Monitoring Report: AIRAC 1406 No 03/1203 29 May 2014 - … · The Performance Scheme for air navigation services and network ... included in the Route Availability Document ... Monitoring

No 03/1203

Edition: AIRAC 1203

Monitoring Report: AIRAC 1406

29 May 2014 - 25 June 2014

EUROPEAN ORGANISATION FOR SAFETY OF AIR NAVIGATION

European Route Network Improvement Plan

(ERNIP) Implementation Monitoring

Monitoring Report: AIRAC 1406 29 May 2014 - 25 June 2014

NETWORK MANAGER 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 1406 (29 May 2014 - 25 June 2014)

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

1.1 SUMMARY........................................................................................................................ 3 1.2 ACHIEVING 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 1406 (29 MAY 20 14)............................. 5 2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 29 MAY 2014.......................... 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 SPECIAL EVENTS ......................................................................................................9 3.4.3 EVOLUTION OF RTE-RAD INDICATOR.....................................................................9 3.4.4 BENEFITS AND ASSESSMENT OF RTE-DES AND RTE-FPL EVOLUTIONS ...........9 3.4.5 BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS ................................. 12

3.5 AIRSPACE CHANGES EVOLUTION .............................................................................. 12 3.6 FREE ROUTE AIRSPACE EVOLUTION......................................................................... 13 3.7 ASM PERFORMANCE ASSESSMENT FOR 2013 ......................................................... 14

4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENCY I MPROVEMENTS16 4.1 FLIGHT EFFICIENCY EVOLUTION ASSESSMENT....................................................... 16 4.2 INCREASED CDR AVAILABILITY AND UTILISATION ASSESSMENT .......................... 17 4.3 TOTAL BENEFITS FOR FLIGHT EFFICIENCY IMPROVEMENTS................................. 18

ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 29 M AY 2014 .............................. 20 ANNEX B: ACRONYMS AND TERMINOLOGY.................. ......................................................... 25


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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 1406 (29 MAY 2014 – 25 JUNE 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 yea.

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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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: • 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][yea

r]=

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 1406 (29 MAY 2014)

2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 29 MAY 2014

During the AIRAC cycle 14 (fourteen) airspace improvement packages co-ordinated at network level were implemented. Apart from several ATS route network improvements the list below provides an overview of the major improvement measures implemented on 29 May 2014:

� Czech Republic / Germany: - Amendment of RAD restriction LK4011, LK4033 and LKED4005.

� France:

- Creation of new ATC Sectors F4 / M4 (FL375 - UNL) in Marseille ACC.

� Slovenia: - Additional 5th sector Ljubljana ACC.

A detailed list of all improvement measures implemented on 29 May 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 25 June 2014.

RTE-DES

3,53%3,54%3,45%3,22%3,04%2,96%2,80%2,66%

2%

3%

4%

5%

6%

2007 2008 2009 2010 2011 2012 2013 2014

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 25 June 2014. Figure 2 including the French/ Belgium industrial action, Figure 3 excluding the French/Belgium strike on 24 - 25 June 2014.

RTE-FPL

4,91%5,03%4,90%4,91%4,73%4,64%4,57%4,54%

2%

3%

4%

5%

6%

2007 2008 2009 2010 2011 2012 2013 2014

RTE-FPL

4,91%5,03%4,90%4,91%4,73%4,64%4,57%4,52%

2%

3%

4%

5%

6%

2007 2008 2009 2010 2011 2012 2013 2014

Figure 2 : Flight Planning indicator evolution with strike Figure 3 : Flight Planning indicator evolution without strike

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 25 June 2014.

RTE-RAD

3,75% 3,65% 3,54%

2%

3%

4%

5%

6%

2012 2013 2014

Figure 4 : 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 25 June 2014, Figure 5 including the French/ Belgium industrial action, Figure 6 excluding the French/Belgium strike on 24-25 June 2014.

