Monitoring Report: AIRAC 14 10 No 0 3/120 3 18 September ...Monitoring Report AIRAC 1410 (18 September 2014 – 1 5 October 2014) - 11 - 3.4 FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE

No 03/1203

Edition: AIRAC 1203

Monitoring Report: AIRAC 1410

18 September 2014 - 15 October 2014

European Route Network Improvement Plan

(ERNIP) Implementation Monitoring

Monitoring Report: AIRAC 1410 18 September 2014 – 15 October 2014

NETWORK MANAGER

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European Route Network Improvement Plan (ERNIP) – I mplementation Monitoring Monitoring Report AIRAC 1410 (18 September 2014 – 1 5 October 2014)

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TABLE OF CONTENT TABLE OF CONTENT .................................. .................................................................................. 5

1. INTRODUCTION ............................................................................................................... 7

1.1 SUMMARY ........................................................................................................................ 7

1.2 ACHIEVING THE EUROPEAN TARGET .......................................................................... 7

1.3 AIRSPACE DESIGN DEVELOPMENT AND IMPLEMENTATION MONITORING ............. 7

1.4 EXTERNAL DOCUMENT RELEASE ................................................................................. 8

2. LIST OF PROPOSALS IMPLEMENTED AIRAC 1410 (18 Septem ber 2014) .................. 9

2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 18 September 2014 ................ 9

3. EVOLUTION OF PERFORMANCE INDICATORS ............... ........................................... 10

3.1 AIRSPACE DESIGN INDICATOR EVOLUTION .............................................................. 10

3.2 FLIGHT PLANNING INDICATOR EVOLUTION ............................................................... 10

3.3 ROUTE AVAILABILITY INDICATOR EVOLUTION .......................................................... 10

3.4 FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE ............................................... 11

3.4.1 EVOLUTION OF RTE-DES AND RTE-FPL INDICATORS ......................................... 12

3.4.2 EVOLUTION OF RTE-RAD INDICATOR ................................................................... 12

3.4.3 BENEFITS AND ASSESSMENT OF RTE-DES AND RTE-FPL EVOLUTIONS ......... 12

3.4.4 BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS ................................. 17

3.5 AIRSPACE CHANGES EVOLUTION .............................................................................. 17

3.6 FREE ROUTE AIRSPACE EVOLUTION ......................................................................... 18

3.7 ASM PERFORMANCE ASSESSMENT ........................................................................... 19

4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENCY I MPROVEMENTS 20

4.1 FLIGHT EFFICIENCY EVOLUTION ASSESSMENT ....................................................... 20

4.2 INCREASED CDR AVAILABILITY AND UTILISATION ASSESSMENT .......................... 21

4.3 TOTAL BENEFITS FOR FLIGHT EFFICIENCY IMPROVEMENTS ................................. 22

ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 18 S EPTEMBER 2014 ................ 23

ANNEX B: ACRONYMS AND TERMINOLOGY ................. .......................................................... 28


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1. INTRODUCTION

1.1 SUMMARY

This Report provides an update on the evolution of the environment indicators1 listed in the Network Manager Performance Plan and plots on the progress achieved in improving airspace design and utilisation flight efficiency, in line with the improvement proposals implemented in the relevant AIRAC cycle.

This edition focuses on AIRAC 1410 (18 SEPTEMBER 2014 – 15 October 2014). The methodology used for assessing flight efficiency is described in WP9 of RNDSG/64. This document can be found at: https://extranet.eurocontrol.int/ftp/?t=4df773eea3ffaea31e3d1768150125b3

1.2 ACHIEVING THE EUROPEAN 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 is, on average, the great circle distance.

• “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 is 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% annually (FUA). • Increase annually the CDR1/2 availability and usage by an average of 5% annually

(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 on quarterly. Flight efficiency (bullet 6) is reported on only twice per year.

