Monitoring Report: AIRAC 1311 No 03/1203 17 October 2013 ... · - Implementation of cross-border DCTs making use of near-by COP options (FRAMaK and 50MPCPEs). A detailed list of all

No 03/1203

Edition: AIRAC 1203

Monitoring Report: AIRAC 1311

17 October 2013 - 13 November 2013

EUROPEAN ORGANISATION FOR SAFETY OF AIR NAVIGATION

European Route Network Improvement Plan

(ERNIP) Implementation Monitoring

Monitoring Report: AIRAC 1311

17 October 2013 – 13 November 2013

NETWORK MANAGEMENT DIRECTORATE

E U R O C O N T R O L

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European Route Network Improvement Plan (ERNIP) – I mplementation Monitoring Monitoring Report AIRAC 1311 (17 October 2013 - 13 November 2013)

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TABLE OF CONTENT TABLE OF CONTENT................................... ................................................................................. 1 1. INTRODUCTION............................................................................................................... 3

1.1 SUMMARY........................................................................................................................ 3 1.2 EVOLUTIONS TOWARDS THE ACHIEVEMENT OF THE EUROPEAN TARGET............ 3 1.3 AIRSPACE DESIGN DEVELOPMENT AND IMPLEMENTATION MONITORING ............. 4 1.4 EXTERNAL DOCUMENT RELEASE................................................................................. 4

2. LIST OF PROPOSALS IMPLEMENTED AIRAC 1311 (17 OCTOBE R 2013)................... 5 2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 17 OCTOBER 2013................ 5

3. EVOLUTION OF PERFORMANCE INDICATORS................ ............................................ 6 3.1 AIRSPACE DESIGN INDICATOR EVOLUTION................................................................ 6 3.2 FLIGHT PLANNING INDICATOR EVOLUTION ................................................................ 6 3.3 ROUTE AVAILABILITY INDICATOR EVOLUTION............................................................ 6 3.4 FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE ................................................. 7

3.4.1 EVOLUTION OF RTE-DES AND RTE-FPL INDICATORS...........................................8 3.4.2 BENEFITS AND ASSESSMENT OF RTE-DES AND RTE-FPL EVOLUTIONS ...........8 3.4.3 BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS ...................................8

3.5 AIRSPACE CHANGES EVOLUTION .............................................................................. 11 3.6 FREE ROUTE AIRSPACE EVOLUTION......................................................................... 11 3.7 ASM PERFORMANCE EVOLUTION .............................................................................. 12 3.8 VERTICAL FLIGHT EFFICIENCY EVOLUTION.............................................................. 12

4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENCY I MPROVEMENTS13 4.1 FLIGHT EFFICIENCY BENEFITS................................................................................... 13 4.2 INCREASE CDR AVAILABILITY AND UTILISATION...................................................... 13

ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 17 O ctober 2013 ........................ 16 ANNEX B: ACRONYMS AND TERMINOLOGY.................. ......................................................... 21


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1. INTRODUCTION

1.1 SUMMARY

This Report updates on the evolution of the environment indicators1 listed in the Network Manager Performance Plan and informs on the progress achieved to further improve airspace design and utilisation flight efficiency based on the improvement proposals implemented during the relevant AIRAC cycle.

This edition focuses on AIRAC 1311 (17 OCTOBER 2013). The methodology used for assessing flight efficiency is included in WP9 of RNDSG/64. This document can be consulted on: https://extranet.eurocontrol.int/http://beid.eurocontrol.be:8980/Members/irc/eurocontrol/rndsg/home

1.2 EVOLUTIONS TOWARDS THE ACHIEVEMENT OF THE EUROP EAN TARGET

The Performance Scheme for air navigation services and network functions includes an environment/ flight efficiency Key Performance area: Average horizontal en-route flight efficiency:

• the average horizontal en-route flight efficiency indicator is the difference between the length of the “en-route” part of the trajectory and the optimum trajectory which, in average, is the great circle.

• “en-route” is defined as the distance flown outside a circle of 40 NM around the airport. • the flights considered for the purpose of this indicator are:

o all commercial IFR flights within European airspace; o where a flight departs or arrives outside the European airspace, only that part inside the

European airspace is considered; o circular flights and flights with a great circle distance shorter than 80NM between

terminal areas are excluded. Environment target 2012 - 2014: For the performance reference period starting on 1st January 2012 and ending on 31st December 2014, the European Union-wide and EUROCONTROL performance target will be as follows: Reduction of 0,75 percentage points of the average horizontal en-route flight efficiency indicator in 2014 as compared to the situation in 2009. Objectives:

• Develop and support the deployment of 500 airspace changes in 2012 – 2014. • Support the implementation of Free Route Airspace in 25 ACCs by 2014. • Increase annually the number of CDRs by 5% (FUA). • Increase annually the CDR1/2 availability and usage by an average of 5% (FUA). • Reduce the route unavailability (in time and quantity) by 10% in 2013 and 2014 (FUA). • Reduction of vertical flight inefficiency by 5% in 2014.

Note: The FUA indicators (bullet 3-5) are reported quarterly. Flight efficiency (bullet 6) is reported only twice per yea.

1 FPL: Flight Plan data provided by NM systems; SAAM analysis performed by NM. DES/RAD: Traffic demand provided by NM systems; airspace environment data, profile calculations and SAAM analysis provided by NM.


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1.3 AIRSPACE DESIGN DEVELOPMENT AND IMPLEMENTATION MONITORING

The Network Manager coordinates the following activities to achieve the required improvement in flight efficiency: � Enhancing European en-route airspace design through annual improvements of European ATS

route network, high priority being given to: • Implementation of a coherent package of annual improvements and shorter routes; • Improving efficiency for the most penalised city pairs; • Implementation of additional Conditional Routes for main traffic flows; • Supporting initial implementation of free route airspace.

� Improving airspace utilisation and route network availability through: • Actively supporting and involving aircraft operators and the computer flight plan service

providers in flight plan quality improvements; • Gradually applying route availability restrictions only where and when required; • Improving the use and availability of civil/military airspace structures.

� Efficient Terminal Manoeuvring Area (TMA) design and utilisation through: • Implementing advanced navigation capabilities; • Implementing Continuous Descent Operations (CDO), improved arrival/departure routes,

optimised departure profiles, etc. � Improving awareness of performance.

1.4 EXTERNAL DOCUMENT RELEASE The latest AIRAC report is available on the EUROCONTROL Airspace design website under the sub section ERNIP, ERNIP Implementation Monitoring: http://www.eurocontrol.int/articles/airspace-design as well as on the EUROCONTROL Network Operations Monitoring and Reporting website under European Route Network Improvement Plan - Monitoring Report: http://www.eurocontrol.int/articles/network-operations-monitoring-and-reporting The full list of monitoring reports is available on the EUROCONTROL Media & Info Centre website: http://www.eurocontrol.int/lists/publications/all-publications?type=3656 A copy of the AIRAC Report of the European Route Network Improvement Plan is also available via the restricted EUROCONTROL OneSky Online websites for access by other interested members of the RNDSG, ASMSG and NETOPS (see ref sub-sections under main section "LIBRARY"): https://ost.eurocontrol.int/sites/NETOPS/SitePages/Home.aspx https://ost.eurocontrol.int/sites/RNDSG/SitePages/Home.aspx https://ost.eurocontrol.int/sites/ASM-SG/SitePages/Home.aspx


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2. LIST OF PROPOSALS IMPLEMENTED AIRAC 1311 (17 OCT OBER 2013)

2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 17 OCT OBER 2013

During the AIRAC cycle 16 (sixteen) airspace improvement packages co-ordinated at network level have been implemented. Beside of several ATS route network improvements the list below provides an overview of the major improvement measures implemented on 17 October 2013:

� Czech Republic: - Praha ACC re-sectorisation.

� Czech Republic / Germany:

- Revision of flight level restriction LKED4005.

� France: - Implementation of several Night DCTs within Brest and Reims ACCs.

� France / UK:

- Implementation of IBP 2013/ Interface Brest Paris Project, Step1.

� MUAC / Germany: - Implementation of cross-border DCTs making use of near-by COP options

(FRAMaK and 50MPCPEs).

A detailed list of all improvement measures implemented on 17 October 2013 is attached in Annex A. The list is an extract of the European Route Network Improvement Plan database accessible via: https://extranet.eurocontrol.int/http://prisme-web.hq.corp.eurocontrol.int/ernip_database/Index.action A description of the airspace changes and improvements together with an orientation map due for implementation on the relevant AIRAC cycle is provided in the RNDSG Airspace Improvements Synopsis (RAIS).


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3. EVOLUTION OF PERFORMANCE INDICATORS

3.1 AIRSPACE DESIGN INDICATOR EVOLUTION

The graph below shows the yearly evolution of the airspace design flight efficiency (RTE-DES2) over the period 2007 - 2012 and the evolution until 13 November 2013.

RTE-DES

3,53% 3,54% 3,45% 3,22% 3,04% 2,96% 2,81%

2%

3%

4%

5%

6%

2007 2008 2009 2010 2011 2012 2013

Figure 1 : Airspace Design indicator evolution

3.2 FLIGHT PLANNING INDICATOR EVOLUTION

The graph below shows the yearly evolution of the last filed flight plan indicator (RTE-FPL3) over the period 2007 - 2012 and the evolution until 13 November 2013.

RTE-FPL

4,91% 5,03% 4,90% 4,91% 4,73% 4,64% 4,58%

2%

3%

4%

5%

6%

2007 2008 2009 2010 2011 2012 2013

Figure 2 : Flight Planning indicator evolution

3.3 ROUTE AVAILABILITY INDICATOR EVOLUTION

The impact of the civil route restrictions included in the Route Availability Document (RAD) is measured through a specific RAD indicator (RTE-RAD4). The graph below shows the yearly evolution of the RTE-RAD indicator between January 2012 and 13 November 2013.

RTE-RAD

3,75% 3,67%

2%

3%

4%

5%

6%

2012 2013

Figure 3 : Route Availability indicator evolution

2 RTE-DES (Flight Extension due to Route Network Design) This KPI will be calculated by measuring the difference between the shortest route length (from TMA exit and entry points) and the great circle distance. For this KPI the RAD will not be taken into account and all the CDR routes will be considered as being open. 3 RTE-FPL (Flight Extension due to Route Network Utilisation – last filled FPL) This KPI will be calculated by measuring the difference between the route from the last filed flight plan for each flight (from TMA exit and entry points) and the great circle distance. 4 RTE-RAD: (Flight Extension due to Route Network Utilisation – RAD active) This KPI will be calculated by measuring the difference between the shortest plannable route length (from TMA exit and entry points) and the great circle distance. For this KPI the RAD will be taken into account and all the CDR routes will be considered as being open.


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3.4 FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE The graph below shows the evolution per AIRAC cycle of the two main flight efficiency indicators RTE-DES and RTE-FPL over the period 2007 - 2012 and the evolution until 13 November 2013.

Route Efficiency KPI per AIRAC cycle

2012

2010

2010

2011

2013

2,5%

3,0%

3,5%

4,0%

4,5%

5,0%

5,5%

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0,9

1

RTE-DES

RTE-FPL

Figure 4 : Flight efficiency (DES, RAD) evolution per AIRAC cycle

The graph below shows the evolution per AIRAC cycle of the two main efficiency indicators RTE-DES and RTE-FPL in relation to the RTE-RAD indicator between January 2012 and 13 November 2013.

Route Efficiency KPI per AIRAC cycle

2,50%

3,00%

3,50%

4,00%

4,50%

5,00%

5,50%

1201

1202

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AIRAC

Rou

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RTE-DESRTE-RADRTE-FPL

Figure 5 : Flight efficiency (DES, RAD, FPL) evolution per AIRAC cycle

The difference between the three indicators (DES, FPL, RAD) clearly indicate that additional efforts must be made to further improve the efficiency of the airspace utilisation and to ensure that the indicator based on the latest filed flight plan/ FPL and the RAD indicator follow similar trends like the airspace design indicator/ DES.


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3.4.1 EVOLUTION OF RTE-DES AND RTE-FPL INDICATORS

The current data indicates that, the average yearly route extension due to airspace design reduced between 2009 and 13 November 2013 by 0.64 percentage points (0.62 percentage points in AIRAC 1310). The evolution of the airspace design indicator is on the right trend and the contributions of the airspace design projects are key for improving flight efficiency. At this point in time the 2013 Network Manager/ NM target (2.85%) for the RTE-DES indicator is met, as this indicator is reaching now a value of 2.81%.

The current data indicates that, the average yearly route extension based on the last filed flight plan reduced between 2009 and 13 November 2013 by 0.32 percentage points (0.31 percentage points in AIRAC 1310). At this point in time the 2013 Network Manager/ NM target (4.40%) for the RTE-FPL indicator is not met, as this indicator is reaching now a value of 4.58%.

The difference between the airspace design indicator and the last filed flight plan indicator was 1.45 percentage points in 2009 and is 1.77 percentage points in November 2013, recording a slight increase compared to the previous AIRAC cycle (1.76 percentage points in October).

The current data indicates that the route extension due to airspace design decreased from 2.77 percentage points in October 2013 to 2.69 percentage points in November 2013. The current data show that, the route extension based on the last filed flight plan went down from 4.56 percentage points in October 2013 to 4.48 percentage points in November 2013.

3.4.2 BENEFITS AND ASSESSMENT OF RTE-DES AND RTE-FP L EVOLUTIONS

Due to the airspace enhancements implemented during AIRAC 1311 as well as the airspace design improvements put in place since AIRAC 1211 in connection with changing traffic patterns and composition, the potential savings offered during the AIRAC cycle 1311 amount to 456 000 NMs flown less compared to the equivalent AIRAC cycle in 2012. This translates into 2 734 tons of fuel, or 9 114 tons of CO2, or 2 279 000 Euros.

Based on the last filed flight plan indicator, the actual savings calculated during the AIRAC cycle 1311 amount to 216 000 NMs flown less compared to the equivalent AIRAC cycle in 2012. This translates into 1295 tons of fuel, or 4 316 tons of CO2, or 1 079 000 Euros.

For the first time since the beginning of this year there are no losses recorded on the last filed flight plan data during AIRAC cycle 1311 compared to the equivalent AIRAC cycle in 2012, however the actual savings recorded represent just a half of the potential savings, as a result of a combination of flight planning/ airline choices and special events or capacity problems in the network. The latter was mainly caused by regulations and/or level capping scenarios applied due to:

• staffing issues in Nicosia ACC and capacity reductions due to the transition to the new TOPSKY system in Cyprus, resulting in re-routings with impact on network efficiency;

• a combination of ATC capacity regulations and staff shortages in Amsterdam ACC, Brussels ACC, Langen ACC, Lisbon ACC, Karlsruhe UAC, Madrid ACC and Warsaw ACC might have an impact on flight planning route extensions. Busy Canaries traffic flows (the traffic demand is higher than expected for October) required regulations and tactical re-routings within LPPC and GCCC in order to minimise delays, thus having an impact on flight efficiency.

Praha ACC re-sectorisation has been successfully implemented without any capacity or flight efficiency impact.

Note: The comparison between the potential (RTE-DES) and actual (RTE-FPL) savings/ losses related to the different parameters is visualised in the graphs below (see Figure 6 to Figure 9).

3.4.3 BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS

As shown in Figure 3 above the impact of the RAD decreased by 0,08 percentage points in 2013 compared to 2012. More actions will be required to further diminish this impact and to ensure that the target set in the Network Manager Performance Plan is reached. The decrease of this indicator is mainly due to improvements in airspace design and to a lesser degree due to the removal of RAD restrictions.


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FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AI RAC CYCLE IN THE PREVIOUS YEAR(In Thousands of Nautical Miles)

-1000

-500

0

500

1000

AIRAC CYCLE

NM

/100

0

NM DES

NM FPL

NM DES 137 130 113 88 205 28 200 -2 184 288 297 385 418 456

NM FPL -272 -70 -57 -176 -19 -206 -140 -416 -823 -19 -205 -176 -79 216

1211 1212 1213 1301 1302 1303 1304 1305 1306 1307 1308 1309 1310 1311

Figure 6 : Flight Efficiency savings in Nautical Miles

FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AI RAC CYCLE IN THE PREVIOUS YEAR

(In Tons of Fuel)

-10000

-5000

0

5000

AIRAC CYCLE

TO

NS

OF

FU

EL

TONS FUEL DES

TONS FUEL FPL

TONS FUEL DES 822 780 678 527 1233 169 1201 -12 1102 1729 1779 2310 2505 2734

TONS FUEL FPL -1632 -420 -342 -1057 -114 -1237 -841 -2497 -4940 -112 -1231 -1056 -476 1295

1211 1212 1213 1301 1302 1303 1304 1305 1306 1307 1308 1309 1310 1311

Figure 7 : Flight Efficiency savings in Tons of Fuel


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FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AIRAC CYCLE IN THE PREVIOUS YEAR

(In CO2)

-20000

-15000

-10000

-5000

0

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15000

AIRAC CYCLE

TO

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OF

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TONS CO2 FPL

TONS CO2 DES 2740 2600 2260 1755,9 4108,4 562,52 4002 -39,64 3672,6 5765 5931,3 7700 8351,2 9114,8

TONS CO2 FPL -5440 -1400 -1140 -3522 -378,9 -4122 -2804 -8324 -16465 -371,9 -4104 -3520 -1585 4315,8

1211 1212 1213 1301 1302 1303 1304 1305 1306 1307 1308 1309 1310 1311

Figure 8 : Flight Efficiency savings in CO2

FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AIRAC CYCLE IN THE PREVIOUS YEAR

(In Thousands of EURO)

-5000

-4000

-3000

-2000

-1000

0

1000

2000

3000

AIRAC CYCLE

EU

RO

/100

0

EURO DES

EURO FPL

EURO DES 685 650 565 439 1027 141 1001 -10 918 1441 1483 1925 2088 2279

EURO FPL -1360 -350 -285 -881 -95 -1031 -701 -2081 -4116 -93 -1026 -880 -396 1079

1211 1212 1213 1301 1302 1303 1304 1305 1306 1307 1308 1309 1310 1311

Figure 9 : Flight Efficiency savings in Thousands of EURO

Note: For additional information on ATFM delay that could impact on network efficiency check out the DNM Monthly Network Operations Reports, accessible via: http://www.eurocontrol.int/lists/publications/all-publications?type=2939&date_filter[value][year]=&keyword=


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3.5 AIRSPACE CHANGES EVOLUTION

The NM Performance Plan target for the period 2012-2014 is to implement 500 airspace improvement packages over this period. Since January 2012 until 17 October 2013, 424 (four hundred and twenty-four) airspace improvement packages coordinated at network level have been implemented. For the reference period 2012 - 2014 in total 713 (seven hundred thirteen) airspace packages are currently planned to be implemented.

0

100

200

300

400

500

600

Packages Implemented

2012/ 2013 Target 2014

424

Figure 10 : Airspace Improvement Packages Implementation

3.6 FREE ROUTE AIRSPACE EVOLUTION

The NM Performance Plan target for 2014 is to fully or partially implement Free Route Airspace within 25 ACCs within the ECAC area. Until 17 October 2013 Free Route Airspace has been partially and/or fully implemented in the following 14 ACCs: Beograd ACC, Karlsruhe UAC, Kobenhavn ACC, Lisboa ACC, Maastricht UAC, Malmo ACC, Praha ACC, Shannon ACC, Skopje ACC, Stockholm ACC, Tampere ACC, Warsaw ACC, Wien ACC and Zagreb ACC.

CAN

LIS

SEV

MAD

BAR

BOR

BREREI

MAALONWAR

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BUD

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VIE

MAR

ROM

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ATH

SOFZAG

PAD

ANK

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Full Implementation

Partial Implementation

Free Route Implementation 2013

Figure 11 : Free Route Airspace Implementation


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3.7 ASM PERFORMANCE EVOLUTION

Not reported for this AIRAC cycle (reporting interval 4 times per year). Will be available for AIRAC 1313 to provide a full picture of the whole year as well as the performance (behaviour of the aircraft operators and the efficiency of the ANSPs managing the airspace) for the fourth quarter in 2013.

3.8 VERTICAL FLIGHT EFFICIENCY EVOLUTION

Not reported for this AIRAC cycle (reporting interval twice per year).


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4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENC Y IMPROVEMENTS

4.1 FLIGHT EFFICIENCY BENEFITS

The NM flight efficiency (FE) initiative focuses on the improvement of the quality of flight planning. Currently it involves only the invalid flight plans affecting 4-5% of the total traffic in Europe. Those flights are manually corrected and where possible improvement proposals are made for shorter route options. For AIRAC cycle 1311 the acceptance rate by the flight plan originator to the re-routing propositions is further decreasing with an average level of 61% (77% for AIRAC 1310 and 81% for AIRAC 1309).

The graph below shows the evolution of the flight efficiency improvements over the last six AIRAC cycles until 13 November 2013. The savings achieved through re-filing of shorter route options during AIRAC 1311 amount to 22 200 NMs flown less (including CDR availability & utilisation), equivalent to 4 300 minutes flying time less (see Figure 19 below). The significant drop of savings between AIRAC 1307 and AIRAC 1308 is mainly linked to the composition of summer traffic, slightly increasing again during AIRAC 1310.

Flight Efficiency Initiatives total gains

31148

25766

6884

22228

40697

25403

21635

22930

42893754

6438

5538 501840630

5000

10000

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20000

25000

30000

35000

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45000

1305 1306 1307 1308 1309 1310 1311

Distance

Flying Time

Figure 12 : Flight efficiency improvements evolution

The effective savings since the beginning of the flight efficiency initiative in May 2013 show a total gain of 175 587 NM flown less than flight planned, equivalent to 35 984 minutes flying time less.

However, the effort to improve the quality of flight planning has to be much stronger in order to result in net savings. Therefore the Network Manager started to treat the valid flight plan database as well to identify further potential improvements in flight planning on the remaining 95% of the traffic for various flows and city pairs, taking into account the latest network situation.

4.2 INCREASE CDR AVAILABILITY AND UTILISATION

Since the start of the flight efficiency initiative in May 2013 the NM network impact assessment additionally works on the improvement of CDR availability and its utilisation. On D-1 the military liaison officer/ MILO looks to the Airspace Use Plan/ AUP in order to identify potential traffic/demand that could benefit from a CDR opening. The traffic identified is validated with the Aircraft Operator Liaison Officer/ AOLO who initiates a co-ordination with the flight plan originator. A re-route proposal is generated after a second x-check on the day itself/D-day.


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FE CDR weekly savings

523 555

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658

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0100200300400500600700

Wee

k

43

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M)

Distance Potential Distance Realized

Figure 13 : CDR utilisation savings

The NM initiatives to improve the utilization of CDR routes during AIRAC cycle 1311 identified a potential saving of around 1 923 NM less to be flown (5 200 NM in AIRAC 1310 and 12 051 NM in AIRAC 1309).

Due to a low acceptance of the re-route proposals by the airline operators and the fact that the network assessment reports show significantly less flights that could benefit from additional CDR availability the average actual uptake by the airline operators is only 10% (33% in AIARC 1308, 20,6% in AIRAC 1309 and 26% in AIRAC 1310), representing 197 NM effective gain (See Figure 13 above). Another reason for the reduction in potential opportunities during this AIRAC cycle might be the change from repetitive flight planning/ RPL to an automatic flight planning system, calculating the best route available while taking into account all flight-relevant information and thus improving the quality of flight planning significantly.

FE CDR weekly savingsNr RRPs sent and acceptance level

111

4

13%6% 4% 3%0

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Figure 14 : CDR re-routing acceptance rate

There is a big, unused potential of shorter rote options available through CDRs that could contribute to further improve flight efficiency, if airline operators would be ready and prepared to flight plan on conditional routes/CDRs.


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ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 17 O CTOBER 2013 The following table presents detailed information about each of the improvement proposals developed within the RNDSG and implemented 17 October 2013. The description of the proposals is based on the information available from different sources (e.g. AOs, ANSPs and EUROCONTROL). For the correctness and verification of the relevant aeronautical information consult official State AIP publication. The data from this document should not be used for operational purposes. The table includes:

� Proposal ID number: A reference number to identify each proposal allowing to trace at which RNDSG it was initiated.

� Project Name: Dedicated Name and Phase/ Step of the improvement project.

� Description: A detailed description of the planned improvement proposal.

� Objective: A brief description of the purpose of the enhancement measure.

� Implementation Status: The implementation status defined as Proposed, Planned, Confirmed or Implemented.

� Project Group: The Functional Airspace Block Group (FAB), Regional Focus Group (RFG), Sub-Group (SG) or any other Project Group(s) involved directly or indirectly by the proposed enhancement measure.

� Project Category: The nature of the proposed enhancement measure defined through Project Categories referring to:

o Airspace Structure; o ATC Sectors; o ATS Routes; o CDRs: o Civil/Military Airspace; o DCTs; o Free Route Airspace; o Night Routes; o PBN; o RAD; o Route Redesignation; o TMA.

� States and Organisations: The States and/or Organisations involved directly or indirectly by the proposed enhancement measure.

� Originator(s): The States and/or Organisations who have originated the proposal.

� Comments: The conditions and/or pre-requisites which have to be met in order to implement the proposal or any other relevant comment(s).

Note: The list of implemented changes for this AIRAC cycle does not claim to be complete.


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Proposal ID : 70.017 Impl. Status: State(s) & Org. Comments:

1.

Description: To further revise DFL between ACC sectors in order to improve flight profile and revise FL CAP restriction LKED4005 from FL285 to a higher feasible flight level.

Objective: To further improve airspace organisation in Praha FIR and profile traffic distribution within Praha ACC.

Implemented 17 OCT 2013

Project Category: Vertical FE Airspace Structure

CZE DEU

Originator(s): CZE

• Currently flights EDDM, EDM*, ETSI, LOWI/WL/WS/WW to/from EDAC /DB/DC/DE/DP/DT are not allowed above FL285.

• New FL305. • Depending on results of study for complete

re-organisation of Praha ACC sectors.


2.

Description: 1. To implement bi-directional ATS route UY751 ELKAN - RASNO -

LOSUL (FL275 - FL460). 2. To implement southbound ATS route UM739 LPD - VARIG - MIS. 3. To re-designate UM739 LPD - INDOT as UP134.

Objective: To further improve the ATS route network within Malta FIR and the interface with Tripoli FIR.


Project Group: FAB BLUE MED

Project Category: ATS Routes

LBY MLT

Originator(s): IATA MLT


3.

Project Name: Praha ACC re-sectorisation

Description: To introduce new sectorisation within Praha ACC.

Objective: To further improve airspace organisation within Praha FIR.


Project Group: FAB CE

Project Category: ATC Sectors

CZE

Originator(s): CZE

Related proposals: • 69.220


4.

Description: 1. To re-align existing ATS route UM174 as DITIS - NEPUX - OKG. 2. To re-align existing ATS route UT170 as NEPUX - SOPGA - RAPET.

Objective: To further improve ATS route network within Praha FIR.


Project Category: ATS Routes CDRs

CZE

Originator(s): IACA CZE

Proposal ID : 77.014 / 17.003 Impl. Status: State(s) & Org. Comments:

5.

Description: To implement eastbound ATS route UT644 GAKSU - ODIRA for DEP LTBA / LTFJ.

Objective: To further improve ATS route network within Ankara FIR.


Project Group: SG BLACK RFG SE

TUR

Originator(s): EUROCONTROL

Currently all DEP LTBA / LTFJ are on dog-leg segment GAKSU - SIN - ODIRA. Saving is around 8NM.


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Proposal ID : 79.082a Impl. Status: State(s) & Org. Comments:

6.

Project Name: Free Route Airspace Maastricht and Ka rlsruhe, FRAMaK

Description: To implement cross-border DCTs making use of near-by COP option.

Objective: To further expand and harmonise the implementation of Free Route Airspace Karlsruhe UAC (FRAK) and Maastricht UAC (FRAM).


Project Category: Free Route Airspace 50 MPCPEs

DEU MUAC

Originator(s): DEU MUAC

The city pair LTAI - EDDL will be further improved by the implementation of the H24/7 DCT PASAU - SULUS (50MPCPE).

Related proposals: • 71.083c • 78.031 • 78.039 • 78.041 • 79.082b


7.

Project Name: FRAF - Free Route Airspace France - S tep 1b

Description: To implement several Night DCTs within Brest and Reims ACCs.

Objective: To complement the existing Night route network while providing additional, shorter flight plannable options within Brest FIR, Paris FIR and Reims FIR as described in RAD Appendix 4.


Project Group: FAB EC

Project Category: DCTs Free Route Airspace Night Routes

FRA

Originator(s): FRA

Under FABEC FRA Programme and part of FRAF (Free Route Airspace France) Project

Related proposals: • 80.044 • 80.048


8.

Description: To implement new eastbound ATS route M405 ORVIX - LATLA.

Objective: To further improve the ATS route network in Riga FIR/UIR.


Project Group: SG BALTIC


LVA

Originator(s): LVA


9.

Description: To implement the following ATS route segments: a) Y96 DUBIN - DOLAT bidirectional; b) Y97 DUBIN - SOKVA bidirectional; c) Y147 SOKVA - IGORO eastbound; d) N994 ERIVA - RIGSO - LUTAL bidirectional.

Objective:




LVA

Originator(s): LVA

Related proposals: • 18.036 • 79.010 / 18.004


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To further improve the ATS route network in Riga FIR/UIR.


10.

Project Name: ECAC States AIP en-route publication issues

Description: 1. To add English translation to all ATS route remarks and notes in

ENR 3.1 and ENR 3.2. 2. To avoid the use of matematics symbols in English translation text.

Objective: To adapt the Remarks text in accordance with Annex 15 requirements.


Project Category: AIP ATS Routes

FRA

Originator(s): EUROCONTROL

In AIP France all remarks in ENR 3 are only in French language and proper translation into English as prescribed by Annex 15 is missing.


11.

Description: 1. To implement the following westbound ATS routes for ARR LTFJ:

a. T/UT32 BUK - LATGA - EVNOT (extension); b. L/UL333 BAG - LATGA.

2. To re-designate the following existing ATS routes: a. T/UT30 ARI - DASIS as L/UL223 ; b. T/UT31 BAG - DASIS as L/UL333 .

Objective: To further improve ATS route options within Turkey for ARR LTFJ from East and further rationalize the non-regional RDs.


Project Group: RFG SW SG BLACK

Project Category: ATS Routes Route Redesignation

TUR

Originator(s): TUR

• 1.a - extension of existing RD on GEM - BUK.

• 2. - RDs L223 and L333 are currently used in Iran till DASIS and could be extended in ICAO EUR Region. Different directions in DASIS and BAG areas are acceptable and will not create any problem.

Proposal ID : 75.076a Impl. Status: State(s) & Org. Comments:

12.

Project Name: IBP 2013, Step 1

Description: To implement the IBP 2013 - Interface Brest Paris - Project - Step 1.

Objective: To transfer back to Paris ACC the airspace delegation on VEULE / ETRAT araea from UK to implement Manche West Low sector.


Project Category: Vertical FE Airspace Structure

GBR FRA

Originator(s): FRA

Recovering the current airspace delegation LAC has in the French UIR, north of ETRAT VEULE within the level band FL195/FL265 (airspace belonging initially to Paris ACC).


13.

Description: To implement eastbound ATS route UT332 KABAN - OTKEP - BEYAZ.

Objective: To further improve ATS route network within Ankara FIR.


Project Group: SG BLACK RFG SE


TUR

Originator(s): TUR



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14.

Description: To implement the following ATS routes: a) Y95 DOBAN - OSLEM - VALGA bi-directional ; b) Y96 DOLAT - ANAMA - ERMEX - OSMUR - PETOT bi-directional ; c) Y97 SOKVA - XANON - TUTVA - OSTOT bi-directional ; d) Y314 SOKVA - ARSAM northbound; e) Y316 PIVUN - RISKU bi-directional (for EETU DEP/ARR from/to

West).

Objective: To further improve the ATS route network in Tallinn FIR.




EST

Originator(s): EST

Possible deletion of segment DOBAN - NAVOT - NITSO.

Related proposals: • 18.036 • 78.033 / 18.016 • 79.009 / 18.003


15.

Description: To implement eastbound ATS route UT257 NANDO - MABUX - LASPO.

Objective: To further improve ATS route network within Spain.



ESP

Originator(s): ESP

Segment MABUX - LASPO will be double designated also as UM871.


16.

Description: 1. To implement new ATS routes:

a. M850 RINEV- NEBSI bi-directional ; b. M854 MOHNI - OSKAV - GATVA bi-directional ; c. Y237 GATVA - TITOV eastbound.

2. To re-designate existing ATS routes: a. M850 RIA - TENSI - EVONA as L73; b. M854 DUBIN - VALGA - GONOS as P171; c. M854 GONOS - MOHNI as Y119.

Objective: To further improve the ATS route network interface between Tallinn FIR/UIR and Riga FIR/UIR.



Project Category: Route Redesignation ATS Routes

LVA EST

Originator(s): LVA EST

Related proposals: • 79.010 / 18.004


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ANNEX B: ACRONYMS AND TERMINOLOGY

1. The following ISO-3 coding of States is used in the column States and Organisation: ALB Albania IRQ Iraq ARM Armenia ITA Italy AUT Austria LBY Libyan Arab Jamahiriya AZE Azerbaijan LTU Lithuania BEL Belgium LUX Luxembourg BGR Bulgaria LVA Latvia BIH Bosnia and Herzegovina MAR Morocco BLR Belarus MDA Moldova, Republic of CHE Switzerland MKD The former Yugoslav Republic of Macedonia CYP Cyprus MLT Malta CZE Czech Republic MNE Montenegro DEU Germany NLD Netherlands DNK Denmark NOR Norway DZA Algeria POL Poland EGY Egypt PRT Portugal ESP Spain ROU Romania EST Estonia RUS Russian Federation FIN Finland SRB Serbia FRA France SVK Slovakia GBR United Kingdom SVN Slovenia GEO Georgia SWE Sweden GRC Greece SYR Syrian Arab Republic HRV Croatia TUN Tunisia HUN Hungary TUR Turkey IRL Ireland UKR Ukraine IRN Iran, Islamic Republic of

MUAC Maastricht UAC


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2. BLUMED FAB, DANUBE FAB and FAB CE proposals referenced in proposal number box are coded with a unique identification number abbreviated as BM or DN or CE, respectively, following by four digits (XXXX) (example BM0001 or DN0001 or CE0001).

3. The content of each proposal is an indication of State’s intention to implement the relevant airspace improvement but don't represent a copy of any official publication. For the correctness and verification of the relevant aeronautical information consult official State AIP publication. The data from this document should not be used for operational purposes.


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Documents

Monitoring Report: AIRAC 1311 No 03/1203 17 October 2013 ... · - Implementation of cross-border DCTs making use of near-by COP options (FRAMaK and 50MPCPEs). A detailed list of all