eurocontrol experimental centre · if eibt + mttt > eobt, the tobt is based on eibt plus mttt,...

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROCONTROL EXPERIMENTAL CENTRE

MUNICH AIRPORT CDM

EEC Note No. 03/06

Project MUNICH AIRPORT CDM

Issued: February 2006

The information contained in this document is the property of the EUROCONTROL Agency and no part should be reproduced in any form without the Agency’s permission.

The views expressed herein do not necessarily reflect the official views or policy of the Agency.

REPORT DOCUMENTATION PAGE

Reference: EEC Note No. 03/06

Security Classification: Unclassified

Originator: EEC – APT (Airport Throughput Business Area) DFS GmbH Business Unit Tower

Originator (Corporate Author) Name/Location: EUROCONTROL Experimental Centre Centre de Bois des Bordes B.P.15 F - 91222 Brétigny-sur-Orge Cedex FRANCE Telephone: +33 (0)1 69 88 75 00

Deutsche Flugsicherung GmbH Am DFS Campus 10 D-63225 Langen Telephone : +49 (0) 6103 707 1573

Sponsor: EUROCONTROL

Sponsor (Contract Authority) Name/Location: EUROCONTROL Agency 96, Rue de la Fusée B - 1130 Brussels BELGIUM Telephone: +32 (0)2 729 90 11 WEB Site: www.eurocontrol.int

TITLE: MUNICH AIRPORT CDM

Authors Erik Sinz (DFS)

Werner Göttlinger (EEC)

Date 02/2006

Pages vi + 25

Figures 6

Tables -

Annexes 2

References -

Project

MUNICH AIRPORT CDM

Task No. Sponsor

Period 2005 - 2006

Distribution Statement: (a) Controlled by: EEC APT BUSINESS AREA MANAGER EEC CDM PROJECT MANAGER (b) Special Limitations: None

Descriptors (keywords): Collaborative Decision Making – Target Off-block Time – Common Situational Awareness – Flight Update Message – Departure Planning Information – Start-up Approval Time – Variable Taxi Time

Abstract:

This project is a collaboration between the EUROCONTROL Experimental Centre (EEC), EUROCONTROL Airport Operations Unit (APR) and Munich Airport represented by the FMG, Deutsche Flugsicherung GmbH (DFS), Airlines and other partners.

Representatives from EUROCONTROL performed a study on the current airside operations and information flows at Munich by visiting the various partners to give presentations and conduct interviews.

Munich Airport CDM EUROCONTROL

Project Munich Airport CDM – EEC Note No. 03/06 v

TABLE OF CONTENTS

LIST OF ANNEXES........................................................................................................... VI

LIST OF FIGURES ............................................................................................................ VI

1. INTRODUCTION...........................................................................................................1

2. AIRPORT CDM PROCESS DESCRIPTION .................................................................3 2.1. GENERAL ...................................................................................................................... 3 2.2. FLIGHT PLAN VALIDATION.......................................................................................... 4

2.2.1. Early Departure Planning Information (E-DPI) ..................................................4 2.2.2. Target Departure Planning Information (T-DPI) ................................................4 2.2.3. Flight Update message (FUM) ..........................................................................4

2.3. AUTOMATED TARGET TAKE OFF TIME (TOBT) GENERATION (FORMERLY COB) 4 2.3.1. TOBT Responsible ............................................................................................5 2.3.2. TOBT Data Flow................................................................................................6

2.4. TARGET START UP APPROVAL TIME (TSAT, FORMERLY CAB) ............................. 7 2.4.1. Sequence Planer Dialogue Mask for ATC Tower..............................................8

2.5. START UP AND PUSHBACK ........................................................................................ 8 2.5.1. ATC Departure Planning Information (A-DPI) ...................................................9 2.5.2. Coordination with CFMU ...................................................................................9

2.6. DATA EXCHANGE WITH CFMU ................................................................................... 9 2.6.1. General..............................................................................................................9 2.6.2. CFMU Requirements for CDM Airports .............................................................9 2.6.3. Arrivals.............................................................................................................10 2.6.4. Departures.......................................................................................................10

3. SYSTEMS FOR AIRPORT CDM MUNICH .................................................................11 3.1. AIRPORT BASIC SYSTEM TRAFFIC (BSV) ............................................................... 11 3.2. SEQUENCE PLANNER ............................................................................................... 11 3.3. ADEXP ADAPTER ....................................................................................................... 11 3.4. DEPCOS/TFDPS ......................................................................................................... 11 3.5. INTERFACES AND TFDPS GATEWAY ...................................................................... 11 3.6. P1 ................................................................................................................................. 12 3.7. STANLY_CDM ............................................................................................................. 12

4. COST-BENEFIT ANALYSIS (CBA)............................................................................13

5. PROJECT ORGANISATION.......................................................................................14 5.1. STEERING COMMITTEE............................................................................................. 14 5.2. LOCAL CDM MANAGER ............................................................................................. 15 5.3. CORE WORKING GROUP .......................................................................................... 15

6. FUTURE ACTIVITIES .................................................................................................16

EUROCONTROL Munich Airport CDM

vi Project Munich Airport CDM - EEC Note No. 03/06

LIST OF ANNEXES ANNEX A - DEFINITIONS............................................................................................................... 19 ANNEX B - ABBREVIATIONS AND ACRONYMS .......................................................................... 21