1.3 AIRSPACE DESIGN DEVELOPMENT AND IMPLEMENTATION MONITORING

The Network Manager coordinates the following activities to achieve the required improvement in flight efficiency: 1 FPL: Flight Plan data provided by NM systems; SAAM analysis carried out 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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� Enhancing European en-route airspace design through annual improvements of European ATS route network, high priority being given to: • the implementation of a coherent package of annual improvements and shorter routes; • improving efficiency for the most penalised city pairs; • the 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 � Latest monitoring report: 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/publications?title=&field_term_publication_type_tid=205&year[value][y

ear]=

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 1410 (18 SEP TEMBER 2014)

2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 18 Sep tember 2014

During the AIRAC cycle 14 (fourteen) airspace improvement packages co-ordinated at network level were implemented. Apart from ATS route network improvements the list below provides an overview of the major improvement measures implemented on 18 September 2014:

� Spain: - Canarias/ GCCC sector ‘AC’ re-organisation.

� UK:

- ATS route network improvements as part of the High Level Sectors implementation.

A detailed list of all improvement measures implemented on 18 September 2014 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) via the restricted EUROCONTROL OneSky Online website for RNDSG.

The latest situation of the European route network structure is available and updated at each AIRAC cycle through the publication of Regional Electronic Charts that can be found here: http://www.eurocontrol.int/articles/eurocontrol-regional-charts


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3. EVOLUTION OF PERFORMANCE INDICATORS

3.1 AIRSPACE DESIGN INDICATOR EVOLUTION

The graph below shows the yearly evolution of airspace design flight efficiency (RTE-DES2) over the period 2007 - 2013 and its evolution until 15 October 2014.

3,53%3,54%3,45%3,22%3,04%2,96%2,80%2,65%

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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 - 2013 and its evolution until 15 October 2014.

4,91%5,03%4,90%4,91%4,73%4,64%4,57%4,58%

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Figure 2 : Airspace Design 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 15 October 2014.

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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 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 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 2010 - 2013 and the evolution until 15 October 2014.

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Figure 4 : Flight efficiency (DES, RAD) evolution per AIRAC cycle (French/ Belgium strike included)

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 15 October 2014.

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


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

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 was reduced between 2009 and 15 October 2014 by 0.8 percentage points (same in AIRAC 1409). The evolution of the airspace design indicator is on the right path and the contributions of the airspace design projects are key for improving flight efficiency. The 2014 Network Manager/ NM target (2.70%) for the RTE-DES indicator has alr eady been met, as this indicator reached now a value of 2.65%.

The current data indicates that, the average yearly route extension based on the last filed flight plan was reduced between 2009 and 15 October 2014 by 0.32 percentage points (0.33 in AIRAC 1409). The 2014 Network Manager/ NM target (4.15%) for the RTE-FPL indicator has not yet been met, as this indicator reached only 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 was 1.93 percentage points in October 2014, displaying a slight increase compared with the previous AIRAC cycle (1.92 percentage points in AIRAC 1409).

The current data indicates that the route extension due to airspace design decreased to 2.61% in October 2014 (2.62% in September 2014). The current data show that the route extension based on the last filed flight plan remained at 4.65% in October 2014 (same in AIRAC 1409), stabilizing following the heavy impact of the several crisis situations.

3.4.2 EVOLUTION OF RTE-RAD INDICATOR

As shown in Figure 5 above the impact of the RAD decreased by 0,25 percentage points in September 2014 compared with 2012. More actions will be required to further diminish this impact still further and to ensure that the target set in the Network Manager Performance Plan is reached.

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

Thanks to the airspace enhancements implemented during AIRAC 1410 as well as the airspace design improvements put in place since AIRAC 1310 in connection with changing traffic patterns and structure, the potential savings offered during the AIRAC cycle 1410 amount to 360 000 NMs flown less compared with the equivalent AIRAC cycle in 2013. This translates into 2 160 tons of fuel, or 7 200 tons of CO2, or €1 800 000.

Based on the last filed flight plan indicator and as a result of the series of events indicated below, the actual losses5 calculated during the AIRAC cycle 1410 amount to 593 000 NMs flown more compared to the equivalent AIRAC cycle in 2013. This translates into 3 558 tons of fuel, or 11 860 tons of CO2, or € 2 965 000.

