List of airport terms

Off-block time meant to be displayed to passengers or generally made public. It is meant to be used with SOBT to control when changes from the schedule is shown, and how often and by how much the estimate changes. Airport specific rules decide the content of PublicOBT.

Always UTC time.

In-block time meant to be displayed to passengers or generally made public. It is meant to be used with SIBT to control when changes from the schedule is shown, and how often and by how much the estimate changes. Airport specific rules decide the content of PublicIBT.

Always UTC time.

Landing time from the airline operating the flight leg, or from a representative of that airline (typically a handler). This represents the airlines view.

Always UTC time.

Off-block time from the airline operating the flight leg, or from a representative of that airline (typically a handler). This represents the airlines view.

Always UTC time.

In block time from the airline operating the flight leg, or from a representative of that airline (typically a handler). This represents the airlines view.

Always UTC time.

Gate information meant to be shown to the public. Will either not exist (have no value) or be identical to GateDeparture.

PublicGateDeparture is meant to be displayed to passengers or generally made public. It is meant to be used to control when passengers move to the departure gate.
PublicGateDeparture is controlled by airport specific logic. 

The Gate an outgoing flight leg uses. Departure data for the flight leg.

Installation/customer specific set of flight service types. Typically used when the defined set in FlightServiceType isn't specific enough. Encoded as integer to clearly separate it from FlightServiceType.

FuelRamp indicates the kilogram of fuel that is requested. Can be negative, for instance if aircraft has to unload fuel before going to a hangar.

For attributes that are some sort of distance that are measured in millimeters.

An IATA or ICAO airline code that this airline can operate as. 

For an arriving flight leg, the UniqueFlightLegId of the linked departing flight leg.

For a departing flight leg, the UniqueFlightLegId of the linked arriving flight leg.

The Gate an incoming flight leg uses. Arrival data for the flight leg.

System specific value indicating the type of a customer, typically identified by CustomerId.

Status of a specific system (SystemName). Typically used for reference data.

Specific name of a system. Typically used for reference data.

System specific identifier of a party, typically a company, but can be a person.

System specific usage. Typically to indicate that the relevant data set is test data. 

The actual noise certificate. 

NOx emissions. The sum (in grammes) of the amounts of the nitric oxide and nitrogen dioxide that an aircraft of this type typically emits during the LTO (landing-takeoff) cycle under normal operating conditions.

Indicates if the Aircraft has winglets or not. Used for instance in rules for Aircraft parking.

The source of the AircraftMTOW for a given Aircraft. This will typically be from Aircraft type reference data (AircraftTypeIataCode, AircraftTypeIcaoCode) or from more specific documentation for this Aircraft body. 

The source of the AircraftSeatingCapacity (number of seats) for a given Aircraft. This will typically be from Aircraft type reference data (AircraftTypeIataCode, AircraftTypeIcaoCode) or from more specific documentation for this Aircraft body.

System specific information that indicates the source of an actual data element (attribute | entity).

An Airport/System specific group this Aircraft belongs to. Used for instance to simplify rules for Aircraft parking.

"2 or 3 character code as designated by the International Civil Aviation Organisation (ICAO) to uniquely designate an airline operator. Local (non-ICAO) codes can be added as required as long as they are unique for airline operators within the defined context.

ICAO defined code for the company owning the aircraft. Ex: SAS, NAX. Two or three characters. IATA and ICAO codes can be identical. The ICAO standard uses 3 character codes, but in cases where no ICAO standard code exists, an alternative code can be used. This can often be the 2 character IATA code if one exists.

Reference Document: ICAO document 8585"

IATA based identifier for this flight, usually issued long before the flight actually takes place.

FlightId is normally the concatenation of OperatingAirlineIATA, FlightNumber and OperationalSuffix.

FlightId typically identifies a flight to the majority of systems, but it is not unique across time. It's unique only in conjunction with FlightDepartureDate.

Exception: Some airlines use their ICAO code (OperatingAirlineICAO) instead of OperatingAirlineIATA. This might be because they aren't an IATA member or because they just prefer the ICAO code. Regardless, this means that it is allowed to use OperatingAirlineICAO as part of FlightId.

