According to
ICAO Document 9971 – Manual for the collaborative management of air traffic flow
, the Airport Collaborative Decision Making (A-CDM), is a set of processes developed based on the general concept of collaborative decision making (CDM) in aviation, applied to airport operations.
A-CDM allows for the exchange of up-to-date operational information among airport operators, aircraft operators, air traffic services, air traffic flow management units, and ground handlers, in order to effectively manage airport operations.
A-CDM enables the establishment of rules and procedures to optimize the use of airport resources and its capacity, reduce arrival and departure delays, and improve the predictability of scheduled and non-scheduled operations.
The decision-making process is facilitated by the exchange of reliable and real time operational information through a set of common tools, as well as the application of rules and procedures previously agreed among the A-CDM stakeholders.
All regulations will be defined in a CDM environment by the stakeholders and may be expressed through one or several documents, which will be made available to the stakeholders and published in the AIP PERU as AIC. These documents (*) may include:
a) Memorandum of Understanding (MoU)
b) Service level agreement
c) A-CDM Contracts
d) Interface descriptions
e) Letters of agreement (LoA)
f) Others as applicable
Note : (*) Documents contemplated in ICAO Doc. 9971 – Manual for the collaborative management of air traffic flow Part III A-CDM.
The primary objective of the A-CDM is to promote a common situational awareness that facilitates better decision making, however, the A-CDM does not suppress or exempt the responsibilities associated with the decisions made, so the stakeholders remain responsible for their actions.
A-CDM allows for the exchange of up-to-date operational information among airport operators, aircraft operators, air traffic services, air traffic flow management units, and ground handlers, in order to effectively manage airport operations.
A-CDM enables the establishment of rules and procedures to optimize the use of airport resources and its capacity, reduce arrival and departure delays, and improve the predictability of scheduled and non-scheduled operations.
The decision-making process is facilitated by the exchange of reliable and real time operational information through a set of common tools, as well as the application of rules and procedures previously agreed among the A-CDM stakeholders.
All regulations will be defined in a CDM environment by the stakeholders and may be expressed through one or several documents, which will be made available to the stakeholders and published in the AIP PERU as AIC. These documents (*) may include:
a) Memorandum of Understanding (MoU)
b) Service level agreement
c) A-CDM Contracts
d) Interface descriptions
e) Letters of agreement (LoA)
f) Others as applicable
Note : (*) Documents contemplated in ICAO Doc. 9971 – Manual for the collaborative management of air traffic flow Part III A-CDM.
The primary objective of the A-CDM is to promote a common situational awareness that facilitates better decision making, however, the A-CDM does not suppress or exempt the responsibilities associated with the decisions made, so the stakeholders remain responsible for their actions.
The objective of this AIC is to inform the aeronautical community about the general concepts of A-CDM, its benefits, elements and a proposed model of organizational structure.
The benefits of A-CDM include:
- Improved predictability of regular and non-regular operations
- Enhanced real-time operational performance
- Reduction of surface operation costs at airports
- Optimization in the use of airport infrastructure and capacity.
- Reduction of air traffic congestion on the apron and taxiways
- Optimization of the allocation and use of airport and ATFM slots
- Optimized planning of aircraft departure sequences
The A-CDM implementation allows for the establishment of a single set of acronyms and their definitions, facilitating the use of standardized language for all the stakeholders of the airport, which are detailed in
Annex 1.
ICAO establishes ASBU blocks related to A-CDM, such as Block B0/1 A-CDM Airport CDM Information Sharing (ACIS) and Block B0/2 A-CDM Integration with the ATM network function as part of the Global Air Navigation Plan (GANP).
In accordance with GANP, Peruvian State through DGAC, has developed the National Air Navigation Plan (PNNA by its spanish initials), in which, through the National Performance Objectives (ONR) AOP 8 ACDM-B0/1 and AOP 9 ACDM-B0/2 the implementation of the different ASBU elements of the GANP has been planned.
For more details regarding this ONR´s of the PNNA, you can refer to the following link:
Plan Nacional de Navegación Aérea - Volumen III - Informes y publicaciones - Misterio de Transportes y Comunicaciones - Plataforma del Estado Peruano (www.gob.pe)
In accordance with GANP, Peruvian State through DGAC, has developed the National Air Navigation Plan (PNNA by its spanish initials), in which, through the National Performance Objectives (ONR) AOP 8 ACDM-B0/1 and AOP 9 ACDM-B0/2 the implementation of the different ASBU elements of the GANP has been planned.