LIST OF FIGURES Figure 1: Airport CDM process description ...................................................................................... 3 Figure 2: TOBT Data Flow ............................................................................................................... 6 Figure 3: Systems at the gate .......................................................................................................... 6 Figure 4: Airport information display ................................................................................................ 7 Figure 5: Sequence planer dialogue mask for ATC tower ............................................................... 8 Figure 6: Project organisation ........................................................................................................ 14


Project Munich Airport CDM - EEC Note No. 03/06 1

1. INTRODUCTION

EUROCONTROL was invited by DFS and its Munich Airport (MUC) partners - the Aircraft Operators (AO), Ground Handlers (GH) and the Airport Operator (FMG) - to investigate the potential value of implementing Collaborative Decision Making (CDM) practices at Munich Airport in order to further optimise the operations of the MUC aeronautical platform.

The project began in May 2004 and after interviews and meetings with the airport partners, EUROCONTROL and DFS developed this document and it has been reviewed and agreed by the partners in January 2006. The document details the current state of operations at Munich Airport and identifies the requirements that Munich Airport needs to fulfil in order to become a CDM Airport.

GENERAL

Airport Collaborative Decision Making (CDM) at Munich Airport is based on the former “COB-Procedure Munich” and the findings out of the EUROCONTROL Project “European Airport CDM“.

Airport CDM is the operational cooperation between the different partners involved in the operational turn round process at the Airport.

The main elements are:

• Early available information on Inbound- and Outbound flights.

• Transparency and common awareness for all partners.

• Optimal use of resources.

• Early creation of a Pre Departure Sequence.

• Automated data exchange.

• Consideration of customers preferences und priorities.

• Integration into the European ATFCM network.

Basically this report describes the results of the core project working group „Airport CDM Munich“ and documents the activities, for the developments of the Airport CDM Processes at Munich Airport.

This report aims to give a detailed overview of Munich Airport CDM ordered by the following subjects:

• The process and its single elements.

• Requirements to different systems.

• The data exchange with Central Flow Management Unit (CFMU).

• The Key Performance Indicators.

• The Process/Brief Description.

• Fallback procedures.

• Concept for integration of various partners.


2 Project Munich Airport CDM - EEC Note No. 03/06

KEY FINDINGS

• The existing Confirmed Off-Block (COB) procedure Munich is a good foundation for Airport CDM.

• Elements of Airport CDM Level 1, 2 and 3 are partly introduced in the COB procedure and will be further developed within the CDM Airport project.

• The Munich Airport partners have already established an excellent culture of collaboration.

• An advanced procedure and sequencing tool is available and is the basis for the further development to become a CDM Airport.

• All necessary data items are available and the data exchange between the main partners is well advanced.



2. AIRPORT CDM PROCESS DESCRIPTION

2.1. GENERAL

The further development of the turn-round process at Munich to an Airport CDM process is originally based on the existing ”COB procedure Munich”, the Sequence Planer tool (SEPL) and the activities on European Airport CDM (especially the so-called Milestone Approach).

Arising on qualitatively improved information on the Inbound and Outbound sectors of flights, the whole turn round process, from flight plan activation till Take Off, will be optimised.

This optimisation leads to the “Target Start Up Approval Time“(TSAT), the time at which flights will get Start Up. The TSAT is the main factor in building the “pre departure sequence”.

Within the TSAT all necessary concerns, e.g. Runway Delay, Calculated Take Off Time (CTOT), customer requirements, de-icing time, are taken into consideration.

To connect the local procedures with the European Air Traffic Flow and Capacity Management (ATFCM) and to get reliable landing and In-Block estimates and a more efficient and user friendly CTOT handling, a permanently and fully automated data exchange with the Central Flow Management Unit (CFMU) is introduced to share information via Flight Update (FUM) and Departure Planning Information (DPI) Messages.

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FUM/MVT=ELDT/EIBT (incl. Update)

M3:T/O Outstation

M4:FIR-Entry

M6:ALDT

M7:AIBT

E-DPI (Adjustment FPL/Schedule)

M1:FPL

(EOBT-3h)

M14:ASAT

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M15:AOBT

M16:ATOT

T-DPI (TTOT/Slot Improvement Window)

A-DPI(CTOT Freeze)

M11:Start

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M12:FLT

ready

M13:ASRT

M2:CTOT(EOBT-

2h)

M8:StartGH

M5:Final approach

TOBTÁutomatic Generation of TOBT

TSAT

M9:FinalUpd.TOBT

(TOBT-40 min)

M10:TSATIssue(TOBT-40min)

120010300900 10000930 1100 1130 123008300800

FUM/MVT=ELDT/EIBT (incl. Update)

M3:T/O Outstation

M3:T/O Outstation

M4:FIR-Entry

M4:FIR-Entry

M6:ALDTM6:

ALDT

M7:AIBTM7:

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E-DPI (Adjustment FPL/Schedule)

M1:FPL

(EOBT-3h)

M1:FPL

(EOBT-3h)

M14:ASAT

(TSAT+/-XJ min)

M14:ASAT

(TSAT+/-XJ min)