FlightId is then defined as the concatenation of AirlineIATAorICAO, FlightNumber and OperationalSuffix.

IATA code which uniquely defines an airport. Where an official IATA code does not exist for an airport, it is the standard to use the ICAO code. Where neither exist, pseudo-codes can be created if required (e.g. oil rigs, grass strips, etc.)
The standard codes are defined in the ""Airline Coding Directory"".

ICAO code which uniquely defines an airport. Where an official ICAO code does not exist for an airport, it is the standard to use the IATA code. Where neither exist, pseudo-codes can be created if required (e.g. oil rigs, grass strips, etc.)
The standard codes are defined in ICAO Document 7910.

Also known as WOOP, weeks of operation. Allowed values are:

• 1: The ScheduleFlightDays pattern repeats every week.
• 2: The ScheduleFlightDays pattern repeats every second week. ScheduleStartDate is always in the first week the pattern applies.

A rate of change measured as millimeters per hour.

Codes describing the contaminant type affecting the RunwaySurfaceConditionCode. For example frost, ice, snow slush or standing water.

The estimated number of passengers and passive crew on board the plane, infants excluded. 
Estimated value for PaxSeatedOnBoard.

Proposal

Identifies the party, typically a company, that operates something. 

Identifies the party, typically a company, that owns something. 

The name string as it appears on a ticket. Can contain multiple names.

A textual description of ServiceErrorCode.

An integer code representing a service specific error. The actual values are described in the service definition.

List of text codes indicating valid type(s) of identification that may be required for the specified carrier. Typically used to identify passengers when dropping a bag at a self serve bag drop station. Legal values are system specific.

Identifies a load unit type aircrafts. Typically used for baggage and cargo.
See https://vrr.aero/knowledge-center/uld-info/uld-id-code/ and https://en.wikipedia.org/wiki/Unit_load_device for details.

Identifies an actual load unit, ref. LoadUnitType.

The relevant flight leg has been deleted, not cancelled. 

Estimated arrival time for something at the relevant location.

The maximum weight, in Gram, a bag can be before it must be sent as special (oversize, overweight) baggage.

The weight of any BHS tub used. To compensate for total weight at airports where tub is used. The BhsTubWeight will be substracted from the bag weight.

Weight tolerance margin (gram) between subsequent weight requests. The different measurements must be within BhsStableWeightTolerance to be accepted.

Number of weight requests to provide stable weight (will be 1 if bag drop scale always delivers stable weight). 

Weight tolerance margin (gram) to be subtracted from measured stable weight.  

The interval (duration) between multiple (BhsStableWeightRequests) weight requests to provide stable weight.

The BagLocation where this batch is to be loaded. 

Unique identifier, for a given period of time, that identifies a batch of bags on a given airport. 

TimestampUTC when the relevant BHS batch event occurred.

Descriptive text for an event (BhsBatchEventCode) that happened to a BHS batch. The descriptions are system specific, and there can be multiple descriptions for the same BhsBatchEventCode.

Code for an event that happened to a BHS batch, typically identified with BhsBatchId. Some events are predefined, see "Legal values" below. Other, system specific, events can be added as needed.

The number of bags in a batch, at a given point in time.

The precise weight, in Gram, of a bag.

The FlightDepartureDate of the flight the bag is planned to depart on from a given airport. Always DateUTC. 

A codes indicating the status of a bag check in attempt. Legal values are system specific.

The number of the flight.
Unique for one day within one operator, but not necessarily unique across operators. The part of the FlightId excluding the operator code (see "OperatingAirlineIATA"). This is sometimes referred to as the "Trip Number". Reference: IATA Standard Schedules Information Manual, Feb 1997, 2.2.62. Flight Numbers are assigned by a carrier as a multi-purpose reference in connection with the planning and control of the operation of flights.

The maximum bag weight, one individual bag, this carrier supports.

Additional information about which detailed type of SSM this is.

Additional information about which detailed type of ASM this is.

XML date always in UTC.

The numeric, SYNOP, code describing the present weather condition. 
See Present Weather Codes, WMO SYNOP 4680, WMO 4678 for SYNOP codes.

The SYNOP code representing the weather condition for the last 60 minutes. 