For more details regarding this ONR´s of the PNNA, you can refer to the following link:
Plan Nacional de Navegación Aérea - Volumen III - Informes y publicaciones - Misterio de Transportes y Comunicaciones - Plataforma del Estado Peruano (www.gob.pe)
The A-CDM can be implemented at any public or private airport located within Lima FIR, at the decision of the airport operator and/or when the DGAC considers it necessary.
The decision to implement A-CDM must be communicated to the Aeronautical Safety Directorate of the DGAC.
The decision to implement A-CDM must be communicated to the Aeronautical Safety Directorate of the DGAC.
The elements described below are dependent on each other, therefore, it is necessary to have implemented the first element to be able to implement the second and so on.
The A-CDM concept is divided into the following elements:
The A-CDM concept is divided into the following elements:
This is the most important element of the A-CDM since it allows establishing processes/procedures supported by up-to-date operational information. It serves as the foundation for the development of subsequent elements. It requires a collaborative environment through an Airport Collaborative Information Sharing Platform (ACISP) where the information exchange is carried out in a precise and timely manner between representatives of aircraft operators, ground handling service providers, airport operators, air traffic control services (ATC) and air traffic flow management services (ATFM). The aim is to achieve common situational awareness that enhances the predictability of air operations and optimizes air traffic management.
The means to facilitate Airport Collaborative Information Sharing (ACIS) can range from simple commercial ACDM information exchange software to a specialized commercial A-CDM information sharing platform (ACISP), depending on operational requirements, the technical capabilities of the CDM airport operator, and its stakeholders. Each airport operates under specific circumstances of various kinds, so A-CDM should be organized to satisfy, as a priority, the needs of the airport where it is implemented.
The implementation of ACIS platforms should meet integration requirements with the existing and planned ATM systems of the air navigation service provider, as well as stakeholders, as outlined in the Peruvian National Air Navigation Plan (PNNA).
The means to facilitate Airport Collaborative Information Sharing (ACIS) can range from simple commercial ACDM information exchange software to a specialized commercial A-CDM information sharing platform (ACISP), depending on operational requirements, the technical capabilities of the CDM airport operator, and its stakeholders. Each airport operates under specific circumstances of various kinds, so A-CDM should be organized to satisfy, as a priority, the needs of the airport where it is implemented.
The implementation of ACIS platforms should meet integration requirements with the existing and planned ATM systems of the air navigation service provider, as well as stakeholders, as outlined in the Peruvian National Air Navigation Plan (PNNA).
In the context of A-CDM, milestones constitute significant events during flight planning or operation. The milestone approach describes the flight progress, from initial planning at the airport of origin to take-off at the A-CDM airport itself, aiming to monitor the evolution and occurrence of each significant event (milestone).
The goal is to achieve common situational awareness and predict upcoming milestones for each flight. A successfully completed milestone will trigger the decision-making process for subsequent milestones.
The milestones are described in Annex 2.
The goal is to achieve common situational awareness and predict upcoming milestones for each flight. A successfully completed milestone will trigger the decision-making process for subsequent milestones.
The milestones are described in Annex 2.
This is the time it takes for an aircraft to leave the parking stand (PEA by its spanish initials), associated with departure to take-off, or the time it takes for an aircraft from landing to entering the PEA, as applicable. In the A-CDM, this value will be represented by the acronyms EXOT and EXIT, respectively.
EXOT is the result of a statistical average based on historical data, determining the duration of the taxi-out time, measuring the time interval between the off-block time from the PEA and the take-off time, this time includes any delay at the holding point before take-off. EXOT enables the calculation of target take-off time (TTOT) and is used to plan the departure sequence.
EXIT is the result of a statistical average based on historical data, determining the duration of taxi-in time, measuring the time interval between the landing time and the in-block time (AIBT) to the PEA, and is used for the calculation of the estimated in-block time (EIBT), enabling the allocation of necessary resources to serve the aircraft according to the progress of the flight.
EXIT and EXOT values can contain anything from a general average taxi time for all departing/arriving aircraft, to more complex values that consider parameters such as type of aircraft, distance between the stand and the runway, airport configuration, among others, for greater precision and predictability of operations. The different variations will be agreed through a CDM among stakeholders.
EXOT is the result of a statistical average based on historical data, determining the duration of the taxi-out time, measuring the time interval between the off-block time from the PEA and the take-off time, this time includes any delay at the holding point before take-off. EXOT enables the calculation of target take-off time (TTOT) and is used to plan the departure sequence.
