Schiphol Airport
CDM Operations Manual
DRAFT
3 September 2019
Final Version 1.3
Welcome to Amsterdam Airport
Schiphol Airport
CDM Operations Manual
Table of contents
Document Control
4
1
Introduction
1.1
The Airport CDM Concept
1.2
CDM at Schiphol Airport
1.3
Purpose of the Document
1.4
Reference Documents
1.5
Contact
6
6
6
6
6
7
2
Standardized Processes – The Overview
2.1
Information Sharing
2.2
The Milestone Approach (Turnaround Process)
2.3
Variable Taxi Times
2.4
Pre-departure Sequence
2.5
A-CDM During Winter Operations
2.6
A-CDM in Adverse Conditions
2.7
Collaborative Management of Flight Updates
2.8
Connection to NMOC
8
9
9
12
13
13
13
14
14
3
CDM@AMS Procedures
3.1
Estimated Landing Time (ELDT)
3.2
Estimated In-Block Time (EIBT)
3.3
A-CDM Flightstates
3.4
Actual Landing Time (ALDT)
3.5
Actual In-Block Time (AIBT)
3.6
Minimum Turnaround Time (MTT)
3.7
Target Off-Block Time (TOBT)
3.8
Target Start-up Approval Time (TSAT) & Target Take-Off Time (TTOT)
3.9
Actual Start-up Request Time (ASRT)
3.10 Departure Aircraft is Blocking Stand for Inbound Aircraft
3.11 Start-up Procedure
3.12 Actual Off-Block Time (AOBT)
3.13 Actual Take-Off Time (ATOT)
3.14 De-icing
3.15 CDM Alerts
3.16 Flight Plan (EOBT) Updating
19
19
19
19
20
21
21
21
22
25
26
26
27
27
27
28
31
4
Contingency and Fallback Procedures
4.1
Introduction
4.2
Procedures
32
32
32
5
Summary of Key Responsibilities
5.1
Airline Operator
5.2
Main Ground Handler
5.3
De-icing Coordinator
5.4
Pilot
5.5
ATC
38
38
38
38
39
39
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5.6
3.
Airport Operator
CDM Portal
39
40
Abbreviations
41
Appendices
Apendix 1: CDM Procedure 1.3 – ELDT
Apendix 2: Procedure 2.3 – EIBT
Apendix 3: Procedure 3A.3 – Inbound Flightstates
Apendix 4: Procedure 3B.2 – Turnaround Flightstates
Apendix 5: Procedure 3C.2 – Outbound Flightstates
Apendix 6: Procedure 4C.1 – Non-In-Block Alert
Apendix 7: Procedure 4E.1 – Holding Alert
Apendix 8: Procedure 4G.2 – Boarding Alert
Apendix 9: Procedure 4J.1 – Flight not compliant with TOBT/TSAT Alert
Apendix 10: Procedure 4K.1 – EOBT/TOBT discrepancy Alert
Apendix 11: Procedure 5.1 – ALDT
Apendix 12: Procedure 6.1 – AIBT
Apendix 13: Procedure 7.5 – TOBT
Apendix 14: Procedure 8.2 – MTT
Apendix 15: Procedure 10.5 – TSAT/TTOT
Apendix 16: Procedure 11.5 – Start-Up procedure
Apendix 17: Procedure 12.3 – De-icing procedure
Apendix 18: Procedure 13.2 – AOBT
Apendix 19: Procedure 14.1 – ATOT
Apendix 20: Procedure 15.5 – ASRT
Apendix 21: A-CDM Rules & Guidelines
43
43
45
46
48
49
50
51
52
53
54
55
56
57
59
62
64
65
68
69
70
71
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Document Control
Table 1: Change Record
Version
Date
Author(s)
Change reference
0.1
0.2
6-feb-2012
8-mar-2013
Initial draft version
Draft version
0.3
0.4
2-apr-2013
11-apr2013
0.9
2-may-2013
0.91
3-may-2013
F. Duivenvoorde (AAS)
A. Jongen (LVNL)
F. Olislagers (LVNL)
F. Duivenvoorde (AAS)
A. Jongen (LVNL)
A. Jongen (LVNL) F.
Olislagers (LVNL),
F. Duivenvoorde (AAS)
A. Jongen, (LVNL) F.
Duivenvoorde (AAS)
A. Jongen (LVNL), F.
Olislagers (LVNL),
F. Duivenvoorde (AAS)
0.92
14-may2013
F. Duivenvoorde (AAS)
0.93
5-nov-2013
F. Duivenvoorde (AAS)
0.94
21 mei
2014
F. Sonsma (KLM)
0.95
B.D. Onnes (AAS)
H. Kelder (KLM)
Added A-CDM de-icing information
0.97
0.98
0.99
0.99.1
15 Oct
2014
12 Dec
2014
01 okt 2015
03 okt 2015
18 okt 2015
23 okt 2015
Updated chapters 3, 4 and 6
Last draft version for approval by
CDM@AMS Program for publication and
use under CDM@AMS - Local Operations
Approved draft version by A-CDM
Implementation Board for publication
on www.schiphol.nl/cdm
A-CDM Implementation Board decision:
Note in paragraph “3.10.1 Scenarios”
regarding REA message removed
Update due to temporarily departure
process fully ready to enable A-CDM
Local Operations
Feedback put through
J. van Buuren (AAS)
H. Kelder (KLM)
E. Derogee (AAS)
E. Derogee (AAS)
1.0
1.1
28 okt 2015
1 dec 2015
E. Derogee (AAS)
E. Derogee (AAS)
Update 3.09 and 3.11
Update de-icing information
Chapter 10 has been removed
Several updates (FDU en DZ) ; CDM->ACDM
Final Version
Communication scheme fallback
updated
0.96
Updated chapters 3 and 5 after review
Updated other chapters after review
Updated after review by Advisory Group.
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1.2
16 mei
2018
1.3
3
September
2019
Y. Alexopoulos (AAS),
D. Zwaaf (LVNL), F.
Sonsma (KLM).
Y. Alexopoulos (AAS),
E. van Leeuwen (AAS),
D. Zwaaf (LVNL), H.
Kelder (KLM)
Updated doc. in general and added
chapter 5
New layout, general updates &
CDM@AMS procedures added.
Table 2: Review and Approval
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
1.1 The Airport CDM Concept
The Airport CDM (Collaborative Decision Making) concept is defined in a wide scale of
documentation provided by EUROCONTROL. Although the concept includes a wide variety of
different standards and constraints, the implementation of the concept is always a local
process.
1.2 CDM at Schiphol Airport
CDM at Schiphol Airport (also referred as CDM@AMS) is a joint initiative between the
airlines, handlers, LVNL and Amsterdam Airport Schiphol. The key aims are to facilitate the
sharing of operational processes and data to allow better informed decisions to be made.
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.
1.3 Purpose of the Document
This document is intended to:
 Describe the CDM at Schiphol operational and local departure planning procedures
and clearly define associated responsibilities
 Support the CDM process at Amsterdam Airport Schiphol.
1.4 Reference Documents
The following documents are referred to:
1. EUROCONTROL Airport CDM Implementation Manual V5.0 (March 2017)
2. Effective CDM@AMS Operational Procedures (available in appendices of this
document)
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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.
This service is provided 24/7 by AAS, Apron Planning & Control:
Phone: +31 (0)20 601 8100 (24/7)
Email: CDM@schiphol.nl (office hours)
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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2 Standardized Processes – The
Overview
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).
Figure 1: Airport CDM Processes
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2.1 Information Sharing
The Information Sharing element defines the sharing of accurate and timely information
between the Airport CDM Partners in order to achieve common situational awareness and to
improve traffic event predictability. EUROCONTROL DEFINITION
The Airport CDM System
The existing Airport Central Information System Schiphol (CISS) is the chosen platform for
realizing the Airport CDM system. The Airport CDM system gathers all available information
for flights during the inbound, turnaround and outbound flight phase. It uses a number of
business rules describing the source hierarchy to identify the “best” available time element
and share this information with all interested parties. Although all CDM flight information is
facilitated in CISS, the source of information can be LVNL, ground handler systems or airline
systems.
2.1.1
The Airport CDM system performs the following functions:
 Collect all relevant data from sector parties
 Calculate estimation of new events, or establish that an event has occurred
 Make this new data available to all sector parties so there is a common view /
situational awareness
 Correlate Flight Plan with Flight in AODB
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).
2.2 The Milestone Approach (Turnaround Process)
The Milestone Approach element describes the progress of a flight from the initial planning
to the take off by defining Milestones to enable close monitoring of significant events. The
aim is to achieve a common situational awareness and to predict the forthcoming events for
each flight with off-blocks and take off as the most critical events.
EUROCONTROL
DEFINITION
A milestone is a significant event during the planning or progress of a flight. A successfully
completed milestone will trigger the decision making processes for downstream events and
