Dublin Acdm
Dublin Acdm
Dublin Acdm
Final Document
CONTENTS
1 DOCUMENT CONTROL ................................................................................................. 4
1.1 CHANGE RECORD ........................................................................................................ 4
1.2 REVIEWERS ................................................................................................................. 4
1.3 APPROVALS................................................................................................................. 4
2 INTRODUCTION ............................................................................................................. 5
2.1 TERMS OF REFERENCE ................................................................................................ 5
2.2 PURPOSE AND FORMAT OF THIS DOCUMENT ................................................................... 5
2.3 OBJECTIVES OF AIRPORT CDM..................................................................................... 6
2.4 COORDINATION WITH THE NETWORK MANAGER ............................................................. 6
3 OVERVIEW OF A-CDM AT DUBLIN AIRPORT ............................................................. 7
3.1 INFORMATION SHARING ................................................................................................ 7
3.1.1 Information Sharing Platform – Airport Operation System (AOS) ........................ 7
3.1.2 Situational Awareness Tool – Real Time Radar View of the Operation ............... 8
3.2 THE MILESTONE APPROACH (TURN-ROUND PROCESS) ................................................... 9
3.3 VARIABLE TAXI TIMES (VTT)....................................................................................... 10
3.4 PRE-DEPARTURE SEQUENCING .................................................................................. 12
3.4.1 Introduction........................................................................................................ 12
3.4.2 Partner information exchange ........................................................................... 12
3.5 CDM IN ADVERSE CONDITIONS ................................................................................... 13
3.6 COLLABORATIVE MANAGEMENT OF FLIGHT UPDATES .................................................... 13
4 DUBLIN AIRPORT A-CDM PROCEDURES................................................................. 14
4.1 CORRELATION OF FLIGHT INFORMATION ...................................................................... 14
4.2 AIRPORT SLOT DISCREPANCY ..................................................................................... 14
4.3 AIRPORT SLOT MISSING ............................................................................................. 14
4.4 NETWORK SLOT TOLERANCE WINDOW (STW) ............................................................... 14
4.5 FLIGHT PLAN MISSING ................................................................................................ 15
4.6 CONTACT POINTS ...................................................................................................... 15
4.7 TARGET OFF-BLOCK TIME (TOBT) ............................................................................. 16
4.8 WHO IS RESPONSIBLE FOR UPDATING TOBT? ............................................................. 17
4.9 TOBT INPUT AND ADJUSTMENT .................................................................................. 18
4.10 DEVIATIONS FROM TOBT AND EOBT ....................................................................... 19
4.11 TOBT DELETION OR CHANGE .................................................................................. 19
4.12 POTENTIAL TOBT ALERTS ...................................................................................... 21
4.13 TARGET START UP APPROVAL TIME (TSAT) ............................................................. 21
4.14 TSAT CHARACTERISTICS OVERVIEW ....................................................................... 21
4.15 HOW DO YOU ENSURE YOU GET A TIMELY TSAT ........................................................ 22
4.16 HOW DO YOU UPDATE THE TOBT FOLLOWING ISSUE OF TSAT? ................................. 22
4.17 APART FROM CHANGES IN DATA, CAN I LOSE MY TSAT FOR OTHER REASONS? ............. 23
4.18 TSAT REPORTING CHANNELS ................................................................................. 23
4.19 UPDATE OF TSAT................................................................................................... 23
4.20 EARLY READY ........................................................................................................ 24
4.21 POTENTIAL AIRPORT A-CDM ALERTS ....................................................................... 24
4.22 START- UP AND PUSH BACK - THE ROLE OF FLIGHT CREW ......................................... 24
4.22.1 TOBT / TSAT .................................................................................................. 24
4.22.2 Pushback and/or Start – Dublin ATC .............................................................. 25
4.22.3 Pushback Procedures - Dublin ....................................................................... 25
4.22.4 Push and hold Procedures ............................................................................. 25
DUB A-CDM Operational Procedures_v7.3 2|Page
4.23 DELAY CODES ........................................................................................................ 25
5 DEPARTURE PLANNING INFORMATION (DPI) MESSAGES.................................... 26
5.1 PURPOSE OF A DPI .................................................................................................... 26
5.2 DPI BENEFITS ........................................................................................................... 26