M15:AOBTM15:AOBT

M16:ATOTM16:ATOT

T-DPI (TTOT/Slot Improvement Window)

A-DPI(CTOT Freeze)

M11:Start

Boarding

M12:FLT

ready

M13:ASRT

M11:Start

Boarding

M11:Start

Boarding

M12:FLT

ready

M12:FLT

ready

M13:ASRTM13:ASRT

M2:CTOT(EOBT-

2h)

M2:CTOT(EOBT-

2h)

M8:StartGH

M8:StartGH

M5:Final approach

TOBTÁutomatic Generation of TOBT

M5:Final approach

M5:Final approach

TOBTTOBTÁutomatic Generation of TOBT

TSAT

M9:FinalUpd.TOBT

(TOBT-40 min)


TSATTSAT

M9:FinalUpd.TOBT

(TOBT-40 min)

M9:FinalUpd.TOBT

(TOBT-40 min)



Figure 1: Airport CDM process description



2.2. FLIGHT PLAN VALIDATION

All incoming ATC flight plans (usually EOBT-3h) for outbound flights will be checked for:

• Agreement with available airport flight information.

• Adherence to the Airport Slot (Munich is a fully coordinated Airport).

In cases where the ATC flight plan does not match an airport slot or the airport flight information the Aircraft Operator and/or its Ground Handling Agent will be informed ( by e-mail) and requested to resolve the discrepancy accordingly.

2.2.1. Early Departure Planning Information (E-DPI)

Only for validated flights an Early DPI will be sent to the CFMU. A Scheduled Off-Block Time (SOBT) and a first Estimated Take Off Time (ETOT) will be provided within the E-DPI.

2.2.2. Target Departure Planning Information (T-DPI)

In general at EOBT-2h for all outbound flights, for which an E-DPI was sent, a T-DPI will be generated and transmitted to the CFMU. The T-DPI contains a variable Taxi Time (the MUC Remaining Time – RMT) and an AO Target Take Off Time (ATTOT). The T-DPI will be updated if the TTOT changes for 5 minutes or more.

2.2.3. Flight Update message (FUM)

The CFMU will generate and send FUM for all inbound flights to Munich Airport. A FUM provides early information on the Estimated LanDing Time (ELDT) and gives the possibility to compare the inbound and outbound leg of the flight. An automatic system comparison between Estimated In-Block Time (EIBT) and the Minimum Turn round time of the inbound flight against the EOBT of the outbound flight will take place.

This comparison will take place between ATC flight plan activation and automatic Target Off-Block Time (TOBT) generation (final approach). In case of inconsistencies the Aircraft Operator and/or its Ground Handling agent will be informed (e-mail) and asked to adapt it accordingly (Delay message – DLA; Cancellation message – CNL or Aircraft/Registration Change for the outbound flight).

2.3. AUTOMATED TARGET TAKE OFF TIME (TOBT) GENERATION (FORMERLY COB)

During the final approach phase of the inbound flight a TOBT is generated automatically at the trigger event „Twelve Minutes Out“ (TMO). The TOBT is the best available time for all ground handling processes (not Pushback, not de-ice) at which the flight has to be ready to leave the gate and start engines.

If the TOBT is not feasible, the Aircraft Operator or his Ground Handling agent may update the TOBT as required.

The TOBT calculation is based on Estimated In-Block Time (EIBT) plus Minimum Turn Round Time (MTTT). The MTTT depends on Airline, Aircraft type and destination.



If EIBT + MTTT > EOBT, the TOBT is based on EIBT plus MTTT, if EIBT + MTTT < EOBT, the TOBT is based on EOBT.

As an additional requirement, a given CTOT is taken under consideration, only if the CTOT is reachable, the TOBT will be generated.

All Taxi Time calculations are based on the RMT, which consists of:

• Variable Taxi Time: depending on Parking position, Runway (north/south), runwaydirection (26/08).

• Runway Delay depending on season, Day and Hour).

• De-Icing Time if assigned.

For outbound flights (overnight or long parking) without connection to a previous inbound leg, the TOBT calculation starts at Off-Block from the preceding parking position.

2.3.1. TOBT Responsible

The Aircraft Operator or Ground Handling agent or Pilot in command (private air traffic) is responsible for correctness and adherence to the TOBT. Airlines have to notify, if they like to manage the update their self or if their ground handling agents are responsible.

If the TOBT is not feasible, the Aircraft Operator or its Ground handling agent may update the TOBT as often as required.



2.3.2. TOBT Data Flow

The TOBT handling may be done on the following possibilities:

• Dialog Sequence Planer (ATC Tower). • Aircraft Operator/Handling Agent System interface. • Systems at the gate. • Via phone to the traffic operation centre at the airport. • For general air traffic at the general aviation counter.

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Beside a direct connection via Aircraft Operator/Handling Agent system interfaces, the systems at the gate are the most common method to make TOBT inputs:

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Figure 3: Systems at the Gate



2.3.2.2. Airport Information Display

Additionally at the Airport Information Display Systems, all necessary information will be displayed for operational partners, segmented into northern and southern runway.