The numeric code for the weather condition the last 60 minutes. 

The SYNOP code representing the weather condition for the last 15 minutes. 

The numeric code for the weather condition the last 15 minutes. 

The SYNOP code for the current weather condition. 

The numeric code for the current weather condition. 

The character code describing the present weather condition. 
See Present Weather Codes, WMO SYNOP 4680, WMO 4678 for the character codes.

A GUID identifying a a transaction in some context. This will often be multiple operations that are related in some way.

Identifies an airspace volume.

The description associated with TrafficVolumeId

Booking status related to this service request

Additional information about the service request.

Gives the intensity of the precipitation, measured as millimeters per hour. 

A GUID identifying a passenger in some context.

Is the relevant DCS supported in some context.

Is a DCS that is supported (DcsIsSupported) actually available at the current time.

The thickness of a cloud directly above the airport, measured in Foot.

The distance to a cloud layer above the airport, measured in Foot above the airport. 

Indicates how much of the sky that is covered by the cloud layer. Measured in oktas, see Wikipedia: Okta

The distance to the bottom of a cloud directly above the airport, measured in Foot above the airport.

A globally unique identifier (GUID), 128 bit, with standard ASCII encoding (32 hex numbers and 4 hyphens). See https://en.wikipedia.org/wiki/Universally_unique_identifier for details.

A GUID identifying a bag in some context.

Gives an angle as the number of degrees. Legal values are 0 - 359. 

Number of millimeter water that has been accumulated since the last clearing of the value. When the value is cleared is system dependent.

Number of millimeter of snow that has been accumulated since the last clearing of the value. When the value is cleared is system dependent.

Defined by Eurocontrol as "A unique flight plan identifier, assigned by the IFPS". Two letters followed by eight digits.

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How many degrees to the left (counter clockwise) of WindDirectionMean has the wind come from in the given period.

How many degrees to the right (clockwise) of WindDirectionMean has the wind come from in the given period.

The maximum weight the BHS can accept.

The minimum weight the BHS can accept.

Text string identifying a transition level. Examples: "TL45", "TL120". 

Minimum wind speed in a given period.

Mean wind speed for a given period.

Maximum wind speed in Knot for a given period.

Wind speed measured in knots  ( nautical mile/h, 1852m/h) as this is the ICAO standard.

The wind speed in Knot at a given time.

The mean direction the wind is blowing from for a given period.

Indicates that there has been an abrupt and large shift in WindDirection in the period. The WindDirectionMean does not apply to the whole period.

The direction the wind is blowing from at a given time.

The direction the wind is blowing from. Legal values are 0 - 359 (inclusive and clockwise) and is given relative to magnetic north.

The minimum visual range, in Meter, for a given period.

The mean visual range, in Meter, for a given period.

The maximum visual range, in Meter, for a given period.

The visual range, in Meter, at a given time.

The minimum visibility, in Meter, for a given period.

The mean visibility, in Meter, for a given period.

The maximum visibility, in Meter, for a given period.

The visibility, in Meter, at a given time.

When there isn’t a distinct cloud boundary and the obscuration is all the way to the ground, then vertical visibility is used to provide the pilot with an indication, in Foot, of how far one can see vertically.

Indicates the minimum temperature for a given period.

Indicates the mean temperature for a given period.

Indicates the maximum temperature for a given period.

Indicates the temperature at a given time.

This is a code that defines how slippery the runway is. The code is defined by FAA, ref: Runway Condition Assessment Matrix

A boolean value indicating the presence of drifting snow on the runway.

The width, in meters, of the runway area that is clear of contamination.

The type of the sensor identified by SensorName.

The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL), given in feet.

The height, in Meter, above (or below) a (fixed) reference point. The reference point can be mean sea level (MSL) or some geographical point. As the reference point is not strictly defined it must be defined where used. NB! For aircraft Altitude is used.

Date part of SOBTlocal.

The current status of a given sensor. Is it operational or not. 

Short text describing the placement of sensor SensorName. For instance: "200 meters before runway 1".

Short name for a sensor of some type. Must be unique for one airport.

Descriptive text describing the SensorName sensor. Can include brand and other relevant information.