influence both the further progress of the flight and the accuracy with which the progress
can be predicted. The milestones help in identifying potential deviations from planning,
trigger re-planning and allow collaborative decisions to be made.
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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].
Figure 2: A-CDM Milestones by Eurocontrol
For CDM@AMS the following milestones are implemented:
 Milestone 1, EOBT – 3 hours
For this milestone the following action takes place:
1. The ATC TWR flight plan is automatically correlated to the applicable departure flight
in the Airport CDM system and the (auto-)TOBT is provided to ATC TWR.
 Milestone 2, EOBT – 2 hours
For this milestone the following action takes place:
1. 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 4, Local Radar Update
For this milestone the following actions take place:
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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 5, Final Approach
For this milestone the following actions take place:
1.
ATC TWR flight plan data updates of ELDT, EIBT and flightstate FNL 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.
 Milestone 7/8, In-Block
For this milestone the following actions take place:
1.
ATC TWR flight plan data updates of AIBT are automatically updated for the
applicable arrival flight in the Airport CDM system.
2.
AIBT update of the arrival flight results in an update of flightstate to IBK by the
Airport CDM system.
3.
AIBT 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.
 Milestone 9, Final TOBT update
For this milestone the following actions take place:
1. The AO/MGH is requested to evaluate the TOBT accuracy at TOBT minus 10 minutes
2. Update the TOBT if necessary.
 Milestone 10, ATC issues TSAT
For this milestone the following actions take place:
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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.
 Milestone 11, Boarding Starts
For this milestone the following action takes place:
1.
When boarding starts information from the gate agent is received in the Airport
CDM system this results in an update of the departure flightstate to BRD.
 Milestone 13, Actual Start-up Request Time
For this milestone the following actions take place:
1.
The ASRT is set by ATC when the flight is ready and within its TSAT window and is
automatically updated for the applicable departure flight in the Airport CDM
system.
2.
ASRT update of the departure flight results in an update of flightstate to RDY by
the Airport CDM system
3.
ASRT update of the departure flight results in a manual update of the TTOT.
 Milestone 15, Off Block
For this milestone the following actions take place:
1.
ATC TWR flight plan data updates of AOBT are automatically updated for the
applicable departure flight in the Airport CDM system.
2.
AOBT update of the departure flight results in an update of flightstate to TAX by
the Airport CDM system.
 Milestone 16, Take Off
For this milestone the following actions take place:
1.
ATC TWR flight plan data updates of ATOT are automatically updated for the
applicable departure flight in the Airport CDM system.
2.
2. ATOT update of the departure flight results in an update of flightstate to AIR
by the Airport CDM system.
2.3 Variable Taxi Times
Variable Taxi Time is the estimated time that an aircraft spends taxiing between its parking
stand and the runway or vice versa. EUROCONTROL DEFINITION
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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2.4 Pre-departure Sequence
The Pre-Departure sequence is the order that aircrafts are planned to depart from their
stands (off block) taking into account partner's preferences. It should not be confused with
pre-take off order where ATC organize aircrafts at the holding point of a runway.
EUROCONTROL DEFINITION
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.
2.5 A-CDM During Winter Operations
For CDM@AMS the de-icing companies will provide de-icing information which is entered
into the Airport CDM system and used by the Collaborative Pre-Departure Sequence Planning
(CPDSP) module of ATC TWR to recalculate TSAT and TTOT.
2.6 A-CDM in Adverse Conditions
Adverse Conditions consists of collaborative management of the capacity of an airport
during periods of predicted or unpredicted reduction of capacity. The aim is to achieve a
common situational awareness for the Airport CDM Partners, including better information
for the passengers, in anticipation of a disruption and expeditious recovery after the
disruption. EUROCONTROL DEFINITION
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:
Table 3: Airport Status Color Coding
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”.
2.7 Collaborative Management of Flight Updates
The Collaborative Management of Flight Updates element consists of exchanging Flight
Update Messages between Eurocontrol Network Manager and a A-CDM Airport, to provide
estimates for arriving flights to A-CDM Airports and to improve the ATFM slot management
process for departing flights.
EUROCONTROL DEFINITION
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.
2.8 Connection to NMOC
General Process
Since 16 May, 2018, CDM@AMS is connected to NMOC via a Departure Planning Information
(DPI) connection. A-CDM information can be used to generate and improve the network
planning. This process is visualized in figure 6 below.
2.8.1
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Figure 3: A-CDM connection to NMOC
NMOC integrated CDM
Local CDM
Airline
NMOC
CTOT(TOBT/EOBT)
EOBT
EOBT
CTOT(TOBT/EOBT)
Company
instructions
ATC
CHMI
Co-operation
Ready
Clearance
Pilot
Ready
Request
TSAT
TOBT
TSAT
Airport
TOBT
TTOT
TSAT
EOBT
CTOT
TTOT
TOBT
TSAT
TAXITIME
(via DPI)
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 offblock.
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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
o reduced regulation and delay.
Informs the network if a flight is (tempary) cancelled
Time Fields in DPI
DPI messages contain a number of fields to set different values in ETFMS:
 Scheduled Off-Block Time (SOBT), received from the Airport Slot Coordinator
 Estimated Off-Block Time (EOBT), received from flight plan
 Target Off-Block Time (TOBT), initial, automatic or manually determined by the MGHA
or AO
 Target Take-Off Time (TTOT), determined by CPDSP, value depending on DPI type and
regulation
 Target Start-up Approval Time (TSAT) determined by CPDSP
 TAXITIME, determined by TWR system and including de-icing times when relevant
2.8.2
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.
2.8.3
EOBT & TOBT
EOBT and TOBT are the critical values to start and update the A-CDM process for each flight.
The EOBT is critical flight plan information on off block and might be subject to regulation.
According to ICAO doc 7030, the AO has to update any change of more than 15 minutes to
the IFPS, besides the fact that smaller changes should also be send via DLA .TOBT is critical
ground information when a flight is ready for off block. This value is usually set by the MGHA.
When AO and MGHA ensure that EOBT and TOBT are always within 15 minutes of each
other, EOBT compliance will automatically be achieved. Currently, AOs are informed through
the CDM portal when TOBT differs 15 minutes or more from EOBT.
Keeping EOBT and TOBT in line also prevents conflicting information to ETFMS. The value in
the TOBT field of DPI will be ignored by ETFMS if it differs 15 minutes or more from EOBT.
Previous TOBTs will be erased as well. The rest of the DPI will be processed.
2.8.4
DPI Types
The DPIs follow the milestone approach as provided by EUROCONTROL. NMOC defined five
types of DPI messages:
 E-DPI (Early-DPI) to provide verification of the flight plan EOBT with airport slot
(milestone 1).
 T-DPI-t (Target-DPI-target) to provide creation and update of TOBT (milestone 2, may
include information from milestones 3 to 9) and to provide NM information on when
the flight could depart.
2.8.5
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