Route Efficiency KPI per AIRAC cycle20

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Figure 5 : Flight efficiency (DES, RAD) evolution per AIRAC cycle (French/ Belgium strike included)

Route Efficiency KPI per AIRAC cycle

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Figure 6 : Flight efficiency (DES, RAD) evolution per AIRAC cycle (French/ Belgium strike excluded)


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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 25 June 2014, including the French/ Belgium strike 24-25 June 2014.

Route Efficiency KPI per AIRAC cycle

2,50%

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Figure 7 : Flight efficiency (DES, RAD, FPL) evolution per AIRAC cycle

The difference between the three indicators (DES, F PL, RAD) clearly indicate that additional efforts must be made to further improve the efficie ncy of airspace utilisation and to ensure that the indicator based on the latest filed flight plan/ FPL and the RAD indicator follow similar to the airspace design indicator/ 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 25 June 2014 by 0.79 percentage points (same as in AIRAC 1405). 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 alread y been met, as this indicator reached now a value of 2.66%.

The current data indicates that, the average yearly route extension based on the last filed flight plan was reduced between 2009 and 25 June 2014 by 0.36 percentage points (0.38 percentage points in 1405). 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 4.54%.

The difference between the airspace design indicator and the last filed flight plan indicator was 1.45 percentage points in 2009 and was 1.88 percentage points in June 2014, displaying a slight increase compared with the previous AIRAC cycle (1.86 percentage points in AIRAC 1405).

The current data indicates that the route extension due to airspace design slightly decreased from 2.67% in May 2014 to 2.66% in June 2014. The current data show that the route extension based on the last filed flight plan went up from 4.48% in May 2014 to 4.61% in June 2014 as a result of the French/ Belgium strike that took place on 24-25 June 2014.


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3.4.2 SPECIAL EVENTS

The French industrial action that took place 24-25 June 2014 resulted in extreme re-routing options in order to avoid French/Belgium airspace reflected in the flight planning indicator for this AIRAC cycle. Additionally between 2500 and 3000 flights were cancelled

3.4.3 EVOLUTION OF RTE-RAD INDICATOR

As shown in Figure 4 above the impact of the RAD decreased by 0,21 percentage points end of June 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.

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

Thanks to the airspace enhancements implemented during AIRAC 1406 as well as the airspace design improvements put in place since AIRAC 1306 in connection with changing traffic patterns and structure, the potential savings offered during the AIRAC cycle 1406 amount to 449 000 NMs flown less compared with the equivalent AIRAC cycle in 2013. This translates into 2 694 tons of fuel, or 8 980 tons of CO2, or €2 245 000.

Based on the last filed flight plan indicator and as a result of the series of events indicated below, the actual gains5 calculated during the AIRAC cycle 1406 amount to 100 000 NMs flown less compared to the equivalent AIRAC cycle in 2013. This translates into 602 tons of fuel, or 2 005 tons of CO2, or € 501 000.

No losses are recorded on the last filed flight plan data during AIRAC cycle 1406 compared to the equivalent AIRAC cycle in 2013, where we recorded a French industrial action as well. The actual savings recorded represent only 22% of the potentia l savings offered, as a result of a combination of flight planning/ airline choices and traffic composition, mainly caused by special events, capacity problems in the network, regulations and/or scenarios applied due to:

• French/ Belgium industrial action 24 - 25 June 2014 affecting all ACCs, required regulations and tactical re-routings with impact on network efficiency;

• As a result of the French/ Belgium strike adjacent ACCs/ UACs (Barcelona, Karlsruhe, Langen, Maastricht, Madrid, Tunisia and Algeria) were on-loaded by traffic avoiding the French/Belgium airspace and measures had to be applied with impact on flight planning route extension;

• Capacity and staffing shortage as well as special event (Paperless Strip System/ PSS Implementation) in Langen ACC required measures with impact on network efficiency;

• Capacity issues in Maastricht UAC required regulations with impact on network efficiency;

• A combination of capacity reductions due to the new ATC system PEGASUS21 that was implemented 25 November 2013 and staff shortages in Warsaw ACC required regulations and tactical re-routings with impact on network efficiency;

• Capacity issues in Reims ACC required regulations with impact on flight planning route extensions;

• Radar problems Bratislava ACC, Karlsruhe UAC and Praha ACC required regulations with impact on network efficiency.