Sequence (all times UTC) Tue 05.02.05 08:34 S16708L/26R 08R/26LFlight SOBT TSAT POS ICE Flight SOBT TSAT POS ICE

* LH 5204 0800 0802 188E - DI 4610 0740 0740 192E* OK 557 0750 0808 170E - YP 2284 0745 0745 151o KL 3980 0725 0813 904N * LH 5734 0750 0750 191EBMW61 0730 0827 H10 o LG 9722 0755 0755 183

* LH 851 0800 0838 144 * YP 2236 0755 0755 152* LH 959 0800 0845 206E * FU 542 0800 0800 903NDIBER 0800 0851 H11 + DE 2246 0800 0800 112CSDNR 0800 0857 R10 o LH 5312 0800 0801 173EDIRMA 0800 0904 H11 o LH 5840 0805 0805 186E

+ LH 1047 0805 0908 104 - OS 112 0735 0806 103B+ DE 2188 0750 0914 113B + LH 5726 0800 194E+ LH 833 0805 0926 102 + LH 5742 0805 174Eo LH 897 0805 0932 162 LH 5466 0820 187E* LH 1510 0805 0939 205Eo LH 2121 0805 0945 204ELH 5950 0805 0950 175E

+ EAE 402 0815 182E+ SN 2642 0830 904S

Figure 4: Airport information display

2.4. TARGET START UP APPROVAL TIME (TSAT, FORMERLY CAB)

TSAT is the time at which Start Up and En route clearance could be expected. The list of all TSAT reflects the pre departure sequence on which the ATC Tower works.

The TSAT calculation starts at TOBT-40 minutes and takes into consideration:

• TOBT.

• RMT (Runway Delay, variable Taxi Time, CTOT, de-icing time).

After TSAT issue, the TOBT may be updated a maximum of 3 times.

TSAT is available on the same resources like TOBT and additionally at a special information page the Monitoring Display System at the airport. If an AO wants to prioritise its own flights within the Pre departure Sequence, a swap between flights will be managed in cooperation with the ATC Tower.



2.4.1. Sequence Planer Dialogue Mask for ATC Tower

The Sequence Planer dialogue provides the ATC Tower with all necessary information. The sequence planer provides also the possibility to set the runway capacity. Using a “What if” mode different values can be examined and introduced if required. The TOBT, TSAT and Target Take Off Times (TTOT) are sent to the Tower Flight Data Processing System (FDPS) and are displayed within the dataset of the flights.

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Figure 5: Sequence planer dialogue mask for ATC tower

2.5. START UP AND PUSHBACK

At TOBT the outbound flight has to be ready for Start Up and if necessary de-icing on position. Additionally the Flight crew has to watch the Clearance delivery frequency to get Start Up at any time after TOBT but at the latest at TSAT.

In general all flights receive at the latest at TSAT the Start Up and En Route clearance without a specific Start Up request. For clearances via Datalink (DCL) the TSAT will be displayed in the Departure clearance Uplink Message (CLD).

At the latest 5 minutes after reception of Start Up clearance, Push Back has to be requested.



2.5.1. ATC Departure Planning Information (A-DPI)

At TSAT or at the latest at AOBT an A-DPI will be generated and transmitted to the CFMU. The A-DPI contains a variable Taxi Time (the MUC Remaining Time – RMT) and a Target Take Off Time (AATOT). The A-DPI will be updated if the AATOT changes for 5 minutes or more.

2.5.2. Coordination with CFMU

For the Airport CDM process a permanently and fully automated data exchange with the Central Flow Management Unit (CFMU) is introduced to share information via Flight Update (FUM) and Departure Planning Information (DPI) Messages. In case of big delays within the responsibility range of the Aircraft operator, the common CFMU CTOT procedures will apply.

Additionally as an exception in specific situations after TSAT issue ATC tower is responsible for coordination with the CFMU and on request of the Pilot a new CTOT could also be coordinated with the CFMU.

2.6. DATA EXCHANGE WITH CFMU

2.6.1. General

A permanently automated exchange of relevant data with the Central Flow Management Unit (CFMU) was established in order to optimise the Turn-Round process at the airports. In consequence there will be reliable predictions of Landing and Block times and thus an improved and more efficient Calculated Take Off times.(CTOT). The following messages will be used:

• Flight Update Message, FUM. • Early Departure Planning Information Message, E-DPI. • Target Departure Planning Information Message, T-DPI. • ATC Departure Planning Information Message, A-DPI.

Linking the local airport CDM processes with the process of the ATFCM completes CDM processes and results in a significant advantage against today's procedures. Subsequently it should influence CTOT processing with respect to its assignment as well as to possible CTOT improvements.

2.6.2. CFMU Requirements for CDM Airports

CDM Airport platforms have to conform to the following CFMU requirements:

• FUM and DPI messages must be implemented together at an airport. • DPI messages will be accepted from only known and validated originators. The preferred

network is AFTN. • Transmission of FUM and DPI messages between a CDM Airport and the CFMU will be

automated. • FUM and DPI messages shall be sent for all (IFR/GAT) regulated and non regulated

flights. • A high quality of data sent to the CFMU must be proven by the CDM Airport.



2.6.3. Arrivals

The CFMU will provide Munich Airport with accurate arrival update information via the Flight Update Message (FUM). This message contains an accurate estimate for the last point on the route as well as an Estimated Landing Time (ELDT).