SecurityContext defines the security context of something. Typical use is adding user name to a transaction, and then doing something in the context of that user.

A section of the runway that is exactly one third of the runway length. The runway sections are named A, B and C. Section naming starts at the lowest runway name (number).

The Runway that is in use at a given time.

The "status" of reference data, typically associated with a flight leg. Used to indicate if any reference data is missing or not existing.

Radiotelephony callsigns are used in communication between pilots and air traffic management. RadioCallsign can be of different types, but all are strings of limited length. Usually the RadioCallsign stay the same during a flight leg, but it can change for a (short) period, typically at the request of an air traffic controller.

The pressure set on the subscale of the altimeter so that the instrument indicates its height above sea level. The altimeter will read runway elevation when the aircraft is on the runway.

QFF is the current air pressure at the measuring site (for ex. aerodrome/airport), reduced to the sea level. It is used in the field of meteorology in order to compare the air pressures of different places at different heights.

The pressure set on the subscale of the altimeter so that the instrument indicates its height above the reference elevation being used. The reference elevation will typically be the highest point at the runway. The altimeter will then read '0' at the highest point at the runway.

The pressure characteristic is an indication of how the pressure has been changing during that specified period of time, for example, decreasing then increasing, or increasing and then increasing more rapidly.
See "pressure tendency" for more information.

The pressure change is the net difference (absolute value) between pressure readings at the beginning and ending of a specified interval of time, often 3 hours.
See "pressure tendency" for more information.

The time a measurement, typically from a sensor, was taken.

The relative humidity, in Percent, at a given time.

Indicates the dewpoint in Celsius at a given time.

The SI or metric unit of measurement for barometric pressure is the hectopascal (hPa). 1 hPa = 1 mb (millibar).

The current air pressure in BarometricPressure at the airport.

IATA SSIM Appendix C Service Types.

Identifies one runway, including direction. It consists of the compass direction (by 10 degrees per scale) and optional Left/Centre/Right indication when parallel runways. For example "01L", "19R" for the west runway at OSL.

The TimestampUTC for when the Remark was generated (if known), or accepted by the system.

Defines if this data set for public display, or not. See also ClassificationLevel. A data set can be classified as "PUBLIC", but for specific reasons this one set of data should not be generally visible anymore.

The "departure time" that the passenger should see. 

The "departure time" that the passenger should see. 

The "arrival time" that the passenger should see. 

The "arrival time" that the passenger should see. 

The SOBT for the outbound flight, typically related to a turnaround or transfer.

Some code, typically neither IATA nor ICAO, for the operating airline. System specific content.

The new FlightId if the original has changed.

The message version used in some messaging infrastructure. Any versioning scheme is allowed. System dependent.

The message type used in some messaging infrastructure. Often the name of the message.

The message environment used. Used to indicate if this is production, stage, test or development. Airport/system dependent.

Typical values are "PRODUCTION", "STAGE", "TEST", "DEVELOPMENT".

A flight leg has been merged into another flight leg. The resulting flight leg is identified by MergedIntoUniqueFlightLegId.

The FlightId of the departing flight to which this flight (leg) is linked by a Turnaround.

The FlightId of the arrival flight to which this flight (leg) is linked by a Turnaround.

The timestamp when something was last updated, for instance a flight leg. Always UTC.

The SIBT for the inbound flight, typically related to a turnaround or transfer.

Uniquely identifies a bag drop unit on an airport. 

Comma separated list of the (most important?) data sources that has updated something, for instance a flight leg. Content is system specific.

Gives the number of midnights that pass between the arrival (SIBT) and the departure (SOBT) of an aircraft on an airport, during a turnaround. This value applies to all flights in ScheduleFlightDays.
The usual values are:

• 0: Same day, SOBT is after SIBT and the date is the same.
• 1: SOBT is next day

A code indicating the runway direction and operations mode currently in use at an airport equipped with parallel runway facilities.  For example parallel mixed operations (takeoffs and landings on both runways), segregated parallell operations (takeoffs and landings on separate runways), or single runway operations (takeoffs and landings on the same runway - typically meaning the other runway is closed).

Currently this only applies to OSL/ENGM

ATIS message aimed at arriving traffic. 