5.3 DPI MESSAGE TYPES ................................................................................................ 27
5.4 DPI MESSAGE TIMING ................................................................................................ 27
5.5 TOBT/EOBT CHANGES POST FULL A-CDM AND DPI NETWORK INTEGRATION ................ 28
6 A-CDM ALERTING AT DUBLIN AIRPORT .................................................................. 29
7 USE CASE .................................................................................................................... 31
8 CONTINGENCY PROCEDURES.................................................................................. 33
8.1 EFS OR PDS OR A-SMGCS FAILURE; ........................................................................ 33
8.1.1 The ADM will undertake the following actions; .................................................. 33
8.1.2 EFS or PDS or A-SMGCS resumption of A-CDM; ............................................. 33
8.1.3 The ADM will undertake the following actions; .................................................. 34
8.2 AOS SCHEDULE OR UNSCHEDULED SYSTEM OUTAGES; ................................................. 34
8.2.1 The IAA Station Manager will carry out the following actions: ........................... 34
8.2.2 AOS resumption of service; ............................................................................... 35
8.2.3 The IAA Station Manager will carry out the following actions: ........................... 35
8.3 DAA / IAA INTERFACE FAILURE OR PARTIAL FAILURE (AFTN, IB, ETC); ............................ 35
8.3.1 The ADM will undertake the following actions; .................................................. 36
8.3.2 daa / IAA interface resumption of A-CDM;......................................................... 36
8.3.3 The ADM will undertake the following actions; .................................................. 36
8.3.4 The IAA Station Manager will carry out the following actions: ........................... 36
8.4 AIRLINES / HANDLING AGENT IT FAILURE; .................................................................... 37
8.4.1 Resumption of Airlines / Handling IT interface................................................... 37
8.5 AOS MOBILE APP FAILURE; ......................................................................................... 37
8.5.1 Resumption of AOS mobile app ........................................................................ 37
8.6 ADVERSE WEATHER; .................................................................................................. 37
8.6.1 The IAA Station Manager will carry out the following actions: ........................... 37
8.6.2 The ADM will undertake the following actions; .................................................. 38
8.6.3 Resumption of service after adverse weather; .................................................. 38
8.6.4 The ADM will undertake the following actions; .................................................. 38
8.6.5 The IAA Station Manager will carry out the following actions: ........................... 38
8.7 GENERAL NOTE;......................................................................................................... 38
8.8 DAA IT – INCIDENT LOGGING FOR ACDM; ................................................................... 39
9 A-CDM WEBPAGE ....................................................................................................... 40
APPENDIX A – REFERENCES & INFORMATION SOURCES.......................................... 41
APPENDIX B – PUSH AND HOLD PROCEDURES .......................................................... 42
1.2 Reviewers
Name: Description:
Robert Hilliard Director of strategic projects, Dublin Airport
Patrick Tarrant IAA manager FDP systems & A-CDM project manager, IAA
David A-CDM business project manager, Dublin Airport
Reddington
Mary Herbert A-CDM IT project manager, Dublin Airport
Robbie Reid & AOS & stand allocation experts, Dublin Airport
Ciaran Martin
Stephen Byrne Station manager, Dublin ACC, IAA
Kate Ross ATM specialists, operational requirements domain, IAA
Declan Airport applications support, airport systems
Aylward
Jean Halpin Head of forecasting and capacity analysis, Dublin Airport
A-CDM Representatives from aircraft operators, handling agents, IAA,
Steering Group and Dublin Airport
1.3 Approvals
Date: Approval: Version: Comments:
26/02/2018 Steering G. 7.3 Final draft sign-off
31/03/2016 Steering G. 7.1 Draft sign-off
A-CDM is being developed with our core operational business partners to share and
update data in a common operational system, to optimise the airport turn-round
process of a flight, make collaborative operational decisions, help reduce delays and
ensure resources are coordinated as efficiently as possible.
The key feature of A-CDM is that it will link the European Air Traffic System and the
Airports’ systems for the first time to help minimise delays at airports, improve
punctuality and enhance ATFM slot management across Europe. Implementation of
A-CDM will follow the Milestone approach as recommended by EUROCONTROL.
The detailed terms of reference for this project are outlined in Airport A-CDM
Implementation Manual v5 – March 2017 (a EUROCONTROL publication):
http://www.eurocontrol.int/sites/default/files/publication/files/airport-cdm-manual-
2017.PDF
• Define the operational and local departure planning procedures and clearly
define associated responsibilities.
The basic procedures for cooperation between airlines / handling agents and / or
Dublin Airport and NMOC remain the same. Furthermore, all estimated departure
times are automatically transmitted to the NMOC during the turn-round process. In
case of delays caused by the airlines, the common CTOT allocation mechanisms
apply. These allocation mechanisms are confirmed and/or refined via DPI
messages. The NMOC determines and allocates the CTOT based on these
estimated departure times, i.e. DPI’s.