EXIT is the result of a statistical average based on historical data, determining the duration of taxi-in time, measuring the time interval between the landing time and the in-block time (AIBT) to the PEA, and is used for the calculation of the estimated in-block time (EIBT), enabling the allocation of necessary resources to serve the aircraft according to the progress of the flight.
EXIT and EXOT values can contain anything from a general average taxi time for all departing/arriving aircraft, to more complex values that consider parameters such as type of aircraft, distance between the stand and the runway, airport configuration, among others, for greater precision and predictability of operations. The different variations will be agreed through a CDM among stakeholders.
In air traffic management, the application of the "first call, first served" principle often results in the establishment of an inefficient departure sequence, disregarding the needs of aircraft operators, leading to delayed flights in long queues at the runway holding point, high fuel consumption, and consequent CO2 emission.
The pre-departure sequence is the order in which aircraft are expected to leave their parking stand (PEA). The process of obtaining the pre-departure sequence begins with the input of the target off-block time (TOBT) and its updates, for which aircraft operators are responsible. Subsequently, sequencing parameters previously agreed by the A-CDM stakeholders are applied, which are validated by air traffic control. Finally, the Target Start up Approval Time (TSAT) is obtained for each flight.
The Pre-departure Sequence is the order in which aircraft are planned to leave their parking stands and does not necessarily represent the planned take-off order by ATC.
The pre-departure sequence is the order in which aircraft are expected to leave their parking stand (PEA). The process of obtaining the pre-departure sequence begins with the input of the target off-block time (TOBT) and its updates, for which aircraft operators are responsible. Subsequently, sequencing parameters previously agreed by the A-CDM stakeholders are applied, which are validated by air traffic control. Finally, the Target Start up Approval Time (TSAT) is obtained for each flight.
The Pre-departure Sequence is the order in which aircraft are planned to leave their parking stands and does not necessarily represent the planned take-off order by ATC.
Many different events, both planned and unplanned, can disrupt the normal operation of an airport and reduce its capacity below normal levels, such as adverse weather conditions, movement area maintenance, runway or taxiway closures, among others.
These events require collaborative airport management during periods of reduced capacity. This refers to procedures agreed in consensus regarding the recovery of operations and how it should be until normal capacity values are restored.
These events require collaborative airport management during periods of reduced capacity. This refers to procedures agreed in consensus regarding the recovery of operations and how it should be until normal capacity values are restored.
In cases where two or more airports have implemented A-CDM, an airport network should be established for sharing information regarding the existing milestones at each A-CDM airport. This will enhance flight predictability and improve the quality of arrival and departure information shared between A-CDM airports.
In accordance with
ICAO Document 9971 – Manual for Collaborative Air Traffic Flow Management
and
Block B0/1 A-CDM of the Global Air Navigation Plan (GANP) (Doc 9750)
, A-CDM ensures coordination among dependencies, applying collaboration to share data from surface operations between different stakeholders at the airport.
While ATFM is not a prerequisite for the implementation of A-CDM, it is clear that any form of ATFM or network operations/management will benefit from a link to A-CDM.
A-CDM constitutes, by its own characteristics, a local project focused on the airport. However, by improving coordination between stakeholders operating at a given airport, A-CDM facilitates communication with related ATS units. It also allows the exchange of information on arrival and departure flights and the link between the local A-CDM process and ATFM services. In cases where ATFM services are not available, A-CDM strengthens the link between the airport and ATC services.
Coordination between ATFM and A-CDM throughout the ground handling process is carried out through a constant exchange of messages containing flight data or other relevant data.
If a flight departing from an A-CDM airport is affected by a Ground Delay Program (GDP) and has been assigned a Calculated Take-off Time (CTOT), such Information will be incorporated into the A-CDM so that it is taken into account by all stakeholders, using the airport's resources more effectively.
The relationship between A-CDM and ATFM is equally beneficial to all systems. A-CDM contributes to increasing ATFM effectiveness through greater accuracy of planned departure times and better implementation of ATFM measures, allowing for better utilization of available capacity.
While ATFM is not a prerequisite for the implementation of A-CDM, it is clear that any form of ATFM or network operations/management will benefit from a link to A-CDM.
A-CDM constitutes, by its own characteristics, a local project focused on the airport. However, by improving coordination between stakeholders operating at a given airport, A-CDM facilitates communication with related ATS units. It also allows the exchange of information on arrival and departure flights and the link between the local A-CDM process and ATFM services. In cases where ATFM services are not available, A-CDM strengthens the link between the airport and ATC services.
Coordination between ATFM and A-CDM throughout the ground handling process is carried out through a constant exchange of messages containing flight data or other relevant data.