ATIS is an automated, continuous broadcast, of recorded aeronautical information.

https://skybrary.aero/articles/automatic-terminal-information-service-atis

ATIS message aimed at departing traffic. 

ATIS is an automated, continuous broadcast, of recorded aeronautical information.

https://skybrary.aero/articles/automatic-terminal-information-service-atis

The nominal distance between consecutive aircraft approaches for landing, taking into account space for aircraft departures on same runway between the approach aircraft.

Various factors will influence the approach spacing. Weather is typically a significant factor. 

The nominal distance between consecutive aircraft approaches for landing. Lower value indicates higher capacity.

Various factors will influence the approach spacing. Weather is typically a significant factor. 

The international nautical mile is defined as exactly 1,852 metres

A routine aerodrome meteorological report summarizing observable weather conditions at and in vicinity of a specified aerodrome. Format specified by ICAO Doc 8896 manual of aeronautical meteorological practice.

https://skybrary.aero/articles/meteorological-terminal-air-report-metar

https://skybrary.aero/bookshelf/books/2506.pdf

An AIRMET is a message containing information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of low-level aircraft operations and which was not already included in the forecast issued for low-level flights in the flight information region concerned.

In this context, low-level operations means flight below FL100 (or below FL150 or higher in mountainous areas).

https://skybrary.aero/articles/airmet

A weather advisory that contains meteorological information concerning the safety of all aircraft. Format specified by ICAO Doc 8896 manual of aeronautical meteorological practice.

https://skybrary.aero/articles/sigmet

https://skybrary.aero/bookshelf/books/2506.pdf

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The source of the ICAO24BitAddress.

The ICAO 24-bit address used by ADS-B equipment. Always coded as a 6 digit hex number.

Indicates if the SSM data can overwrite ASM data.

The TimestampUTC for when a flight leg was cancelled, based on IATA type data. This would typically be SSIM or SSM data, or manual input data.

Type of heliport. Not strictly defined.

Name of heliport.

Descriptive text for HelicopterType

A code indicating which type of helicopter this is. Not standardized.

A code indicating the status of the whole helicopter flight, from departure to final arrival if this was a multi hop flight. Not strictly standardized.

Identifies an airspace volume that might be subject to flow control.

Description of the airspace identified by FlowControlTrafficVolumeId.

Start time for a flow control measure for a traffic volume, identified by FlowControlTrafficVolumeId.

A remark possibly providing more information about the reason for the flow control.

The regulation type for this flow control.

A unique id, for a limited time, for a flow control regulation.

The location type for the flow control traffic volume.

An identifier, for instance AirportICAO, related to the flow control reference location.

The reason for the flow control measure.

Given as the number (Count) of aircraft per hour for a flow control traffic volume (identified by FlowControlTrafficVolumeId).

End time for a flow control measure for a traffic volume, identified by FlowControlTrafficVolumeId.

The AirportIATA code for the next airport the bag should be sent to.

The height, in Centimeter, of the aircraft.

The UTC time when a Gate was "initiated", as in getting ready for GateOpen.

The UTC time when boarding has ended. 

Measure of the friction between two objects. See Wikipedia: https://simple.wikipedia.org/wiki/Coefficient_of_friction

The UTC time at which the flight deck crew reported in.

Type of event. Typically CREATE, RETRIEVE, UPDATE or DELETE, but can be other things. System dependent.

Indicates if the flight terminates "TERM" at or continues "CONT" from the DiversionAirportIATADiversionAirportICAO.

The TimestampUTC for when the delay was generated (if known), or accepted by the system.

The SourceOrganization responsible for the delay data. Typically the organization reporting the delay.

Comment related to something. Free text.

The UTC time at which the cabin crew reported in.

True if the braking (of an aircraft) was limited by friction between the wheels and the runway. This implies that ABS activated.  False otherwise.

Estimated time for BeltFirstBag.

The number of bags in some context.

The scheduled date and time that the aircraft a bag is planned to depart from its parking position. Always DateTimeUTC. 

The number of bags that can be loaded onto this aircraft on this airport. This includes local bags, and expected transfer bags.