The losses recorded on the last filed flight plan data during AIRAC cycle 1410 compared to the equivalent AIRAC cycle in 2013 are a result of a combination of flight planning/ airline choices, traffic composition and/or scenarios applied due to capacity problems in the network as well as special events:

• Overall crisis situation in Ukraine that lead a significant number of flights to avoid the entire Ukrainian airspace moving to neighbouring countries (Turkey, Bulgaria, Romania, Poland, Slovakia, etc); as a result of the Ukrainian crisis adjacent ACCs/ UACs were on-loaded by Far Eastern traffic avoiding the Ukraine airspace leading to increased route extensions.

5 Including the savings resulting from the Benefits for Flight Efficiency Improvements (see chapter 4).


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• Closure of Libyan airspace for over flights due to the security situation required procedures with impact on flight efficiency for traffic between Europe and Africa re-routed via Egypt and Tunisia.

• Avoidance of Syrian and Iraqi airspace due to the security situation with impact on flight efficiency for traffic between Europe and Middle East and Asia re-routed via Iran and Turkey with additional impacts on the flows from the Ukrainian crisis situation.

• Upgrade of ATFM Strip-less System/ ATCOs’ training for ERATO Electronic Environment required regulations by NM with impact on route extensions.

• Capacity and staffing issues in Nicosia ACC and in Athens ACC required regulations with impact on network efficiency.

• Capacity and/or staffing shortage in Bratislava ACC, Geneva ACC, Karlsruhe UAC, Langen ACC, Lisbon ACC, Bordeaux ACC, Brest ACC, Marseille ACC, Reims ACC and Warsaw ACC required measures with impact on flight planning route extensions.

Figure 6 below shows the airspace unavailability and closed areas during September and October 2014.

Figure 6 : Airspace unavailability and/ closed areas September/ October 2014


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Figure 7 and Figure 8 below visualise the impact of the mentioned airspace unavailability (see Figure 6) by comparing traffic flows in September 2013 and September 2014. Considering the disruptions listed above most of the flights are not only avoiding the closed areas but avoiding the entire Ukrainian airspace.

Figure 7 : 24h traffic situation Wednesday, 25 September 2013 (flight planned)

Figure 8 : 24h traffic situation Wednesday, 24 September 2014 (flight planned)


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The comparison between the potential (RTE-DES) and actual (RTE-FPL) savings/ losses related to the different parameters is depicted in the graphs below (see Figure 9 to Figure 12).

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NM DES 418 456 427 406 328 314 627 352 560 449 453 434 406 360

NM FPL -79 216 18 -28 35 161 590 -81 -33 100 -391 -918 -779 -593

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Figure 9 : Flight Efficiency savings/ losses in Thousands of Nautical Miles

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TONS FUEL DES 2505 2734 2562 2433 1971 1882 3762 2112 3362 2694 2719 2605 2435 2160

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Figure 10 : Flight Efficiency savings/ losses in Tons of Fuel


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1310 1311 1312 1313 1401 1402 1403 1404 1405 1406 1407 1408 1409 1410

TONS CO2 DES 8351,2 9114,8 8539,7 8110,2 6569,4 6271,7 12540 7040 11206 8980 9064,5 8682,4 8116 7200

TONS CO2 FPL -1585 4315,8 354,92 -559,4 709,28 3210,4 11800 -1620 -662,2 2005,3 -7823 -18355 -15576 -11860

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Figure 11 : Flight Efficiency savings/ losses in CO2

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EURO DES 2088 2279 2135 2028 1642 1568 3135 1760 2801 2245 2266 2171 2029 1800

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Figure 12 : Flight Efficiency savings/ losses in Thousands of EURO

Note: For additional information on ATFM delay that could impact on network efficiency consult the DNM Monthly Network Operations Reports, accessible via: http://www.eurocontrol.int/publications?title=&field_term_publication_type_tid=207&year[value][year

]=.