If a flight departing from an A-CDM airport is affected by a Ground Delay Program (GDP) and has been assigned a Calculated Take-off Time (CTOT), such Information will be incorporated into the A-CDM so that it is taken into account by all stakeholders, using the airport's resources more effectively.
The relationship between A-CDM and ATFM is equally beneficial to all systems. A-CDM contributes to increasing ATFM effectiveness through greater accuracy of planned departure times and better implementation of ATFM measures, allowing for better utilization of available capacity.
The proposed model of an organizational structure for the A-CDM is as follows:
(*) The subgroups mentioned in Figure 1 are referential and may vary according to CDM between stakeholders of the A-CDM airport.
However, each airport, according to its complexity and needs, may make variations to what is presented in this document.
(*) The subgroups mentioned in Figure 1 are referential and may vary according to CDM between stakeholders of the A-CDM airport.
However, each airport, according to its complexity and needs, may make variations to what is presented in this document.
The Steering Committee (CD) will be made up of representatives of the stakeholders.
The CD is led by the airport operator and must supervise the project objectives and manage the program in accordance with the agreed implementation plan. The CD decides on the implementation strategy and therefore on changes to the proposed Implementation Plan.
The CD will monitor the performance of the project manager (DP by its spanish initials) and may determine the need for a new DP when deemed necessary, in order to ensure the continuity of the project.
The CD will have the support of the Working Group in its decision making.
The CD is led by the airport operator and must supervise the project objectives and manage the program in accordance with the agreed implementation plan. The CD decides on the implementation strategy and therefore on changes to the proposed Implementation Plan.
The CD will monitor the performance of the project manager (DP by its spanish initials) and may determine the need for a new DP when deemed necessary, in order to ensure the continuity of the project.
The CD will have the support of the Working Group in its decision making.
CD will nominate an A-CDM operational improvements Project Manager (DP).
The DP is responsible for managing the project as a whole and works under the supervision of the CD. In addition, the DP has the authorization of the CD to develop operational procedures, for which he will work with the Working Groups and Subgroups.
The DP is responsible for managing the project as a whole and works under the supervision of the CD. In addition, the DP has the authorization of the CD to develop operational procedures, for which he will work with the Working Groups and Subgroups.
The Working Group (GT) will consist of representatives of the stakeholders and is led by the DP A-CDM who has the authority to develop operational procedures.
The GT will define the strategy for implementing operational improvements the A-CDM project. Furthermore, it will coordinate the activities of the stakeholders participating in the project, and will define changes in operating procedures with the objective of applying improvements to work methods.
The GT will define the strategy for implementing operational improvements the A-CDM project. Furthermore, it will coordinate the activities of the stakeholders participating in the project, and will define changes in operating procedures with the objective of applying improvements to work methods.
The Sub-Working Groups (SGT) will consist of representatives of the stakeholders and could include representatives of different entities, authorities or organizations, if considered appropriate. It is worth mentioning that these representatives will have the role of advisors.
The SGT has a support role to deal with all specialized matters like technical, functional or operational, among others, that are required for the implementation of the A-CDM project, in order to analyze the viability of the proposed developments or changes. Specific aspects of implementation can be delegated to SGT for analysis and mitigation.
The SGT has a support role to deal with all specialized matters like technical, functional or operational, among others, that are required for the implementation of the A-CDM project, in order to analyze the viability of the proposed developments or changes. Specific aspects of implementation can be delegated to SGT for analysis and mitigation.
Each stakeholder will designate a point of contact who will represent the company in the A-CDM project and in matters related to the implementation of the proposed improvements, and who will propose the company's representative in the A-CDM GT and SGT.
DGAC, in its capacity as an aeronautical authority, promotes the organization and rationalization of air navigation services, through the National Air Navigation Plan (PNNA) and encourages the development of safe civil aviation in Peru. In this sense, DGAC promotes the implementation of A-CDM projects, as well as adopts the measures or actions that are necessary to guarantee the regularity and efficiency of air operations.
For any additional questions regarding this AIC, direct them to the Air Navigation Technical Coordination at the email:
DGAC_ACDM@mtc.gob.pe
DGAC_ACDM@mtc.gob.pe
ICAO, through Doc. 9971 - Manual on Collaborative Air Traffic Flow Management, Part III - A-CDM
, makes available to States different milestones for A-CDM models. Each airport, based on its operational context and available infrastructure, as well as taking into account the CDM meetings held with stakeholders, may include in its planning part or all of the sixteen (16) proposed milestones, which are described below.
The proposed numbering for each milestone has been maintained.
The proposed numbering for each milestone has been maintained.