"Bag BHS Transport Time" is the duration the bag has spent being transported in the baggage handling system (BHS).
Calculation: BagBhsTransportTime = BagTotalTimeInBhs - (BagTotalTimeInMcs + BagTotalTimeInEbs + BagTimeAtManSecScreen + BagBhsDeliveryAttemptsTime)

The "Bag BHS Time Exceeded Group" is a grouping, based on business rules, of bags that have spent too much time in the BHS. Grouping is business/airport specific.

The "Bag BHS Time Exceeded By" is the duration the bag has spent in the baggage handling system exceeding any service level agreement (SLA) giving the maximum allowed time (BagBhsSlaTime). The maximum allowed time will vary from BHS to BHS, and might also vary based on business rules.

The "Bag BHS SLA Time" is the duration a given BHS has, according to any SLA, to process the bag. Usually this is from the passenger checks in the bag to when the bag is delivered in a baggage bin and available to the handler. The SLA time will vary from BHS to BHS, and might also vary based on business rules. Used to calculate BagBhsTimeExceededBy.

XSD DateTime type

The dateTime is specified in the following form "YYYY-MM-DDThh:mm:ss.s+" where:

• YYYY indicates the year
• MM indicates the month
• DD indicates the day
• T indicates the start of the required time section
• hh indicates the hour
• mm indicates the minute
• ss indicates the second
• s+ (if present) represents the fractional seconds

Note: 

• All components are required!
• A 'Z' shall be appended it the dateTime is in UTC.

The median time it has taken to de-ice the last X aircraft. X is system/airport dependent.

The median time the last X aircraft have been in a de-ice queue. X is system/airport dependent.

The number of aircraft that are in the queue to a particular de-ice platform, given by DeIcePlatform.

The number of lanes that are occupied on a given de-ice platform. The platform is identified by DeIcePlatform.

The actual time an aircraft enters a de-ice queue.

The number of aircraft that is expected to need de-ice in the next 120 minutes.

The number of aircraft that is expected to need de-ice in the next 60 minutes.

The number of aircraft that is expected to need de-ice in the next 30 minutes.

The actual time an aircraft leaves a de-ice queue.

A textual description for the relevant DeIceConditionCode.

The code for the (weather) condition that led to de-icing being requested, and possibly performed. The codes listed under "Legal values" should always be supported. Additional codes can be defined if necessary. Codes defined here are always two digits.

The relevant period for DeIceCompleteLastPeriod.

The number of aircraft that finished de-ice in the last period, typically as defined by DeIceCompletePeriod.

The number of aircraft that finished de-ice in the last 120 minutes.

The number of aircraft that finished de-ice in the last 60 minutes.

The number of aircraft that finished de-ice in the last 30 minutes.

The average time it has taken to de-ice the last X aircraft. X is system/airport dependent.

The average time the last X aircraft have been in a de-ice queue. X is system/airport dependent.

The number of aircraft that are in a de-ice queue at a given airport.

The number of aircraft that are on a given de-ice platform. The platform is identified by DeIcePlatform.

Textual description for the DelayOrDiversionCode.

Code describing the status of a UniqueFlightLegId. Was it just created, was it changed (due to merging) or was it added to a transaction to indicate the FlightLeg the transaction was matched to.

What is considered the most likely take off time.

Typically SOBT+EXOT -> EOBT+EXOT -> ETOT -> CTOT -> ATOT, but other times can be used.

Always after ProbOBT and before ProbLDT. Always UTC.

What is considered the most likely off-block time.
Typically SOBT -> EOBT -> AOBT, but other times can also be used.

Always before ProbTOT. Always UTC.

What is considered the most likely landing time.

Typically SIBT-EXIT -> EIBT-EXIT -> ELDT -> ALDT, but other times can be used.

Always after ProbTOT and before ProbIBT. Always UTC.

What is considered the most likely in-block time.
Typically SIBT -> EIBT -> AIBT, but other times can also be used.

Always after ProbLDT. Always UTC.

See FlightRule for definition of term.

See FlightRule for definition of term.

See FlightLegSecurityIndicator for definition of term.

See FlightLegSecurityIndicator for definition of term.

Indicates if there are security issues associated with the flight leg, or not. 

System specific name of a customer, typically identified by CustomerId.

