.
Work For IFR flights, at EOBT minus 3 hours the first TSAT and TTOT shall
Sequence be generated by CPDSP.
From 5 minutes before till 5 minutes after TSAT the CPDSP process
gives a stabilized TSAT. This is the CPDSP stable zone. TOBT
changes of other flights will have no effect on TSAT for flights
within this stable zone.
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Missed TSAT
CTOT update
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2. … before TSAT-window:
3. … after TSAT-window:
The TSAT of the flight has expired. Flight will be denied start-up
approval. Flight shall contact MGHA to update the TOBT and flight
shall contact ATC again to report Ready when TOBT update has
resulted in an updated TSAT.
Additional
Information
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Description In the CDM operation, flights are sequenced in the so called pre-
departure sequence. This sequence also needs to take account of
de-icing, both remote & gate.
Gate De-Icing:
Remote De-Icing:
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2. In case of gate de-icing the ATC system will update TSAT &
TTOT in such a way that the earliest possible TSAT will not be
before TOBT + EDIT + waiting time at the parkingstand
3. In case of remote de-icing the ATC system will update TSAT &
TTOT in such a way that the earliest possible TSAT will not be
before TOBT + waiting time at the parkingstand and that the
earliest possible TTOT will not be before TSAT + Variable Taxi
Time + EDIT
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Information AOBT
Element
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Information ATOT
Element
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Information ASRT
Element
Description The Actual Start-up Request Time (ASRT) is the time that the
cockpit crew requests start-up for a flight to ATC. This time event is
used in the CDM operation to set flightstate Ready (RDY). A flight
shall only request start-up within its TSAT window and fully ready;
handling processes finished and ready for push-back (if required)
or taxi.
The ASRT is determined by ATC after request for start-up and sent
to the CDM information sharing platform CISS.
ATC can delete or update any earlier sent ASRT if e.g. the flight
was not ready or for some reason is unable to start push-back or
taxi.
Work 1. Cockpit crew can request start-up to ATC when the flight is
Sequence fully ready; all handling processes finished and ready for
push-back (if required) or taxi.
2. ATC will set the ASRT when the request for start-up is
received
3. ATC-system will communicate the ASRT to CISS together
with the flight state RDY.
4. ATC can update a previously sent ASRT
5. 5. ATC can delete a previously sent ASRT
Additional
Information
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This document provides the most important CDM rules and guidelines, applicable at Amsterdam Airport Schiphol,
with the focus on TOBT and TSAT. Adhering to these rules and guidelines will contribute to an efficient aircraft
process.
TOBT - Target Off-Block Time: The expected ‘end of ground handling’ time without taking into account pushback truck
availability and de-icing.
TSAT - Target Start-up Approval Time: The time that pilots shall report ready to ATC with a window of +/- 5 minutes.
TOBT
A timely and accurate TOBT will generate a more stable and optimal TSAT planning.
The TOBT is automatically updated for the connected inbound flight until Actual In-Block Time (AIBT). A
manual TOBT update can stop this automatic process.
Evaluate the TOBT as soon as possible with an accuracy on the minute. If not possible, work with brackets
of 5 minutes.
It is advised to evaluate the TOBT at least on the following milestones:
o AIBT
o Start boarding
o TOBT minus 10 minutes
It is advised to adjust the TOBT a minimum amount of times to support planning stability (preferably not
more than 3 updates).
TOBT updates of 5 minutes or more shall be entered in the system even if start-up delay (TSAT minus
TOBT) covers the expected ground handling delay.
TOBT updates of less than 5 minutes may be entered in the system but should be avoided.
Improvements of TOBT shall not be entered in the system after TSAT-6 minutes.
TOBT can be set until TSAT-1 minute without triggering a new TSAT calculation.
TOBT shall only be set prior to SOBT if ground handling processes are expected to be finished at that
time.
TOBT and Flight Plan EOBT shall not differ more than 15 minutes.
The TOBT shall be updated in case of TSAT EXPIRED.
The Flight Plan EOBT shall be updated after TSAT EXPIRED moment + 5 minutes.
If Flight Plan EOBT is set to a later time than the current TOBT, the TOBT will be automatically set equal to
EOBT.
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TSAT
Pilots shall report “Ready” to ATC in TSAT-window (TSAT +/- 5 minutes).
Pilots shall only report “Ready” when fully ready for departure, including pushback (if applicable).
In case a flight has a CTOT, it is advised to call “Ready” as early as possible in the TSAT-window for
optimal use of Slot Tolerance Window (STW) and prevention of Flight Plan Suspension.
TSAT and TOBT information is displayed on the VDGS or CDM displays (if available). In case no display is
available, CDM information can be retrieved by consulting the following web service:
mobile.ehamcdm.nl or contacting the ground handling agent.
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Welcome to Amsterdam Airport