• Target Off-Block Time (TOBT), which will be input by the airlines and handling
agents and forward onto ATC Dublin.
3.1.2 Situational Awareness Tool – Real Time Radar View of the Operation
In 2010, Dublin Airport and the IAA collaborated to provide a real-time radar view of
the operation to our base aircraft operators and handling agents in Dublin Airport.
This tool provides stakeholders with a view of flights at or on approach to Dublin
Airport and fed from the IAA live radar.
The provision of this tool was widely welcomed by all A-CDM partners.
Quote from airline user: ‘This tool allows us to monitor aircraft on the aprons,
taxiways and on approach
and helps us to mobilise
manpower accordingly. It is
a particularly valuable tool
during times of disruption as
it helps us plan ahead and
re-allocate resources more
efficiently.
Figure 2: Sample display of the situational awareness tool (opsview) at Dublin Airport.
The Milestone Approach combined with the information sharing element is the
foundation for all other concept elements and Dublin will follow this best practice
approach in implementing A-CDM.
For arrivals at Dublin, an Estimated taXi-In Time (EXIT), added to the Estimated
Landing Time (ELDT), will provide an accurate Estimated In-Block Time (EIBT)
which will benefit stand and gate planning, pre-departure sequencing and ground
handling resource management.
In return for the above and the full A-CDM implementation we will all benefit from
more realistic and less constraining Calculated Take Off Times (CTOTs) that are
currently experienced via absolute and inaccurate use of standard taxi-times for
different scenarios.
3.4.1 Introduction
In most situations in air traffic management today, the principle of “first come first
served” is applied. The result is that flights may be pushed back in an order that is
not the preference of the Aircraft Operators.
Based on TOBTs and the operational traffic situation on the aprons, taxiways and
runways, the Pre-Departure Sequencer (PDS) will calculate a TSAT which places
each aircraft in an efficient pre-departure sequence (off-blocks), standardising start-
up and push-back procedures. This results in enhanced traffic flows towards the
runways and improves on today’s “first come first served” method.
Once a new or updated TOBT is inserted by the aircraft operator (AO) or handling
agent (HA), the generic processes perform consistency checks and send out alerts in
case of discrepancy. A TSAT is derived and issued 40mins prior to TOBT.
• Comparing the airport Scheduled Off-Block Time (SOBT) for the outbound
flight with the Estimated Off-Block Time (EOBT) in the ATC flight-plan i.e.
matching the ICAO flight plan reference with the IATA flight number from the
airport slot co-ordinator.
This comparison is made as soon as a flight plan is received. If the ATC flight plan is
filed at a later stage, the commencement of the A-CDM procedure is postponed to
that time.
For short notice ad hoc slot requests outside of the airport slot coordinator hours,
applicants should contact the stand allocation, contact details are as follows:
Stand Allocation Unit,
Level 5, Terminal 1,
Dublin Airport
Tel: +353 (0)1 8144352
E mail: [email protected]
The TOBT, is the time that an aircraft operator / ground handler estimates that an
aircraft will be ready, all doors closed, boarding bridge removed, push back
vehicle available, de-icing complete and ready to start up / push back
immediately once cleared by ATC.
Airlines / Ground Handlers are responsible for the update of the TOBT.
The aim of TOBT is to provide a timely, accurate and reliable estimate of an aircraft
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
the aircraft on the ground.
A TOBT can be anticipated before the aircraft lands or during the turn-round process.
It is important that TOBT estimates should be as accurate and reliable as possible.
This will ensure that the Target Start-Up Approval Time (TSAT) calculated by the
PDS in respect of TOBT to sequence the flight for departure, can be complied with. If
the TSAT cannot be complied with, the flight will lose its place in the sequence and
an updated TOBT will have to be processed by the AO or HA to re-sequence the
flight. After TSAT issue the TOBT can be updated up to three times. If a fourth
update is required the flight will be removed from the sequence and re-sequenced.
Within 20 minutes of TSAT, improvements to the TOBT can be inserted, but no
improvement to TSAT will be available. This is to ensure the stability of the departure
sequence.
Sources of TOBT:
The TOBT will come from either one of the following:
1. AOS defaulted. In the event that no TOBT has been input for a flight
at SOBT -90minutes, the system will default the TOBT to EOBT, unless the
linked arrival flight has an ELDT, and the ELDT -30mins is greater than SOBT
+90mins, in which case the TOBT will be set at this time.