System specific identifier of a customer.

The timestamp when something was created, for instance a flight leg. Always UTC.

The SourceOrganization that is the source of the data used to create "something", for instance a flight leg. Content is system specific.

The source of the data used to create "something", for instance a flight leg. Content is system specific.

System specific name of a contract.

The "full" FlightId for the codeshare flight (leg).

Indicates whether information regarding the indicated passenger should be deleted or not.

• true - clear all information for this passenger
• false - (default) regular processing

Indicates the classification level for a data set, for instance a flight leg. Content is system specific, but the following is recommended:

1. «PUBLIC»
2. «NON-PUBLIC»
3. «RESTRICTED»

A text "message" related to check in that are meant to be displayed to passengers, typically to indicate where check in for this departure is.

The TimestampUTC for when a flight leg was cancelled, regardless of cause. See also IATACancelTimestamp and ATMCancelTimestamp.

A textual description of the reason for the cancellation. Typically associated with the CancelReasonCode.

A system dependent code that defines the reason for a cancellation.

Indicates if this flight leg has been rerouted or not. Rerouted means that the flight leg has changed the arrival airport.

• true - the flight leg has changed arrival airport
• false - (default) the flight leg has not changed arrival airport - normal operation

The number of midnights between FlightDepartureDate and the SOBTotp for one leg of a multi leg flight. For the first leg DepartureOffsetFromFlightDepartureDate will always be 0.

Type of the departure heliport. Not strictly defined.

Name of the departure heliport.

The FlightId of a departing flight.

The TimestampUTC for when an ATM (Air Traffic Management) cancellation was received. This is actually a cancellation of the flight plan and would typically not result in a cancellation of a flight leg with data from other sources.

The number of midnights between FlightDepartureDate and the SIBTotp for one leg of a multi leg flight. 

Type of the arrival heliport. Not strictly defined.

Name of the arrival heliport.

The FlightId of an arriving flight.

The type of airport this is. One airport can be of multiple types. Often used as reference data. System specific content.

See AirportSecurityIndicator for definition of term.

See AirportSecurityIndicator for definition of term.

The name of an airport. System specific.

True if the airport is in the Schengen area. False otherwise. Typically used for reference data.
See also AirportDIIndicator.

True if the airport is international as seen from system specific viewpoint. False if it is domestic. Typically used for reference data.
See also AirportDIIndicator.

The name of the city an airport mainly is associated with. System specific.

The a name of some group the airline belongs to. System specific.

Some code, typically neither IATA nor ICAO, for an airline. System specific content.

AircraftTypeDescription is a short text describing which type of aircraft this is. Typically used to make AircraftIATAType and AircraftICAOType more understandable.

The AircraftParkingPosition associated with a departure.

The AircraftParkingPosition associated with an arrival.

The relevant aircraft is in the list of aircrafts actually going to deice, and is part of the aircrafts that are used to calculate terms like DeIceMedianQueueTime, DeIceAirportQueueCount, DeIceCompleteLast30 etc. This is related to DeIceIsRequested, but is a stronger indicator for de-ice for this aircraft.

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List of airports a multi leg flight will land on before arriving at the destination. The list consists of AirportIATA codes. The list should contain all airports including first departure airport and last destination airport. The list should be ordered by the actual sequence the aircraft uses the airports.

The SOBT (Scheduled Off-Block Time) as given by the slot system. Always UTC.

The SIBT (Scheduled In-Block Time) as given by the slot system. Always UTC.

The PredOBT is a prediction of the OBT based on information that usually are not used for setting an estimated OBT (EOBT). 
Always UTC.

The PredLDT is a prediction of the LDT based on information that usually are not used for setting an estimated LDT (ELDT). 
Always UTC.

The number of infants that stay on the aircraft at one stop on a multi leg flight. NOT included in PaxTransit.

The number of seated children that stay on the aircraft at one stop on a multi leg flight. Included in PaxTransit.

The number of adult seated passengers that stay on the aircraft at one stop on a multi leg flight. Included in PaxTransit.

The number of transfer passengers disembarking the flight. These passengers are also included in the PaxDisembarking number.

The number of infants in some context.

The number of children in some context.