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optimising the design of the network from a safety point of view
3.9.10 The deployment of automatic safety data acquisition offers the best prospect of
establishing an accurate, reliable and transparent safety database for Europe.
3.9.11 There is an urgent need to clarify the institutional, legal and organisational aspects related
to such an endeavour with close cooperation between ICAO, the EU, EUROCONTROL
and States.
3.10 Conclusions
3.10.1 There was no accident with direct ATM contribution in 2009 involving commercial
aviation.
3.10.2 ESARR 2 data for 2008 shows a decrease in the number of high-severity Separation
Minima Infringements and runway incursions being reported. However, the number of
‘not investigated’ ATM safety occurrences remains high. It is noteworthy that, even in
2010, the ESARR2 data for 2008 remains provisional. This is why the PRC considers that
the current manual reporting should be complemented by independent monitoring based
on automatic safety data acquisition tools.
3.10.3 There is a continuous increase in the reporting of incidents in many States. However, it
remains of major concern that the number of reporting States remains relatively low (29)
and has not increased in the last five years.
3.10.4 The PC target of all Member States reaching at least 70% safety maturity by the end of
2008 was not met by 11 Regulators and 7 ANSPs. However, the average safety maturity
at the end of 2008 was 82% for ANSPs and 76% for Regulators.
3.10.5 Just culture is a key element to enhance safety levels in all areas of aviation. However,
PRR 2009 Chapter 3: Safety
28
not all the States have taken the necessary measures to achieve a fully non-punitive
reporting system. All States should be urged by EUROCONTROL and the EC to have an
appropriate legal, cultural and institutional structure to enable harmonised safety
measurement and reporting.
3.10.6 In accordance with SES II legislation, safety targets will be set and monitored for EU and
associated States starting from 2012, which represents significant progress. This could be
extended to all EUROCONTROL Member States by decision of the Provisional Council.
3.10.7 Aviation is a global industry with accountabilities and obligations at international,
regional, national and local levels. A clear structure with well defined accountabilities at
each level is essential to develop comprehensive and well considered initiatives to
improve safety across Europe and the world.
3.10.8 There is an urgent need to clarify the institutional, legal and organisational aspects related
to the deployment of automatic safety data acquisition, with close cooperation between
ICAO, the EU, EUROCONTROL and States.
Chapter 4: Air Transport Network Performance
PRR 2009 Chapter 4: Air Transport Network Performance
29
4 Air Transport Network Performance
KEY MESSAGES OF THIS CHAPTER
Virtually all performance indicators related to operational air transport performance show a notable
improvement in 2009. The share of flights delayed by more than 15 minutes compared to schedule
decreased from 21.6% in 2008 to 17.9% in 2009. This improvement needs to be seen in context with
the significant drop in traffic (-6.6%) which reduced traffic to 2006 levels.
The unprecedented drop in traffic reduced demand far below planned capacity levels in 2009. The
resulting spare capacity in most areas (airlines, airports, ATC) translated into better turn around
performance (airlines, airports, security, etc.), a reduction of ATFM en-route delays and resulting
positive effects for the network.
In 2009, ANS-related delays (including weather related delays handled by ANS) accounted for some
25% of total departure delays, compared to 28% in 2008.
There is a high correlation between the ANS delays reported by airlines in CODA and the ATFM
delay calculated by the CFMU.
Although ATFM slot adherence shows a continuous improvement between 2003 and 2009, the share
of departures outside the ATFM slot tolerance window at some airports is still high.
A special effort shall be undertaken to promote and monitor Flight Plan adherence.
4.1 Introduction
4.1.1 The analysis of operational air transport performance in this report is divided into three
separate chapters, as outlined in the conceptual framework in Figure 37.
4.1.2 This chapter evaluates operational air transport performance and underlying delay drivers
in order to provide an estimate of the ANS-related contribution.
4.1.3 A more detailed analysis of ANS-related operational performance requires a
differentiation between the en-route environment (where performance is largely in the
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