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2009, departures outside ATFM slots remain disproportionately high at some airports.
Improvements are expected with application of the ATFM Regulation and oversight by
the Network Management function.
4.8.7 Flight plan adherence is still a major concern: it should be monitored with appropriate
tools and encouraged to avoid over deliveries and waste of resources.
Chapter 5: Operational En-route Performance
PRR 2009 43 Chapter 5: Operational En-route Performance
5 Operational En-route Performance
KEY MESSAGES OF THIS CHAPTER
Although ATFM en-route delay decreased from 1.9 to 1.2 minutes per flight in summer 2009, the enroute
delay target of 1 minute per flight was not met in 2009, notwithstanding the significant decline in
traffic which reduced traffic levels far below planned ANSP capacity in 2009.
The traditional indicator “delay per flight” is not easy to communicate and is therefore complemented
by the “percentage of flights delayed by more than 15 minutes”.
For the full year, the percentage of flights delayed by more than 15 minutes due to en-route ATFM
restriction decreased from 4.0% in 2008 to 2.6% in 2009.
Shortcomings in the planning and deployment of staff in a limited number of ACCs appear to be the
main drivers of en-route ATFM delay in 2009. For the evaluation and monitoring of the ANSP
capacity plans, there is presently only limited information concerning the relation between staff- and
capacity planning available from ANSPs.
A high number of ATM system upgrades are planned over the next three years which will require
adequate planning at local level and proper co-ordination at network level for which a European
network function will be essential.
Despite the uncertainties presently attached to traffic forecasts, it is important to continue to close the
existing capacity gaps and to carefully plan capacity increases to accommodate future traffic demand.
The SES II performance scheme and the subsequent capacity target setting is expected to improve the
capacity planning process at local and network level and pave the way to the development of a crucial
European Network Management function.
Although the European horizontal flight efficiency target could not be met in 2009, improvements are
notable. Total savings in European airspace due to improved en-route design and flight planning
amounted to approximately 36 000 t of fuel in 2009 which corresponds to 120 000 t of CO2.
En-route airspace design is by far the most important driver of en-route extension. The improvement of
flight efficiency is a pan-European issue which requires the development and the implementation of a
Pan-European network improvement plan in cooperation with States and ANSPs.
5.1 Introduction
5.1.1 Building on the framework outlined in Chapter 4, this chapter analyses the operational
performance of en-route ANS (ATFM delays, flight efficiency, access to and use of
airspace), and the Chapter 6 analyses operational performance in the TMA and at airports.
5.1.2 The analysis by area (en-route, TMA & airport) enables accountabilities and trade-offs to
be viewed more clearly.
5.1.3 The environmental impact of flight efficiency, and trade offs between the different flight
phases, are addressed in the Environmental assessment in Chapter 7. The economic
impact of, and trade offs between, en route capacity (route charges), ATFM delays and
en-route flight efficiency are addressed in the economic assessment in Chapter 9.
5.2 En-route ATFM delays
5.2.1 This section reviews Air Traffic Flow Management (ATFM) delays originating from enroute
capacity restrictions.
EUROPEAN ATFM EN-ROUTE DELAY TARGET
5.2.2 The European target for en-route ATFM delay is one minute per flight until 2010 (PC,
2007). This target refers to en-route ATFM delay in the summer period (May to October),
all delay causes included (capacity, weather, etc.).
PRR 2009 Chapter 5: Operational En-route Performance
44
2.9 4.1 5.5 3.6 3.1 1.8 1.2 1.2 1.3 1.4 1.6 1.9 1.2
0
1
2
3
4
5
6
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
En-route ATFM delay/ flight (min.)
OTHER (Special
event, military, etc.)
WEATHER
ATC Other (strike,
equipment, etc.)
ATC Capacity &
Staffing
PC Target
Target: 1.0min/flight
Actual: 1.2min/flight
Summer ATFM en-route delay target (May-Oct.)
source: EUROCONTROL/CFMU
-10%
-5%
0%
5%
10%
traffic growth (%)
Traffic growth
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Performance Review Report 2009(37)