FUM messages are sent at the following operational events:

• 3 hours before the ELDT. • Flight status changes (e.g. airborne (FSA), flight suspension etc). • ELDT deviation of more than 5 minutes. • The process is described in paragraph 2.2.3.

2.6.4. Departures

In exchange, Munich airport will provide Departure Planning Information (DPI) which will supply the CFMU with updated departure information for the flights between EOBT–3 h and the Actual Take Off Time. The DPI messages coming from the CDM Airport will improve the predictability of the traffic situation over the ECAC area. Information such as estimate of off-block, taxi-out time and Standard Instrument Departure Route (SID) will help to improve the Enhanced Traffic Flow Management System (ETFMS) and will allow a more efficient and more flexible slot allocation.

2.6.4.1. Departure Planning Information - DPI

Four types of DPI messages are defined. They shall be sent from the CDM Airport to ETFMS between [EOBT – 3 h] and Actual Take Off Time (ATOT):

• The Early DPI (E-DPI) can be sent from the [EOBT – 3 h] to the CFMU Slot Issue Time (SIT1) at [EOBT – 2 h]. It aims at confirming / updating FPL data and Estimated Take Off Time (ETOT) for slot allocation, optionally issuing SID, Taxi Time and aircraft type information.

• The Target DPI (T-DPI) can be sent from SIT1 at [EOBT – 2 h] to the flight pre-sequence time (time parameter to be defined locally). It aims at updating ETFMS with more reliable departure estimates, ATC (taxi-out time and SID) and flight information and confirming the ATTOT for a potential slot improvement.

• The ATC DPI (A-DPI) can be sent from the flight pre-sequence time (time parameter to be defined locally) to the Actual Take Off at ATOT. It aims to update the CFMU with the Anticipated Actual Target Take-Off Time (AATOT) based on the ATC pre-departure sequence using very accurate estimates of off-block and variable taxi times.

• The Cancel DPI (C-DPI) can be sent at any time after the transmission of an E-DPI, T-DPI or A-DPI. It aims at cancelling a previously sent Take Off time.



3. SYSTEMS FOR AIRPORT CDM MUNICH

The following describes the systems basically used in order to assure the efficiency of Airport CDM.

3.1. AIRPORT BASIC SYSTEM TRAFFIC (BSV)

The Airport Authority system BSV has a duplicate back up system running in parallel and is a controlled and highly integrated IT system network, which contains all systems for traffic handling. The available data in BSV is additionally the basis for all other systems, which are connected via interface (internally or externally) to the BSV.

3.2. SEQUENCE PLANNER

The Sequence Planner (SEPL) is an application of the BSV with its own background process and different dialogue functions for collection and calculation of TOBT, TSAT, etc. SEPL triggers the DPI generation and message exchange. Additionally SEPL provides several functions and modes for ATC Tower, e.g. capacity declaration, “what if”, etc.

For airlines not connected via an interface, an HTML dialogue mask is integrated in the system available at each departure gate.

3.3. ADEXP ADAPTER

A process for examining and integration of ADEXP messages into the BSV and for generation of ADEXP messages like DPI, triggered by SEPL.

3.4. DEPCOS/TFDPS

The DFS Departure Coordination System (DEPCOS) is the Flight Data Processing System (FDPS) for the ATC Tower. DEPCOS is available at all Tower Controller Working stations. For each outbound flight a dataset with all necessary information is available. For Airport CDM, these datasets shall contain TOBT, TSAT and TTOT.

In the near future DEPCOS will be replaced by Tower-FDPS which also includes datasets for inbound flights as well as a component for Departure Clearance Delivery via Datalink. This component is already implemented and connected to DEPCOS and Munich ATC Tower is providing DCL service according Eurocae ED85A.

3.5. INTERFACES AND TFDPS GATEWAY

TFDPS Gateway is the DFS interface between the ATC Tower systems and all connected partners like Airport Apron Control system, ADEXP Adapter, Stanly_CDM, DFS ACC system P1, etc.

A general system interface to connect Airline IT systems to the BSV is available. This interface will be used to exchange Airport CDM data, e.g. TOBT.



3.6. P1

P1 is the DFS ACC system for Radar and Flight Data Processing. All ATC Flight plans and related messages (FPL and ATFM) incoming from IFPS/ETFMS to P1 are relayed to the “TFDPS Gateway” and to the “Airport Authority Interface” for further usage in the specific systems and for Airport CDM.

3.7. STANLY_CDM

STANLY_CDM connects different systems in a heterogeneous environment and integrates data streams (datahub technology). The system samples and standardizes all data of different systems (within the DFS, customers or partners) and transfers the information in a data warehouse for common use (data pool functionality). Additionally the system can be used for flexible online connections to tower systems. STANLY_CDM is the focal connecting point for the data exchange between Munich Airport CDM and the CFMU.



4. COST-BENEFIT ANALYSIS (CBA)

A generic EUROCONTROL CBA report can be found on the European Airport CDM Portal (www.euro-cdm.org) and covers Airport CDM Level 1 elements. The next step is to develop and deliver in 2006 the CBA for Level 2 & 3 elements, as well as a consolidated Airport CDM CBA covering results from level 1 element. The main objective is to obtain a reliable CBA to support decisions on further investments as well as good guidance to perform CBA at local airport level using standard guidelines.