The Airlines or their Handling Agents have the accountability to ensure that
timely and accurate TOBTs are input. Airlines may choose to delegate this
formal service to their Handling Agents, however ultimately, they are
responsible for ensuring that:
Airlines and Ground Handlers must ensure that they have an active systemised
means to update TOBT. The Pre-departure sequencer will calculate the TSAT
and this time will be available in the AOS. It is the responsibility of the AO / HA
to ensure each flight crew has the correct TOBT & TSAT assigned to it.
4. The TOBT can be adjusted as often as necessary until the TSAT has
been issued i.e. at TOBT – 40mins.
5. After TSAT issue, the TOBT can be updated three times without losing
priority in the pre-departure sequence. If a fourth update is required the
flight will be removed from the sequence and re-sequenced. Within 20
minutes of TSAT, improvements to the TOBT can be inserted, but no
improvement to TSAT will be available. This is to ensure the stability of
the departure sequence.
6. It should be noted that after the issue of the TSAT, any subsequent
change to TOBT may trigger a new TSAT. This is to ensure fairness and
equity across the community for those flights ready to enter the pre-
departure sequence. Note: TSATs will be issued by the IAA pre-departure
sequencer and will be displayed in the AOS system.
If the TOBT deviates from the EOBT of the ATC flight plan by more than 15
minutes, the airline shall initiate an additional flight plan delay message. This
new EOBT must be based on the last and valid TOBT anticipated as the
departure time. This is as per current procedures.
In case of delays (> 5 minutes) after ATC clearance has been received and /
or a call ready at TOBT has been made, the pilot should inform ATC of the
delay and a new TOBT must be issued by the Aircraft agent. If a TSAT
changes post clearance, ATC will communicate the revised TSAT verbally to
the pilot. A revised DCL message will not be issued, post ATC clearance.
At 09:40
At 09:55
Example B
At 09:40
At 09:55
Consequently, the aircraft was removed from the departure sequence and TSAT is
blanked out on screen to the user.
The time provided by PDS, takes into account the TOBT, CTOT, VTT, runway in
use, and the traffic situation that an aircraft can expect start up / push back
approval.
• TSAT can be up to 5 minutes before its TOBT, e.g. TOBT = 10:00 and TSAT
could = 09:55. Pilots will be notified of their TSAT by their Airline / Handling
Agent.
• Based on the TSAT, ATC will endeavour to ensure start-up clearance subject
to the traffic situation (see start-up request section below).
If there are gaps in the data, no TSAT will be displayed and the aircraft will NOT
be sequenced.
2. If information is amended, to the key fields, this may affect the original allocated
TSAT.
If a TSAT already exists from (-)40mins to TOBT, and if there are any
subsequent changes to either, IFPLID (Flight Plan), CALL SIGN, AIRCRAFT
TYPE, SID, CTOT or departure runway, this may trigger the generation of a new
TSAT. For example; if a new CTOT is issued, then the existing TSAT may be
replaced with a new TSAT.
If any changes to the TOBT are made after the initial TSAT has been calculated
(maximum 3 changes), a new TSAT may be generated. The latest TSAT will be
displayed in the AOS. On the forth TOBT change, the TOBT time must be
deleted from the AOS system and re-entered. Once a forth TOBT is entered a
new TSAT will be issued.
Yes. When procedures have not been followed by the flight crew this may
generate a loss of the existing TSAT. Namely, if ATC calls Aircraft at TSAT
+5minutes and no reply is received or the aircraft is not ready to start, ATC will
not push the aircraft until a new TOBT is received and a new TSAT generated.
A new TSAT will be generated when a new TOBT is received from the AO or
HA.
Pilots will be advised by ATC that they must contact their company for a new
TOBT to be entered.
Optimal TSAT
In the case of regulated flights with a distant CTOT (i.e. TOBT 1200 CTOT
1345), PDS will calculate a TSAT to meet that CTOT and will continuously seek
to improve the CTOT through automated dynamic communication with the
Network Manager. If the CTOT is advanced a new TSAT will be calculated to
allow the aircraft to meet this. The pilot should contact the appropriate ATC
frequency for start as usual at TOBT -/+5mins and any subsequent changes to
TSAT, will be issued to the pilot by ATC.
NOTE: For flights with a regulation (CTOT), the AO / HA should not amend their
TOBT (e.g. to advise the outstation of a late DUB Departure) unless they have
consciously decided to potentially delay the departure.
