Airport Collaborative Decision Making (A-CDM) provides a framework for airports, airlines, air traffic control and ground handlers to share operational information in real-time to improve efficiency. Key elements of A-CDM include sharing estimated and actual times of arrival and departure, implementing variable taxi times for more accurate predictions, and using pre-departure sequencing to balance runway usage. A-CDM can help manage disruptions and enhance capacity utilization during adverse conditions through improved communication. Linking airports to air traffic flow management networks allows for more accurate estimated times of take-off and integrated priority handling. Overall A-CDM benefits include improved predictability, resource efficiency, and situational awareness for all stakeholders.

1. Airport Collaborative Decision
Making (A-CDM

2. Isometric Scene of Pitstop (in progress)

3. Airport CDM
Fuel Efficiency
Airline & Ground handling procedures
Gap Analysis / Site Surveys
DMAN / AMAN / ASMGCS
Flow Management
Capacity Enhancement
Training / Transfer of knowledge
Worldwide Services Operational Efficiency
enhancement includes:

4. Dave Hogg – Chief Operating Officer
Caroline Schmeits- Senior Airports & CDM Expert Aviation
“...On both a professional and personal level, I would like to thank you for your
professionalism, your dedication to the CDM process and your hard work
and effort in accomplishing this important mission…”
Mark Libby, ATCSCC, FAA
“... It was a great pleasure working with you in Geneva. Over the years we
valued your expertise in guiding Geneva Airport to implement Airport CDM
in a mature way. The criteria for Airport CDM were a challenge to us,
and with your help we are now ready to be soon one of Europe’s
next CDM airports. ” Francois Duret - Head of projects & planning
Operations

5. Recent & Current A-CDM involvement
IC- Recent A-CDM initiatives on
behalf of IATA
Changi A-CDM workshop
Beijing A-CDM workshop
Shanghai A-CDM briefing
Narita A-CDM workshop
Haneda A-CDM Workshop
CDM55 Gatwick
Changi A-CDM
Dubai DMAN
Abu Dhabi Workshop
Hong Kong Training

6. Introduction to A-CDM

7. Where did the CDM story begin & Why?
USA
Europe
Enroute & only one ANSP
Global CDM only possible in a harmonised way
EUROCONTROL, IATA, ICAO and ACI are
ensuring this standardisation
Airports were the bottleneck
Limited infrastructure & capacity growth
Many European ANSP, Airspace Users & Airport Partners
Different procedures & technology shortfall
Airport CDM is growing
USA adopting European CDM
Asia- Pacific & Middle East following
South America & Africa showing interest

8. What ARE the inefficiencies today?
Possible Causes?
No optimal use of Airport infrastructure
Not using all available data
Being reactive rather than pro-active
Keeping our operations to ourselves
We have a blaming culture today
Sitting on Information
Lack of having the full picture
Buffering of planning
Lack of procedures amongst partners
Different Definitions

9. The symptoms…
No single partner has the complete picture
Information is passed too late for partners to respond – and has not the same meaning
Examples:
Airport & ATC don’t know when the aircraft are ready for departure
(Ground handler knows)
Airlines don’t know when the aircraft can start up until getting
clearance. (hard for ATC to plan in advance)
Airport & GHA only know the estimated arrival time when aircraft
enter FIR boundary (Airline knows earlier)
Have you ever asked yourself
WHY?Have you ever considered the impact
on the operations of others?

10. The cure…
What if we’re able to share and predict the aircraft readiness time?
departure sequence can be planned earlier.
runway / taxiway congestion can be managed in a better way.
aircraft holding at stand instead of taxiway, save fuel.
pilot will know in advance the engine start-up time.
What if we’re able to get a better ETA much earlier than today?
airport will have more time to resolve gate conflict, better passenger
experience
ground handlers will be able to deploy resources more efficiently
Airport Collaborative
Decision Making
(A-CDM)

11. ETA – Estimated Time of Arrival
ATC ACC: arrival on TMA entry
ATC TWR: landing time on runway
GH / Airport / Airline: arrival on stand
Different Definitions…
ATC TWR: take off time
GH / Airport / Airline: pushback from stand
ETD - Estimated Time of Departure

12. Inaccurate Information
Taxi time calculated based on
standard taxi times
EOBT (FPL) not updated by Airlines, despite
knowledge of delay
Flights have equal EOBT even though
capacity cannot accommodate Take off
time unpredictable due to large holding queue

13. A-CDM will improve:
resources usage
decision making
infrastructure usage
predictability
situational Awareness
NEED FOR COLLABORATION
Amongst all Airport Parties for
A-CDM to WORK

14. A-CDM Stakeholders
AIS
MET Aircraft Operator
ATC
ATC Flow
GA
Airport Operator

15. Airport CDM is about
PEOPLE, not just tools!
CULTURE CHANGE

16. Pick any card and concentrate on only that card…

17. Pick any card and concentrate on only that card…

18. Card Gone?

19. You see; the six cards and the subsequent
group of 5 cards never contained the same cards…
This power-game is a metaphor for our inability
to see change – or the need to change.

