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accounted for 50% of all en-route ATFM delay in 2009.
En-route ATFM delays originated mainly from Warsaw ACC (10%), Madrid ACC (8%) and the South-east
axis stretching from Austria via Croatia, Greece and Cyprus (28%). The German ACCs Rhein/Karlsruhe and
Langen together accounted for some 18% of total en-route delays in 2009.
Shortcomings in the planning and deployment of staff appear to be the main drivers of en-route ATFM delays
at the most congested ACCs. The planning and management of capacity is the core responsibility of ANSPs.
At present, there is limited information for the review of capacity plans and their execution, e.g. staff
availability.
The unprecedented drop in traffic helped to close existing capacity gaps. It is important to continue to close
existing capacity gaps, to match capacity plans with forecast demand and to have some flexibility in
accommodating unforeseen changes in traffic.
In view of the staffing issues and the high number of planned ATM system upgrades over the next three years,
an adequate and pro-active capacity planning at local and ATM network level is essential to make sure that
delay targets are met. The network management function has an important role to play.
The SES II package, especially capacity target setting and the network management function, is expected to
improve the capacity planning process at local and network levels.
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY PRR 2009
vi
Even though the European horizontal en-route 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 tonnes of fuel in 2009 which corresponds to
120 000 tonnes 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.
4,1%
4,1%
4,0%
4,0%
3,9%
3,7%
6,0% 5,9% 5,8% 5,8% 5,6% 5,4%
0%
2%
4%
6%
8%
2004
2005
2006
2007
2008
2009
TMA interface Direct route extension
Flight distance compared to great circle
Implementation of indicators by more States and sharing of best practice should be further encouraged.
Progress still needs to be made both in developing and offering routes through shared airspace and ensuring
that these routes are effectively used by civil users, especially during weekends when military activity is
minimal.
With a view to the start of the SES performance scheme in 2012, more work is required to ensure that all
parameters necessary for the evaluation of the effective use of shared airspace are available.
ANS Performance at main airports
There have been some improvements in ANS performance at airports in 2009
Air Navigation Services at the top 20 major airports can adequately sustain the declared airport capacity in
daily operations during favourable conditions, with the exception of Vienna, Athens and partially Madrid.
Overall, the performance in Athens, Istanbul, Madrid and Wien has significantly deteriorated, mainly due to
capacity constraints.
There were significant improvements in the approach phase at London LHR (20% reduction of additional
time) without increase in ATFM delay, under slightly reduced traffic (-2%).
ANS performance at airports is more affected by weather conditions than traffic changes with the European
system of airport slot allocation.
The implementation of operational concepts, systems and procedures to improve ANS performance during
unfavourable weather conditions, especially high winds, should be expedited. The application of time-based
separation in final approach instead of distance-based separation will certainly improve the situation. This will
require, inter alia, Meteorological infrastructures, AMAN/DMAN tools and CDM.
Environment
Sustainable development and global emissions are on the top of the political agenda. The significant fuel
efficiency improvements in global aviation over the past were not sufficient to realise carbon neutral growth
which subsequently resulted in an increase in aviation related CO2 emissions over the years.
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY PRR 2009
vii
Aviation represents 3.5% of man made CO2 emissions
in Europe. Long-haul flights (>3 hours), for which
there is virtually no substitute, account for 13% of
flights, but 60% of fuel burn. Flights shorter than one
hour, which could possibly be substituted, represent
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Performance Review Report 2009(5)