EUROCONTROL will enforce the transparency of the CBA process and ensure Stakeholders involvement from the beginning and throughout the complete process. For this purpose, some workshops will be organised in 2006 to capture Stakeholders expectations and experience and to develop some "Generic CBA" which will be the base for developing a number of "Site Specific CBA" at local airports. Diversity of airport profiles will be ensured where possible.

EUROCONTROL has offered to participate in the CBA activities, and in consequence, Munich CDM has offered to participate.

http://www.euro-cdm.org/



5. PROJECT ORGANISATION

Core Working Group

FMG Apron control - ITDFS TWR MUCDFS TWR/HQ

Steering Group

FMG DFS EUROCONTROL

Communication

Sub WG

Airport partners

Sub WG

Extended working groupCore working group + EUROCONTROL EEC

EUROCONTROL HQ

Pilots

Sub WG…

Sub WG

Com

mun

icatio

n

Steering Group

Gove

rnan

ce

Strategic, Tactical ,Operational

Improvement;Feedback

ProjectManagement

Working Groups

SubWorking groups

Local project manager

Figure 6: Project organisation

The individuals performing the functions shall be named in the project application of each contracting partner. Changes shall be described in the project documentation.

5.1. STEERING COMMITTEE

A steering committee shall be set up. It shall consist of the DFS and the airport operating company FMG as decision-makers as well as EUROCONTROL as an advisory member.

The primary tasks of the steering committee shall be:

• Strategic project management by laying down the objectives, focal points and priorities of the project.

• Decision-making in terms of the further course of action based on the work results / draft resolutions and, if necessary, issuing necessary guidelines.

• Communication and exchange of information between the partners at management level to identify further problem areas and other issues which require action.

The steering committee shall meet at Munich Airport at regular intervals. The working group shall report on the results of the working groups at the steering committee meetings.

The steering committee shall assume the overall responsibility with respect to the results of the project "Airport CDM at Munich Airport ".



5.2. LOCAL CDM MANAGER

A local CDM manager has been nominated in order to coordinate and document all activities and shall independently move forward the project.

The local CDM manager shall have the following tasks:

• Reporting to the steering committee members of each company within the scope of the project matrix.

• Continuous monitoring of work performed by the working groups.

• Detailed account of the working groups to the steering committee.

• In-depth knowledge of issues.

• Communication interface between the steering committee and working groups.

• Consultation and communication of results of working groups at expert and management level in the relevant company.

• Safeguarding the neutral status of work in respect of third parties, such as Airline Operator Committee (AOC).

• Conflict resolution within the working groups concerning the content or personnel issues.

5.3. CORE WORKING GROUP

A permanent working group has been set up, comprising named employees of DFS and of the airport operating company FMG. This group has decision-making powers for the respective project, including the power to make decisions on management level concerning the implementation of measures with external effects. The core working group shall be extended to include named EUROCONTROL members depending on certain occasions or subjects. This group is then called the extended core working group.

Coordinated by the core working group, the required developments and implementation of procedures and the drafting of operational requirements shall be defined and specified.

Under the leadership of a member of the core working group, sub-working groups may be formed for certain tasks, in which other parties may also be included (for example, general aviation, airlines, ground handling agents, ATFM, flightplan coordinators as well as other departments or business units of the contracting partners).

The local CDM manager and the core working group shall meet on a regular basis (at least every month) in order to consult and exchange information. In these meetings, the status of work in the working groups shall be discussed and the further actions shall be defined.

The issues or tasks of the sub-working groups shall be defined and monitored by the core working group.



6. FUTURE ACTIVITIES

• Continuation of trials

− In order to assure the correct functioning of both, hardware and software, several trial sessions must be carried out resulting in the connection of Munich Airport as CDM Airport to the ATM network.

• Evaluation of trial results and measurements

− Online trials shall be analysed by CFMU and a CDM project sub-group. Both results shall be reflected in a common document.

• Integration of Munich Airport as CDM Partners

− All partners at Munich Airport shall be introduced to Airport CDM at an early stage. The acceptance, their feedback and requirement is fundamental for the project.

• Munich specific CBA

− In parallel to the previously described CBA, a site specific CBA shall be carried out. This requires cooperation and coordination with the EUROCONTROL unit charged with the execution of the CBA.

• Different Procedure and System Trials

− These trials are required in order to prepare the implementation of the Munich Airport CDM process.

• Adjustment of procedure and systems

− The issue will be the adaptation to Customer requirements, trial experience, etc.

• Implementation of Munich Airport CDM process.

• Follow up and refinement of the procedure.