T-DPI-s (Target-DPI-sequenced) to provide TSAT issue/publication to NMOC
(milestone 10, may include information milestones 12 and 13) and to inform NM on
when the flight is planned to depart.
A-DPI (ATC-DPI) to inform NMOC that flight is under ATC control (milestones 14 and
15).
C-DPI (Cancel-DPI) to provide an interruption in flights’ progress where the latest sent
DPI information including TTOT is cancelled and flight plan suspended. The applicable
C-DPI’s for CDM at Schiphol are:
o TSAT expired, Return to Stand, Flight Plan Invalid, Flight Cancel in AODB
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.
Figure 4: DPI Types
There is a difference in sending DPI’s for non-regulated and regulated flights. For nonregulated flights, a T-DPI-s will be sent from TOBT-40min, for regulated flights from TSAT10min. This is done to make sure that a flight keeps the Ready for Improvement (RFI) status
at NM as long as possible.
2.8.6
Important Local Special and Constraints
i. De-icing
Depending on the DPI type and regulation, the TAXITIME field in the DPI needs to include deicing information, if applicable.
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.
iii. EOBT update service
An AO could request at NMOC to automatically file a DLA for a flight that updates a TOBT to
value 15 minutes later than the EOBT. Automatic DLA filing for Flight plans from EHAM is
possible for TOBT updates in the period from TOBT-40 minutes until ASRT.
iv. CTOT and Flight Plan Freeze after A-DPI
With NMOC connection, the CTOT and Flight plan will in general be frozen when the A-DPI
has been send. However, NMOC could still provide a new CTOT after A-DPI. NMOC will only
send a new CTOT after A-DPI for safety related issues en-route or at destination. In specific
cases on AO request, NMOC could also decide to process a Flight plan update after the A-DPI.
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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 ACDM ELDT procedure has number 1. Revisions on a procedure are made available via a subnumber. Procedure number 1.2 is revision 2 of procedure 1. In the following paragraphs the
sub-number is noted as a x.
3.1 Estimated Landing Time (ELDT)
ELDT is the estimated time that an aircraft will touchdown on the runway. The ELDT is
provided by ATC, AO or GH to the Airport CDM system. The Airport CDM system determines
the best ELDT based on business rules as described in CDM@AMS procedure 1.x – Update of
A-CDM ELDT.
3.2 Estimated In-Block Time (EIBT)
EIBT is the estimated time that an aircraft will arrive in blocks. The Airport CDM system
determines the best EIBT based on business rules as described in CDM@AMS procedure 2.x –
Update of A-CDM EIBT.
3.3 A-CDM Flightstates
The following figure shows the CDM@AMS flightstates:
Figure 5: CDM@AMS Flightstates
3.3.1
Inbound Flightstates
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CDM@AMS uses the following inbound flightstates:
 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 in-blocks
 IDH = Flight in indefinite holding, unable to continue approach
 DIV = Flight diverting
 GOA = Flight go-around
The Airport CDM system uses various sources to determine the inbound flightstate based on
business rules as described in CDM@AMS procedure 3A.x - Update of Inbound A-CDM
Flightstates.
Turnaround Flightstates
CDM@AMS uses the following turnaround flightstates:
 SCH = Flight scheduled
 CNX = Flight cancelled
 BRD = Flight boarding
 GCL = Gate closing
The Airport CDM system uses various sources to determine the turnaround flightstate based
on business rules as described in CDM@AMS procedure 3B.x - Update of Turnaround A-CDM
Flightstates.
3.3.2
Outbound Flightstates
CDM@AMS uses the following outbound flightstates:
 RDY = Flight ready, crew made a Ready Call
 TAX = Flight taxiing, aircraft off-blocks but not airborne
 AIR = Flight airborne, aircraft has taken off
 RTN = Flight returning, aircraft returning after off-blocks
The Airport CDM system uses various sources to determine the outbound flightstate based
on business rules as described in CDM@AMS procedure 3C.x - Update of Outbound A-CDM
Flightstates.
3.3.3
3.4 Actual Landing Time (ALDT)
ALDT is the time that an aircraft lands on a runway. The Airport CDM system determines the
ALDT based on business rules as described in CDM@AMS procedure 5.x – Update of A-CDM
ALDT.
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3.5 Actual In-Block Time (AIBT)
The Airport CDM system determines the AIBT based on business rules as described in
CDM@AMS procedure 6.x – Update of A-CDM AIBT.
3.6 Minimum Turnaround Time (MTT)
The Airport CDM system uses Minimum Turnaround Times that are provided to AAS by the
MGHA to calculate the Auto-TOBT for an outbound flight with a connected inbound leg. The
procedure for providing MTTs to AAS is described in CDM@AMS procedure 8.x MTT
Updating.
3.7 Target Off-Block Time (TOBT)
TOBT is the time that ground handling processes are expected to be finished. It does not take
the availability of a pushback truck, when needed, into account. The Airport CDM system
determines the (auto-)TOBT based on business rules as described in CDM@AMS procedure
7.x – TOBT Updating.
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.
Definition of TOBT at Amsterdam Airport Schiphol
For every IFR flight operating Amsterdam Schiphol Airport there is a Main Ground Handler
Agent (MGHA) appointed by the Airline Operator that is responsible for updating the TOBT.
TOBT is the time that the MGHA estimates that an aircraft will be ready, all ground handling
activities finished (except processes that plan on TSAT like pushback, jet-starting,
cooling/heating etc.), all doors are closed and the boarding bridge and handling equipment
removed.
3.7.1
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.
Sources 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.
3.7.2
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.
3.8 Target Start-up Approval Time (TSAT) & Target Take-Off
Time (TTOT)
The TSAT & TTOT are provided by ATC to the Airport CDM system. The Airport CDM system
processes the TSAT & TTOT based on business rules as described in CDM@AMS procedure
10.x – TSAT & TTOT Updating.
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).
Figure 6: Collaborative Pre-Departure Sequence Planning
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).
Figure 7: Trigger for sequence planning
v. Sequence at Which Flights are (Re)-planned
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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.
Which Flights are Planned?
For a flight to take part in the CPDSP process, it needs to comply with all of the following prerequisites:
 The flight is IFR, including those from General Aviation, that depart from Schiphol
 It has a valid flightplan
 The flightplan is available for CPDSP (i.e. present in the ATC system, normally at EOBT3hr)
 TOBT is known
 The flight is planned on one of the main RWY’s
o Flights that leave from other than the main RWY’s will receive a TSAT that is
equal to it’s TOBT. The start-up procedure will be the same for these flights
(see section 3.11).
3.8.1
Which Flights are not Planned?
There are situations where flights are not (or no longer) part of the CPDSP planning process.
E.g. VFR flights are not included in the planning process. Also flights that have called Ready
and are actively planned by the start-up controller do no longer take part in a re-planning.
3.8.2
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 offblocks 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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What will Trigger a Recalculation?
The recalculation process as described above can be triggered by several events:
 a TOBT update of a flight with the TOBT earlier than the previous TOBT or later than
the current TSAT
 a new CTOT for a flight
 a change in planned capacity or RWY-usage (for the next planned RWY combination)
 a change in current capacity or RWY-usage (for the RWY combination in use)
 assignment and changes in RETD values by the start-up controller e.g.
o to reflect a change in predicted taxiing traffic,
o to reflect a change in predicted take-off flow.
3.8.3
What Happens when I Update my TOBT?
Any change to a TOBT of 5 minutes or more must be communicated at least 5 min before the
new TOBT. It is of vital importance for the overall planning process to communicate known
changes of 5 minutes or more in the turnaround process as soon as possible by adjusting the
TOBT accordingly. Smaller changes of TOBT, changes of less than 5 minutes, may be
communicated.
3.8.4
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).
3.9 Actual Start-up Request Time (ASRT)
The ASRT is provided by ATC-system to the Airport CDM system. The ASRT is set by ATC when
a pilot calls ready in its TSAT window. In case the pilot calls ready clearance prior to TSAT
window, the pilot is asked to call again when the flight is in its TSAT window (see section 3.11
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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.
3.10 Departure Aircraft is Blocking Stand for Inbound Aircraft
In situations of congestion or gate shortage, a departure flight can taxi-out or pushed on
request of ATC to a temporary parking position before its TSAT window (when the flight is
fully ready and after coordination initiated by AAS Apron Planning & Control with AO and
ATC) .
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.
3.11 Start-up Procedure
The A-CDM start-up procedure is based on a collaborative TSAT planning. A pilot is expected
to call ready and receive start-up approval within the corresponding TSAT window.
Definition of TSAT window: -/+ 5 minutes from TSAT.
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).
Three different situations may occur when a pilot calls Ready:
1.
2.
Before TSAT-window
Flight will be requested to call again when it is within its TSAT window.
Within TSAT-window
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3.
Flight will be planned for outbound sequence and may expect start-up
approval directly or within a few minutes depending on actual operational
situation.
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.
3.12 Actual Off-Block Time (AOBT)
AOBT is the time the aircraft pushes back / vacates the parking position. The Airport CDM
system determines the AOBT based on business rules as described in CDM@AMS procedure
13.x – Update of A-CDM AOBT.
3.13 Actual Take-Off Time (ATOT)
ATOT is the time that an aircraft takes off from the runway. The Airport CDM system
determines the ATOT based on business rules as described in CDM@AMS procedure 14.x –
Update of CDM ATOT.
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.
The A-CDM de-icing parameters indicate:
•
Where de-icing will take place (ADIP)
•
How long the de-icing process will take (EDIT)
•
If there is a delay because of insufficient de-icing capacity (DIWT)
•
If a de-icing request is cancelled (DICS)
Based on the A-CDM de-icing parameters the Collaborative Pre-Departure Sequence
Planning system (CPDSP see also chapter 3.8) recalculates TSAT&TTOT for each flight.
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3.14.1 Gate De-icing
De-icing companies use TOBT as a basis for de-icing planning and will add a de-icing waiting
time if there is limited de-icing capacity at that particular time. CPDSP will recalculate TSAT
and TTOT based on TOBT, DIWT and EDIT as a new target off block time:
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:
3.14.2 Remote De-icing
De-icing companies use TSAT as a basis for de-icing planning and will add a de-icing waiting
time if there is limited de-icing capacity at that particular time.
In case of remote de-icing CPDSP will recalculate TSAT and TTOT using:
1.
TOBT + DIWT as a new target off block time
2.
a new taxi out time which is based on EDIT and the time to taxi from the relevant
gate via J-apron to the assigned runway
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.
3.15 CDM Alerts
In the Airport CDM system several CDM Alerts have been implemented. These CDM alerts are
displayed in the A-CDM Portal.
3.15.1 Delay
Indication (Orange SIBT field)
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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.
3.15.2 CDM03
– Aircraft Type discrepancy
The Aircraft Type discrepancy Alert (CDM03) is generated by the Airport CDM system when
an outbound flight has an Aircraft Type inconsistency between ATC Flightplan and airport
database.
3.15.3 CDM04
– Aircraft Registration discrepancy
The Aircraft Registration discrepancy Alert (CDM04) is generated by the Airport CDM system
when an outbound flight has an Aircraft Registration inconsistency between ATC Flightplan
and airport database.
3.15.4 CDM09
– Boarding Alert
The Boarding Alert (CDM09) is generated by the Airport CDM system when an outbound
flight was expected to be boarding at TOBT minus 10 minutes but no flightstate boarding
(BRD) was received.
The Airport CDM system generates the Boarding Alert based on business rules as described in
CDM@AMS procedure 4G.x – Boarding Alert.
3.15.5 CDM11
– Flight not compliant with TOBT/TSAT alert
The Flight not compliant with TOBT/TSAT Alert (CDM11) is generated by the Airport CDM
system when an outbound flight was expected to call within the TSAT window but no Ready
call was received.
The Airport CDM system generates the Flight not compliant with TOBT/TSAT Alert based on
business rules as described in CDM@AMS procedure 4J.x – Flight not compliant with
TOBT/TSAT Alert.
3.15.6 CDM101
– Diversion Alert
The Diversion Alert (CDM101) is generated by the Airport CDM system when an inbound
flight has diverted. The Airport CDM system generates the Diversion Alert based on business
rules as described in CDM@AMS procedure 4D.x – Diversion Alert.
3.15.7 CDM102
– Indefinite Holding Alert
The Indefinite Holding Alert (CDM102) is generated by the Airport CDM system when an
inbound flight is unable to continue approach and starts holding with unknown expected
approach time. The Airport CDM system generates the Indefinite Holding Alert based on
business rules as described in CDM@AMS procedure 4E.x – Indefinite Holding Alert.
3.15.8 CDM103
– Non-Inblock Alert
The Non-Inblock Alert (CDM103) is generated by the Airport CDM system when an inbound
flight was expected in-blocks after landing but no Actual In-Block Time (AIBT) was received.
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The Airport CDM system generates the Non-Inblock Alert based on business rules as
described in CDM@AMS procedure 4C.x – Non-Inblock Alert.
3.15.9 CDM104
– EOBT/TOBT discrepancy Alert
The EOBT/TOBT discrepancy Alert (CDM104) is generated by the Airport CDM system when
the EOBT and TOBT of an outbound flight differ more than 15 minutes (plus or minus). The
Airport CDM system generates the EOBT/TOBT discrepancy Alert based on business rules as
described in CDM@AMS procedure 4K.x – EOBT/TOBT discrepancy Alert.
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.
3.15.10
Table 4: A-CDM Alerts
Alert Code
(SIBT)
CDM03
Alert Description
Delay indication: Orange collored SIBT field
Aircraft Type discrepancy
CDM04
Aircraft Registration discrepancy
CDM09
Boarding Not Started
CDM11
Flight not Compliant with TOBT/TSAT
CDM101
CDM102
CDM103
CDM104
CDM105
Diversion Alert: Provide new estimate landing time
Indefinite Holding Alert: prepare for diversion
Non-Inblock Alert: Update Outdated In-Block Time
EOBT/TOBT discrepancy Alert
TSAT before TOBT, check validity CTOT and
Flightplan
Alert
Eurocontrol Airport ACDM
Eurocontrol Airport ACDM
Eurocontrol Airport ACDM
Eurocontrol Airport ACDM
CDM@AMS Alert
CDM@AMS Alert
CDM@AMS Alert
CDM@AMS Alert
CDM@AMS Alert
RED: Process will be stopped
AMBER: Process continues, conflict has to be solved during process
YELLOW: Process continues, alert is seen as information
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3.16 Flight Plan (EOBT) Updating
With A-CDM at Schiphol, the local outbound planning process will be based on TOBT.
However, rules for Flight Suspension (FLS) by the EU NM will still be based on the flight plan
EOBT information (see also chapter 5). Therefore, the AO is still responsible to keep the flight
plan EOBT in line with the TOBT for both regulated and non-regulated flights.
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 Contingency and Fallback
Procedures
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.
Maintain a Workable A-CDM Operation
The figure below shows a global overview of the A-CDM data elements and input. The
arrows indicate information links between different elements.
4.2.1
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Figure 8: Main A-CDM Information Links
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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Figure 9: Communication Scheme for Escalation
Fallback and Recovery Procedures
When workarounds are insufficient to continue A-CDM operations, the following fallback
and recovery procedures have been defined. Several events will occur in the chronological
order as shown below in figure 10.
4.2.2
Figure 10: Milestone Events from Fallback Decision to Recovery
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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Figure 11: Fallback Communication Scheme





