- Core elements
- Advantages
- Information sharing: All information is rolled out on the basis of the AODB (Airport Operational Data Base) and various interfaces to external partners. All flight-related information is fed into the AODB and forwarded.
- Milestones: Within the procedure, a flight (a complete rotation) must pass through all milestones. This offers those involved the possibility to recognise changed situations in time and to react accordingly.
- Variable taxi times: Based on the variable taxi times, the pre-departure sequence is determined and the TSAT is published as the result.
- Pre-departure sequencing: Taking into account all information (TOBT, variable taxi times, de-icing, CTOT, operational departure capacities, runway and direction of operations), an optimised sequencing of the flights with corresponding start and route clearance is carried out. As a result, the TSAT is published.
- Adverse Conditions: The airport CDM process is particularly suitable in situations with adverse conditions (e.g. special weather conditions) and provides the basis for better management in such situations. In particular, the de-icing process should become more transparent for all parties involved and provide planning security.
- Flight Updates: The networking of the airport with the NMOC (Network Manager Operations Centre) is the final step towards completing the airport CDM process. The NMOC sends a status update for each flight via FUM (Flight Update Messages) and in return receives a DPI (Departure Planning Information) for status changes of any departures.
- Alerts: If deviations occur within the airport CDM process that require action, a predefined partner is informed of this in the form of messages (e.g. by e-mail). If a required action is not taken, this can lead to disruptions in the airport CDM process and thus to delays.
The Airport CDM procedure offers advantages for all parties involved. The more airports participate in the procedure, the greater and more far-reaching the benefits.
- Airport operators: The application of the Airport CDM procedure leads to an optimised use of capacities and resource allocation and has a stabilising effect on the traffic flow. The creation of a pre-departure sequence and the publication of the TSAT reduce waiting times at the runway.
- Air traffic control (DFS+NMOC): Air traffic control can use the information provided to improve capacity planning and optimise the use of the runway. Knowledge of estimated take-off times (TTOT) is passed on to NMOC (Network Manager Operations Centre) and serves as a basis for improved slot allocation (flow and capacity management).
- Handlers/ GH/ OPS: In particular, the transmission of the Flight Update Messages (FUM) serve the handlers as a clearer operational planning basis for their resources. The TSAT forms the basis for planning the adjacent handling processes (e.g. pushback and remote de-icing).
- Airlines/ Aircraft Operators: Airlines receive an overview of the location and status of their respective aircraft and can check and, if necessary, revise their fleet planning based on the sequencing information and arrival times. Close coordination with EUROCONTROL leads to optimised capacity planning in European airspace and thus, in the case of a regulated sector, to timely CTOTs (Calculated Take-Off Time).
- Environment: Pre-departure sequencing offers the possibility that aircraft only receive a take-off clearance when taxiing, line-up and take-off are possible with as little delay as possible. This reduces the waiting time at the runway and leads to lower fuel consumption as well as reduced emissions.
Milestones and alarms
A core element of the airport CDM process is the generation of milestones and alarms.
Each flight must pass through predefined milestones so that all parties involved know the status of the flight or aircraft at a certain point in time. If changes occur within the process that require an adjustment, a predefined partner is informed of this in the form of airport CDM alarms (as a result of the milestone generation).
The alerts are divided into three categories - red, orange and yellow.
If an alarm falls into the red category, the airport CDM procedure for this flight is interrupted and urgent action is required.
The orange category describes a situation in which the procedure is not interrupted, but may well be at a later stage. In any case, there is a need for clarification.
Alarms in the yellow category are of an informational nature. The procedure is not interrupted at any time. However, there is a need for clarification.
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