ANNEXES



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ANNEX A - DEFINITIONS

ARRIVALS CDM-A CDM Airport. An Airport that has successfully proven that it can exchange FUM/DPI messages with the CFMU and provides data to the required accuracy

FUM A FUM message is sent from the CFMU to a CDM-A providing an ELDT, ETO and Flight Level at the last point of route

ELDT The estimated time that an aircraft will touchdown on the runway. (Equivalent to ATC ETA –Estimated Time of Arrival = landing)

ALDT The time that an aircraft lands on a runway. (Equivalent to ATC ATA –Actual Time of Arrival = landing, ACARS=ON)

EXIT Estimated Taxi In Time - The estimated time between landing and in-block

TURN-ROUND SIBT The time that an aircraft is scheduled to arrive at its parking position

EIBT The estimated time that an aircraft will arrive in blocks. (Equivalent to Airline/Handler ETA –Estimated Time of Arrival)

AIBT The time that an aircraft arrives in blocks. (Equivalent to Airline/Handler ATA –Actual Time of Arrival, ACARS = IN)

SOBT The time that an aircraft is scheduled to depart from its parking position

EOBT The estimated time at which the aircraft will commence movement associated with departure (ICAO)

TOBT The time that an aircraft operator / handling agent estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle present, ready to taxi immediately upon reception of clearance from the TWR

AOBT Time the aircraft pushes back/vacates the parking position (ACARS=OUT)

TSAT Target Start Approval Time - The time provided by ATC taking into account a CTOT and/or the current traffic situation that an aircraft can expect to receive Start Up approval

ASAT Actual Start Up Approval Time. This is the time that an aircraft receives its Start Up approval

DEPARTURES CTOT Calculated Take Off Time. The time provided by the CFMU, taking into account the ECAC ATC flow situation, that an aircraft has been calculated to Take Off. The CTOT also known as slot has a tolerance of – 5 to +10 minutes

SIT1 Slot Issue Time. The time when the CFMU issues the SAM (Slot Allocation Message). This is normally two hours before EOBT

E-DPI Early Departure Planning Information. This DPI is sent from the CDM-A to the CFMU (ETFMS) notifying the ETOT between three and two hours before the EOBT

EXOT Estimated Taxi Out Time - The estimated time between off-block and Take Off

ETOT Estimated Take Off Time. The estimated Take Off time taking into account the EOBT/TOBT plus EXOT. (Equivalent to ATC ETD–Estimated Time of Departure)

T-DPI Target Departure Planning Information. This DPI is sent from the CDM-A to the CFMU (ETFMS) notifying the ETOT between two hours before EOBT and twenty minutes before TOBT

TTOT Target Take Off Time. The Target Take Off Time taking into account the TSAT plus the EXOT

A-DPI ATC Departure Planning Information. This DPI is sent from the CDM-A to the CFMU (ETFMS) notifying the TTOT between TOBT/TSAT minus 20 minutes and AOBT

ATOT Actual Take Off Time - The Time that an aircraft takes off from the runway. (Equivalent to ATC ATD–Actual Time of Departure, ACARS = OFF)

C-DPI Cancel Departure Planning Information. This message resets the flight plan status to ‘not activated’ (for example if a flight suffers a technical fault)



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ANNEX B - ABBREVIATIONS AND ACRONYMS

Acronym Meaning Definition

a/c Aircraft AATOT Anticipated Actual Take Off Time CFMU Terminology ACARS Aircraft Communications

Addressing and Reporting System

ACC Area Control Centre ACIS Airport CDM Information Sharing ACK Acknowledgement Message

ADEP Aerodrome of Departure ADES Aerodrome of Destination

ADEXP ATS Data Exchange Presentation

ADEXP provides a format for use primarily in on-line, computer to computer message exchange. ADEXP is a format, not a protocol.

A-DPI ATC-Departure Planning Information

DPI sent by the CDM-A to the CFMU (ETFMS) notifying the TTOT between TOBT/TSAT minus 20 minutes and AOBT

AGHT Actual Ground Handling Start Time (self explaining)

AIBT Actual In-Block Time Time that an aircraft arrives in blocks. (Equivalent to Airline/Handler ATA –Actual Time of Arrival, ACARS = IN)

ALDT Actual Landing Time Time that an aircraft lands on a runway. (Equivalent to ATC ATA –Actual Time of Arrival = landing, ACARS=ON)

ANSP Air Navigation Service Provider AO Aircraft Operator

AOBT Actual Off-Block Time Time the aircraft pushes back/vacates the parking position (ACARS=OUT)

AOC Airline Operational Control (Centre)

ARDT Actual Ready Time (for Movement)

When the aircraft is ready for pushback immediately after clearance delivery (all doors are closed and the pushback tractor - ordered by the handling agent - is in position)

ARR Arrival ASAT Actual Start- Up Approval Time Time that an aircraft receives its Start Up approval ASBT Actual Start Boarding Time (self explaining)

A-SMGCS Advanced Surface Movement Guidance and Control System

ASRT Actual Start-Up Request Time (self explaining) ATC Air Traffic Control

ATFCM Air Traffic Flow and Capacity Management

Former ATFM




ATFM Air Traffic Flow Management ATM Air Traffic Management

ATOT Actual Take Off Time Time that an aircraft takes off from the runway. (Equivalent to ATC ATD–Actual Time of Departure, ACARS = OFF)

ATS Air Traffic Services ATSP Air Traffic Service Provider

ATTOT AO Target Take Off Time CFMU Terminology ATTT Actual Turn-round Time AOBT - AIBT AXIT Actual Taxi-In Time AIBT - ALDT AXOT Actual Taxi-Out Time ATOT - AOBT CAB Calculated Off-Block Time Now TSAT CBA Cost-Benefit Analysis CDB Central Data Base CDM Collaborative Decision Making

CDM-A CDM Airport

C-DPI Cancel-Departure Planning Information

This message resets the flight plan status to ‘not activated’ (for example if a flight suffers a technical fault)

CFMU Central Flow Management Unit CHG Modification Message CLD Departure Clearance Uplink

Message Datalink Message of DCL Dialog

CNL Flight Plan Cancellation COB Confirmed Off-Block Time Now TOBT

CTOT Calculated Take Off Time (CFMU)

The time provided by the CFMU, taking into account the ECAC ATC flow situation, that an aircraft has been calculated to Take Off. The CTOT also known as slot has a tolerance of – 5 to +10 minutes

DCL Datalink Departure Clearance Delivery

DCS Departure Control System DEP Departure

DEPCOS Departure Coordination System DES De-suspension Message DLA Delay Message DPI Departure Planning Information

E-DPI Early-Departure Planning Information

This DPI is sent from the CDM-A to the CFMU (ETFMS) notifying the ETOT between three and two hours before the EOBT

EET Estimated Elapsed Time The estimated time required to proceed from one significant point to another (ICAO)

EIBT Estimated In-Block Time The estimated time that an aircraft will arrive in blocks. (Equivalent to Airline/Handler ETA –Estimated Time of Arrival)




ELDT Estimated Landing Time The estimated time that an aircraft will touchdown on the runway. (Equivalent to ATC ETA –Estimated Time of Arrival = landing)

EOBT Estimated Off-Block Time The estimated time at which the aircraft will commence movement associated with departure (ICAO)

ETFMS Enhanced Tactical Flow Management System

ETO Estimated Time Over

ETOT Estimated Take Off Time The estimated Take Off time taking into account the EOBT/TOBT plus EXOT. (Equivalent to ATC ETD–Estimated Time of Departure)

ETTT Estimated Turn-round Time The time estimated by the AO/GH on the day of operation to turn-round a flight taking into account the operational constraints

EXIT Estimated Taxi-In Time The estimated time between landing and in-block EXOT Estimated Taxi-Out Time The estimated time between off-block and Take Off FDPS Flight Data Processing System FIDS Flight Information Display

System

FIR Flight Information Region FLS Flight Suspension Message FMP Flow Management Position FPL Flight Plan FRD Functional Requirements

Document

FUM Flight Update Message A FUM message is sent from the CFMU to a CDM Airport providing an ELDT, ETO and Flight Level at the last point of route

GAT General Air Traffic GH Ground Handler HMI Human-Machine Interface IAF Initial Approach Fix

ICAO International Civil Aviation Organization

ICD Interface Control Document IFDS Initial Flight Data System IFPS Integrated Initial Flight Plan

Processing System

IFR Instrument Flight Rules IOBT Initial Off-Block Time ITA Internal Time of Arrival MUC specific ITQ Quality of ITA MUC specific KPI Key Performance Indicator MAS




MDI Minimum Departure Interval MGT Minimum Ground Time MUC specific for MTTT

MTTT Minimum Turn-round Time The minimum turn-round time agreed with an AO/GH for a specified flight or aircraft type

MVT Movement Message OAT Operational Air Traffic OCD Operational Concept Document PAX Passengers PBG Push Back Given PBR Push Back Request PTD Published Time of Departure REJ Rejection Message RFP Replacement Flight Plan RMT Remaining Time Time between Pushback and Take Off, including Taxi

Time, Runway Delay and possibly De-Icing Time RPL Repetitive Flight Plan RWY Runway SAM Slot Allocation Message SEPL Sequence Planer System to calculate TOBT; TSAT

SIBT Scheduled In-Block Time The time that an aircraft is scheduled to arrive at its parking position

SID Standard Instrument Departure

SIT1 CFMU Slot Issue Time The time when the CFMU issues the SAM (Slot Allocation Message). This is normally two hours before EOBT

SLA Service Level Agreement SLC Slot Cancellation Message

SOBT Scheduled Off-Block Time The time that an aircraft is scheduled to depart from its parking position

SPMC Slot Perfomance Monitoring Committee

SRM Slot Revision Message SSR Secondary Surveillance Radar

STAR STandard Arrival Route STTT Scheduled Turn-round Time SOBT - SIBT SUG Start Up Given =ASAT SUR Start Up Request =ASRT TBD To Be Defined

T-DPI Target-Departure Planning Information

This DPI is sent from the CDM-A to the CFMU (ETFMS) notifying the ETOT between two hours before EOBT and twenty minutes before TOBT

TFDPS Tower Flight Data Processing System




TOBT Target Off-Block Time

The time that an aircraft operator / handling agent estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle present, ready to taxi immediately upon reception of clearance from the TWR

TSAT Target Start-Up Approval Time The time provided by ATC taking into account a CTOT and/or the current traffic situation that an aircraft can expect to receive Start Up approval.

TTOT Target Take Off Time The Target Take Off Time taking into account the TSAT plus the EXOT

TWR Aerodrome Control Tower VFR Visual Flight Rules

VTTC Variable Taxi Time Calculation

eurocontrol experimental centre · if eibt + mttt > eobt, the tobt is based on eibt plus mttt,...

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