The Pilot shall ensure that the flight is ready to depart at TOBT (window of -/+5
minutes). The AO / HA must update the TOBT in AOS if the flight is not ready within
this window. Prior to reporting ready to ATC at TOBT +/-5 minutes it is responsibility
of the AO / HA to issue the TSAT to the Pilot. The current TSAT will also be included
in DCL messages. If a TSAT changes post clearance, ATC will communicate the
revised TSAT verbally to the pilot. A revised DCL message will not be issued, post
ATC clearance
The Pilot will contact the appropriate ATC frequency and report ready to start
at -/+ 5 minutes of TOBT. Following this call, ATC will either approve Start Up
or advise to wait until TSAT. Once the pilot reports ready for push and start at
TOBT (+/-5mins), there is no requirement for the TOBT to be updated, if the
flight is required to wait on stand to comply with TSAT. If subsequently a flight
is unable to meet its TSAT, a new TOBT is required (+/-5mins of TSAT).
If a TSAT expires;
• Dublin ATC will advise the pilot that a new TOBT is required by his
Airline / HA.
• Aircraft will not be allowed to depart until a valid TOBT is entered and a
revised TSAT is issued.
A new delay code for A-CDM is being discussed at a European level. Until this new
delay code comes in, delays should be recorded in the normal way, i.e. under
existing delay codes.
• Allow the Network Manager to understand the A-CDM Airport constraints for a
given flight and to take them into account in its own processes.
• Allows the best adjustment between Dublin Airport and ATC capacity.
• Provide more accurate timing of the traffic, enabling automatic processes such
as slot allocation to be more effective.
• Enables airlines to get a better view of their respective fleet situation before
the departure of flights (especially when Dublin is an out-station).
E-DPI Early DPI First DPI message that is sent from Dublin Airport to
the NMOC notifying the Estimated Take Off Time
(Sent @ EOBT
(ETOT).
(-) 3Hrs)
T-DPI-t Target DPI This DPI message is sent from Dublin Airport to the
target NMOC, providing a provisional TOBT, calculated by
the system, not yet acknowledged by the Aircraft
(Sent @ EOBT
Operator (or their agent).
(-) 2Hrs)
T-DPI-s Target DPI This DPI message is sent from Dublin Airport to the
sequence NMOC when; (a). For Regulated flights; once a TSAT
(Sent @ TOBT is generated. (b) For Non regulated flights; following
any changes to TTOT, SID etc.
(-)40Mins)
A-DPI ATC DPI DPI message sent from Dublin Airport to the NMOC
(Sent @ AOBT) notifying them of the TTOT, between ATC time of pre-
departure sequencing and Actual Take off Time
(ATOT).
C-DPI Cancel DPI This message informs the NMOC that a previously
sent DPI is no longer valid.
• via DPI (T-DPI-t, T-DPI-s and/or E-DPI) from the A-CDM / IAA interface
reflecting the TOBT.
Upon receipt of a revised T-DPI-t, the Network Manager will assess the network
impact and in some cases a flight may get a new CTOT or become suspended.
Experience from A-CDM airports show that if additional delay occurs, the
Network Manager may find a new CTOT within minutes.
Post full integration we must remember that, DLA messages are often sent at the
very last moment while TOBT updates are sent earlier. This early reception of the
TOBT / TSAT gives the Network Manager time to find CTOT improvements.
If the NMOC receives a DLA / CHG with a new EOBT after a T-DPI-t, then they will
automatically compare the content of the TOBT field, with the new EOBT.
It is therefore important that the EOBT and TOBT are kept in close alignment post
full A-CDM integration.
Alerts will be automatically generated within the AOS system and issued to users for
resolution after an inconsistency is detected. A-CDM alerts and their short
description are set out below:
ETH500/ET500
CDM02
17/03/2017 0135UTC
DUB/EIDW
ATC Flight Plan ETH500/ET500 EOBT 17/03/2017 0535 (UTC) is not consistent with
Airport Slot SOBT 17/03/2017 0520 (UTC).
Immediate update of Airport Slot or ATC Flight Plan EOBT needed.
OK
DUB/EIDW
CDM10
EIN23H/EI236
12/01/2018 1604 UTC
EIN23H/EI236 TOBT was rejected or deleted.
New TOBT is required.
NOTE: THE AIRPORT CDM PROCESS IS SUSPENDED UNTIL A NEW TOBT IS
RECEIVED.