The French/ Belgium industrial action on 24 - 25 June 2014 resulted in significant re-routings and consequently had a negative impact on flight efficiency. For the two strike days the losses calculated come up to approximately 400000 NM, i.e. 2400 tons fuel, 8000 tons CO2, 2 million euro.

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


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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 8 to Figure 11).

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

-1000

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NM

/100

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NM FPL

NM DES 184 288 297 385 418 456 427 406 328 314 627 352 560 449

NM FPL -823 -19 -205 -176 -79 216 18 -28 35 161 590 -81 -33 100

1306 1307 1308 1309 1310 1311 1312 1313 1401 1402 1403 1404 1405 1406

Figure 8 : Flight Efficiency savings/ losses in Thousands of Nautical Miles

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

(In Tons of Fuel)

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TONS FUEL DES 1102 1729 1779 2310 2505 2734 2562 2433 1971 1882 3762 2112 3362 2694

TONS FUEL FPL -4940 -112 -1231 -1056 -476 1295 106 -168 213 963 3540 -486 -199 602

1306 1307 1308 1309 1310 1311 1312 1313 1401 1402 1403 1404 1405 1406

Figure 9 : Flight Efficiency savings/ losses in Tons of Fuel


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

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TONS CO2 DES 3672,6 5765 5931,3 7700 8351,2 9114,8 8539,7 8110,2 6569,4 6271,7 12540 7040 11206 8980

TONS CO2 FPL -16465 -371,94 -4104 -3520 -1585,4 4315,8 354,92 -559,4 709,28 3210,4 11800 -1620 -662,2 2005,3

1306 1307 1308 1309 1310 1311 1312 1313 1401 1402 1403 1404 1405 1406

Figure 10 : Flight Efficiency savings/ losses in CO2

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

(In Thousands of EURO)

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EURO DES 918 1441 1483 1925 2088 2279 2135 2028 1642 1568 3135 1760 2801 2245

EURO FPL -4116 -93 -1026 -880 -396 1079 89 -140 177 803 2950 -405 -166 501

1306 1307 1308 1309 1310 1311 1312 1313 1401 1402 1403 1404 1405 1406

Figure 11 : 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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3.4.5 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 29 May 2014, 578 (five hundred and seventy eight) airspace improvement packages coordinated at network level have been implemented. For the reference period 2012 – 2014 the implementation of a total of 737 (seven hundred and thirty seven) airspace packages is currently planned. The 2014 Network Manager/ NM target has already been met with reaching a numb er of 578 airspace packages implemented.

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Figure 12 : 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 29 May 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, Ljubljana ACC, Maastricht UAC, Malmo ACC, Marseille ACC, Milano ACC, Padova ACC, Praha ACC, Reims ACC, Roma ACC, Shannon ACC, Skopje ACC, Sofia ACC, Stockholm ACC, Tampere ACC, Warsaw ACC, Wien ACC and Zagreb ACC (see Figure 13 below). The 2014 Network Manager/ NM target has already been met with reaching a number of 26 A CC.

Figure 13 : Free Route Airspace Implementation


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3.7 ASM PERFORMANCE ASSESSMENT FOR 2013

Not reported for this AIRAC cycle (reporting interval 4 times per year). It will be available for AIRAC 1407 to provide the performance (behaviour of the aircraft operators and the efficiency of the ANSPs managing the airspace) in the first and second quarter (Q1/ Q2) of 2014 (AIRAC 1401 – AIRAC 1406).


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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 14 below illustrates the difference between the potential savings identified during the full AIRAC 1406 (amounting to a total of 134 694 NM) being offered to the airspace users through the Flight Efficiency Initiative, compared to a total amount of 18 533 NM effectively saved through the accepted proposals (improvement of CDR availability and its utilisation not included). Only 14% of the re-route proposals were accepted by the operators compared with the potential improvement proposals offered directly by the NMOC.