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3.4.4 BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS

The constant but slight decrease of the RAD indicator is mainly due to improvements in airspace design and to a lesser degree due to the removal of RAD restrictions. More actions will be required to ensure that the KPI based on the RAD indicator follows trends similar to the airspace design indicator/ DES as well as to ensure that the target set in the Network Manager Performance Plan is reached.

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. From January 2012 until 15 October 2014, 620 (six hundred and twenty) airspace improvement packages coordinated at network level have been implemented. For the reference period 2012 – 2014 the implementation of a total of 719 (seven hundred and nineteen) airspace packages is currently planned. The 2014 Network Manager/ NM target has already been met with reaching a numb er of 620 airspace packages implemented.

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Figure 13 : Airspace Improvement Packages Implementation


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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 September 2014 Free Route Airspace has been partially and/or fully implemented in the following ACCs: Aix ACC, Beograd ACC, Brest ACC, Brindisi ACC, Bordeaux ACC, Bucuresti ACC, Karlsruhe UAC, Kobenhavn ACC, Lisboa ACC, London ACC, Ljubljana ACC, Maastricht UAC, Malmo ACC, Malta ACC, Chisinau ACC, Milano ACC, Padova ACC, Praha ACC, Prestwick ACC, Reims ACC, Roma ACC, Shannon ACC, Skopje ACC, Sofia ACC, Stockholm ACC, Tampere ACC, Warsaw ACC, Wien ACC and Zagreb ACC (see Figure 14 below). The 2014 Network Manager/ NM target has already bee n met with reaching a number of 29 ACC.

Figure 14 : Free Route Airspace Implementation


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3.7 ASM PERFORMANCE ASSESSMENT

Not reported for this AIRAC cycle (reporting interval 4 times per year). It will be available for AIRAC 1413 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) in the fourth quarter (Q4) of 2014 (AIRAC 1410 – AIRAC 1413).


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4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENC Y IMPROVEMENTS

4.1 FLIGHT EFFICIENCY EVOLUTION ASSESSMENT

The NM flight efficiency (FE) initiative focuses on the improvement of flight planning quality. From AIRAC 1305 to AIRAC 1311 it involved only the invalid flight plans affecting 5% of the total traffic in Europe. Those flights were corrected manually and where possible, improvement proposals made for shorter route options.

Since AIRAC 1312 the valid flight plans have been included as well, re-processed using the Group Re-routing Tool at regular intervals during the day in order to detect and suggest better route opportunities for all flights. Re-routing propositions are offered to the airline operators by telephone or AFTN/SITA message after the flight plan was filed.

Figure 15 below illustrates the difference between the proposed potential savings identified during the full AIRAC 1410 (amounting to a total of 104 839 NM) being offered to the airspace users through the Flight Efficiency Initiative, compared to a total amount of 12 925 NM effectively saved through the accepted proposals (improvement of CDR availability and its utilisation not included). Only 12% of the re-route proposals were accepted by the operators compared with the potential improvement proposals offered directly by the NMOC.

Figure 15 : AIRAC overview distance proposed versus distance realised

The flight plan originators acceptance rate of the re-routing propositions is increasing in absolute value as more airline operators become aware of the process and identify the potential of the tool. However, the ratio between the amount of re-route proposals sent versus the amount of re-route proposals accepted seems to decrease due to the significant increase of re-route proposals sent since AIRAC 1312 (including the valid flight plan data) but recording the same or slightly higher level of acceptance with an average level of 12% in AIRAC 1410 (same as AIRAC 1409, 14% in AIRAC 1408, 13% in AIRAC 1407, 14% in AIRAC 1406, 18% in AIRAC1405, 19% in AIRAC1404, 25.5% in AIRAC1403, 27% in AIRAC1402, 25.5% in AIRAC 1401, 35% in AIRAC 1313, 33% in AIRAC 1312, 61% in AIRAC 1311, 77% in AIRAC 1310 and 81% in AIRAC 1309).


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The effort to improve the quality of flight plannin g has to be enhanced in order to result in net savings. Therefore the Network Manager made a c onscious effort to treat the valid flight plan database as well so as to identify further pot ential improvements in flight planning for the remaining 95% of the traffic for various flows and city pairs, taking the latest network situation into account.