The sector briefing is initiated by AAS FMA
Decisions will be made collaboratively by LVNL (TWR SUP), AAS (FMA) and KLM (DHM)
After the fallback decision, a suitable time for fallback is determined by the sector
briefing
After the fallback decision, the first come-first served procedure may be activated. All
sector parties are informed using the communication scheme in Figure 11
All parties are responsible for communication within their own organization. The
MGHA’s and AAS will inform the airlines
Additionally, LVNL informs the airlines “A-CDM suspended” on Departure-ATIS, ATC
Operational Information Schiphol and RT on Schiphol Delivery. Schiphol Start-up gives a
general call: “A-CDM suspended”.
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:



What was the reason for the fallback?
How can we prevent this from happening again?
Given the fact that fallback procedures had to be used, did the fallback procedures
function correct?
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5 Summary of Key Responsibilities
5.1 Airline Operator
The Airline is responsible to appoint a MGHA and to make agreements regarding TOBT
updating and accuracy.
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.
5.2 Main Ground Handler
The MGHA is responsible to make sure that ground handling processes are finished at TOBT
and to keep the TOBT accurate during the turnaround process. This means that the MGHA
must update the TOBT to reflect when all ground handling processes are expected to be
ready, within a minimal accuracy of +/- 5 minutes. This includes processes for which the
MGHA hired a subcontractor (e.g. fueling, catering).
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.
5.3 De-icing Coordinator
The de-icing agent is responsible to determine the ADIP (remote or gate), set an accurate
EDIT and if necessary a DIWT on de-icing request from pilot. The de-icing coordinator must
keep DIWT and EDIT accurate until the aircraft finishes de-icing process . In case a flight has a
TSAT expired but has been de-iced, the de-icing coordinator should delete DIWT and EDIT to
prevent that those times are subject of the TSAT recalculation (gate de-icing only). In case of
remote de-icing, only DIWT should be deleted.
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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).
5.6 Airport Operator
Schiphol Airport Planning & Control will take the EIBT and TOBT/TSAT into account in the
allocation of the parking stands in order to have a stable plan with minimal changes 20
minutes before landing. APC is assigned as the CDM Contactdesk which can be consulted by
stakeholders for CDM specific questions related to operational flights.
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.
The CDM Portal application form can be found at cdm.schiphol.nl.
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Abbreviations
Acronym
AAS
ACARS
ACIS
ACISP
ADIP
AIBT
ALDT
AO
AOBT
ASRT
ATC
ATOT
ATTT
AXIT
AXOT
A-CDM
CFMU
COFU
CPDS
CPDSP
CTOT
CTRP
DICS
DIWT
DPI
EDIT
EIBT
ELDT
EOBT
ETOT
EXIT
EXOT
FAQ
FIR
FLS
FMA
Meaning
Amsterdam Airport Schiphol
Aircraft Communications Addressing and Reporting System
Airport CDM Information Sharing
Airport CDM Information Sharing Platform
Assigned De-icing Position
Actual In-Block Time
Actual Landing Time
Aircraft Operator
Actual Off-Block Time
Actual Start-Up Request Time
Air Traffic Control
Actual Take Off Time
Actual Turn-round Time
Actual Taxi-In Time
Actual Taxi-Out Time
Airport Collaborative Decision Making
Central Flow Management Unit
Collaborative Management of Flight Updates
Collaborative Pre-Departure Sequence
Collaborative Pre-Departure Sequence Planning
Calculated Take Off Time (NMOC)
A-CDM Turn-Round Process
De-icing Cancelled Status
De-icing Waiting Time
Departure Planning Information message
Estimated De-icing Time
Estimated In-Block Time
Estimated Landing Time
Estimated Off-Block Time
Estimated Take Off Time
Estimated Taxi-In Time
Estimated Taxi-Out Time
Frequently Asked Questions
Flight Information Region
Flight Suspension message
Flow Manager Aircraft (AAS)
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Acronym
FUM
GH
ICAO
IFR
LVNL
MGHA
MoU
MST
MTT
NMOC
RDY
REA
RETD
SAM
SIBT
SID
SOBT
TOBT
TSAT
TTOT
VFR
VTTC
Meaning
Flight Update Message
Ground Handler
International Civil Aviation Organization
Instrument Flight Rules
Luchtverkeersleiding Nederland
Main Ground Handling Agency
Memorandum of Understanding
Milestone
Minimum Turnaround Time
Network Manager Operations Centre
Ready
Ready message
Revised Estimate Time of Departure
Slot Allocation Message
Scheduled In-Block Time
Standard Instrument Departure
Scheduled Off-Block Time
Target Off-Block Time
Target Start-Up Approval Time
Target Take Off Time
Visual Flight Rules
Variable Taxi Time Calculation
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Appendices
Apendix 1: CDM Procedure 1.3 – ELDT
Title
Effective since
CDM@AMS procedure 1.3 – Update of A-CDM ELDT
11 May 2011
Information
Element
Estimated Landing Time (ELDT)
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 nonairborne status entered by the Ground Handler in the CISS
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Work
Sequence
GUI. These updates will overwrite any other ELDT
information except source prio 1.
 In case of a flight cancellation received from the Ground
Handler the ELDT (and its source) is blanked to indicate that
the flight is no longer planned to arrive at Schiphol
 In case of system-to-system interface failure AAS APC can
manually enter an ELDT in CISS. This ELDT will overwrite any
previously known ELDT.
In case a new ELDT is received
 If new ELDT source has higher or equal priority than current
ELDT source than the current ELDT information is updated.
If new ELDT source has lower priority than current ELDT
source than the current ELDT information is not updated. If
the flightstate is DIV or CNX (current ELDT is
blanked/empty) then only ELDT’s from ATC with assigned
landing runway (source prio 1) or ELDT updates from the
GH will be accepted to update the ELDT.
In case of flightstate DIV
 If CDM flightstate DIV received from LVNL or flightstate DIV
set by AAS than ELDT (and its source) shall be blanked
(empty)
In case non-airborne ELDT from GH via CISS GUI
 If ELDT update with non-airborne status is received from
the GH via the CISS GUI then the ELDT (and its source) shall
overwrite any other ELDT except ELDT from source prio 1.
In case of flightstate CNX
 If CDM flightstate CNX received from the ground handler
then ELDT (and its source) shall be blanked (empty)
In case of system-to-system failure
 Manually entered ELDT by AAS APC (Koepel) in CISS shall
overwrite any previously known ELDT.
Additional
Information
If the CDM ELDT is updated then it shall be distributed to relevant
partners & systems
Clarification for identification of ELDT source 1, 3 and 4:



ELDT received from LVNL is considered source prio 1 if the
inbound flight has an assigned landing runway.
ELDT received from LVNL is considered source prio 3 if the
inbound flight has no assigned landing runway and FUM
flightstate is AA.
ELDT received from LVNL is considered source prio 4 if the
inbound flight has no assigned landing runway and FUM
flightstate is not AA.
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Apendix 2: Procedure 2.3 – EIBT
Title
Effective since
CDM@AMS procedure 2.3 – Update of A-CDM EIBT
18 August 2011
Information
Element
Estimated In-Block Time (EIBT)
Description
The information sharing platform CISS uses various sources to
determine the CDM estimated in-block time (EIBT). This source
priority sequence is used to update the EIBT:
Source Prio 1:
 LVNL EIBT
Source Prio 1:
 CDM ELDT + standard taxi-in time
Source Prio 3:
 Scheduled In-blocks time (SIBT)
Work
Sequence
Additional
Information
If the flight is cancelled or diverted then the EIBT is blanked
because the EIBT becomes unknown.
1.
Initial CDM EIBT is set equal to the SIBT
2.
If EIBT received from LVNL then update CDM EIBT with
LVNL EIBT
3.
If update of CDM ELDT and no LVNL EIBT received then
CDM EIBT is CDM ELDT + standard taxi in time 8 mins
4.
If CDM Inbound flightstate is DIV or CNX than EIBT is
blanked (empty)
5.
In case of any delay the EIBT can be manually updated by
AAS APC (koepel) in CISS for flights that have actually
landed
6.
If CDM EIBT updated than distribute to relevant partners &
systems
Update of EIBT by AAS APC is needed as fallback since LVNL is
currently not able to provide updates of EIBT after actual landing.
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Apendix 3: Procedure 3A.3 – Inbound Flightstates
Title
Effective since
CDM@AMS procedure 3A.3 – Update of Inbound CDM Flightstates
11 May 2011
Information
Element
Flightstates: SCH, CNX, AIR, FIR, TMA, FNL, TAX, IBK, IDH, DIV, GOA
Description
The information sharing platform CISS uses various sources to
determine the CDM Flightstate. These business rules describes the
logic to determine & update the following CDM Flightstates for
arriving IFR flights during the inbound phase.
Inbound
Flightstate
SCH
CNX
AIR
FIR
TMA
FNL
TAX
IBK
IDH
DIV
GOA
Work
Sequence
Indicating
Flight scheduled
Flight cancelled
Flight airborne
Flight airborne in Dutch airspace
Flight in approach
Flight on final
Flight taxiing
Flight inblocks
Flight in indefinite holding, unable to continue
approach
Flight diverting
Flight go-around
Logic to set Inbound CDM Flightstates
Inbound
Flightstate
SCH
CNX
AIR
Logic to set
SIBT received
Flight cancelled received from ground handler or AAS
“Koepel”
CDM ELDT update from one of following sources
AND no CDM Flightstate received from LVNL:
o ELDT from Aircraft (Acars) received from Ground Handler KLM
(Firda)
o LVNL ELDT for airborne flights with no assigned landing runway
FIR
TMA
FNL
TAX
IBK
IDH
o ELDT originating from departure at outstation (movement)
If
CDM Flightstate “FIR” received from LVNL
received from Ground Handler KLM (Firda)
If CDM Flightstate “TMA” received from LVNL
o ELDT with airborne status received from GH via CISS GUI
If CDM Flightstate “FNL” received from LVNL
If CDM Flightstate “TAX” received from LVNL OR
manual ALDT entered by Airport
If CDM Flightstate “IBK” received from LVNL OR
manual AIBT entered by Airport
If CDM Flightstate “IDH” received from LVNL
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DIV
GOA
If CDM Flightstate “DIV” received from LVNL
If CDM Flightstate “GOA” received from LVNL
Logic to remove Inbound CDM Flightstates
Flightstate
Criteria to remove flightstate
CNX
Becomes SCH (no flightplan) in case a new ELDT is
received from the GH
AIR
Becomes SCH in case an ELDT update with nonairborne status is received from the GH via the CISS
GUI
Additional
Information
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Apendix 4: Procedure 3B.2 – Turnaround Flightstates
Title
Effective since
CDM@AMS procedure 3B.2 – Update of Turnaround CDM
Flightstates
11 May 2011
Information
Element
Flightstates: SCH, CNX, BRD, GCL
Description
The information sharing platform CISS uses various sources to
determine the CDM Flightstate. These business rules describes the
logic to determine & update the following CDM Flightstates for
departing flights during the turnaround phase
Inbound
Flightstate
SCH
CNX
BRD
GCL
Work
Sequence
Indicating
Flight scheduled
Flight cancelled
Flight boarding
Gate Closed
Logic to set Turnaround CDM Flightstates
Flightstate
Criteria to set flightstate
SCH
SOBT received
CNX
Flight cancelled received from ground handler or AAS
“Koepel”
BRD
Flightstate BRD is set when the boarding time is
received in CISS
GCL
Flightstate GCL is set when the gate-closed status is
received in CISS
Logic to remove Turnaround CDM Flightstates
Flightstate
Criteria to remove flightstate
SCH
Can be overwritten by any other flightstate
CNX
Becomes SCH in case a new TOBT is received
BRD
Can be overwritten by any other flightstate
GCL
Can be overwritten by any other flightstate
Additional
Information
Page 48 of 73
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Apendix 5: Procedure 3C.2 – Outbound Flightstates
Title
Effective since
CDM@AMS procedure 3C.2 – Update of Outbound CDM
Flightstates
18 November 2011
Information
Element
Flightstates: RDY, TAX, AIR, RTN
Description
The information sharing platform CISS uses various sources to
determine the CDM Flightstate. These business rules describes the
logic to determine & update the following CDM Flightstates for
departing flights during the outbound phase
Flightstate
Flightstate
RDY
TAX
AIR
RTN
Work
Sequence
Indicating
Flight ready, crew requested start-up
Flight taxiing, aircraft off-blocks but not airborne
Flight airborne, aircraft has taken off
Flight returning, aircraft returning after off-blocks
Logic to set Turnaround CDM Flightstates
Flightstate
Flightstate
RDY
TAX
Criteria to set
Flightstate RDY received from ATC
Flightstate TAX received from ATC, or AOBT received
from Airport
AIR
Flightstate AIR received from ATC, or ATOT received
from Airport
RTN
Flightstate RTN received from ATC, or RTN received
from Airport
Logic to remove outbound CDM Flightstates
Flightstate
Flightstate
RDY
TAX
AIR
RTN
Criteria to remove
Can be overwritten by flightstate TAX or will become
the previous known flightstate in case ASRT becomes
empty. This previous known flightstate is received
frombe
ATC.
Can
overwritten by any other flightstate
Can be overwritten by any other flightstate
Can be overwritten by any other flightstate
Additional
Information
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Apendix 6: Procedure 4C.1 – Non-In-Block Alert
Title
Effective since
CDM@AMS procedure 4C.1 – Non-Inblock Alert: Update outdated
in-block time
9 November 2010
Information
Element
EIBT, AIBT
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
Sequence
1.
2.
3.
Non-Inblock alert is set when [current_time > EIBT + 10
mins] AND [ALDT is not empty]
If flight is in-blocks: AAS to provide AIBT
If flight has landed but is not in-blocks: AAS to coordinate
update of EIBT, together with LVNL if required
The non-inblock alert is reset if [current_time <= EIBT + 10 mins]
OR [AIBT is not empty]. Also, the 10 mins difference between
current time and EIBT should be considered as a variable and be
changeable
Additional
Information
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Apendix 7: Procedure 4E.1 – Holding Alert
Title
Effective since
CDM@AMS procedure 4E.1 – Indefinite Holding Alert: prepare for
diversion
9 November 2010
Information
Element
IDH
Description
Scheduled flight to AMS is unable to continue approach and starts
holding with unknown expected approach time. Ground Handler
and Airline will coordinate to advise cockpit crew on
recommended diversion airport.
1.
Indefinite Holding alert indicates is set when flight is
unable to continue approach (flightstate = IDH)
2.
Handler and airline coordinate advise on recommended
diversion airport to crew
Work
Sequence
The indefinite holding alert is reset if the flightstate is no longer
IDH.
Additional
Information
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Apendix 8: Procedure 4G.2 – Boarding Alert
Title
Effective since
CDM@AMS procedure 4G.2 – Boarding Alert: Boarding not started
11 May 2011
Information
Element
BRD, TOBT
Description
Flight was expected to be boarding at TOBT minus 10 minutes but
no flightstate boarding (BRD) was set. Main Ground Handling