Figure 14 : 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 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 potential improvements i n 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 15 : CDR utilisation savings

The NM initiatives to improve the utilisation of CDR routes during AIRAC 1406 identified a potential saving of 6,843 NM less to be flown (10,032 NM in AIRAC 1405, 7,051 NM in AIRAC 1404, 9,584 NM in AIRAC 1403, 8200 NM in AIRAC 1402, 6815 NM in AIRAC1401, 3801 NM in AIRAC 1313, 4361 NM in AIRAC 1312, 4 923 NM in AIRAC 1311, 5 200 NM in AIRAC 1310 and 12 051 NM in 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 1406 is only 14% (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 929 NM effective gain (see Figure 15 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 significantly improving the quality of flight planning significantly.


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Another reason could be the deployment of several Free Route Airspace improvement measures (H24, Night Free Route plus H24 Week-end, Night Free Route, DCTs) since AIRAC 1310 in September 2013) that led to a change in the airline operator’s behaviour. AIRAC 1406 shows a decrease in number of flights that could benefit from potential opportunities resulting from additional CDR availability. The response from operators to re-route proposals continues to stay 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

Due to the flight efficiency initiative the savings achieved6 through re-filing of shorter route options during AIRAC 1406 amount to a total of 19,462 NM flown less (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 (18,533NM + 929NM).

The graph below shows the evolution of the flight efficiency improvements since the initiative started in AIRAC 1305 until 25 June 2014.

The effective savings since the beginning of the flight efficiency initiative in May 2013 have resulted in a total gain of 330,291 NM flown less than flight planned. This translates into 1,982 tons of fuel, 6,605 tons of CO2 and €1,651 455.

Figure 16 : 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 as well 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 has fully joined the process, explaining the increase in mileage being proposed (58% more compared to AIRAC1402). Staff working on the

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


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Group Re-routing Tool is doubled, ensuring that at least one IFPS unit is daily dedicating working force to the flight efficiency project.


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ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 29 M AY 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 : 81.082 Impl. Status: State(s) & Org. Comments:

1.

Description: To amend RAD restriction LK4011 EDDF to LHBP/SM, LOWW, LZIB; no limitation for LHBP/SM, LOWW and LZIB not above FL355 (currently FL345) if via VEMUT, H24.

Objective: To further improve the ATS route network within Praha FIR while providing an additional shorter route option.

Implemented 29 MAY 2014

Project Category: ATS Routes RAD

CZE

Originator(s): CZE


2.

Description: To split and revise RAD restriction LKED4005 of Appendix 3 and allow a) EDDT/DB to EDDM new FL capping FL345 instead of FL305

(FL345 off-peak, FL305 in peak time 10(9) - 13(12) UTC). b) EDDT/DB to LOWW new FL capping max FL335 instead of FL (new

RAD limitation: peak time / slow climbing AC max.FL315). c) flights from LOWW to EDDT/DB at new FL capping max FL345

(currently FL305).

Objective: To further improve the ATS route network and vertical flight efficience while relieving flight level cappings in RAD Appendix 3.


Project Category: ATS Routes RAD

CZE DEU

Originator(s): CZE

b. currently part of LKED4005.


3.

Project Name: RAD restriction LK4033

Description: To revise RAD restriction LK4033 of Appendix 3 by changing it to EDDM to/from EPKK/KT/PO, while relieving restriction for other ED** airports.

Objective: To further improve the ATS route network and vertical flight efficiency at the interface between Praha FIR and Munich FIR.


Project Category: Vertical FE RAD

CZE DEU

Originator(s): CZE

Proposal ID : 80.011b Impl. Status: State(s) & Org. Comments:

4.

Project Name: ECAC States AIP en-route publication issues

Description: ENR 4.4: To replace all non-coordinated 5LNCs including those containing letters from national language: EIKLA, KARLA, MUUGA, NAISA, SALME, SANDA, VAIDA .

Objective: To adapt publication of significant points in accordance with ICAO requirements.


Project Category: AIP

EST

Originator(s): EUROCONTROL

Will be moved to AD Section.

Related proposals: • 80.011a



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5.

Description: To re-designate the following existing ATS route segments: a) Y14 EVANO - BORDI - PIGOS as N736; b) UY14 BORDI - PIGOS as UN736 (release of Y14).

