EHAM CDM Procedures
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EHAM CDM Procedures
Hello All,
Can someone here give a simple explanation of the ludicrous Collaborative Decision Making procedures now being implemented at EHAM for departure. Was there a couple of weeks ago and with de-icing in effect, it was chaos. The various definitions...EOBT CTOT TSAT window.... appear to have disappeared from the Jeppesen ref pages.
PS: Already looked at the official Schiphol website...and that's as clear as the proverbial m
Can someone here give a simple explanation of the ludicrous Collaborative Decision Making procedures now being implemented at EHAM for departure. Was there a couple of weeks ago and with de-icing in effect, it was chaos. The various definitions...EOBT CTOT TSAT window.... appear to have disappeared from the Jeppesen ref pages.
PS: Already looked at the official Schiphol website...and that's as clear as the proverbial m
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copypaste from lido
Actually there is way more information but too much to copypaste...
1.4.6. Airport Collaborative Decision Making (CDM) in LIDO.
Sequence of Events
The following common operating practice has been established for the European Airport CDM Procedure:
a) Flight Plan Validation
Incoming ATC FPL for departures are validated with regard to their airport slots, i.e. the Scheduled Off-Block Times (SOBT). The Estimated Off-Block Time (EOBT) shall correspond to the SOBT. If the SOBT deviates from the EOBT, the relevant contact person will be informed and advised to adjust the times accordingly.
b) Issue of Target Off-Block Time (TOBT)
[parameter] hours/minutes prior to SOBT/EOBT a TOBT will be generated based on updated information on the incoming flight and other considerations, in order to create an initial time reference for distribution and to derive further updates.
TOBT is the time that an aircraft operator or ground handler estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle available and ready to start-up/push-back and/or de-icing immediately upon clearance from the TWR.
c) Updates of the TOBT
The aircraft operator, or his duly accredited representative, is responsible for the correctness of and compliance with the TOBT. The TOBT is made available by the aircraft operator or ground handler to the stakeholders via the CDM platform. Whenever aware of information that may affect the value of TOBT, the ground handling agent, the aircraft operator or the PIC (for flights without a ground handling agent) must update the new estimation for off block time in the CDM platform.
The TOBT shall be updated, whenever there is a difference of +/- 5 MIN or more.
Also, for deviations of 15 MIN or more, a delay message (DLA) with a revised EOBT shall be sent to the CFMU.
d) Issue of Target Start-Up Approval Time (TSAT)
At 40 MIN minutes prior to start-up a TSAT is generated based on the existing TOBT, the airport traffic considerations and Calculated Take-Off Time (CTOT) - if the flight is regulated. The TSAT may be transmitted using Departure Clearance Uplink Message (DCL) or by R/T.
e) Events at TOBT
At TOBT the flight crew shall request start-up, push back or inform ATC of the expected delay. In the event the time remaining to TSAT is longer [parameter], ATC shall inform flight crew when to expect the approval for the start-up. In case of a delay greater than [parameter] the aircraft operator, or his duly accredited representative, shall update the CDM platform accordingly. Based on this updated information an new TSAT will be calculated.
f)TSAT Acknowledgement Message
When data link is used, the flight crew will receive TSAT and optional Target Take-Off Time (TTOT) via the departure clearance message. The flight crew may receive a separate TSAT message with the amended TSAT and optionally the amended TTOT. On both occasions the flight crew must acknowledge receipt of the amendment.
g)Start-Up and Push-Back
All the preparations required before commencing the movements associated with the departure must be carried out in accordance with TSAT and not in accordance with the start-up request. Should amendments to the TSAT be required after the TSAT has been communicated to the flight crew, ATC shall inform the flight crew accordingly. If, when receiving the start-up clearance, the flight crew is aware that it will not be feasible to commence movements associated with departure within [parameter] minutes, the flight's TSAT will be cancelled and a new TOBT must be input into the CDM platform by aircraft operator or ground handling agent.
The following common operating practice has been established for the European Airport CDM Procedure:
a) Flight Plan Validation
Incoming ATC FPL for departures are validated with regard to their airport slots, i.e. the Scheduled Off-Block Times (SOBT). The Estimated Off-Block Time (EOBT) shall correspond to the SOBT. If the SOBT deviates from the EOBT, the relevant contact person will be informed and advised to adjust the times accordingly.
b) Issue of Target Off-Block Time (TOBT)
[parameter] hours/minutes prior to SOBT/EOBT a TOBT will be generated based on updated information on the incoming flight and other considerations, in order to create an initial time reference for distribution and to derive further updates.
TOBT is the time that an aircraft operator or ground handler estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle available and ready to start-up/push-back and/or de-icing immediately upon clearance from the TWR.
c) Updates of the TOBT
The aircraft operator, or his duly accredited representative, is responsible for the correctness of and compliance with the TOBT. The TOBT is made available by the aircraft operator or ground handler to the stakeholders via the CDM platform. Whenever aware of information that may affect the value of TOBT, the ground handling agent, the aircraft operator or the PIC (for flights without a ground handling agent) must update the new estimation for off block time in the CDM platform.
The TOBT shall be updated, whenever there is a difference of +/- 5 MIN or more.
Also, for deviations of 15 MIN or more, a delay message (DLA) with a revised EOBT shall be sent to the CFMU.
d) Issue of Target Start-Up Approval Time (TSAT)
At 40 MIN minutes prior to start-up a TSAT is generated based on the existing TOBT, the airport traffic considerations and Calculated Take-Off Time (CTOT) - if the flight is regulated. The TSAT may be transmitted using Departure Clearance Uplink Message (DCL) or by R/T.
e) Events at TOBT
At TOBT the flight crew shall request start-up, push back or inform ATC of the expected delay. In the event the time remaining to TSAT is longer [parameter], ATC shall inform flight crew when to expect the approval for the start-up. In case of a delay greater than [parameter] the aircraft operator, or his duly accredited representative, shall update the CDM platform accordingly. Based on this updated information an new TSAT will be calculated.
f)TSAT Acknowledgement Message
When data link is used, the flight crew will receive TSAT and optional Target Take-Off Time (TTOT) via the departure clearance message. The flight crew may receive a separate TSAT message with the amended TSAT and optionally the amended TTOT. On both occasions the flight crew must acknowledge receipt of the amendment.
g)Start-Up and Push-Back
All the preparations required before commencing the movements associated with the departure must be carried out in accordance with TSAT and not in accordance with the start-up request. Should amendments to the TSAT be required after the TSAT has been communicated to the flight crew, ATC shall inform the flight crew accordingly. If, when receiving the start-up clearance, the flight crew is aware that it will not be feasible to commence movements associated with departure within [parameter] minutes, the flight's TSAT will be cancelled and a new TOBT must be input into the CDM platform by aircraft operator or ground handling agent.
1.4.6. Airport Collaborative Decision Making (CDM) in LIDO.
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I'm not sure what AMS do in mass de-icing, but at LHR we activate a functionality where;
TOBT is the time the aircraft is ready to de-ice.
EEZT (estimated duration of de-ice) is also supplied by ground handlers.
Then the TOBT after de-icing is the sum of these times, which is then used for TSAT calculation.
The idea is that the TSAT is published before de-icing actualy starts, and is locked once the aircraft calls ready to de-ice. This means everyone knows if it's feasible to de-ice and depart in the time allowed by the TSAT/TTOT before committing to de-icing.
TOBT is the time the aircraft is ready to de-ice.
EEZT (estimated duration of de-ice) is also supplied by ground handlers.
Then the TOBT after de-icing is the sum of these times, which is then used for TSAT calculation.
The idea is that the TSAT is published before de-icing actualy starts, and is locked once the aircraft calls ready to de-ice. This means everyone knows if it's feasible to de-ice and depart in the time allowed by the TSAT/TTOT before committing to de-icing.
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Good grief.... But thank you for the replies. Certainly some bedtime reading there, and a review of quadratic equations and quantum theory may help me. When did moving metal become so complicated? Yes....slots please. Just give us an EDCT, let us sit on stand and have another coffee. Oh well. Progress they say. I think I also inaccurately assessed my GASF. ...Give A S*** Factor. Thank you guys.