4.2 INCREASED CDR AVAILABILITY AND UTILISATION ASSE SSMENT

Since the beginning of the flight efficiency initiative in May 2013 the NM network impact assessment also looks at improving CDR availability and its utilisation. On D-1 the military liaison officer/ MILO looks at 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 co-ordination with the flight plan originator. A re-route proposal is generated after a second x-check on the day itself/D-day.

Figure 16 : CDR utilisation savings

The NM initiatives to improve the utilisation of CDR routes during AIRAC 1410 proposed potential savings of 5 300 NM (9 443 NM AIRAC 1409, 8 190 NM AIRAC 1408, 8 628 NM AIRAC 1407, 6,843 NM AIRAC 1406, 10,032 NM AIRAC 1405, 7,051 NM AIRAC 1404, 9,584 NM AIRAC 1403, 8200 NM AIRAC 1402, 6815 NM AIRAC1401, 3801 NM AIRAC 1313, 4361 NM AIRAC 1312, 4 923 NM AIRAC 1311, 5 200 NM AIRAC 1310, 12 051 NM AIRAC 1309).

The network impact assessment reports showed more or less the same amount of flights that could benefit from additional CDR availability. However, due to a low acceptance rate of the re-route proposals by the airline operators/ AOs the average actual uptake during AIRAC 1410 is only 19% (26% in AIRAC 1409, 30% in AIRAC 1408, 23% in AIRAC 1407, 14% in AIRAC 1406, 12,5% in AIRAC 1405, 14% in AIRAC 1404, 15% in AIRAC 1403, 11% in AIRAC 1402, 10% in AIRAC 1401, 18% in AIRAC 1313 and 1312, 10% in AIRAC 1311, 26% in AIRAC 1310, 20,6% in AIRAC 1309 and 33% in AIARC 1308), representing 775 NM effective gain (see Figure 16 above).

One reason for the low rate of potential flights that could benefit from additional CDR opportunities might be the change from repetitive flight planning/ RPL to automatic flight planning systems, calculating the best route available while taking into account all flight-relevant information and thus


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improving the quality of flight planning significantly. Another reason could be the deployment of Free Route Airspace improvement measures (H24, Night + H24 Week-end Free Route, Night Free Route, DCTs) since AIRAC 1310 in September 2013 that led to a change in the airline operator’s behaviour. AIRAC 1410 shows a decrease in number of flights that could benefit from potential opportunities resulting from additional CDR availability compared to the previous AIRAC cycle. The response from operators to re-route proposals decreased as well and stays low. If the airline operators would be ready and prepared to flight plan on conditional routes/ CDRs the unused potential of shorter route options available through CDRs could contribute further to improving flight efficiency.

4.3 TOTAL BENEFITS FOR FLIGHT EFFICIENCY IMPROVEMEN TS

As a result of the flight efficiency initiative the savings achieved6 through re-filing of shorter route options during AIRAC 1410 amount to a total of 13,700NM flown less (15,075NM in AIRAC 1409, 18,910NM in AIRAC 1408, 17,956 NM in AIRAC 1407, 19,462 NM in AIRAC 1406, 21,831 NM in AIRAC 1405, 19,568 NM in AIRAC 1404, 23,741 NM in AIRAC 1403, 14,830 NM in AIRAC 1402), including the Flight Efficiency initiative of NMOC on the improvement of CDR availability and its utilisation (12,925NM + 775NM).

The graph below shows the evolution of the flight efficiency improvements since the initiative started in AIRAC 1305 until 15 October 2014.

The effective savings since the beginning of the flight efficiency initiative in May 2013 have resulted in a total gain of 395,932NM flown less than flight planned. This translates into 2,376 tons of fuel, 7,919 tons of CO2 and €1,979 660.

Figure 17 : Flight efficiency improvements evolution

The significant drop of savings between AIRAC 1307 and AIRAC 1308 is mainly linked to the composition of summer traffic, this increased slightly once again during AIRAC 1310.