OK
Widening of the CTOT Slot ATC: Contact NMOC and put in request to
Tolerance Window; widen CTOT slot tolerance window. If NMOC
confirms this, ATC shift leader should contact
The normal A-CDM slot DUBLIN AIRPORT and inform of the widening
tolerance window defined by of the slot tolerance window.
NMOC is (-)5, +10min from
CTOT. In adverse conditions, DUBLIN AIRPORT: Insert the new slot
ATC can widen this window tolerance window into the A-CDM system.
following agreement with
Network Managerif the normal PDS: Must conform sequence to the NMOC
time window is not sufficient. CTOT.
In this event, the IAA Station Manager will carry out the following actions:
• Inform the Dublin Airport ADM that A-CDM has been suspended
• Inform the AO / HA’s that A-CDM has been suspended via text messages,
Email, or by phone.
• Remind the AO/HA’s that TOBTs should continue to be input to the AOS to
enable the resumption of A-CDM operations, as soon as possible
• Inform the Stand Allocation Unit to switch off DPI sending in AOS.
• Inform daa IT
The IAA Station Manager and daa ADM will agree the time for the resumption of A-
CDM.
In this event, the IAA Station Manager will carry out the following actions:
• IAA will inform ADM that their systems are back on-line.
• Inform the AO / HA’s that A-CDM will be resumed via text messages, Email, or
by phone.
• Inform the Stand Allocation Unit to switch on DPI sending in AOS at the
agreed time.
• Inform daa IT
• Inform IAA and AO / HA’s that AOS has failed and A-CDM has been
suspended via text messages, Email or by phone.
8.2.1 The IAA Station Manager will carry out the following actions:
The IAA Station Manager and daa ADM will agree the time for the resumption of A-
CDM.
• Inform the AO / HA’s that A-CDM will be resumed via text messages, Email, or
by phone.
• Inform the Stand Allocation Unit to switch on DPI sending in AOS at the
agreed time.
• Inform daa IT
8.2.3 The IAA Station Manager will carry out the following actions:
8.3 daa / IAA interface failure or partial failure (AFTN, IB, etc);
In this event, the IAA Station Manager will carry out the following actions:
• Inform the Dublin Airport ADM that A-CDM has been suspended
• Inform the AO / HA’s that A-CDM has been suspended via text messages,
Email, or by phone.
• Inform the Stand Allocation Unit to switch off DPI sending in AOS
• Inform daa IT
The IAA Station Manager and daa ADM will agree the time for the resumption of A-
CDM.
• Inform the AO / HA’s that A-CDM will be resumed via text messages, Email, or
by phone.
• Inform the Stand Allocation Unit to switch on DPI sending in AOS at the
agreed time.
• Inform daa IT
8.3.4 The IAA Station Manager will carry out the following actions:
If the I.T. interface between AO / HA systems and AOS fails, the AO / HA must insert
A-CDM data directly into AOS and undertake the following actions;
• Inform daa IT
• The ADM will inform the AO / HA’s that the AOS mobile app service is down
via text messages, Email, or by phone
• AOS mobile app users should insert / view A-CDM data into AOS rich client
• daa IT will inform the ADM that the AOS mobile app is back in operation.
• The ADM will inform the AO / HA’s that the AOS mobile app service has
resumed via text messages, Email, or by phone
In the event of adverse weather, the ADM and IAA Station Manager may agree to
suspend A-CDM. Low visibility operations will not normally lead to a suspension to
A-CDM.
8.6.1 The IAA Station Manager will carry out the following actions:
• Inform the AO / HA’s that A-CDM has been suspended via text messages,
Email, or by phone.
• Inform the Stand Allocation Unit to switch off DPI sending in AOS.
The IAA Station Manager and daa ADM will agree the time for the resumption of A-
CDM.
• Inform the AO / HA’s that A-CDM will be resumed via text messages, Email, or
by phone.
• Inform the Stand Allocation Unit to switch on DPI sending in AOS at the
agreed time.
8.6.5 The IAA Station Manager will carry out the following actions:
For other reasons outside the list above, the daa ADM and the IAA Station Manager
may suspend A-CDM, if they deem necessary.
The following daa IT numbers should be used to report all A-CDM incident;
DAA IT: Availability: Contact:
The A-CDM website went live in April 2016. On this webpage, you will find;
• Useful documents
• Training (E-learning)
• Contact details
If you experience any technical issues with the DUB A-CDM webpage, please
contact the Dublin Airport IT Service Desk on 00353 1 8141441.
END