Objective: To rationalise the existing ATS route designators within France and Italy in order to further facilitate flight planning and release RDs.


Project Category: ATS Routes Route Redesignation

FRA ITA


Re-designation will be adopted with any other needed change to the route, not as a single action.


6.

Description: To create a new ATC Sectors F4 / M4 (FL375 - UNL) in Marseille ACC by spliting the existing ATC sector F3 / M3 (FL355 - UNL) at FL 375.

Objective: To further improve capacity in Marseille ACC.


Project Group: RFG SW

Project Category: ATC Sectors

FRA

Originator(s): FRA


7.

Project Name: Midlands Improvements

Description: EGCC HON SID Truncation and redesignate SID as SANBA and extend N858 HON - SANBA to replace the SANBA - HON portion of the current SID.

Objective: To significantly reduce the flight plannble portion of the flight planned (and potentailly fuelled for but never flown) at SID altitude (5000ft).


Project Category: ATS Routes

GBR

Originator(s): GBR


8.

Project Name: UK SID Truncation

Description: To truncate the DVR 8C/8B at DET or remove the DVR SID completely and use (new) airway (U)L6 between DET and DVR.

Objective: To significantly reduce the flight planned (and potentially fuelled for but never flown) portion of the flight at SID altitude (6000ft).



GBR

Originator(s): GBR

Awaiting policy guidance from UK CAA.


9.

Project Name: Midlands departures via BAGSO

Description: To amend RAD to allow EGBB/BE/NX departures via BAGSO to route via WAL (U)L10/(U)L70.



GBR

Originator(s): GBR


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Objective: To reduce flight plannable mileage by about 3NM per flight.


10.

Description: To replace 5LNC MANTA.

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: Airspace Structure

GBR

Originator(s): EUROCONTROL ICAO

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

• MANTA is used 4 times worldwide and in ICARD is created by USA in 2009.

• ICAO DM sent relevant message to GBR.


11.

Description: 1. To re-designate the following existing ATS routes:

a. UY9 ROTAR - SUXAN as UL611; b. UY99 SUXAN - BZO - MOBDO - TIBRO as UY9 (release of

Y99); c. P63 RON - RCH - RIFEN - DOL - EBITI as P735; d. UP63 VIC - RCH - RIFEN - DOL - EBITI as UP735 (release of

P63). 2. To withdrawal the second RD the following existing ATS routes:

a. P63 from ATS route segment P735 EBITI - MAGAM; b. P735 from ATS route segment Y177 VEKEN - DEGUM - ABISU

- EBITI.

Objective: To further simplify the existing RDs between Italy and Slovenia.


Project Group: RFG SE

Project Category: Route Redesignation

ITA SVN


UY99 and UP63 will be implemented as from 3 APR 2014.


12.

Description: To change to bi-directional existing southbound ATS route UP33 NEVIK - RASNO.

Objective: To further improve ATS route options within Malta FIR.



MLT


• Important option for DEP HLLB to North East and mainly Istanbul airports.

• Currently all DEP HLLB are on dog-leg option RASNO UM1 ARLOX UB1 PLH UB1 MONUV which is 31.8NM longer than northbound on UP33.


13.

Project Name: New sector Ljubljana ACC

Description: To introduce an additional, 5th sector within Ljubljana ACC.

Objective: To further improve the airspace structure within Ljubljana ACC in line with the opening of the KFOR sector over Kososvo.


Project Category: Airspace Structure ATC Sectors

SVN

Originator(s): SVN

Related proposals: • 51.008


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14.

Description: To re-designate existing ATS route UP173 DOL - LETLI as UL172 (release of P173).

Objective: To further simplify the existing RDs within Slovenia.


Project Group: RFG SE

Project Category: Route Redesignation

SVN


• Currently this ATS route segment is designated as L172 and UP173.

• Re-designation of P173 as L172 was done on 10 FEB 2011.


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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 1406 No 03/1203 29 May 2014 - … · The Performance Scheme for air navigation services and network ... included in the Route Availability Document ... Monitoring