The variations in savings depend on the number of flight plans manually treated in the IFPS units (IFPU 1/ Brussels and IFPU 2/ Bretigny) as well as staff resources to be dedicated to the flight efficiency task. As of AIRAC 1403 IFPU 2 in Bretigny has fully joined the process, explaining the increase in mileage being proposed (58% more compared to AIRAC1402). Staff working on the Group Re-routing Tool is doubled, ensuring that at least one IFPS unit is daily dedicating working force to the flight efficiency project.

6 Included in the Benefits and Assessment of the RTE FPL Evolutions (see chapter 3.4.2)


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ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 18 S EPTEMBER 2014 The following table presents detailed information about each of the improvement proposals developed within the RNDSG and implemented during the relevant AIRAC cycle. The description of the proposals is based on the information available from different sources (e.g. AOs, ANSPs and EUROCONTROL). 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 (e.g Airspace Structure, ATC Sectors, ATS Routes, Free Route Airspace, TMA etc.).

� 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. For the correctness and verification of the relevant aeronautical information consult official State AIP publications. The data from this document should not be used for operational purposes.


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Proposal ID : 80.037 / 19.008 Impl. Status: State(s) & Org. Comments:

1.

Description: 1. To implement the following bi-directional ATS route segments:

a. ALABO - BISNA ; b. ALABO - LASKA .

2. To delete ATS route segment R120 ALABO - MEKAN.

Objective: To separate DEP and ARR traffic according to new SIDs/STARs at Baku TMA.

Implemented 18 SEP 2014

Project Group: SG BLACK

Project Category: ATS Routes

AZE RUS

Originator(s): AZE

Azerbaijan planning to implement new SIDs/STARs with separated DEP/ARR traffic and CDO/CCO in Baku TMA by 6 MAR 2014.

Proposal ID : 73.052 Impl. Status: State(s) & Org. Comments:

2.

Project Name: Canarias/ GCCC Sector AC

Description: To restructure GCCC Sector AC .

Objective: To further improve the ATS route network and airspace organisation within Canarias FIR/UIR.


Project Group: RFG SW

Project Category: PBN ATC Sectors

ESP

Originator(s): ESP

• LSSIP 2012 - 2016: New ALIAC (APP) sector (Canarias ACC) - End 2012.

• Proposal included in the Canarias TMA Project, Phase I, considers new PRNAV procedures to GCRR and GCFV.

Related proposals: • 50.053b • 60.034b • 75.022


3.

Description: To replace 5LNC SALME .

Objective: To avoid 5LNCs duplication within the ECAC area of the ICAO EUR/NAT region, to improve the aeronautical information provided and be compliant with ICAO Annex 11.


Project Category: 5LNC

FRA

Originator(s): EUROCONTROL ICAO

• Annex 11 stated that the 5LNCs shall be unique.

• SALME is used 3 times worldwide and is created in ICARD for USA.

• ICAO DM sent relevant message to FRA.


4.

Project Name: UN26 Extension

Description: To extend UN26 DEVOM - STU as CDR 1/3.

Objective: To provide connectivity for traffic to from EIDW wishing to route via SKESO.



GBR

Originator(s): GBR

Ongoing issues regarding clawback of airspace for Danger Area use for D115 and D117.


5.

Project Name: SID Truncation

Description: To truncate EGGW / EGWU CLN SIDs at MATCH.


Project Category:

GBR

Originator(s): GBR


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Objective: Reduce portion of flight plan route to be fuelled at SID Altitude.

Airspace Structure ATM System


6.

Project Name: SID Truncation/Removal

Description: EGLC SAM SID to be removed and traffic used LYD SID and ATS route network to get to SAM.

Objective: To significantly reduce portion of flight route fuelled for SID Altitude.


Project Category: Airspace Structure ATM System

GBR

Originator(s): GBR


7.