Agent will check the status of the departure handling and update
the TOBT or boarding status if necessary.
Boarding Alert applies to scheduled passenger flights from
Schiphol.
Work
Sequence
1.
2.
3.
Boarding alert is set when flight has flightstate SCH or
INI at TOBT minus 10 mins.
Main Ground Handling Agent will check the progress of
the departure handling
Main Ground Handling Agent will update TOBT or
correct boarding status if necessary
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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Apendix 9: Procedure 4J.1 – Flight not compliant with
TOBT/TSAT Alert
Title
Effective since
CDM@AMS procedure 4J.1 – Flight not compliant with TOBT/TSAT
Alert
14 May 2013
Information
Element
TOBT, TSAT
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.
Flight not compliant with TOBT/TSAT applies to all flights from
Schiphol.
Work
Sequence
1.
2.
3.
Alert is set when TSAT State is expired is received from
ATC
Main Ground Handler Agent will check the progress of
the departure handling and update the TOBT if
required
A new TSAT will be issued according to the TSAT update
procedure
The Flight not compliant with TOBT/TSAT Alert is reset when a
TSAT State which is not equal to expired is received.
Additional
Information
Page 53 of 73
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Apendix 10: Procedure 4K.1 – EOBT/TOBT discrepancy Alert
Title
CDM@AMS procedure 4K.1 – EOBT/TOBT discrepancy Alert
Effective since
14 May 2013
Information
Element
EOBT, TOBT
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.
The EOBT/TOBT discrepancy applies to all flights at Schiphol.
Work
Sequence
Alert is set when the EOBT differs more than 15 minutes from the
TOBT.
AO has to validate the EOBT and change the EOBT if required
GH has to validate the TOBT and change the TOBT if required
The EOBT/TOBT discrepancy is reset when a new EOBT or TOBT is
received that will place the EOBT and TOBT within a 15 minutes
window.
Additional
Information
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Apendix 11: Procedure 5.1 – ALDT
Title
Effective since
CDM@AMS procedure 5.1 – Update of CDM ALDT
9 November 2010
Information
Element
ALDT
Description
The information sharing platform CISS uses 2 sources to determine
the CDM actual landing time (ALDT):
1.
2.
Work
Sequence
LVNL ALDT (based on radar data)
AAS ALDT (manual entry by APC)
Inputs from both sources will overwrite any previously known
ALDT.
1.
Initial CDM ALDT is empty
2.
If ALDT received from LVNL then update CDM ALDT with
LVNL ALDT
3.
If ALDT received from AAS(APC/Koepel) then update CDM
ALDT with AAS ALDT
4.
If CDM ALDT updated than distribute to relevant partners &
systems
Additional
Information
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Apendix 12: Procedure 6.1 – AIBT
Title
Effective since
CDM@AMS procedure 6.1 – Update of CDM AIBT
9 November 2010
Information
Element
AIBT
Description
The information sharing platform CISS uses 2 sources to determine
the CDM actual in-block time (AIBT):
1.
2.
Work
Sequence
LVNL AIBT (based on redline crossing event)
AAS AIBT (manual entry by APC)
Inputs from both sources will overwrite any previously known
AIBT.
1.
Initial CDM AIBT is empty
2.
If AIBT received from LVNL then update CDM AIBT with
LVNL AIBT
3.
If AIBT received from AAS (APC) then update CDM AIBT
with AAS AIBT
4.
If CDM AIBT updated than distribute to relevant
partners & systems
Additional
Information
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Apendix 13: Procedure 7.5 – TOBT
Title
Effective since
CDM@AMS procedure 7.5 – TOBT Updating Procedure
27 August 2018
Information
Element
Target Off-Block Time
Description
This procedure describes the logic to create and update the TOBT
for departing IFR flights from Schiphol.
The first TOBT will be based on the scheduled time of departure.
Updates can result from either a delayed inbound flight (autoTOBT) as well as from TOBT updates received from the main
ground handling agent at Schiphol and flight plan EOBT and
updates of this EOBT.
In case of an inbound delay and the landing runway is assigned
the TOBT is automatically calculated and updated during the
inbound process based on estimated/actual in-block time +
minimum turnaround time. This automatic TOBT updating stops
when the inbound flight goes in-blocks or when a TOBT is received
from the main ground handling agent.
A TOBT received from the main ground handling agent will
overwrite any automatic TOBT at all times as long as the provided
TOBT does not contain a time in the past.
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.
Work
Sequence
During the aircraft turnaround the main ground handling agent is
responsible for keeping the TOBT up to date. The main ground
handling agent can “reset” the TOBT to automatic updating (until
actual in-block time). In case the flight is cancelled the TOBT shall
be removed (blanked).
Initial value of the TOBT is set equal to SOBT (schedule
departure/off-blocks time)
The following applies to outbound IFR flights with a connecting
inbound flight
In case of a change in EIBT, AIBT or another connecting inbound
flight and the landing runway is assigned the TOBT shall be
automatically updated by the Airport CDM system with [EIBT/AIBT
+ MTTT] if the following conditions are met:
Page 57 of 73
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1.
2.
[EIBT/AIBT+MTTT] is later than SOBT and later than EOBT
Current TOBT source is not the main ground handling
agent
In the case that the inbound flight is disconnected from the
outbound IFR flight the TOBT shall be automatically updated by
the Airport CDM system with SOBT, if the following condition is
met:
1.
Current TOBT source is not the main ground handling
agent
In case a TOBT is received from the main ground handling agent
the TOBT shall be updated if the following conditions are met:
1.
The time value of the TOBT shall not be in the past
In case a TOBT-reset (TOBT value is empty) is received from the
main ground handling agent and the landing runway is assigned
the TOBT shall be:
1.
Set equal to SOBT or EOBT, whichever is the latest time, in
case there is no connecting inbound flight
2.
Set equal to [EIBT/AIBT+MTTT] or SOBT or EOBT, whichever
is the latest time, in case there is a connecting inbound flight
In case the flightstate becomes CNX:
1.
TOBT shall be blanked (empty)
Additional
Information
Page 58 of 73
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Apendix 14: Procedure 8.2 – MTT
Title
Effective since
CDM@AMS procedure 8.2 – Business Rule: MTT Updating
Procedure
23 August 2016
Information
Element
MTTT
Description
This procedure describes how the Minimum Turnaround Times
(MTTT’s) will be collected, administered and updated for the
purpose of the CDM turnaround process for flights at Schiphol.
The minimum turnaround time is the time required by the Main
Ground Handling Agent for a reduced or quick turnaround for a
specific Airline operating a specific aircraft type with a normal
payload (passengers / cargo). The Main Ground Handling Agent
should agree on the MTTT values with its customers the Airline
Operators.
The Minimum Turnaround Times will be used by the airport system
CISS to perform automatic updates of TOBT based on the in-block
time + minimum turnaround time calculation.
Two months prior to every operational season (summer/winter)
the Main Ground Handling Agent will be asked by the airport
(AAS) to provide the MTTT’s for the airlines - aircraft type
combinations that they will handle during the upcoming season.
In order to facilitate this request the airport (AAS) will provide the
ground handler with a list of its current MTTT’s from the airport
system. Changed or new MTTT’s will be entered by the Airport
(AAS) in the airport database at latest 3 days prior to the start of
the operational season.
Intermediate MTTT updates can also be requested by the main
ground handling agent. This should be done by sending a request
in writing indicating the change to the functional application
manager of the airport database.
Work
Sequence
The airport system will use default aircraft type MTTT values in the
case no MTTT is available for a specific airline aircraft type
combination
Seasonal MTTT Updates
Communication on MTTT’s between Airport and MGHA’s shall be
in writing (preferably email).
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MTTT’s shall be specified per airline – icao aircraft type
combination 2 Months before the operational season
(summer/winter):

Airport database (CISS) functional application manager
shall send out a request for MTTT updating to the main
ground handling agents (MGHA’s) at Schiphol. With this
request a list of current MTTT’s for that specific MGHA shall
be provided.
1 Month before the operational season (summer/winter):

The MGHA’s shall provide an updated list of MTTT’s for the
airline – icao aircraft type combinations that they expect to
handle for the upcoming season to the Airport database
(CISS) functional application manager
3 Days before the operational season (summer/winter):

Changed or new MTTT’s shall be entered by the Airport
database (CISS) functional application manager in the
airport database and confirmed to the MGHA
Intermediate MTTT Updates
Communication on MTTT’s between Airport and MGHA’s shall be
in writing (preferably email).
MTTT’s shall be specified per airline – icao aircraft type
combination:


A MGHA can change existing MTTTs) or add new MTTT’s by
submitting a request to the Airport database (CISS)
functional application manager at the latest 5 days before
the required change.
The Airport database (CISS) functional application manager
shall inform the MGHA of the reception of the request and
shall perform the change or addition of the requested
MTTT(s) within 5 days after reception of the request and
notify the MGHA when this is done.
Default MTTT Values


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
Information
The decision was made to use the minimum instead of the
estimate turnaround time for the automatic TOBT update
procedure based on the following considerations:


An estimated turnaround time suggests that this is a value
that was entered specifically for that flight. This is not the
case, the turnaround time for automatic TOBT updating is a
default value based on a airline-aircraft type combination.
A delayed inbound flight normally does not immediately
result in a delayed outbound flight because the airline and
ground handler will try to make the schedule. This is why in
case of a delayed inbound flight the minimum turnaround
time is a more realistic value.
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Apendix 15: Procedure 10.5 – TSAT/TTOT
Title
Effective since
CDM@AMS procedure 10.5 – TSAT & TTOT Updating
27 August 2018
Information
Element
TSAT, TTOT
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 basic principle is that IFR flights are sequenced in order of
their earliest possible TTOT, which is a result of TOBT and Variable
Taxi Time. The take-off sequence is then optimized taking into
account Calculated Take-Off Time (CTOT), runway take-off
capacity, SID (Standard Instrument Departure) and WTC (Wake
Turbulence Category). From this optimized take- off sequence the
TSAT’s are derived. If de-icing is required also de-icing position, deicing time and required waiting time are used in the generation
and updating of TTOT and TSAT.
Work
Sequence
The first TSAT and TTOT are set approximately 3 hours before
EOBT and will have a limited accuracy.
For IFR flights, at EOBT minus 3 hours the first TSAT and TTOT shall
be generated by CPDSP.
Optimization of the departure sequence:
Up to 5 minutes* before TSAT the CPDSP process aims for
optimization of the overall departure sequence. This implies that
all flights with a TSAT more than 5 minutes into the future are
subject to re-planning if the operational conditions or TOBT’s of
other flights change.
Stabilization of the departure sequence:
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.
TOBT updates outside the stable zone (more than 5 minutes
before TSAT)
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When the TOBT is updated the flight will be re-planned in the
sequence on the basis of the new TOBT. The resulting TSAT & TTOT
will be based on the operational conditions & traffic demand for
this new TOBT.
TOBT updates within the stable zone (less than 5 minutes before
TSAT)
When the TOBT is updated and the new TOBT is not later than
TSAT, the TSAT and TTOT will not change.
When the TOBT is updated and the new TOBT is later than TSAT,
the new TSAT is a result of a re-planning with the new operational
conditions and TOBT’s of other flights.
Missed TSAT
When the TOBT is updated after TSAT + 5 minutes (missed TSAT)
the new TSAT is a result of a re-planning with the new operational
conditions and TOBT’s of other flights.
CTOT update
In case of a new or updated CTOT the TTOT will be based on the
CTOT and thus the TSAT on the CTOT minus variable taxi time
*note 5 minutes is a variable, but set at 5 minutes for CDM@AMS
Additional
Information
Page 63 of 73
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Apendix 16: Procedure 11.5 – Start-Up procedure
Title
Effective since
CDM@AMS procedure 11.5 – CDM Start-Up Procedure
27 August 2018
Information
Element
TSAT, TOBT
Description
The CDM start-up procedure is based on a collaborative TSAT
planning.
Definition of TSAT window: -/+ 5 minutes from TSAT.
A flight shall report Ready when it is in TSAT window and fully
ready; all handling processes finished and ready for immediate
push-back (if required) or taxi. Depending on the time relative to
the TSAT window the flight crew reporting Ready, may have
different interaction with different results will take place. See
section Scenario’s.
The availability of the TSAT in the cockpit is a recommendation for
correct operation of the procedure.
Work
Sequence
Flight reports Ready:
1.
… within TSAT-window:
Flight will immediately be planned by ATC for outbound sequence
and may expect start-up approval directly or ATC will call back
within a few minutes depending on actual operational situation.
2.
… before TSAT-window:
Flight will be requested to call again within 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
Page 64 of 73
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Apendix 17: Procedure 12.3 – De-icing procedure
Title
Effective since
CDM@AMS procedure 12.3 – CDM De-icing Procedure
8 October 2015
Information
Element
DIWT, EDIT, DICS, ADIP
Description
In the CDM operation, flights are sequenced in the so called predeparture sequence. This sequence also needs to take account of
de-icing, both remote & gate.
Gate De-Icing:
The de-icing company aims to provide the following initial
information for a flight as early as possible, preferably no later
than TOBT minus 20 minutes, to the CDM Information Sharing
Platform:





“SPG” for Asigned De-Icing Position (ADIP)
Estimated De-Icing Time (EDIT)
Required De-Icing Waiting Time at the parkingstand
(including technical de-icing)
Local CDM only (non-DPI)
o EOBT needs to be including De-Icing to prevent
Flightplan Suspension
Full Airport CDM (DPI)
o EOBT need to be close to TOBT (TOBT = excluding
De-Icing)
Updates are sent when available.
This information is forwarded to the ATC system and will result in
an update of the TSAT & TTOT to take account of the required deicing time at the gate. Updates of de-icing position, time and
required waiting time at the parkingstand will be provided by the
de-icing company if required.
Remote De-Icing:
The de-icing company aims to provide the following initial
information for a flight as early as possible, preferably no later
than TOBT minus 20 minutes, to the CDM Information Sharing
Platform:

“SPR” or “Pxx” for Assigned De-Icing Position (ADIP)
Page 65 of 73
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



Estimated De-Icing Time (including queuing time at the
remote spot)
Required De-Icing Waiting Time at the parkingstand
(including technical de-icing)
Local CDM only (non-DPI)
o EOBT needs to be including De-Icing to prevent
Flightplan Suspention
Full Airport CDM (DPI)
o EOBT need to be close to TOBT (TOBT = excluding
De-Icing)
Updates are sent when available.
This information is forwarded to the ATC system and will result in
an update of the TTOT and (if required) TSAT to take account of
the de-icing time, taxi time and (if required) the waiting time at
the parkingstand. Updates of de-icing position, time and required
waiting time at the parkingstand will be provided by the de-icing
company if required.
Work
Sequence
Cancellation of a de-icing request for a flight should also be
provided by the de-icing company by providing a De-ICing Status
(DICS) value SPX.
In case a flight requires de-icing:
1. The de-icing company aims to provide the following initial
information for a flight as early as possible, preferably no later
than TOBT minus 20 minutes, to the CDM Information Sharing
Platform:




Assigned De-Icing Position (ADIP)
Estimated De-Icing Time (EDIT)
De-Icing Waiting Time at the parkingstand (DIWT) if
applicable
De-ICing Status (DICS)
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
4. Updated TSAT, TTOT and de-icing information shall be
provided to all partners via the CDM Information Sharing
Platform
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5. Updates of TOBT before start of gate de-icing or start of taxiing
towards remote de-icing position, should also result in
reassessment of the De-Icing Waiting Time at the parkingstand
and (e.g. in changing weather conditions) of the Estimated DeIcing Time.
6. Updates of required waiting time at the parkingstand by the
de-icing company shall be processed until the flight goes offblocks
7. Updates of de-icing location and EDIT by the de-icing company
shall be processed until the flight goes airborne
8. Cancellation of de-icing for a flight will be indicated by the deicing company by setting the de-icing status to cancelled (SPX)
Additional
Information
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Apendix 18: Procedure 13.2 – AOBT
Title
Effective since
CDM@AMS procedure 13.2 – Update of CDM AOBT
22 August 2019
Information
Element
AOBT
Description
The information sharing platform CISS uses 2 sources to determine
the CDM actual off-block time (AOBT):


Work
Sequence
LVNL AOBT (based on redline crossing event or TAXI flight
status)
AAS AOBT (manual entry by APC/Koepel)
Inputs from both sources will overwrite any previously known
AOBT.
1.
Initial CDM AOBT is empty
2.
If AOBT received from LVNL then update CDM AOBT with
LVNL AOBT
3.
If AOBT received from AAS(APC/Koepel) then update CDM
AOBT with AAS AOBT
If CDM AOBT updated than distribute to relevant partners &
systems
Additional
Information
Page 68 of 73
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Apendix 19: Procedure 14.1 – ATOT
Title
Effective since
CDM@AMS procedure 14.1 – Update of CDM ATOT
11 May 2011
Information
Element
ATOT
Description
The information sharing platform CISS uses 2 sources to determine
the CDM Actual Take-Off Time (ATOT):


Work
Sequence
LVNL ATOT (based on surveillance (radar) data)
AAS ATOT (manual entry by APC/Koepel)
Inputs from both sources will overwrite any previously known
ATOT.
1.
Initial CDM ATOT is empty
2.
If ATOT received from LVNL then update CDM ATOT with
LVNL ATOT
3.
If ATOT received from AAS(APC/Koepel) then update CDM
ATOT with AAS ATOT
If CDM ATOT updated than distribute to relevant partners &
systems
Additional
Information
Page 69 of 73
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Apendix 20: Procedure 15.5 – ASRT
Title
Effective since
CDM@AMS procedure 15.5 – Update of CDM ASRT
18 November 2015
Information
Element
ASRT
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.
Work
Sequence
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.
1.
Cockpit crew can request start-up to ATC when the flight is
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
Page 70 of 73
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Apendix 21: A-CDM Rules & Guidelines
–
A-CDM Rules & Guidelines
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.
Page 71 of 73
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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.
Page 72 of 73
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