20. Why share data, oar why not?
Confidentiality of data
Fear of the ‘unknown’?
Why are partners reluctant to change?
It is easier for companies to come up with new ideas than to let go of old ones"
no understanding of partners’ operations
If they are not involved in the changes?

21. The Challenge
How to convince to change
Who to convince to change
No Charging
for DATA &
share data
Understand
each others
operations &
difficulties
Being
prepared to
work with
new
procedures
No Blame
culture
created
All partners
involved &
working
together
A-CDM is not a
IT tool
Change
Management

22. The Airlines are critical in the A-CDM project, both in local implementation of A-CDM and
in protecting their interests in multiple A-CDM destinations
Pilots
Operations Control Centers (OCC)
Airline ground staff
Hub Control Centers

23. Airlines are involved from the outset of any A-CDM initiative
Airlines delegate TOBT responsibility to GH if needed
A-CDM procedures are agreed by the partners i.e. Airlines
e.g. some airports applying rules with no consultation
Airlines proactively share data with other partners
Operational requirements to protect theAirlines

24. In development
To safe guard airline input in procedures
In implementation
To safe-guard benefits as an outcome
Airline involvement worldwide & support
In general to safe-guard global harmonization

25. Additional help from Organisations
To engage partners
To maintain commitment
To have a need for common procedures
To safe-guard interests of all involved

26. IATA & IACA efforts
In relation to Member Airlines
Recommend Airlines to be A-CDM compliant
Recommend a uniform way of executing A-CDM
Need to look at delay codes?
In relation to Ground Handler Organisation
Need for harmonised SLA with Airlines

27. Next
What data is shared and how
New terminology
Best planned best served
What can it do for you in adverse conditions

28. Airport CDM
Elements
Air Traffic Flow Management
Adverse Conditions
Pre Departure Sequencing
Variable Taxi Times
Flight Progress
Information Sharing
Airport CDM Elements

29. Information Sharing is the Foundation
The right information At the right time To the right people
Information Sharing

30. A-CDM Platform Requirements
Airport database: the best platform to store,
process and share Airport CDM information
Tailor to each partner’s needs
Avoid extra display
Create consistent look and feel
Avoid information overload
Clearly link arrivals & deprtures

31. 2. Milestone Approach
Milestones link the three phases:
Inbound (Arrival)
Turnaround
Outbound (Departure)

32. Local Radar
Update
Take Off from
Outstation
Taxi In
(EXIT)
EOBT-2 hrs
ATC Flight Plan
Activation
(EOBT – 3 hrs)
Final
Approach
Landing
ALDT
A-CDM INFORMATION SHARING & MILESTONE APPROACH
INBOUND TURN ROUND OUTBOUND
In-Block /
Actual Ground
Handling Starts
Boarding
Starts
TSAT
Start Up
Approved
TOBT
Update Prior
to TSAT
TOBT Towing
Aircraft Ready
Start Up
Request
Taxi Out
(EXOT)
Off-Block
AOBT
Take Off
ATOT

33. 3. Variable Taxi Times
To have accurate TAKE OFF prediction for network ATFM capacity – demand balancing
To have accurate IN BLOCK prediction to start turnround process
Default Taxi Times are inaccurate
Need for Airport partners ;

34. …improved Network
Planning for the ATFM
…better Stand & Gate
Planning at the airport
…increased Resource
efficiency
…economical benefits
…environmental gains
Variable Taxi Times provide…

35. 4. Pre-departure sequencing
Reactive handling method of flights by ATC
Positive on FCFS
Equality of all flights – all flights get same treatment
No disputes – everybody listens to same frequency
Problem with FCFS
Unpredictable
Less balanced use of resources (e.g. runway)
Today:
First Come First Serve!

36. Best Planned Best Served?
Objectives;
Improve prediction of push back order
Improve management of queuing aircraft at holding point
By using Principles;
Transparency
Replace “first come first served” principle

37. Target Effect of Sequencing

38. Benefits
Reduced:
Improved:
Predictability for Airline
Stand & Gate management
Ground Handler planning
Safety
Queuing, fuel burn, emissions and noise
workload for ATC

39. 5. A-CDM in Adverse Conditions?
Major reduction in Capacity
Slow Recovery due to
Disruption to Adverse Condition =
Lack of information
Lack of communication
Lack of prioritization

40. Objectives:
A-CDM will:
How?
Improve management of disruptions
Enhance Utilisation of Available Capacity
Improve Situational Awareness
Facilitate recovery after disruptions
Anticipate strong capacity reductions
Crisis management with A-CDM procedures & tools
Full, same operational picture

41. Gap in ATOT predictability
6. Linking to the ATFM Network
Conclusion
No Airline confirmation of EOBT
No Airline update of deviating from EOBT
No Airport information about changing conditions
No ATC sequence confirmation
No accurate ETOT prediction due to default taxi time
The Airports are black boxes for ATFM

42. Example: CDM Messages to ATFM
Departure Planning Information (DPI) Message
Aims to send frequent airport status and flight TOBT-
TTOT and TSAT predictions
Integrated Airports receive priority in ATFM regulations

43. Initiatives in Asia Pacific
Development of Regional ATFM
Thailand’s capacity enhancement initiatives
(with A-CDM) Interim Framework for
Collaborative ATFM?
Sub-regional ATFM network operational trial
2013-2014 (with A-CDM) - Hong Kong
China, Indonesia, Malaysia, Singapore,
Thailand and Viet Nam
Others?
A-CDM will both feed
ATFM with dynamic data
and receive network
updates

45. BENEFITS

46. Improved communication and situational awareness
Better arrival times and sequence information = pro-active decision making
Improved ground handling processes = improved resource efficiency
Improved punctuality = improved image
Reduced taxi- & runway queuing = reduced fuel and improved safety
Operational benefits
Inbound;
Turnaround;
Outbound;

47. High level Benefits Airlines
Improved situational
awareness, more
accurate fleet
predictions
Significant decrease in
fuel costs & engine
running
Accurate Arrival &
Departure times and
planning
Better use of resources
and communication

48. High level benefits Ground Handling
Accurate Arrival & Departure times and planning.
Better use of resources and communication

49. Operational examples and benefits for Airlines and Ground Handlers
Late arrival = late departure?
Transfer pax?
Earlier and different decision making based on TOBT & TSAT mechanism
Visibility of towing aircraft?
Ground radar display and TOBT for towings
Daily programme of flight operations and turn-round times on schedule – enhanced punctuality
Possible schedule disruptions predicted early, thus managed efficiently
Preferences and priorities taken into account
Less equipment has to be moved and less often (less fuel and maintenance)

50. Benefits Airports
Accurate Arrival & Departure times and planning = operational efficiency
Better use of resources
Airport image on punctuality
Airport revenue (more customers?)

51. Benefits passengers
reduced delays and missed connections
better reliability on flights meaning improved customer
satisfaction
Benefits environment
less noise & emissions (NoX, CO2)

52. ATC benefits
Reduced / Improved
workload with predictability of traffic
Improved planning
RWY waiting time
taxi times

53. The Proven Benefits
Munich –
Paris CDG -
Paris CDG -
= 5400 tons of fuel to airlines = € 2.7M
source: www.euro-cdm.org (“CDM special bulletin Dec 2011”)
Improved punctuality and reduced delays
20% (approx.)reduction in taxi times for departures
2.75 M € annual fuel savings
93% ATFM slot adherence
source: www.eurocontrol.int (“CDM@CDG”)
13% reduction in taxi times for departures (average 2 min per flight)
40% reduction in waiting time at the runway
90% ATFM slot adherence
source: www.euro-cdm.org
25% reduction in taxi times for departures (average 3 min per flight)
17022 tons carbon dioxide (Co2) & 22 tons of nitrogen oxides (NoX)
Madrid – source: International Airport Review – Aug 2014 8% reduction in taxi
times (average 2 min per flight)Over 1 million liters kerosene
in savings

54. Lessons learned in implementation

55. Lessons Learned from other Airports?
Clear project driver
Establish MoU from outset
Dedicated Project Manager
Lack of PMP with tasks, accountability and timeframes
Project overlapping
Poor Communication
A-CDM cherry picking
Working Groups too large or not consistent
participation
Steering Groups slow in resolving issues & politics
Too many ‘talkers 'and lack of ‘doer’s’
Platform developed around CDM Procedures
Involving ALL and maintaining Commitment of
all partners
Harmonised, standardised Global A-CDM

56. Isometric Scene of Pitstop (in progress)

57. Questions & Answers

58. Likes and concerns of what you heard?
Dislike Like

59. What will be the changes?

60. Is this rocket science?

61. Nothing is impossible, the impossible just takes a bit longer

62. THANKYOU