Project Name: High Level Sectors

Description: To implement the following bi-directional ATS routes (FL245 - FL460): a. UN83 LEDGO - NAKID (CDR 1 MON - THU 1700 - 0800 / FRI 1700

- MON 0800, CDR 3 rest of time) for traffic overflying UK; b. UN84 LULOX - NAKID (PERM) for traffic overflying UK c. UN80 ARKIL - NAKID.

Objective: To further improve ATS route network within UK as part of High Level Sectors (HLS) implementation.




GBR FRA

Originator(s): GBR

Early deliverable of HLS


8.


Description: To implement, as CDR1/3, the following bi-directional ATS routes (FL245 - FL460): a. UP69 DAWLY - LULOX; b. UP70 DAWLY - ARKIL; c. UP71 DAWLY - LESLU; d. UP72 DAWLY - LEDGO; e. UP73 DAWLY - MOPAT.





GBR

Originator(s): GBR

• HLS early deliverables; • All ATS routes will be CDR 1 MON - THU

1700 - 0800 / FRI 1700 - MON 0800 and CDR 3 rest of time;

• All ATS routes will be used for London TMA traffic and overflights.


9.

Project Name: SID Truncation

Description: To truncate EGGP DESIG 1T/1V SIDs at BARTN and become


Project Category:

GBR

Originator(s): GBR


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BARTN 1T/1V SIDs .

Objective: To reduce portion of flight planned route fuelled at SID Altitude.

Airspace Structure ATM System


10.


Description: To implement the following ATS routes (FL245 - FL460): a. UN38 DOLUR - LESLU bi-directional (CDR1 H24) - Overflights only b. UN54 DOKEK - DOLUR bi-directional (CDR1 MON - THU 1700 -

0800 and FRI 1700 - MON 0800, CDR 3 Rest of time) - Dublin TMA traffic and overflights;

c. UN58 AMPOP - GATRA northbound (CDR1 H24) - Dublin TMA traffic and overflights.





GBR FRA

Originator(s): GBR

HLS early deliverable.

Proposal ID : 64.066a / 09.012a Impl. Status: State(s) & Org. Comments:

11.

Description: 1. To delete ATS route B140 / T915 LEGVI - TBS. 2. To withdraw point LEGVI and UGTB SIDs LEGVI2A, LEGVI6A,

LEGVI3A and STARs LEGVI4B, LEGVI3B.

Objective: To further improve the airspace organisation within Tbilisi FIR.



Project Category: TMA ATS Routes

GEO

Originator(s): EUROCONTROL GEO

• B140 KOTAN - LEGVI was withdrawn by AZE as from 6 MAR 2014.

• B140 SEVAN - KOTAN was withdrawn by ARM as from 26 JUN 2014.

Related proposals: • 64.066b / 09.012b


12.

Project Name: ECAC States AIP en-route publication i ssues

Description: To adapt the lower/upper vertical limits, expressed in FL, of ATS routes within Tbilisi FIR - change of IFR FL to VFR FL or ALT .

Objective: To adapt in State AIP ATS routes vertical limits.



Project Category: AIP

GEO

Originator(s): EUROCONTROL

Currently for lower ATS routes lower limit varies as FL100, FL110,…FL150 etc.


13.

Description: To implement eastbound ATS route Y40 RASEL - LITPA - ARLIT (FL095 - FL490).

Objective: To further improve ATS route network between Riga FIR and Vilnius FIR.


Project Group: SG BALTIC

LVA LTU

Originator(s): LVA

LITPA new boundary point between LVA / LTU.


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14.

Description: To implement bi-directional ATS route L59 GELDA - VAGVO - BALIT.

Objective: To further improve ATS route network between Riga FIR and Vilnius FIR.


Project Group: SG BALTIC

Project Category: DCTs ATS Routes

LVA LTU

Originator(s): IATA

Required to be used whenever B73 and B74 TIGNU - IPLIT are closed in Kaliningrad (UMKK) FIR (normally every WED and THU 0800 - 1500 as per AIP, and ad-hoc by NOTAM).


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

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 14 10 No 0 3/120 3 18 September ...Monitoring Report AIRAC 1410 (18 September 2014 – 1 5 October 2014) - 11 - 3.4 FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE