EUROCONTROL Annual Report 2008

EUROCONTROL Annual Report 2008

EUROCONTROL

08

04 EUROCONTROL and its 38 Member States

06 Message from the President of the Provisional Council

08 Foreword by the Director General

10 Senior management and organisational structure

12 2008 highlights

14 EUROCONTROL: a partnering organisation

16 Safety

26 Capacity

38 Efficiency and cost-effectiveness

48 Environment

54 Civil-military ATM coordination

60 The Single European Sky

66 SESAR

68 Human resources

70 Corporate governance

72 Financial information

83 Glossary

Tabl

e of

con

tent

s

4

EUROCONTROL, the European Organisation for the Safety

of Air Navigation, is an intergovernmental organisation

made up of 38 Member States and the European

Community and has as its primary objective the

development of a seamless, pan-European air

traffic management (ATM) system.

Originally founded in 1960 as a civil-military Organisation

to deal with air traffic control for civil and military users

in the upper airspace of its six founding European

Member States (Belgium, Germany, France,

Luxembourg, the Netherlands and the United Kingdom),

EUROCONTROL has developed into a vital European

repository of ATM excellence, both leading and

supporting ATM improvements across Europe.

Today, together with its partners, EUROCONTROL is

committed to building a Single European Sky that will

deliver the ATM performance required for the twenty-first

century and beyond.

Working in partnership

To achieve its mission, EUROCONTROL works closely with

Member States, air navigation service providers, civil and

military airspace users, airports, the aerospace industry,

professional organisations, intergovernmental

organisations and the European institutions.

EUROCONTROLThe European Organisation for the Safety of Air Navigation

5

38Member

StatesAlbania

Armenia

Austria

Belgium

Bosnia and Herzegovina

Bulgaria

Croatia

Cyprus

the Czech Republic

Denmark

Finland

France

Germany

Greece

Hungary

Ireland

Italy

Lithuania

Luxembourg

the former Yugoslav Republic of Macedonia

Malta

Moldova

Monaco

Montenegro

the Netherlands

Norway

Poland

Portugal

Romania

Serbia

Slovakia

Slovenia

Spain

Sweden

Switzerland

Turkey

Ukraine

the United Kingdom

6

2008 was something of a tumultuous year with

political upheaval, natural disasters, a sharp increase

then decline in fuel prices – which affected the air

transport industry considerably – and the onset of a

global recession.

Yet there were positive points for air traffic

management and EUROCONTROL.

SESARSpring saw a high note with the acceptance of the

SESAR Master Plan and Work Programme, an event

which marked the formal opening of the Development

Phase, to be led by the SESAR Joint Undertaking,

in coordination with public and private partners.

Efforts to align SESAR with NextGen, the United States’

air traffic management modernisation programme,

were maintained.

Traffic and delaysThere was less good news on the delay front. In 2008,

air traffic flow management delays – caused by air

traffic control capacity, staffing, weather and

aerodrome capacity – increased by 10%, to 2.3 minutes

in 2008 compared with 2.1 in 2007.

53% of all delays were attributed to airlines, with 17%

caused by airports, 13% by en-route and 10%

by weather.

In 2008, the total number of flights in Europe was 10

million – an increase of 0.5% compared with 2007,

the first time in five years that the increase in the

number of flights was so low.

Major European markets, in particular Italy, the UK and

Spain saw significant declines in traffic (-2.7, -1.7% and

-2.1% respectively). Eastern Europe, with Poland in

particular, and Turkey continued to experience overall

growth in traffic (Turkey: 8.3% and Poland: 9.8%).

Message from the President of the Provisional Council

7EUROCONTROL Annual Report 2008

Growth – now and in the futureThere were clear indications that growth in the air

transport industry was slowing down – possibly even

stopping altogether for a while. But the third

“Challenges of Growth” study published in 2008,

containing EUROCONTROL’s forecasts, indicated that

growth will return in time.

The experts who compiled the study are optimistic

that the air transport industry will emerge from the

troubled financial times that they are currently going

through and that the prospects for growth are good –

perhaps even too good, for there could be as many as

2.3 million unaccommodated flights by the year 2030.

Challenges aheadThe challenges facing European air traffic management

remain broadly the same – how to make the system

safer, how to make it perform better in terms

of cost and efficiency, how to increase capacity and

reduce delays and how to help mitigate aviation’s

impact on the environment.

EUROCONTROL has worked hard on all these

challenges, making good progress in each,

as you will see from the pages that follow.

I would like to thank the EUROCONTROL Agency as

well as all our stakeholders and partners in this

industry for all their fine work during 2008. My thanks,

too, to the senior management of the Agency and my

peers on the Provisional Council for the constant

support they have given to me over the year.

Nils Gunnar Billinger

(( I would like to thank the EURO- CONTROL Agency as well as all ourstakeholders and partners in this industry for all their fine work during 2008.

My thanks, too, to the senior management of the Agency and my peers on the Provisional Council for the constant support they have givento me over the year. ))

8

2008 was the first year of my mandate as Director

General of the EUROCONTROL Agency and it was

certainly an interesting one.

My aim overall is for the EUROCONTROL Agency to

demonstrate the substantial value it provides to the

European ATM system. But for the Agency to continue

doing this, it has to be closely aligned to the needs of

its most important stakeholders.

With this in mind, several initiatives were conducted

over the year.

Arguably the most fundamental change was the

creation of a single Directorate to reflect the Agency’s

core business: Cooperative Network Design, CND. This

move drew together all the service units or directorates

that deal with cooperative network design – in France,

Luxembourg, Hungary and many in Brussels; they have

now been consolidated and strengthened.

The reason for doing this was to bring together all their

knowledge and expertise, making for greater synergy,

and to cut overlap and cost.

Having one, single CND Directorate allows the EURO-

CONTROL Agency to work in clearer, more transparent

partnership with our stakeholders in the design and

implementation of a pan-European ATM system:

a system to meet both the short-term and the longer-

term requirements.

A change of equal impact on the Agency’s stakeholder

relations was made with the evolution in the

governance arrangements.

Supervisory Boards were created for all main services:

cooperative network design, central flow management

and route charges collection.

The Air Navigation Services Board received a firm

mandate and remit from the Provisional Council, taking

it beyond the mere advisory role played by the earlier

Forewordby the Director General


board of the same name – and well beyond the

functions of the former Chief Executive Standing

Conference. It has real powers in approving the

Agency’s Business Plan and in endorsing financial

commitments.

The new governance arrangements are a major step

forward in modernising EUROCONTROL and in imple-

menting the principles of transparency and partner-

ship. This change in our approach to business increases

the effectiveness of interaction with all our

stakeholders.

The new governance arrangements required an adap-

tation of the way that the Agency sets its strategy, and

develops its Business Plan and budget. A new planning

cycle, in which the stakeholders are involved, was

created, as was a methodology for preparing the

budget; both these initiatives will contribute to the

overall aim of controlling costs and increasing

transparency, giving a clearer picture of expenditure

and return on investment.

Other key internal changes were made during the year.

An Agency Improvement Programme was launched

to provide a good overview of the resources allocated

to the Agency’s main deliverables and services.

The Administrative Reform came into effect on 1 July:

this entailed a major modernisation of working condi-

tions, opening a range of opportunities for staff as well

as making it possible to strengthen performance across

the Agency.

Another positive move was the establishment of a rein-

forced corporate communications function to ensure

a coherent Agency approach. This new unit focused in

2008 on staff engagement projects, aimed at involving

staff in the issues that affect them and the Agency.

In this Annual Report for 2008, you will find details

on the main thrusts of the Agency’s activities: safety,

capacity, cost-efficiency, environmental sustainability,

civil-military coordination, the implementation of the

Single European Sky and its associated research and

development programme, SESAR.

A variety of projects and programmes fall into each

of these categories and much effort is devoted to

completing them on time and on budget. I am grateful

to EUROCONTROL’s staff for the hard work – and to the

Directors for their leadership – which underpins this.

The EUROCONTROL Agency and Organisation face

challenges ahead, as does the European ATM

system and the air transport industry as a whole. But

by working more closely with stakeholders in a new era

of transparency, EUROCONTROL will be well placed to

help the European ATM system develop uniformly, in

the short, medium and long term.

David McMillan

(( In this Annual Report for 2008,you will find details on the main thrusts of the Agency’s activities: safety, capacity, cost-efficiency, environmental sustainability, civil-military coordination, the implementation of the Single European Sky and its associated research and development programme, SESAR. ))

10

Senior management& organisational structure

Karl-Heinz KloosDirector Maastricht Upper Area Control Centre

Jean-Robert Cazarré Deputy Director Cooperative Network Design,Director Civil-Military ATM Coordination and Single European SkyImplementation

Jacques DopagneDirector Central Flow Management Unit

Adriaan HeerbaartDirector Central RouteCharges Office

Alberto VaranoPrincipal Director Resources

Situation as at July 2009

David McMillanDirector General

Bo RedebornPrincipal Director Cooperative Network Design

In 2008:

Guido KerkhofsDirector Air Traffic Management Programmes

Volker ThiemDirector Human Resources and Administration

Jan Van DoornDirector EUROCONTROL Experimental Centre

Lars WedbäckDirector Institute of Air Navigation Services


Situation as at July 2009

Performance ReviewCommission (PRC)

Civil / Military Interface Standing Committee

(CMIC)

PC Coordination Committee (PCC)

AGENCY

Director General

Pension Fund Supervisory Board (PFSB)

Committee of Management (CE)

Maastricht Coordination Group (MCG)

Standing Committee on Finance (SCF)

Enlarged Committee for Route Charges

(CE-R)

Safety Regulation Commission (SRC)

Audit Board (AB)

Air Navigation Services Board (ANSB)

Operations Coordination Group (OCG)

Directorate of ResourcesMaastricht Upper Area

Control Centre

Central Route Charges Office

Central FlowManagement Unit

Directorate of Cooperative Network Design

Stakeholder Consultation Group (SCG)

European ATM Staff Representatives

Conference (EASC)

Supervisory Boards:- CFMU-SB- CND-SB- CRCO-SB- DR-SB

Military ATM Board (MAB)

PROVISIONAL COUNCIL (PC)

Directors General of Civil Aviation and their military

counterparts

PERMANENT COMMISSION (CN)

Transport and Defence Ministers

2008 highlights

12

1 JanuaryDavid McMillan takes over as Director General of EUROCONTROL.

18 JanuaryFirst operational use of Mode S flight identity downlink.

30 JanuaryEUROCONTROL issues“Getting to the Point: Business Aviation in Europe”.

20 FebruaryEUROCONTROL starts to allocate Mode S Surveillance Identifier (SI) Interrogator Codes to cope with the expansion of Secondary Surveillance Radar Mode S (SSR Mode S) systems in Europe.

EUROCONTROL Safety RegulationCommission celebrates ten years of achievement in increasing air traffic management safety.

6 MarchEUROCONTROL releases new guidance material to help air navigation service providers design contingency strategies and operational practices to best deal with challenging circumstances.

11 MarchEUROCONTROL and Flight Safety Foundation partner to improve aviation safety in Europe.

13 MarchBulgaria, Cyprus, Malta, Portugal and Spain enforce the mandatory carriage of 8.33kHz radio equipment above FL 195. This means that all European States are now aligned with European Commission Regulation 1265/2007 on this issue.

7 AprilEurope launches the standardisation of the next data-link step.

24 AprilEUROCONTROL agrees the SESAR Master Plan and theWork Programme for 2008-2013.

9 MayEUROCONTROL launches new wiki-style web

page on aviation safety – SKYbrary.

16 MayThe Performance Review Commission (PRC)

celebrates its 10th anniversary.

1 FebruaryEUROCONTROL accepts the SESAR

ATM Deployment Sequence.


6 JuneEAD: five successful years centralising European aeronautical information.

27 JuneNumber of flights in Europe hits 34,476, an all-time record.

4 JulyMaastricht UAC handles record daily number of flights (5,024)

15 JulyThe EUROCONTROL Performance Review Commission issues sixth ATM Cost-EffectivenessBenchmarking Report.

9 SeptemberCANSO, EUROCONTROL and IATA agree

flight efficiency plan to reduce fuel burn and emissions.

First ICAO Forum dedicatedto SESAR and NextGen.

2 OctoberAvinor and EUROCONTROL complete the first phase

of real-time simulations to evaluate a new airspace organisation of the Oslo TMA with Point Merge.

15 OctoberThe European Commission endorses the SES data-link services implementing rule drafted by EUROCONTROL that will see full-scale implementation of data-link services across Europe by 2015.

21 OctoberEUROCONTROL announces that Air France, Air One and Volkswagen, three of the 18 aircraft operators participating in its ADS-B Pioneer Airlines programme, have become the world’s first airlines to obtain EASA’s approval to use ADS-B in airspace not covered by radar.

28 OctoberEUROCONTROL and ACI EUROPE sign a wide-ranging cooperative agreement, which commits the two organisations to joint action to enhance airport infrastructure capacity across Europe.

2 DecemberEUROCONTROL issues

the Challenges of Growth Study.

8 DecemberOfficial Inauguration of the SESAR Joint Undertaking

15 DecemberEUROCONTROL Maastricht UAC implements a next-generation

interoperable flight-data processing system (FDPS).

14 NovemberEUROCONTROL’s 38 Member

States adopt an ambitious reform package to modernise

the Organisation and to respond fully to the objectives

of the Single European Sky.

14

The context

European ATM and EUROCONTROL face a number of

major challenges which need to be addressed to ensure

that the growth of aviation in Europe is supported by

a safe, efficient, cost-effective and environmentally

responsible ATM system.

The Single European Sky and the European ATM Master

Plan set the scene. The common goal is to concentrate

all stakeholder efforts on developing a new system,

based on the SESAR concept of operation. Coordinated

implementation, driving the change from the current

system to the future one, has the highest priority. It will

be instrumental in tackling these key challenges:

n Enhance safety

n Boost flight efficiency

n Reduce airspace fragmentation

n Increase cost-effectiveness

n Accommodate traffic growth

n Mitigate aviation’s impact on the environment

The Agency’s strategicobjectivesThese challenges have been translated into a set of stra-

tegic objectives, which call for improvements in specific

performance areas (safety, capacity, efficiency, cost-

effectiveness, environmental sustainability and civil-

military coordination and cooperation), and contribu-

tions to SESAR and Single European Sky developments.

They also call for institutional changes.

In order to contribute to the achievement of these

objectives, the Agency in 2008 focused on:

n giving priority to its activities delivering capacity,

safety, and efficiency to the network in the short

term, while creating the baseline for future system

developments;

n further improving the quality and effectiveness of

its services to stakeholders;

n preparing for the SESAR Joint Undertaking and the

SESAR deployment phase;

n continuing to work with all parties to promote the

concept of a Single European Sky in full coordina-

tion with the European Commission;

n developing performance management and trans-

parency within the Agency, striving for cost-

effectiveness.

Added value of the Agency

Many parties in the aviation community have a vested

interest in catering for their political, societal, regula-

tory and business needs. This fact reinforces the need to

organise system design and operation collaboratively,

taking a global perspective.

The EUROCONTROL Agency, following a network

approach, brings value to the development of European

ATM by:

n working for the common good of the aviation

system;

n taking an impartial pan-European view;

n consulting with all stakeholders at all stages;

n providing a unique pan-European civil-military

interface;

n focusing its ATM expertise on pan-European issues.

Internal reform

In 2008, the Agency progressively aligned its organisa-

tional structure with changing environment and stake-

holder needs with the aim of improving internal effi-

ciency and cost-effectiveness.

With this in mind, Cooperative Network Design (CND)

was created at the beginning of 2009 as a single business

unit, integrating all the activities of the participating

EUROCONTROL:A partnering organisation


directorates into a single work programme with governance

ensured by a Supervisory Board assuming responsibility

for overall activity and the related budget. This will reduce

internal fragmentation, enhance synergies and improve the

implementation of the Single European Sky and the Euro-

pean ATM Master Plan.

Furthermore, within the support functions a reorganisa-

tion has also taken place, resulting in the grouping of the

activities of the General Secretariat, Finance and Human

Resources Directorate into the Directorate Resources. These

rationalisation processes are expected to deliver more clar-

ity and cost-efficiency.

An internal reorganisation process is also being assessed

for the CFMU with a view to the establishment of a network

management function.

Agency governance

The Agency’s vision is to be a partnering organisation with

strong stakeholder relations based on transparent coopera-

tion. It is determined to reinforce industry involvement and to

enhance stakeholder partnerships to improve its governance.

A significant milestone in this direction was achieved in

2008 when the Provisional Council approved new gover-

nance arrangements for EUROCONTROL, introducing a new

decision-making process, which will see the Organisation

modernised and realigned so that it can respond fully to the

objectives of the Single European Sky.

The key principle behind the changes is that while EURO-

CONTROL continues to be an intergovernmental Organisa-

tion, governance on all matters relating to or supporting

service provision will increasingly come from industry, in-

cluding air navigation service providers, airspace users, the

military community and airports.

In essence, the governance arrangements break down

into three different levels:

n At corporate level, a reinforced Air Navigation

Services Board (ANSB) has been created to over-

see areas of relevance to service provision and to

approve the Agency’s Strategy and Business Plan,

endorsing associated financial commitments.

n At organisational level, Supervisory Boards will be

created within the Agency (CND, CRCO, CFMU) with

membership open to external non-executive Direc-

tors. These boards will provide advice and guidance

to the respective Directors and the Director General

on the execution and management of major Agency

tasks.

n At project and programme level, consultative

bodies (Stakeholder Consultation Group, Opera-

tions Coordination Group, etc.) and the Military ATM

Board (MAB) are confirmed in their role of providing

advice to the Director General. The MAB, composed

of national heads of military air traffic management,

also reports to the Provisional Council on request.

Strong coordination between these groups will ensure

that the Agency is fully aligned with the strategic priori-

ties and objectives agreed with stakeholders.

The route charges system will continue to be governed,

supported and monitored by the enlarged Committee

for Route Charges, and MUAC by the Maastricht Coor-

dination Group.

16

The average safety maturity level for ANSPs has increased from a baseline of 55% in 2002 to 81% in 2008 – a 5% increase on the 2007 figure of 76%.

Regulators have also shown steady progress with an average maturity level rising from the 2002 baseline figure of 53% to 75% recorded in 2008 – a 4% increase over the 71% score attained in 2007.

EUROCONTROL Annual Report 2008 17

Safety Our absolute priority

Safety remains the core priority in everything the Agency

does, and in order to make continuous improvements

to the high standards already enjoyed throughout

EUROCONTROL and the wider European Civil Aviation

Conference (ECAC) airspace, it is essential that progress

is measured on a regular and frequent basis.

Accordingly, the 2008 ATM safety framework maturity

survey was the fifth of its type conducted since the first

survey in 2002. The results show the extent of progress

achieved by air navigation service providers (ANSPs)

and regulators in each of the 44 ECAC States as they

continue to implement their ATM safety requirements

and obligations. Once again, there was a welcome and

encouraging increase in overall safety maturity.

The average safety maturity level for ANSPs has in-

creased from a baseline of 55% in 2002 to 81% in 2008

– a 5% increase on the 2007 figure of 76%. Regulators

have also shown steady progress with an average

maturity level rising from the 2002 baseline figure of

53% to 75% recorded in 2008 – a 4% increase over the

71% score attained in 2007.

As far as ANSPs are concerned, the key challenges dur-

ing 2008 were cultural and technical. From the cultural

perspective, there remain some difficulties in overcom-

ing the concept of a no-blame reporting system as well

as accepting that the public has a right to see safety

data. On the technical front, there is evidence that it is

not always easy for ANSPs to understand every safety

target and this has, on occasions, led to obstacles in de-

veloping the appropriate performance indicators.

Normalised State count

Mat

urit

y sc

ore

0

0

10

20

30

40

50

60

70

80

90

100

0.2 0.4 0.6 0.8 1

2008 normalised ECAC ATM regulator maturity profile

Reg. 2002

Reg. 2007

Reg. 2008


Mat

urit

y sc

ore

0

0

10

20

30

40

50

60

70

80

90

100

0.2 0.4 0.6 0.8 1

2008 normalised ECAC ANSPs maturity profile

ANSPs 2002

ANSPs 2007

ANSPs 2008


Mat

urit

y sc

ore

0

0

10

20

30

40

50

60

70

80

90

100

0.2 0.4 0.6 0.8 1


Reg. 2002

Reg. 2007

Reg. 2008


Mat

urit

y sc

ore

0

0

10

20

30

40

50

60

70

80

90

100

0.2 0.4 0.6 0.8 1

2008 normalised ECAC ANSPs maturity profile

ANSPs 2002

ANSPs 2007

ANSPs 2008

2008 normalised ECAC ANSP maturity profile


18

Regulators, on the other hand, are becoming more famil-

iar with requirements, and are consequently achieving

higher maturity levels than before. Activities which were

previously rated as ‘developing’ are now being more

generally assessed as ‘maturing’. There are however,

some sticking points. A number of States have reported

major concerns with duplication of ATM regulation pro-

mulgated by both EUROCONTROL and the European

Community. Furthermore, many States have indicated

that trying to implement an increase in new regulations

from European institutions is proving difficult at times.

Moreover, regulators and Ministries, responsible for un-

derstanding and implementing new regulations, are of-

ten not adequately resourced to carry out this function

successfully. Recruiting, training and retaining enough

people to meet their obligations is not always possible

for some regulators due to insufficient funding.

Another safety framework maturity survey will be

carried out in 2009 by which time all participants will

be expected to have achieved at least a 70% maturity

score. However, a new methodology and process are

being developed with the States, the Civil Air Navigation

Services Organisation (CANSO) and other stakehold-

ers in accordance with the International Civil Aviation

Organization (ICAO) Global Roadmap.

SafetyOur absolute priority

Implementing safetyat the heart of the systemEuropean Safety Programme

Throughout 2008, progress was made on the European

Safety Programme (ESP), launched in February 2006.

Building on the successes of its predecessor, the

European Strategic Safety Action Plan, ESP provides a

more structured and robust approach to implementing

enhanced safety concepts and processes across the 44

ECAC States. This allows safety regulators and ANSPs to

work towards a common minimum level of safety regu-

lation and management whilst introducing higher levels

of ATM safety overall. Following achievement of the 70%

maturity level by the end of 2009, regulators and ANSPs

will have to progressively improve their safety perfor-

mance, and bring about a decrease in the number of

serious category airproxes (a compromise in safety due to

aircraft flying too close to each other) as well as runway

incursion incidents by 2013.

Working towards this goal, a major workshop

“Improving Operational and Flight Safety Performance

at Madrid Barajas” was held in Madrid in April 2008,

organised by EUROCONTROL, IATA and AENA – the

Spanish air navigation service provider. One of the ini-

tial high-level recommendations from the workshop

was for airlines, ANSPs, EUROCONTROL and other

stakeholders to form operational and safety partner-

ships to openly discuss issues and identify common

solutions. Ongoing involvement of all stakeholders

in the common efforts to improve safety and opera-

tions was also seen as crucial, as was the consolida-

tion of the mechanisms for providing feedback to air-

ESP provides a more structured and robust approachto implementing enhancedsafety concepts and processes across the 44 ECAC States.


lines on incident reports. Participants in the workshop

noted that full implementation of the ESP was a key objec-

tive, and called for joint training of pilots and controllers

on crew resource management and team resource man-

agement.

The workshop also discussed a new EUROCONTROL initia-

tive, EVAIR, which has begun to collect and analyse vol-

untary incident reports. EVAIR enables early identification

of potential safety risks, a very quick feedback loop, and

a sharing of best practices and lessons learnt. It also en-

ables incident analysis, both on a European level and in

individual countries.

Safety monitoring

In February 2008, EUROCONTROL’s independent Safety

Regulation Commission (SRC) received the results of

the 2007 RVSM (Reduced Vertical Separation Minima)

Safety Monitoring Report. It was noted that the total

risk estimate in the report was above the target level of

safety set for the European region. However, due to the

lack of credible operational error data, the quality of the

‘operational risk’ estimate was very low. Consequently,

the EUR Regional Monitoring Agency (RMA) liaised with

the SRC, and as a result, the RMA, in coordination with

the ICAO Paris Office and other stakeholders carried

out a detailed process audit of its numerical calculation

methods. States were also asked to provide the Altitude

Deviation Reports (ADRs) required for compiling the an-

nual RMA Safety Monitoring Report. Following these

actions and with a view to increasing and enhancing EUR

RVSM safety monitoring, the SRC confirmed its support for

the mandatory integration of altitude deviation data in the

SRC Annual Summary Templates (AST) and the possible in-

clusion of RVSM monitoring in safety oversight audits at

national, ICAO and EUROCONTROL levels. The anticipated

benefits of integrated reporting are consistent with the

recommendations of the Safety Data Reporting and Data

Flow Task Force (SAFREP TF) and with the periodicity of

RVSM reporting.

The mandatory AST reporting mechanism was further

enhanced with the introduction of a second reporting

cycle, increasing the reporting frequency to the Provision-

al Council (PC) with the addition of an SRC Intermediate

Report in May and the SRC Annual Report in November. The

SAFREP TF and its KPI (key performance indicator) Ad-hoc

Group also made significant progress in developing safety

KPIs, and, after several workshops, both ‘leading’ and ‘lag-

ging’ safety indicators are making headway in line with the

approved roadmap. For the first time ever, an agreement may

be concluded on the principles of severity assessments for

safety occurrences, while a revised safety maturity method-

ology for ANSPs and regulators is nearing completion. A full

package will be presented to the PC in December 2009.

Initial flight plan regulations

In 2008, the Central Flow Management Unit (CFMU) carried

out an Inititial Flight Plan Processing System (IFPS) conformity

assessment and produced a declaration of verification of

the IFPS system in order to demonstrate the compliance of

the system with the requirements of the EUROCONTROL

specification for the initial flight plan. The work was

conducted by the CFMU, overseen by the EUROCONTROL

Regulatory Unit and assisted by an independent third party

regulatory specialist.

Reinforcing a safety culture

Safety culture is the way safety is perceived, valued and pri-

oritised within an organisation. It reflects the actual commit-

ment to safety at all levels within the organisation. Safety

should not be seen as a cost but as an opportunity to achieve

superior business performance.

To that end, almost 100 senior managers, safety managers and

safety experts from European ANSPs, together with represen-

tatives from the USA’s Federal Aviation Administration (FAA)

and CANSO attended a conference in Rome at the end of 2008

to discuss and share best practice on how to implement a safe-

ty culture. The conference, organised by EUROCONTROL and

the Italian air navigation service provider (ENAV), was held to

demonstrate and reinforce that both commitment and lead-

ership are necessary to raise awareness, understanding and

motivation for a positive safety culture.

EUROCONTROL has always maintained alignment with re-

lated major programmes such as the CANSO Safety Culture

Roadmap and has supported the European Aviation Safety

Agency (EASA) efforts to develop a generalised definition of

safety culture.

20


In March 2008, EUROCONTROL and the Flight SafetyFoundation signed a partnership agreement to reinforce global aviation safety.

Just culture new guidelines

To clarify and create a better understanding of just cul-

ture, EUROCONTROL released two new documents in

February and June 2008 respectively; the first entitled

‘Just Culture Guidance Material for Interfacing with the

Judicial System’ and the second ‘Just Culture Guidance

Material for Interfacing with the Media’ – both are avail-

able on the EUROCONTROL website.

The guidelines for dealing with the judicial system cover

the implementation of a just culture as well as helping

to identify the potential for creating national and in-

ternational just cultures. All definitions of a just culture

draw a line between acceptable and unacceptable be-

haviour. This line, however, is exactly what makes imple-

mentation difficult. Efforts centre therefore, around the

three key issues of:

n drawing the line between acceptable and unaccept-

able behaviour;

n the role of domain expertise in judging acceptable or

unacceptable behaviour;

n protecting safety data against judicial interference.

The guidelines, designed for dealing with the media,

examine the options for creating an environment in

which journalists are better informed about ATM in

general and the impact that a just culture has on this

function. The document also provides easily acces-

sible and compelling ways to achieve improved media

awareness. In addition, it explains how ANSPs, National

Aviation Authorities (NAAs) and Aviation Accident In-

vestigation Boards (AAIBs) can ensure that the informa-

tion they provide to the media has credibility.

A collaborative approach to safety

In March 2008, EUROCONTROL and the Flight Safety

Foundation (FSF) signed a partnership agreement to

reinforce global aviation safety. The partnership aims at

strengthening cooperation between the two organisa-

tions in order to reduce aviation safety risk. Under the

terms of the agreement, the EUROCONTROL Agency

now serves as a ‘privileged partner’ for ATM safety in

Europe, responsible for coordinating the promotion and

implementation of FSF safety initiatives and products

in Europe. For its part, the FSF has begun promoting

EUROCONTROL within the context of international safe-

ty plans and initiatives in Europe, such as the ICAO Glob-

al Safety Plan and Global Aviation Safety Roadmap.

In May 2008, EUROCONTROL and FSF, along with the

International Civil Aviation Organisation (ICAO) and the

UK Flight Safety Committee (UKFSC), launched a new

wiki-style website, SKYbrary, which aims to become the

single point of reference for aviation-safety knowledge.

The site, www.skybrary.aero, provides in-depth safety-

related information for aviation professionals. It already

hosts some 1,500 articles, covering 15 areas, including

safety-critical issues such as level bust and runway in-

cursion.

Safe integration of new aircraft types

Unmanned Aerial Systems

EUROCONTROL believes that Unmanned Aerial Systems

(UAS) should be integrated into the pan-European ATM

network alongside manned aircraft, and on that basis,

the Agency is providing the European lead on ATM

aspects of UAS flight outside segregated airspace. As

one would expect, this work involves a large number


of agencies, organisations and representative bodies.

EUROCONTROL’s specific contribution is to develop

and progress policy on ATM for civil and military UAS.

Consequently, the Agency has established a “UAS ATM

Integration Activity” consisting of a two-stream parallel

approach, drawing upon particular Agency expertise

in the areas of ATM, communications, human factors,

legal, navigation, R&D, safety, security, SESAR, spectrum

and surveillance (including Airborne Collision Avoid-

ance Systems – ACAS).

During 2008, EUROCONTROL made significant contribu-

tions to preparing the groundwork for integrating UAS

into the ATM network. A UAS workshop was held at the

Agency’s facilities in May, a real-time ATC-UAS simula-

tion was completed, work started on a UAS ATM human

factors study and a UAS ATM security case was launched.

EUROCONTROL also began promoting the Agency’s

specifications for the use of Military Unmanned Aerial

Systems as Operational Air Traffic (OAT) outside segre-

gated airspace. In addition, development work on a UAS

‘legal’ considerations package began, and preparations

were made for the Agency’s UAS C3 spectrum require-

ments proposal in advance of the World Radiocom-

munication Conference in 2011 (WRC ‘11). Moreover,

EUROCONTROL also led the EUROCAE WG-73 (UAS) and

the ICAO UAS Study Group.

Furthermore, throughout the year, EUROCONTROL’s

Safety Regulation Commission continued to develop

European regulatory provisions for UAS in cooperation

with ICAO, EUROCAE and EASA. The existing ATM safety

regulatory framework for air transport infrastructure and

air navigation service provision was considered valid for

UAS traffic and relevant for the operation of UAS aircraft

outside non-segregated airspace.

In December 2008, the ICAO UAS Study Group (UAS

SG) initiated a detailed review of relevant annexes to

the Chicago Convention. The Safety Regulation Unit

will contribute material, including proposals to amend

Annexes 1, 2, 11, 12 and 17 and their associated safety

aspects. Also, the ATM safety assessment for UAS was

initiated in partnership with the EUROCAE WG-73 to

identify a set of safety requirements which, if imple-

mented, will ensure that the introduction of UAS will

be acceptably safe. The assessment will be compliant

with ESARR 4 (Risk Assessment and Mitigation in ATM)

and the EUROCONTROL Safety Assessment Methodol-

ogy (SAM) and initially reflect on two UAS operational

scenarios to provide a realistic context into which UAS

will be operated.

Light jets

On another aspect of airspace integration, the introduc-

tion of light and very light jets into European airspace has

prompted the potential requirement for these aircraft

to be fitted with Airborne Collision Avoidance Systems

(ACAS). The AVAL project seeks to establish whether or

not equipping these aircraft with ACAS II will have an

effect on the overall performance of the ACAS safety net.

If they are not equipped with ACAS, these aircraft will

not benefit from the additional safety margins provided

by this system and will mostly rely on air traffic control

and the ‘see-and-avoid’ principle for collision avoidance.

On the other hand, if they are equipped with ACAS, it

remains to be seen whether one-pilot operations and

aircraft performance are acceptable from the collision

avoidance point of view. The AVAL project delivered its

initial findings in April 2008, and the final report will be

published in October 2009.

Improved safety systems and protocols

The project to achieve Europe-wide compliance with

the EUROCONTROL specification for Short-Term Conflict

Alert (STCA) continued into its second year during 2008.

Significant progress was made – although a number

of States reported that they had not completed their

portion of the work. Meanwhile the development of

EUROCONTROL specifications for Area Proximity Warn-

ing (APW), Minimum Safe Altitude Warning (MSAW)

and Approach Path Monitor (APM) progressed well, in

preparation for a five-year implementation period for

these safety nets which will commence in 2009. In order

to cater for this important undertaking, the SPIN (Safety

Nets Performance Improvement Network) Task Force

was transformed from into a Sub-Group, to provide

continued support during the implementation phase.

The transformation took place at the second Safety Nets

Workshop in May 2008.

22


In 2008, the three-year PASS project (Performance and

Safety aspects of STCA), concentrating on monitoring

aspects, reached the end of its first phase. This phase not

only provided the required understanding of the cur-

rent situation regarding STCA and ACAS performance in

Europe, but also delivered deeper insight into the feasi-

bility of down-linking ACAS Resolution Advisories (RAs)

to be displayed on controller working positions.

Following extensive work initiated by EUROCONTROL,

Revised Minimum Operational Performance Standards

(MOPS) for the Traffic Alert and Collision Avoidance Sys-

tem (TCAS) were published in July 2008. This enhance-

ment will be known as TCAS II, version 7.1. The reason

for the change was the identification of two safety issues

during the safety studies launched by EUROCONTROL.

These issues are: the failure of TCAS to reverse the sense

of RAs when such actions are required to resolve a colli-

sion threat, and the frequent instances of unintentional

manoeuvres in the wrong direction specified by an RA.

At a Call Sign Similarity Information Session and User

Group Meeting attended by over 60 representatives

from airlines and air navigation service providers in

December 2008, EUROCONTROL proposed a new safety

improvement initiative to reduce the safety risk associ-

ated with call sign similarity. Research has shown that

over 80% of call sign similarities could be resolved by

the creation of a central management service. Follow-

ing the Call Sign Similarity Information Session, the Call

Sign Similarity User Group was formally launched in

December 2008 to support the design of the first steps

of European-wide de-confliction solutions.

R&D delivering improved safety methods and toolsIn order to establish a more comprehensive under-

standing of how tactical controllers provide separation,

as well as ensure that current performance levels are

maintained following the introduction of future con-

cepts such as SESAR, a separation assurance tool has

been developed for en-route and TMA (airport Termi-

nal Manoeuvring Area) operations for simulations and

live operational systems. It was successfully used twice

during simulations at Brétigny and is now being further

validated using data from the Maastricht Upper Area

Control Centre. The device, referred to as the SPT (Sepa-

ration Performance Tool), will make a key and quite

unique contribution towards SESAR Work Package 16.1

(WP16.1) helping to support the design of the overall

SESAR concept whilst moving it closer to its eventual

implementation.

In a related activity, an initial Human Reliability Analy-

sis (HRA) method, called CARA (Controller Actions Reli-

ability Analysis) has been developed and will be further

refined with the integration of pilot actions during the

WP16.1 process. The analytical tool will address human

actions, errors and recovery in safety assessment and

safety case development.

In 2008, EUROCONTROL safety-assessment staff pro-

duced a guide in response to concerns about the com-

plexity of safety assessment documentation. Known as

SAME (Safety Assessment Made Easier), the guide also

explains why the scope of ATM safety assessment needs

to be broadened in order to encompass a more success-

ful approach to safety assessment in terms of what may

have been traditionally perceived as ’operational’ rather

than safety issues. The ideas communicated in the guide

form the foundations for the SESAR Safety Management

Plan (SMP) which specifies the safety assurance activities

to be conducted throughout the SESAR system lifecycle.

The SMP has been summarised in the SESAR Milestone

Delivery 6 (D6). The SMP and D6 promote a dual top-

down and bottom-up approach to safety assessment,

with the top-down approach enabling the correct

assignment of safety targets to individual components


In 2008, the Institute delivered 96 safety courses to more than 1,300 participants, representing about one third of the total number of ATM course participants.

of the SESAR system and the bottom-up approach

assessing whether those components can meet the

derived safety levels. For the former, a preliminary

outline of a predicted risk picture for SESAR in 2020 has

been developed, based on an integrated risk model

initially created by EUROCONTROL’s Experimental

Centre in Brétigny.

Training for safety

Developing and delivering safety training is a key activ-

ity of the EUROCONTROL Institute of Air Navigation Ser-

vices. In 2008, the Institute delivered 96 safety courses

to more than 1,300 participants, representing about one

third of the total number of ATM course participants.

New safety courses were also developed and launched

in 2008 on the following subjects:

n ATM Software Safety Assessment;

n Safety Assessment of ATM Procedures;

n Developing the ATM Safety Case.

As a result of the introduction of Single European Sky

(SES) regulations, existing EUROCONTROL safety regu-

latory training has been reviewed and an expanded

training programme designed specifically for National

Supervisory Authorities (NSAs). Known as the NSA

Training Initiative (NTI), it provides a basic knowledge

of all the regulations NSAs must supervise as well as the

core skills required for performing the supervision. In

December 2008, EUROCONTROL organised a workshop

to discuss how individual NSAs intended to meet their

regulatory provisions on training and to identify their

future training needs. The aim is to launch the NTI train-

ing package in autumn 2009.

In accordance with the Human Factors SENSE Pro-

gramme, EUROCONTROL continued to refine training

specifications for air traffic controllers. It also contrib-

uted to the development of refresher e-learning pack-

ages such as the All Clear Web-Based Training Package

www.allclear.aero. Moreover, a major revision of ATCO

Initial Common Core Training objectives was released as

a EUROCONTROL specification on 21 October 2008. In

addition, the Agency added an extra – and alternative

– System Monitoring and Control qualification to the

Guidelines for a Common Qualification Level of Techni-

cal Training for Air Traffic Services Electronics Personnel

(ATSEP).

By the end of 2008, 1,700 air traffic controllers in 13

Member States had been examined under the English

Language Proficiency for Aeronautical Communication

(ELPAC) testing system. Some 168 ELPAC test adminis-

trators, markers and examiners were accredited after

attending one of the 18 accreditation workshops. Some

40 examiners from eight countries attended one of the

six refresher workshops organised in 2008. Furthermore,

a specific version of the test, ‘ELPACst’, is under develop-

ment in support of the requirements of the European

Commission’s Directive on the Common ATC Licence for

ATCO Students, which will come into effect on 17 May

2010.

As part of the attempts of the Maastricht Upper Area

Control Centre (MUAC) to embed a more robust safe-

ty culture at all levels of the organisation, the Centre

continued the delivery of safety management training

courses during the year. In addition to this training, an

independent survey of its safety culture was launched in

collaboration with the United Kingdom’s Aberdeen Uni-

versity. All MUAC employees were invited to participate

in the survey, which was based on EUROCONTROL’s own

safety culture measurement methodology. The results

are expected in 2009, with the development of any cul-

tural improvements to commence shortly thereafter.

24

Safe regional ATC provision – Maastricht Upper Area Control Centre (MUAC)In 2008 flights in EUROCONTROL’s MUAC airspace

enjoyed the highest standards of safety. The number of

major incidents (Category A and B) remained similar as

2007, with a total of four.

In 2008, all major and minor changes to Maastricht UAC

systems were thoroughly assessed for their safety im-

plications. Most notably, this work encompassed three

major changes to its ATM system: the introduction of a

new back-up voice communications system, a new ATC

Local Area Network, and the new flight data processing

system. All associated safety deliverables accompany-

ing these projects have been developed in line with

EUROCONTROL’s internal safety assessment methodo-

logy, and subsequently delivered to – and accepted by

– the National Supervisory Authorities representing the

four States.

Safety regulation

During the year, amendments to ESARR 1 (Safety Over-

sight in ATM) were drafted in order to achieve a single

text at European level, as requested by the Double

Regulation Ad-Hoc Group (DRAHG)1. The draft version,

ESARR 1 – Edition 1.3, was submitted to the Provisional

Council in November 2008, and it is expected that its

formal adoption and approval will be achieved in the

course of 2009.

By the end of 2008, the ESARR Implementation

Monitoring and Support (ESIMS) Programme had

conducted 23 State audits of ATM safety oversight

arrangements in the ECAC Region. The Programme

reached the mid-point of the six-year cycle, which it

operates in parallel with the ICAO USOAP (Univer-

sal Safety Oversight Audit Programme). A number of

adjustments have proved necessary, in particular the

alignment of ESIMS with the EC framework in relation

to audits conducted in countries where EC legislation is

applicable. During 2008, the four Safety Regulation Unit

auditors who are also qualified as ICAO USOAP auditors

took part in ICAO audits of Austria, Denmark, France,

Hungary, Poland, the Russian Federation and Ukraine.


0

1

2

3

4

5

6

7

8

9

10

2004

8

0

2005

8

0

2006

8

0

2007

3

0

2008

3

1

A – Serious incident (the risk classification of an aircraft

proximity in which there was a serious risk of

collision)

B – Major incident (the risk classification of an aircraft

proximity in which the safety of the aircraft may

have been compromised)

Severity of separation infringements

with MUAC contribution (2004-2008)

Severity classification A and B


Activities were undertaken to improve the communica-

tion of the ESIMS approach, consider the relevant recom-

mendations of DRAHG and update the Audit Protocol

Questions. Further improvements included changes to

SRC Document 21, adopting the Safety Oversight Over-

view Document (SOOD) for collecting information need-

ed in the preparation of ESIMS audits and taking advan-

tage of the synergies between ESIMS and the LCIP/ECIP

(Local Convergence and Implementation Plan/European

Convergence and Implementation Plan) process.

Also in 2008, the Safety Regulation Committee (SRC)

contributed to the establishment of the SESAR Safety

Regulation Coordination Function (SSR-CF), which will

support the development of the SESAR operational

concept. Specifically, the SRC has put in place a review

process to coordinate the views of NSAs on the accept-

ability of SESAR and other safety deliverables. To that

end, the practical arrangements for SRC review pro-

cesses have been reviewed, updated, and were tested

via a ‘pilot review’ of the preliminary safety case of the

Automatic Dependent Surveillance Broadcast for Non

Radar Areas (ADS-B-NRA). An SRC Position Paper was

subsequently developed to facilitate the application of

a harmonised safety regulatory approach in relation to

the programme.

As the aviation community transitions towards the

new arrangements envisaged for the future, the SRC’s

role will become more obvious, thanks to its inherent

expertise and experience, its independent position and

ability to integrate views from the military and non-EU

Member States. The SRC is also ready to act as a plat-

form for the coordination of the safety regulatory views

of NSAs and EASA.

Operational incident investigation at the CFMU

In 2008 the CFMU started to establish a process for in-

vestigating operational incidents, in compliance with

ESARR2 (Reporting and Assessment of Safety Occur-

rence in ATM). Its purpose is to ensure that any safety

concerns are addressed with the highest priority and

that appropriate measures are taken to prevent their

recurrence. The first report on safety occurrences was

presented to the ATFCM Operations and Development

Sub-Group (ODSG) in February 2009.

Civil/military airspacecollaboration

It is essential that civil-military cooperation and coordina-

tion takes place during the whole life-cycle of any safety

initiative. Therefore, in 2008, the Safety Team integrated

military stakeholders and is now a civil-military forum.

In support of runway safety activities, the Directorate for

Civil/Military ATM Coordination (DCMAC) drafted a set of

recommendations regarding the prevention of runway

incursions at joint-use aerodromes. These recommend-

ations will feature in the next edition of the European

Action Plan for the Prevention of Runway Incursions.

Conclusion

Over the 12 months of 2008, the Agency collaborated with

its stakeholders in a true spirit of partnership in order to

continually bring about enhanced safety levels throughout

the Member States and the wider ECAC community.

The current economic downturn has only served to

strengthen the Agency’s resolve to ensure that it maintains

vigilance as new technologies and airspace structures are

introduced. It goes without saying that safety will always

be an absolute priority.

1- Under the co-chairmanship of the Chairman SRC and the European Commission (EC) (DG-TREN), with the participation of seven States, the SRU, the EUROCONTROL Legal Service and ICAO, DRAHG is tasked with considering the double regulation issues and proposing a way forward that would maintain EUROCONTROL Member State obligations but remove the cur-rent unsatisfactory situation.

26

In 2008:

n 10,181,463 flights handled n traffic growth of 0.5% on 2007n an average daily traffic figure of 27,818 flights n average ATM delay per flight of 2.3 minutes


Capacity Bridging the capacity gap

Traffic growth

2008 was the second consecutive year in which more

than 10 million flights took place in European airspace.

However, over the 12 months there was a smaller than

expected growth in traffic of 0.5%. Nevertheless, the

Agency recorded a new daily record of 34,476 flights

on Friday, 27 June. The previous record of 33,506 flights

was exceeded no less than three times and more than

33,000 flights per day were handled on eight separate

occasions over the course of the year.

The milestone figure of 10,181,463 flights handled in

2008 provided confirmation that air traffic continued to

expand in Europe during the first half of the year, culmi-

nating in an average daily traffic figure of 27,818 flights.

Although the first part of the year enjoyed high-traffic

growth, the economic downturn was accompanied by

a decline in air traffic, predominantly over the last three

months. As in previous years, analysis of the 2008 air

traffic figures reveals that growth varied significantly

across the continent.

24,000

24,500

25,000

25,500

26,000

27,000

27,500

26,500

24,238

25,244

26,286

27,676

0%

2%

4%

6%

4.54.1 4.1

5.3

2004 2005 2006 2007 2008

2004 2005 2006 2007 2008

0.5

0%

10%

20%

30%

4.5

2004 2005 2006 2007 2008

28,000 flights 27,818

8.8

13.3

19.3 19.9

24,000

24,500

25,000

25,500

26,000

27,000

27,500

26,500

24,238

25,244

26,286

27,676

0%

2%

4%

6%

4.54.1 4.1

5.3

2004 2005 2006 2007 2008

2004 2005 2006 2007 2008

0.5

0%

10%

20%

30%

4.5

2004 2005 2006 2007 2008

28,000 flights 27,818

8.8

13.3

19.3 19.9

24,000

24,500

25,000

25,500

26,000

27,000

27,500

26,500

24,238

25,244

26,286

27,676

0%

2%

4%

6%

4.54.1 4.1

5.3

2004 2005 2006 2007 2008

2004 2005 2006 2007 2008

0.5

0%

10%

20%

30%

4.5

2004 2005 2006 2007 2008

28,000 flights 27,818

8.8

13.3

19.3 19.9

Year-on-year traffic variation Traffic variation since 2003

Average daily traffic trends

28


Monthly traffic trend in 2008

-6.0%

-2.0%

-4.0%

0%

2.0%

4.0%

6.0%

-8.0%MayAprMarFebJan Jun Jul Aug Sep Oct Nov Dec

4.4

3.4

-0.5

6.1

1.92.8

1.80.5 0.5

-1.8

-6.2-6.8

A breakdown of the growth trends shows that the high-

est increases were experienced in the Baltic region

and Central/South-Eastern Europe. Traffic increases

were particularly pronounced in the Balkan States and

Turkey, where rates of around 10% or higher were

recorded. Conversely, the number of flights in some

parts of Western Europe decreased during the period

from October to December as a result of the severe

economic conditions.

Traffic increases were particularly pronounced in the Balkan States and Turkey, where rates of around 10% or higher were recorded.

Traffic variation between 2007 and 2008

Decreasing

>=0%, <5%

>=5%, <10%

>=10%, <20%

>20%

EGCC (-5.8)

EGTT (-1.9)

LFFF (-0.8)

EBBU (-1.5)

EDWW (-1.2)

EDMM (2.7)EDFF (-0.5)

EHAA (-3.4)

EHMC (-18)

EFES (3)

ESOS (1.2)

EETT (12.2)

EVRR (8.2)

ENOS (4.9)

ESMM (6)

EKDK (-2.4)

ENSV (0.4)

EYVC (22.4)

EPWW (14.8)

UKLV (14.7)

UKBV (14.1)UKHV (12.7)

LUUU (17)UKOV (13.2)

UKFV (4.3)LRBB (2.5)

LBWR (-24.9)

LTAA (8.2)

LTBB (6.6)

LGMD (6.5)

LBSR (68.4)LWSS (1.8)

LAAA (4.1)LIBB (3.3)

LCCC (12)LGGG (2.6)

LMMM (3.6)

LIRR (-0.2)

LOZO (6.7) LYBA (7.9)

Lower airspace

Lower airspaces

LJLA (7.5)

LHCC (0.9)

LZBB (6.1)LKAA (5.4)

EDUU (2.3)

EDMM (2.7)LOVV (1.7)

LSAV (1.4)

LIPP (-4.3)LIMM (-5.8)

LFMM (0)

LE CP (-2.1)

LECB (5.1)

LFBB (0.5)LECM (-1.5)

LFRR (-1.2)

LECS (-3)

LPPC (2.3)

GCCC (-0.5)

LPPO (6.8)

EISN (-0.1)

EGPX (0.9)

EGTT (-1.5) EDYY (-0.3)

LFEE (-0.3)

LFFF (-0.8)

LSAG (-1)


ATFM delay trend

Despite the current traffic decline, which is expected to

continue through much – if not all – of 2009, the overall

level of air traffic growth remains high. This serves to re-

inforce the Agency’s commitment to meet the capacity

challenge by continuing to work towards the summer

en-route pan-European air traffic flow management

(ATFM) delay target of 1 minute per flight.

Over the 2008 summer period (May-October), the

average ATFM delay per flight was 2.8 minutes, of which

2 minutes were attributable to en-route delay.

Over the year, the average ATFM delay per flight was 2.3

minutes. Some 1.6 minutes of this figure were attribut-

able to en-route delay and 0.7 minutes to delays relating

to airport operations. The en-route delay of 1.6 minutes

in 2008 compares unfavourably with the 1.2 minutes for

2007 – even taking into account traffic growth experi-

enced over the year. Total delay increased by 10.4% over

2007, significantly higher than expected given the weak

traffic increase. In 2008, the proportion of daily delay

attributable to en-route causes increased by 32%.

The sharp increase in delay coupled with lower than

expected traffic growth is part of a worrying trend that

has seen capacity increase at a lower rate than demand

over the past three years. For the first time, there was

an effective decrease in European network ATM capac-

ity – estimated to be -2% for the summer period and

-4% for the 2008 as a whole. The main cause was an

insufficient number of air traffic controllers at some of

the critical area control centres (ACCs). This prevented

these centres from being able to open optimum sec-

tor configurations, in spite of efforts to implement

flexible rostering and improved working practices. A

number of system limitations and the postponement

of major projects at some ACCs also contributed to this

result.

The average ATFM delay per flight in 2008 was2.3 minutes.

0

1

2

3 min/flight

1.0

1.7

1.21.4

1.0

1.4

1.6

2.0

2004 2005 2006 2007 2008

1.01.3

En-route ATFM delay

Provisional Council target

0

1

2

3 minutes

0.9

2.1

0.8

0.9

1.7

0.9

1.0

1.9

0.9

1.1

1.9

1.2

1.6

2004 2005 2006 2007 2008

2.3

-10%

0%

10%

20%

-3.7

13.2

0.4

11.5

9.8

2004 2005 2006 2007 2008

0%

20%

40%

-3.7

9.0 9.5

22.1

2004 2005 2006 2007 2008

34.0

0.7

0

1

2

3 minutes

0.9

2.1

0.8

0.9

1.7

0.9

1.0

1.9

0.9

1.1

1.9

1.2

1.6

2004 2005 2006 2007 2008

2.3

-10%

0%

10%

20%

-3.7

13.2

0.4

11.5

9.8

2004 2005 2006 2007 2008

0%

20%

40%

-3.7

9.0 9.5

22.1

2004 2005 2006 2007 2008

34.0

0.7

Daily delay per flight variation

Evolution of the average daily ATFM delay per flight (summer period: May-October)

Evolution of the average daily ATFM delay per flight (full year)

ATFM delay per flight

En-route delay per flight

Airport delay per flight

EDMM (2.7)

0

1

2

3 min/flight

1.0

1.7

1.21.4

1.0

1.4

1.6

2.0

2004 2005 2006 2007 2008

1.01.3

En-route ATFM delay

Provisional Council target

30

The Challenges of Growth Study

The Challenges of Growth 2008 Study, published in Novem-

ber 2008, has predicted that climate change and a lack of air-

port capacity could mean that half of all flights are delayed

or cancelled at some of Europe’s most highly-congested air-

ports by 2030.

Despite the economic downturn, the study forecasts that

the number of flights in Europe will rise from today’s 10

million to 20.4 million in 2030. Airports are working hard to

optimise their capacity to meet demand. However, on current

plans, they will only be able to handle 18.1 million of those

flights, leaving 2.3 million flights a year or 6,300 flights a day

without the necessary infrastructure to accommodate them.

As a result, airport congestion is set to rise substantially. By

2030, around 20 of Europe’s largest airports will be operating

at full capacity for 8 or more hours a day. This is particularly

significant as about half of all flights will pass through one of

these saturated airports on a daily basis.

Long-term demand is still set to rise

substantially, even taking into account the

economic downturn and the prospect of slower

growth in the future, due to maturing European mar-

kets and higher fuel-related costs. The expectation is, there-

fore, that a small delay at one airport could rapidly escalate and

choke the whole European air network.

Moreover, the risk of weather-related delays is likely to

become more common. Aviation has been working hard

to understand and reduce its impact on the environment.

Now, for the first time, EUROCONTROL is looking at the

reverse effect: the likely impact of climate change on air traffic.

It is probable that extreme weather incidents will occur more

frequently and become more severe, bringing further disrup-

tion to the already congested airports. And, as higher tem-

peratures become the norm across Europe, holiday patterns

are likely to change. While airlines will be able to change their

routes to cope with this, airports, which require substantial in-

frastructure, will not be able to react with the same flexibility.



A comprehensive approach to capacity growth

EUROCONTROL’s Performance Review Unit (PRU)

continually monitors the Agency’s progress with regard

to meeting capacity demands and bringing down delay

times. It has noted with some regret that the agreed

target for en-route capacity and delays has not been

met since 2006. The PRU has established that summer

2008 en-route ATFM delays increased for the fourth con-

secutive year and exceeded the agreed target by 90%

(1.9 min/flight versus a target of 1 min/flight). Further-

more, 4.3% of flights were delayed more than 15 minutes

due to en-route ATFM delays as against 3.3% in 2007.

While the majority of ACCs met or exceeded their ATC

capacity plans, inadequate planning in a minority of

them – notably Copenhagen, Nicosia, Rhein, Vienna,

Warsaw, Zagreb and Zurich – had a negative impact on

the performance of the overall European network. This

serves to illustrate the need for a collective and compre-

hensive approach to performance management.

Although traffic is currently declining, it would be

short-sighted to cut back on investment in future ATC

capacity. Instead, States and ANSPs should continue

to close existing capacity gaps wherever possible, in

order to improve system flexibility, to optimise use of

resources and most importantly, to prepare for the

inevitable return to growth.

Working with partners to improve the ATM network

DMEAN

Throughout the year, the Agency continued to ad-

dress network cooperative planning issues at op-

erational level via its Dynamic Management of the

European Airspace Network (DMEAN) Framework

Programme, which aims to provide urgently-needed

incremental network performance improvements by

2011, and to provide a basis for further SESAR en-

hancements. With its deployment activities launched

in 2006, this initiative provides a more consolidated

approach to airspace, airport and air traffic flow and

capacity management related developments ad-

dressed below, supported by improved information

exchange. This network-focused approach will allow

the ATM system to cope with demand and capacity

situations in a more dynamic and fuel-efficient man-

ner, relying on maximum operational cooperation

between the European ATM partners.

Flight Efficiency Plan

In reply to the fuel crisis in 2008, the Agency, CANSO

and IATA, in close partnership with airlines, airports

and ANSPs, agreed in September 2008 to the Flight

Efficiency Plan (FEP). The plan brings enhanced vis-

ibility to specific urgent DMEAN and related devel-

opments that support flight efficiency and emission

reductions. Given the relationship between DMEAN

and the FEP, planning and monitoring of the two ini-

tiatives is combined. The gains generated from this

plan are detailed in more depth in the ‘Efficiency’

chapter.

Network capacity planning

Furthermore, increased support was given to net-

work airspace and capacity planning to help synchro-

nise the introduction of improvements. The Agency

organised bilateral discussions with the ANSPs for

the collaborative development of local plans. Interac-

tive sessions were organised with the ANSPs, using

updated traffic and capacity performance data and

planning scenarios. An enhanced network consolida-

tion of these plans was provided.

32

Enhanced airspace structures

Throughout 2008, no less than 127 packages of short-

term air traffic services (ATS) route network and secto-

risation improvement proposals were developed and

implemented for operations over the summer under the

coordination of the EUROCONTROL Route Network De-

velopment Sub-Group (RNDSG). The proposals covered

several hundred route network and sectorisation im-

provements, ranging from minor ATS route alignments

and route designator changes to large-scale reorgani-

sation of congested airspace. New sectors were created

and sector configurations optimised. However, as already

noted, a shortage of qualified air traffic controllers in a

number of ACCs meant that some optimum configura-

tions could not be opened.

During the year, airspace design was improved in 20

airport terminal areas (TMAs) located in 11 different Eu-

ropean States. These improvements were based on the

TMA Improvement Initiative, comprising a comprehen-

sive toolbox of operational improvements. In October,

EUROCONTROL and the Norwegian airport owner and air

navigation service provider, Avinor, completed the first

phase of real-time simulations to evaluate a new airspace

organisation of Oslo TMA which it hopes to implement

in 2011.

Consolidated planning for network operations

In February 2009, EUROCONTROL launched the Network

Operations Plan (NOP) Portal. This innovative application is

designed to give all ATM actors and airspace users a com-

mon picture of European air traffic flow control and man-

agement operations. An immediate benefit provided by

the NOP Portal is therefore the integration at a single point

of information previously delivered via several media.

Other work included the consolidation of the seasonal

network operation plans for the summer and winter. This

year, several sections received extended contributions,

including airport plans and military airspace require-

ments. The general ATFM measures and tools section

was updated and new web training packages were made

available together with ASM/ATFCM trial developments

and operational improvements. In addition, navigation of

the NOP edition on the web was simplified and a more

dynamic rolling NOP was enabled via the NOP Portal.

Improved flight planning

Finding more efficient routing options in the increasingly

complex European airspace is a challenge for aircraft oper-

ators, which requires sophisticated tools. EUROCONTROL’s

Central Flow Management Unit (CFMU) improved the filed

flight plan (FPL) processing procedures by granting access

to a dynamic route catalogue which allows aircraft opera-

tors and airport reporting offices (AROs) to select their best

route options. Sometimes, amendments to the current

flight plan need to be disseminated after the departure of

a flight, especially when significant changes to flight plan

data are necessary. Air traffic controllers can update the

flight plan by sending specific messages to the relevant air

crew. This process was further enhanced in 2008 so that

the messages could be used to inform others of diversions

and equipment changes.

Airspace management and processes

Work performed in 2008 as part of the Airspace Manage-

ment (ASM) Improvements Initiative focused on enhance-

ments to the short-term situation (2009) through the

identification of improved processes and associated proce-

dures required to support a more dynamic use of airspace

as a key contribution to DMEAN. This made it possible to

change the way that airspace availability is managed and

communicated to airspace users. The Agency also started

to coordinate ASM process implementation and link it

with other activities designed to increase air traffic flow

and capacity management (ATFCM) efficiency.

In 2008, significant progress in relation to civil-military col-

laboration was achieved. In particular, this covered the har-

monisation of operational air traffic rules (OAT) for military

aircraft, the development of a pan-European Operational

Air Traffic under Instrument Flight Rules (OAT-IFR) transit

system (OATTS), the identification of the CNS infrastruc-

ture needed to support OAT harmonisation and the as-

sociated harmonisation of flight planning procedures. All

these procedures represent key contributors to capacity.

In October 2008, the Agency, together with Switzerland

and the UK, implemented a “Light Procedure” aimed at

increased usage of dedicated conditional routes (CDRs).

Following several trial sessions coordinated by EURO-

CONTROL over the year, the United Kingdom and

Switzerland are now using new ASM-ATFCM procedures



to improve airspace utilisation for both civil and military

airspace users. In another development, a new coordina-

tion function was evaluated: the MILO (Military Liaison

Officer), whose role is to link with airspace managers to

optimise the planning of airspace usage.

Enhancing airport capacity

Three major activities are underway within the context

of airports’ support to DMEAN: Airside Capacity Enhance-

ment (ACE), Airport Collaborative Decision-Making (A

CDM) and Delay Analysis. Work during 2008 focused on

the 40 airports identified as those with the greatest like-

lihood of introducing ATFM delay to the European ATM

network.

Airside Capacity Enhancement (ACE)

The ACE project maintained its support to airports by

providing them with guidance material and tools to assist

them in releasing latent airside capacity in the short term.

Throughout the year, EUROCONTROL helped airports to

identify appropriate operational practices and subse-

quently provided the associated technical solutions. It

also supplied guidance on methods for the continuous im-

provement of local operations, based upon best practices

in areas such as ATC procedures, infrastructure changes

and general efficiency enablers. Experience in actual and

future capacity enhancement activities, including low-

visibility conditions and approach procedures, was widely

shared with the airport community over the year.

Airport Collaborative Decision-Making (A-CDM)

A-CDM activities are also continuing with initiatives

planned or ongoing at 16 airports. With A-CDM the

European ATM network is provided with more accurate

take-off information for obtaining ATFM slots. Once

more airports implement Airport CDM, the network

will be able to utilise available slots more efficiently and

reduce buffer capacity. Decision-making by the Airport

CDM partners is facilitated by the sharing of accurate

and timely information and by adapted operational pro-

cedures, automatic processes and user-friendly tools.

The EUROCONTROL Agency is responsible for ensur-

ing standardisation and dissemination of best practice

of Airport CDM implementation at European airports.

The concept is an integral part of both the DMEAN and

SESAR programmes.

Delay analysis

The Agency’s Central Office for Delay Analysis (CODA)

continued throughout the year to prepare and dis-

seminate analytical breakdowns of where delays

were being generated and their causes. These reports

proved, once again, essential for those involved in im-

plementing mitigation strategies for delay. The eCODA

analytical tool, developed by EUROCONTROL for this

purpose, has continued to help organisations such as

the European Commission and ECAC, as well as other

stakeholders like ACI, AEA, AIOPA, ATAG, EBAA, ERA,

Eurostat and IATA.

Enhanced partnership with ACI-EUROPE

A significant and most welcome highlight of the year

was the signing of a wide-ranging cooperative agree-

ment in October 2008 by EUROCONTROL and ACI-

EUROPE. The agreement commits the two organisations

to joint action for enhancing the capacity of airport in-

frastructure across Europe. The two organisations will

work on implementing collaborative ground processes

such as CDM between airport operators, airlines and air

navigation service providers at European airports.

Integrating very light jets

Although the predicted influx of new aircraft types,

particularly small jet planes, has not taken place as rap-

idly as expected, nevertheless, a lot of work has been

done to prepare for them. To ensure European airspace

has the capacity to handle the growth of very light jets

(VLJs) safely and efficiently, the Agency launched a new

forum – the European VLJs Integration Platform (VIP).

A number of VLJ manufacturers and operators now

participate in the VIP. As part of this effort, the Agency

conducted a real-time simulation in 2008 to understand

how VLJs would be integrated into European airspace.

The final results will be available in 2009. However, early

indications show that VLJs are “manageable” but will

have a potential impact on capacity and safety. Further

study at local level will need to be undertaken to find

local solutions as there are currently no Europe-wide

systematic solutions in place. Other work, more closely

associated with operational safety, was carried out with

regard to the integration of unmanned aerial systems

in non-segregated airspace. (More details in the ‘Safety’

chapter).

34


Using technologyto increase capacity

EUROCONTROL has always been an active and enthu-

siastic supporter of the use of technology innovation

to achieve greater capacity. Accordingly, a number of

high-profile technology projects are underway at the

Agency with progress achieved across the board during

2008.

The interface between aircraft and air traffic control8.33 kHz above FL195

Equipping aircraft operating above FL 195 with 8.33 kHz

VHF radio communications equipment became manda-

tory in March 2007, and it is now enforced in 35 ICAO

EUR Region States. EUROCONTROL’s own flight plan

data indicates that the 8.33 kHz aircraft equipage rate

– above FL195 – is in the order of 99.75%. Moreover,

State (military/government) aircraft equipage rates are

increasing as well, especially for transport-type aircraft.

By the end of 2008, 11 States were operating 75 area

control centre service conversions from 25 to 8.33 kHz,

with 70 coordinated in the ICAO Frequency Manage-

ment Database (COM-2 table). Today, there are over 500

8.33 kHz VHF assignments in the aeronautical VHF COM

band (118 – 137 MHz) in Europe. The 8.33 kHz above

FL195 phase is therefore now nearing completion.

SES data-link services implementing rule

As far as digital communications are concerned, Europe

has begun to standardise the future data link services,

which will build on the operational introduction of

Controller-Pilot Data Link Communications (CPDLC) suc-

cessfully established by the LINK2000+ Programme.

The Single Sky Committee voted on 30 September

2008 to adopt an implementing rule, drafted by EURO-

CONTROL, which will see full-scale implementation of

data-link services across Europe by 2015. After many

years spent developing standards and carrying out

operational validation, this rule sets the scene for full-

scale implementation of data link, which will be the

final phase of the LINK2000+ Programme. However, this

is not the end of data link development. The next phases

will take place as part of the SESAR programme.

Support tools for controllers

The First ATC Support Tools Implementation (FASTI) pro-

gramme highlights the need for the coordinated imple-

mentation and rapid deployment of an initial set of

controller support tools. In October and December 2008,

EUROCONTROL successfully ran two real-time simula-

tions of the FASTI Tactical Controller Tool (TCT) in Brétigny,

France. The initial outcomes of the trials, undertaken

using controllers from FINAVIA, HungaroControl, IAA, LFV

and skyguide, were very promising with all of the partici-

pants agreeing that the TCT would be a useful addition to

help them with their daily operations.

Today, there are over 500 8.33 kHz VHF assignments in the aeronautical VHF COM band (118 – 137 MHz) in Europe.


In October, the Agency also initiated a project to look

at the links between the tools and the business needs

of the air navigation service providers. The Agency

examined the gap between their current capabili-

ties and the future FASTI concept in order to better

understand user requirements. The second phase,

which will be completed by 2010, aims to validate user

requirements with controller teams operating industry

products in real-time simulations.

In November the FASTI Pioneer Support Project North

Phase 2 was drawn to a close with an open day in

Malmö ACC in Sweden. This second phase was mainly

concerned with MTCD (Medium-Term Conflict Detec-

tion) and brought together representatives from the

air navigation service providers of nine different coun-

tries. After the project had been completed, everyone

involved considered it to have been an extremely valu-

able experience.

Aircraft equipment

Allocating a new type of Mode S interrogator code

Mode S capability was taken a step further in 2008 when,

for the first time ever, radar identification of a flight was

established and maintained without the assignment of

a discrete secondary surveillance radar code by air traf-

fic control.

As Mode S enhanced surveillance will continue its

expansion in several European States, the Agency start-

ed to manage the European-wide coordinated alloca-

tion of Mode S interrogator codes on behalf of ICAO for

the EUR Region. This process was undertaken in close

cooperation with national regulatory authorities, air

navigation service providers and radar manufacturers.

Preparing the way for ADS-B

Additional capacity will also be created through the

introduction of Automatic Dependent Surveillance –

Broadcast (ADS-B) systems, which will provide an ac-

curate and cost-effective surveillance capacity in areas

where it has hitherto been unavailable. EUROCONTROL

worked together with airlines, ANSPs, several airport

authorities and industry to verify feasibility and make

ADS-B implementation happen as soon as possible.

A number of the sites are located in countries where

ANSPs are already actively participating in ADS-B

CRISTAL trials: Austria, France, Germany, Greece, Italy,

Sweden, Turkey and the UK. Other sites are located in

Moldova, Norway, Romania, Spain and the Ukraine. The

Agency also initiated an ADS-B Pioneer Airlines project

to help airlines obtain airworthiness approval for their

existing ADS-B equipment. This will allow them to re-

ceive an ADS-B-based air traffic control service.

Greater capacity through improved traffic flows

EUROCONTROL’s Central Flow Management Unit (CFMU)

contributes to making the best possible use of avail-

able airspace in Europe by providing air traffic flow and

capacity management, flight planning, airspace data

operation as well as data provision and reporting. The

activities which contributed most to capacity optimisa-

tion over the year were: the management of air traffic

flow and capacity management (ATFCM) scenarios,

simulation studies, the AMON (Airport Monitoring)

experimental service and improvements in the man-

agement of airport information.

In 2008, the CFMU set up AMON to ensure the compliance

of flight plans with airport slots during special events. It

was successfully tested during two special events: the

Monaco Grand Prix F1 motor race and the UEFA EURO

2008 soccer finals. The AMON service proved highly

effective in dissuading aircraft operators from under-

taking non-planned flights at selected airports during

the restricted periods. As a result of the positive evalu-

ation of the AMON service, the Agency will keep it avai-

lable for future special events. In addition, an impact

assessment will be carried out to evaluate the regular

use of AMON at a selected number of airports.

Traffic and delay trends at Maastricht UAC (2000-2008)

The CFMU also set up an ATFCM Simulation Cell with

a remit to study the impact of planned events on the

network with a view to optimising the applicable regu-

lations and adjusting ACC sector configurations accord-

ingly. Over the course of the year, about 15 simulation

exercises were run using the SIMEX tool developed by

EUROCONTROL.

During the year, the CFMU held several meetings with

stakeholders to agree on the ATFCM measures and

rerouting scenarios to be used to solve anticipated

bottlenecks. In 2008, the management of scenarios was

carried out on the main axes of traffic flows: the South-

West axis, the North-East axis and the South-East axis.

Capacity through regional ANS services

With 1,534,825 flights handled over the period, air traf-

fic demand at the Maastricht Upper Area Control Centre

(UAC) remained stable in 2008. However, levels dipped

just below the previous year’s total, representing an

actual downturn of 0.4% over 2007. Over the summer

period daily peaks were higher than ever – 5,024 flights

were recorded on 4 July 2008, bringing the average traf-

fic volume during the summer season (May-October) to

4,540 flights per day.

Despite the additional delays recorded in December,

resulting from the extraordinary restrictions related to

the implementation of the new flight data processing

system, the Centre was able to improve punctuality

and achieve an en-route delay reduction of approxi-

mately 20% compared to 2007. In 2008, 96.7% of all

flights were unimpeded and the average delay per

flight was brought down to 0.5 minute (vs. 0.6 minute

in 2007).

HACO project

The Hannover and Deco Sectors (HACO) airspace devel-

opment project delivered a plan in 2008 to redistribute

staff and workload between two sector groups. If suc-

cessful, the plan will provide the means to tackle many

of the key delay bottlenecks within the Centre’s area of

responsibility. Implementation of the HACO project is

scheduled for the end of 2009, with significant visible

benefits for capacity and delay management expected

during the summer of 2010.

FABEC

In November 2008, a Declaration of Intent was signed

to create the Functional Airspace Block Europe Central

(FABEC). This was followed by the signing of a frame-

work agreement by the area’s civil air navigation service

providers, which prepares the groundwork for identify-

ing greater synergies at the earliest opportunity in all

areas relating to air navigation services.


0

500,000

1,000,000

1,500,000

2,000,000

2,500,000Minutes’ delay

1,19

7,51

2

1,18

2,60

1

1,24

3,79

4

1,29

6,97

9

1,38

6,08

5

1,46

5,96

3

Minutes’ delay

Traffic0

1,100,000

1,200,000

1,300,000

1,400,000

1,500,000

2001

1,18

4,73

9

2000 2002 2003 2004 2005 2006

1,54

0,70

8

Traffic

2007

1,53

4,82

5

2008

36

For the first time since 2002,there was a halt in the growth in traffic.

Since 2000, overall traffic has grown by 30%, and delays have gone down by 58%.


Training for capacity

EUROCONTROL delivers a wide range of ATM-related

courses to participants from both civil and military

organisations through its Institute of Air Navigation

Services. 2008 was another record year for the deliv-

ery of ATM courses with some 4,500 people undergo-

ing training in the numerous ATM subjects available.

An additional 1,800 students were trained by EURO-

CONTROL’s partners. All in all, by the end of the year,

some 308 courses were delivered, with customer satis-

faction remaining high.

Also in 2008, the Agency continued to complement its

classroom capacity by providing e-learning training to

its partners. In 2008, the e-learning modules covered

the domains of AIM, the ATC environment, human

factors and safety. By the end of the year, more than

20,000 modules had been taken.

Conclusion

The work carried out by the Agency to increase capac-

ity through tools such as the DMEAN Programme, the

ATCM strategy and evolution plans is not only essential

in the drive to close the capacity gap, it is also a key

component of SESAR Implementation Phase 1 and as

such is expected to deliver benefits which will make

it possible to meet the SESAR 2013 baseline capacity

requirements.

In order to achieve this target, however, it is vital that

issues relating to planning, designing and managing

the European ATM network are addressed as part of

an integrated approach involving close cooperation

with States and ANSPs in the development of their own

plans.

It should be noted that activities aimed at facilitating

capacity enhancement and provision could potentially

increase the en-route capacity of the ATM system by

30 to 40% compared to the 2006 baseline. The economic

benefits, in terms of reduced delay costs, accruing from

these measures are in the region of between €200 and

€500 million – based on delay-forecast simulations.

Bridging the capacity gap is, therefore, not only critical

for the efficient running of the ATM network. It is also an

economic necessity.

The number of students trained at the EUROCONTROL Institute significantly increased in 2008.

3,000

3,200

3,400

3,600

2004 2005 2006 2007 2008

3,800

4,000

4,200

3,470

3,047

3,660

3,785

4,449Number of ATM students

38

The EUROCONTROL Provisional Council’s targets for flight efficiency and cost-effectiveness:

n a reduction in the European average route extension per flight of two kilometres per year up to 2010.

n a 3% reduction in the European average real unit cost each year up to 2010.


Efficiency and cost-effectiveness Driving down the cost of flying

In 2008, EUROCONTROL helped to facilitate the safe,

expeditious and efficient handling of 10,181,463

flights in Europe – breaking the previous year’s record

by 79,666 flights.

The Agency has a well-earned reputation for working

tirelessly with its partners to continuously improve

efficiency, and, at the end of 2007, EUROCONTROL’s

Provincial Council adopted two highly significant

targets. One of them relates specifically to flight

efficiency and calls for a reduction in the European

average route extension per flight of two kilometres

per year up to 2010. The other is a cost-effectiveness

target which commits the Agency to contribute to a

3% reduction in the European average real unit cost

each year up to 2010.

Flight efficiency was improved in 2008 as a 0.2%

improvement in relative route extension was achieved.

EUROCONTROL recognises the importance of improv-

ing flight efficiency further and will continue to make

the most strenuous efforts to provide financial and

environmental gains whilst ensuring that safety and

capacity are not adversely affected.

On the other hand, cost-effectiveness improved with

the real en-route unit cost decreasing from 0.87 €/km

to 0.76 €/km between 2003 and 2007, representing an

overall reduction of -3.4% per year – a ratio in line with

the notional target of -3% per year over the 2003-2008

period set by EUROCONTROL’s Performance Review

Commission. This positive achievement combines a

26% rise in traffic growth with tighter cost manage-

ment in the majority of States. It is important that

States continue to strive for ever more enhanced ef-

ficiency, especially in light of the difficult economic

conditions which took hold at the end of the year.

Flight Efficiency Plan

One of the main achievements of 2008 was the adop-

tion of the joint CANSO, EUROCONTROL and IATA

Flight Efficiency Plan (FEP). The Plan builds on the solid

foundations of current work undertaken by the air

navigation service providers (ANSPs), airports,

EUROCONTROL and States to improve European

airspace design and network management and is

in line with the overall Single European Sky common

objective. Implementation of the plan is expected

to reduce annual fuel consumption by 470,000 tonnes

and CO2 emissions by 1,555,000 tonnes, saving the

airlines in the region of €390 million every year.

As requested in the FEP, a EUR Airline Operations

Group was created, with technical and operational

support provided by EUROCONTROL. Its main

aim is to assess and review all European ATM

network operational shortcomings and other airline

operational requirements related to local and network

ATM flight efficiency and capacity performance. The

Group does this by identifying and championing best

practices for the improvement of the European ATM

network operational performance.

40


In 2008, the Agency continued to deliver on the Airspace

Action Plan, also approved by the Provisional Council

in 2007. This plan complements the efforts of the FEP

by outlining concrete pan-European actions to reduce

ATM network fragmentation and improve efficiency and

capacity.

A partnership for efficiency gains

In terms of network efficiency improvements, 2008

was an extremely busy year for EUROCONTROL. Over

the 12 months, the Agency continued with carefully

targeted efforts to progressively reduce route extension

per flight by 2 km a year until 2010 and subsequent assess-

ments indicate that a good level of improvement to flight

efficiency was achieved.

Some 10,000 nautical miles (NMs1) were saved as a re-

sult of the implementation of an enhanced route net-

work, equating to an annual reduction of 22,000 tonnes

of fuel or 73,000 tonnes of CO2 emissions per year. The

European route network improved by approximately

6% over the year, bringing the route extension com-

pared to the great circle at 3.46%, with the majority of

the gains coming from route network improvements

implemented in preparation for the summer season.

A positive trend was also achieved for flight planning

activities. Analysis of the 2008 flight plans indicator shows

that flight plan route extensions decreased by 8%.

Route network improvements

The Agency, in close cooperation with its ATM part-

ners, finalised the development of the ATS Route

Network Version 6 (ARN V6) in November. When fully

implemented by the end of 2010 flying distances

should be reduced, on a yearly basis, by approximately

12 million NMs, representing the equivalent of 72,000

tonnes of fuel saved or 240,000 tonnes of emissions

avoided, equating to a financial gain of €60 million.

At the moment, ARN V6 contains approximately 400

packages of airspace proposals scheduled for imple-

mentation for the 2008-2010 summer seasons. The

proposals include more than 1,600 route changes

and more than 60 re-sectorisation projects. Some 127

related to the 2008 summer season with approximately

180 proposals for the summer of 2009 and somewhere

in the order of 130 for the following summer.

Preparation for implementation of the ‘Free Route’ or

‘Free Route-like’ initiatives also started in 2008 and con-

crete implementation plans are now under way. These

will begin to materialise through the implementation of

Free Route Airspace in Portugal and Sweden as well as

implementation of direct night routes in several States.

For the 50 most penalised city pairs, the Agency devel-

oped a detailed catalogue of improvement proposals,

as well as operational assessments of those propos-

als, which were subsequently provided to States and

ANSPs. More detailed implementation projects will be

developed either by States or by Functional Airspace

Block (FAB) initiatives and will be coordinated by the

relevant expert EUROCONTROL groups. Route network

Some 10,000 nautical miles were saved as a result of the implementation of an enhanced route network, equating to an annual reduction of 22,000 tonnes of fuel.

1- 1NM = 1.8532 km


improvement proposals were – or will be – gradually

deployed, some designed initially to implement an

improved night route network.

CDA project

A Continuous Descent Approaches (CDA) development

project was put in place to implement EUROCONTROL’s

recently published, ICAO-endorsed CDA concept. In ad-

dition, the CDA Implementation Guidance document,

developed with stakeholders to explain how the more

efficient flight profiles can be implemented, is now avail-

able. Over the years EUROCONTROL has tested CDAs at

several European airports, using commercial aircraft,

and has confirmed that noise, fuel burn and emissions

can all be reduced. A joint industry CDA action plan was

prepared to accelerate its deployment to help meet im-

plementation targets. More details are one page 50.

A-CDM initiatives

The concept of Airport Collaborative Decision-Making

(A-CDM) aims to bring all the main airport partners

together and share operational data in a transparent

manner. Information sharing is essential for achieving

common situational awareness. Enhancing decision-

making processes will lead to maximised operational

efficiency and best use of the available airport infra-

structure and resource management.

To date, A-CDM has produced significant guidance ma-

terial for airports to implement collaborative decision-

making locally.

CASSIS project

A key challenge Europe is facing in the medium and

long term is to decrease the time aircraft have to

spend in orbital holdings and on extended level seg-

ments during arrival at airports. Therefore, in June

2008, EUROCONTROL initiated a series of flight trials

at Stockholm’s Arlanda airport in order to validate the

airborne Controlled Time-of-Arrival (CTA) functional-

ity. Conducted under the aegis of the EUROCONTROL

CTA/ATC Integration Studies (CASSIS) project, the aim

is to explore the feasibility of this concept by carrying

out several hundred trials with revenue-flights into

Arlanda.

The initial wave of flight trials was conducted between

early June and the end of July and was followed by a sec-

ond wave running from September to December 2008.

At the end of 2008, a total of 308 flight trials had been

conducted. These trials help to investigate the accuracy

of the aircraft flight management system in meeting

times to points within the terminal area, including the

runway. Trials will also be carried out at London Heath-

row and Amsterdam Schiphol airports. In 2009, CASSIS

will deliver a concept of operations based on the SESAR

concept as well as a description of the steps that will

bring CTA applications into operation.

Achieving efficiencythrough flexibility Freeing up airspace that was previously reserved solely

for military purposes allows the implementation of

conditional routes (CDRs) across that airspace when it

is not in use. According to an assessment made in 2008,

the number of published CDR 2 (non-permanently

planned) and CDR 1 (permanently plannable/2) routes

increased by 16%, from 432 in January 2007 to 503 in

December 2008.

Furthermore, during the year, approximately 9,500 NMs

per day were saved as a result of improved CDR utili-

sation. This brings an improvement of more than 2,700

NMs per day compared to 2007 and represents a similar

amount of fuel and CO2 savings per year as the airspace

design enhancements.

In 2008, approximately 9,500 nautical miles per day were saved as a result of the improved use of conditional routes.

Generating cost-effectiveness through improved flowmanagementEUROCONTROL’s Central Flow Management Unit (CFMU)

generates cost-efficiencies in its pan-European functions

thanks to economies of scale. It also ensures quality through-

out the system and produces the benefits of centralised

operations which ensure coordinated and consistent

activities delivered in a timely manner. This pan-European

perspective will remain essential for optimising the overall

use of the network, particularly in a period when general

budget restrictions highlight the need for economies of

scale across Europe.

The Agency’s continual effort to reduce route restrictions

is a long-term and essential activity. EUROCONTROL made

significant progress in 2008 in reviewing and eliminat-

ing restrictions with national authorities and in disabling

restrictions during low-demand periods (night or winter

seasons). It was also established and accepted that restric-

tions throughout Europe are used extensively to limit the

use of airspace and therefore the Agency is addressing this

situation by suggesting enhanced airspace solutions.

In 2008, the CFMU once again experienced significant growth

in customer access to its systems, with approximately 12%

more organisations connecting to one of the available ser-

vices, up from 2,100 in 2007 to 2,350 in 2008. The new cus-

tomers who subscribed to CFMU services in 2008 are mostly

aircraft operators (42%) and flight handling agents (35%),

followed by air navigation service providers (7%). End-user

queries rose by 24% – up from 96 million in 2007 to 119

million in 2008, along the same trend as previous years. In

parallel, the number of flight plan messages handled by the

CFMU only recorded a 2.6% increase – up from 19 million in

2007 to 19.5 million in 2008, a figure which reflects the stag-

nation in traffic growth experienced at the end of 2008.

A significant indication of the steady adoption of new EURO-

CONTROL services and operational procedures by network

users is the volume of training activities. Toughening eco-

nomic conditions now seem to have affected the training


42


programmes of the CFMU customers. When comparing

2008 to 2007, the CFMU recorded a 12% decrease in

the volume of traditional training days delivered – from

1,880 to 1,660 days – and a spectacular increase of 40%

for the web-based training activities. This shows that

CFMU customers value online training and that they

use it to reduce their training costs. It is confirmation

that the continuous investment made by the CFMU in

the past four to five years to develop a complete web-

based training offering – also improving the efficiency

of CFMU training resources – is paying off.

Five years of EAD

On 6 June 2008, the European AIS Database (EAD)

Service celebrated five years of successful operations.

EAD went live in 2003 as an online aeronautical infor-

mation services database designed to deliver coherent,

quality-assured aeronautical information to air navig-

ation service providers, airspace users and States.

When EAD was launched, all States in Europe main-

tained and updated their own individual record of

worldwide aeronautical information. In effect, it meant

that all States were maintaining databases of the same

information. Today, after five years of operation, more

than 39 countries are contributing to the database, and

75% of participating States maintain their aeronautical

information directly in the database for the benefit of the

continually growing number of recognised professional

data users, which currently stands at 80. In addition, the

public website, EAD Basic, has become a well-known and

an established source of aeronautical information for the

world-wide general aviation community with more than

47,000 registered users. The success of EAD has led to

growing interest among many data users from outside

the European Civil Aviation Conference (ECAC) area, and

the first non-ECAC data providers have now connected

to the database.

Preparing the Agency’s Information System (IS)

architecture for the future

It is generally recognised that the IS architecture is a stra-

tegic information technology discipline. With its unique

central function and bespoke systems, EUROCONTROL

is fully aware that a service-oriented architecture (SOA)

is essential for supporting developments in a timely and

cost-efficient manner.

In 2008, several key milestones were achieved in the

modernisation of the Agency’s IS architecture, which

went a long way to preparing for the future System-Wide

Information Management (SWIM) system proposed as

part of SESAR. A new access management infrastructure,

known as the Network Operations Plan Access Layer

(NOPAL) was implemented to provide interoperability

between the Agency’s central flow management servic-

es while guaranteeing security. In addition, an external

communication model was introduced that will structure

business-to-business interactions between EURO-

CONTROL and its future web services customers.

The Agency’s CFMU programme for renewing the IS

architecture is a multi-year effort made up of a number

of interrelated strands. Notable amongst these are the

use of standard technologies for wider and easier adop-

tion of web-based standards like the Aeronautical Infor-

mation Exchange Model (AIXM) and support for service

management functions through appropriate processes

and tools. Furthermore, work has continued on evolving

Agency services for high-availability and scalability, and,

over the year, the SOA approach has been reinforced and

automatic code generation capabilities strengthened.

Today more than 39 countries contribute to the European AIS database (EAD), launched in 2003.

44

Ensuring the efficient collection of route charges

EUROCONTROL collects route charges on behalf of its Mem-

ber States through its Central Route Charges Office (CRCO).

The CRCO provides a highly efficient cost-recovery system

which helps to fund the European ATM system by delivering

some 80% of ANSP revenue. In addition to its primary task

of establishing, billing, collecting and forwarding payments

of en-route charges to Member States, the CRCO also offers

other services. Most notably, these cover the billing and col-

lection of terminal and communication charges.

Multilateral Route Charges System

With the integration of Lithuania and Poland into the system

in 2008, 36 States participated in the EUROCONTROL route

charges system during the year 2008. Since then, Armenia

was integrated on 1 March 2009, and the planned integration

date for Ukraine is 1 January 2010.

Over 9.99 million flight messages (IFR flights only) were pro-

cessed in 2008, representing an increase of 1.3% over 2007.

The number of kilometres recorded in the airspace of the

Member States for the calculation of route charges in 2008

was 9.02 billion kilometres, an increase of 5.5% over 2007.

The CRCO billed a total of €6.44 billion in respect of route

charges for flights operated between January and December

2008 in the airspace of the participating States, an increase of

3.3% over 2007.

The medium-term recovery rate for 2007 (or recovery rate af-

ter one year measured on 31 December 2008) was 99.82%,

an increase on the previous year’s 99.76%. This is the highest

rate of recovery achieved over one year in the history of the

route charges system. The recovery rate at due date, however,

went down slightly from 88.58% to 87.10% in 2008 as a result

of the world economic crises, which also impacted aviation.

The average weighted national unit rate for the Member

States (calculated by dividing the sum of the costs charge-

able to users by the sum of chargeable service units) de-

creased from €56.14 to €56.03 in 2008. The 2009 estimate

is €56.94.



6

5

7

8

9

10

11 million

9.87

8.98

20082003 2004 2005 2006

9.99

9.34

8.22

2007

billion

7.19

6.71

7.627.98

8.55

9.02

8.61

75

70

80

85

90

95

100 %

2003 2004 2005 2006 2007 2008

99.76 99.8299.7199.20 99.43

88.9687.56

88.5789.03 88.58

Recovery rate after 1 year

Recovery rate at due date

Flight messages (millions)

km flown (billions)

2003 2004 2005 2006 2007 2008

6.44

5.0

5.5

4

4.5

6.0

7.0

6.5

€ (billion)

5.745.67

6.24

5.34

5.73

87.10

Flight messages and kilometres flown

Recovery rates

Amounts billed

Bilateral agreement relating to

the billing and collection of terminal charges

All EUROCONTROL Member States can take advantage of

the terminal charges billing and collection services. EURO-

CONTROL successfully operates such bilateral agreements

for Croatia, Denmark, France (billing only), Hungary, Ireland,

Italy, Lithuania, Moldova, the Netherlands and Slovenia.

Costs for billing and collecting terminal charges are very

low, since the same data and processes are used for both

en-route and terminal charges. Moreover, claims submitted

by users and payments made by users in relation to both

types of charge are processed in a single operation. The

billing currency is EUR for all States with the exception of

Denmark where the local currency is used. The total amount

of terminal charges billed in 2008 was €392.6 million

(including France), corresponding to 2.6 million flights.

Shanwick communications charges

EUROCONTROL bills and collects Shanwick communi-

cations charges in respect of flights performed in the

Shanwick Oceanic Region on behalf of the Irish Aviation

Authority (IAA). In 2008, the total amount of charges billed

amounted to €16.9 million (excluding VAT), corresponding

to 419,000 flights.

Bilateral agreements relating to air navigation charges

EUROCONTROL operated bilateral agreements relating

to air navigation charges with five EUROCONTROL non-

Member States, namely Belarus, Egypt, Latvia, Morocco

and Uzbekistan, and one EUROCONTROL Member State,

Ukraine. Air navigation charges comprise route charges

along with the option for terminal charges. In 2008, terminal

charges were billed on behalf of Belarus, Egypt and Ukraine.

The States concerned fund all resources required for oper-

ating these bilateral agreements, without any financial con-

tribution from the EUROCONTROL Member States.

Since beginning of 2009 the billing currency for Ukraine

changed from US dollars to EUR, which is now the single

billing currency for all bilateral agreements with non-

member States. The total amount of air navigation charges

billed in 2008 was €327.3 million, corresponding to 1.20

million flights.

46

Efficient regional ATC services

Delivering first-class ATC services at the lowest possible

cost has always been one of EUROCONTROL’s Maastricht

Upper Airspace Control Centre’s key business objectives.

It is significant therefore, that the total economic cost

per flight-hour controlled since 2000 has decreased by

37% whilst traffic volumes have risen by over 30%.

Overall, the total economic cost per flight-hour de-

creased from €302 in 2007 to €297 in 2008; a reduction

of 1.3 %. The 2008 figure reflects the impact of the eco-

nomic crisis which began to show its first effects in the

spring, and resulted in a small yearly traffic decrease

of 0.4%. Costs went up by 4.1%, producing a 5.8%

increase in the economic cost per flight-hour.

From 2007 onwards, and in particular, since the last

quarter of 2008, meeting the target figure for the to-

tal economic cost per flight-hour became increasingly

challenging as rising costs were no longer offset by

higher traffic figures. After the summer, and especially

since October 2008, short-term cost-effectiveness mea-

sures were taken to manage costs. Recruitment plans

were reviewed and updated and new initiatives were

assessed on potential cost benefit ratios in the area of

operating costs.


Total economic cost per flight-hour (€) – Trend 2000-2008

200

100

0

300

400

500

600

700 €

574

2001 2003

326 309

2004 2006

255

2007

302

2008

297

2002

333

2005

235

2000

Cost of delay

ANS provision cost

Total economic cost466

The total economic cost per flight-hour controlled

is a standard key performance indicator used in the

ATM cost-effectiveness (ACE) benchmarking reports,

produced by the Performance Review Commission.

It is the sum of ATM/CNS costs (or financial cost) and

ATFM delay costs per composite flight-hour.


Conclusion

The Agency will continue to ensure that the Provisional Council’s efficiency

objectives are fulfilled so that airspace users can benefit from a continuous

approach to airspace and network optimisation to exploit capacity and im-

proved flight efficiency. In this respect, the implementation of measures included

in the DMEAN Framework Programme, the Airspace Action Plan, the Airspace

Management Improvement Initiative, the Terminal Airspace Improvement and

the Airport Programme will generate substantial savings.

The Flight Efficiency Plan, based on the accelerated implementation of the above,

is fostering closer partnerships with airlines, airports and ANSPs, helping them

to identify solutions and launch operational actions to improve flight and airport

operations in the short term.

As far as cost-effectiveness is concerned, the Agency continued to contribute to driv-

ing down the cost of flying and the real unit cost (in constant value) to airspace users

is expected to fall by approximately 3.5% per year.

48

EUROCONTROL not only strives to reduce aviation’s negative impact on the environment, it also undertakes a comprehensive spectrum of activities to reduce its own footprint as much as possible.


Environment At the heart of everything we doToday, EUROCONTROL faces increasing environmental

scrutiny from external and internal stakeholders, includ-

ing employees, governments, partners and regulators.

There is now a fundamental belief, shared throughout

the Agency and beyond, that every effort should be

made to improve the environmental performance and

sustainability not just of aviation itself but also of the

very organisations and stakeholders who make up this

diverse community. At a time when the environmental

impact of climate change can no longer be ignored,

noise and local air quality issues around airports are

becoming more severe, and resource use and waste

management are becoming increasingly pressing, it is

up to everyone to act.

EUROCONTROL therefore not only strives to reduce

aviation’s negative impact on the environment, it also

undertakes a comprehensive spectrum of activities to

reduce its own footprint as much as possible.

Sustainable organisation

EUROCONTROL operates a planned and focused pro-

gramme to reduce the carbon footprint of its own build-

ings and facilities. This programme covers three main

priority areas: energy and resource consumption, CO2

emissions, and waste and recycling. During 2008 the

Agency continued to make great strides in its efforts to

be an environmentally responsible neighbour. Energy

consumption was reduced by the progressive replace-

ment, beginning in March, of inefficient light bulbs

and neon tubes with modern eco lamps and eco-neon

tubes. Improvements to the lighting management con-

trol system at the Haren site were made to ensure that

lights were not in use in the Atrium, main corridors and

stairs when there is sufficient natural light available.

The Agency converted to a ‘green power supply

contract’ in July 2008 and all its power supply is now

covered by green certificates and a guarantee of origin

from the supplier. Studies were also carried out into

the possibility of using photovoltaic electrical power

generation at the Haren site. The study did not rec-

ommend the proposal in the short term but agreed

that the option should remain open. Another study

found that IT systems were the heaviest energy users

at Haren and efforts are under way to implement

efficiencies, especially in those departments where IT

dependence is high.

As far as waste is concerned, the Agency is developing

communication strategies to increase staff awareness

of the need to reduce waste and recycle where pos-

sible. The standard is being set by the EUROCONTROL

Experimental Centre at Brétigny, where an environmen-

tal management system has been in place since 2004.

To date this has resulted in a 42% reduction in gas con-

sumption, a 27% reduction in electricity consumption

and a reduction of nearly 30% in paper use.

Sustainable aviation

In supporting the European Flight Efficiency Plan,

EUROCONTROL is facilitating improved operational

performance both in the air and on the ground. This

helps to minimise greenhouse gas emissions, improve

air quality and reduce noise, thus making aviation more

sustainable. Crucial to this goal is ensuring that ATM

50

Environment At the heart of everything we do

staff understand how they, personally, can make a dif-

ference. Throughout 2008, the Agency provided envi-

ronmental support to air navigation service providers,

airport operators and airspace users – either directly or

through their trade associations, on issues as diverse

as Continuous Descent Approach (CDA), Environmen-

tal Impact Assessment (EIA) and Collaborative Environ-

mental Management (CEM).

Reducing aviation’scarbon footprintThroughout 2008 EUROCONTROL was engaged in proj-

ects, programmes, studies, simulations and awareness

campaigns to drive the reduction of aviation’s opera-

tional environmental impact as much as possible. More-

over, the Agency’s own Central Flow Management Unit

(CFMU) helps reduce emissions and fuel consumption

on a daily basis by proposing more direct routeings,

whenever possible, and by determining and providing

accurate take-off slots that allow aircraft to be held on

the ground with their engines switched off until the

actual take-off time approaches.

Over the year there were a number of significant mile-

stones reached and actions taken. November 2008

marked the finalisation of EUROCONTROL’s three-year

plan to organise European route network and airspace

in a more efficient manner in order to save fuel and

reduce emissions. Once fully implemented, the ATS

Route Network Version 6 (ARN V6) will have the poten-

tial to reduce fuel use by 72,000 tonnes, and decrease

CO2 emissions by 240,000 tonnes. Nearly a third of the

measures in the plan have already been implemented

and the rest are scheduled to be put into operation over

the coming two years.

Working with our partners

One of the most significant events of 2008 in terms of its

positive environmental impact was the joint publication

of the Flight Efficiency Plan with CANSO and IATA. By

implementing a series of short-term measures it is ex-

pected to make fuel savings of 470,000 tonnes annually.

This equates to a reduction in CO2 emissions of over 1.5

million tonnes each year. This will be achieved through

improved European airspace and airport design and

utilisation. Working in partnership with key stakehold-

ers such as CANSO, IATA and ACI is of vital importance,

as the actual delivery of operational improvements en-

hancing environmental performance will be achieved

principally through those organisations’ members.

Continuous Descent Approach (CDA)

Efforts to promote and facilitate widespread usage of

more environmentally friendly flight procedures such as

continuous descent approaches were made throughout

2008. The Agency worked with its partners to identify

Overall CDA Target‘The target is to roll-out CDA at up to 100 and more ECAC airports and to a minimum of 50 airports (ESSI Objective ENV01) by the end of 2013…’. Source – The European Joint Industry CDA Action Plan


airports at which CDAs could be implemented and sup-

ported initiatives to assist with implementation. CDA

is a win-win-win where fuel burn, noise and emissions

are all reduced. At least 40 airports have already been

identified in 23 different States where CDA implemen-

tation is either underway or could begin in the near

future. Consequently, agreement has been reached

with a number of stakeholders to start the imple-

mentation process at airports in Denmark,Germany,

Norway, Poland, Sweden and the UK.

Collaborative Environmental Management (CEM)

CEM is a strategic process which aims to build part-

nerships among airport operational stakeholders in

order to tackle noise, fuel consumption and aircraft

emissions. The EUROCONTROL CEM Implementation

Guidance, the first such material to be published on

this, was launched in autumn 2008 and an imple-

mentation programme will begin in 2009. The Single

European Sky ATM Research (SESAR) target is for 50

airports to have implemented CEM by 2013. Encour-

agingly, some sixteen EUROCONTROL Member States

have already agreed to begin implementation.

Emissions Trading Scheme (ETS)

At the end of 2008, EUROCONTROL and the European

Commission signed a cooperation agreement under

which the Agency will provide support to the Com-

mission to help it establish administrative arrange-

ments for the inclusion of aircraft CO2 emissions in

the European Union’s Emissions Trading Scheme

(ETS). A list allocating aircraft operators to adminis-

tering States, alongside a EUROCONTROL estimate

of the baseline emissions for the years 2004-2006,

will be delivered to the Commission, which will use

it to inform its proposal for the total cap to be ap-

plied to aviation emissions from 2012 onwards. The

EUROCONTROL PAGODA system, which provides an

environmental view of the Agency’s PRISME (Pan-

European Repository of Information Supporting the

Management of EATM) data warehouse, is the cor-

nerstone of this work, and was used continuously

throughout the year to provide supporting informa-

tion on emissions trading to aircraft operators, the

Commission and Member States.

Modelling the impacts

Key to the successful implementation of any environ-

mental programme assessment process is the capa-

bility to model the noise, fuel burn, greenhouse gas

emissions and local air pollution produced by air traffic

movements. This work took a significant step forward in

2008 with the outline endorsement by ICAO’s Commit-

tee on Aviation Environmental Protection that EURO-

CONTROL’s Advanced Emissions, Local Air Quality and

Regional Noise models were appropriate to these tasks.

Obtaining this endorsement from ICAO is a notable

achievement, especially as the models have been sub-

jected to stress tests by the world’s leading aviation en-

vironmental experts. The Advanced Emissions Model is

now embedded in EUROCONTROL’s key airspace simula-

tion tool with the result that fuel burn and greenhouse

gas emissions can now be systematically analysed for

almost any given operational scenario. To handle the

growing importance of and user base for these models

the Agency has started to outsource future develop-

ment and maintenance, beginning with the Advanced

Emissions Model in the latter half of the year.

In another area of the Agency’s environmental work,

continued support was provided to aviation environ-

mental specialists worldwide, principally on behalf of

ICAO, through the maintenance of the Aircraft Noise

Performance database and the annual update – with

the Federal Aviation Administration – of the Common

Operations Database used to estimate total air traffic

and emissions at the global level.

The EUROCONTROL PAGODA system was used throughout the year to provide supporting information on emissions trading to aircraft operators, the EC and Member States.

52

Greening the network

The latest edition of the Agency’s authoritative Chal-

lenges of Growth studies was published in Novem-

ber 2008, with environmental issues featuring more

prominently than ever. The report considered how,

with environmental sustainability now a key ATM per-

formance area, the industry can drive forward policy,

operational and technological improvements.

Difficult trade-offs which will need to be made

between growth and environmental impact in terms

of CO2 emissions, noise and local air quality were high-

lighted and for the first time the potential impact of

climate change on the aviation industry was addressed

with a focus on air traffic management aspects.

The study also included work done with the Omega

consortium of UK Universities and the UK’s Meteoro-

logical Office, which helped to examine how rising sea

levels, increasing temperatures, altered precipitation

patterns and declining water resources might affect

demand and how the industry might respond.

Assessing the environmental impact of ATM projects

is an essential part of EUROCONTROL’s environmen-

tal work programme. Work has started on developing

guidance aimed at providing a process for all ATM

project leaders to follow so that they can analyse,

understand and, if appropriate, mitigate, their

projects’ environmental impacts. This guidance, when

available, will provide a quality standard for conduct-

ing environmental studies in ATM in the future.

In 2007, the European Commission’s Directorate-

General for Energy and Transport (DG TREN), asked

EUROCONTROL to undertake a study to assess the

feasibility of developing an environmental impact

decision-support tool for aviation. In order to ful-

fil this task, EUROCONTROL developed a prototype

tool, the so-called Versatile Environmental Impact

and Reporting Tool (VEIRT). This study was complet-

ed in 2008.

The VEIRT prototype proved the feasibility of such a

project and has been judged capable of simulating

the environmental impact – in terms of fuel burn and

emissions – of new air transport policies and air traffic

flow management operational measures. It was used

in conjunction with EUROCONTROL flow management

simulation data to quantify the fuel and emissions

impact of three case studies dealing with reductions

and increases in traffic, fleet adaptations and air traffic

flow management operational measures. In addition

to assessing the fuel and emissions impact, VEIRT has

also proved capable of gauging the impact on other

aviation aspects, including the cost of the flight for the

aircraft operator, capacity, delay, route charges and

sector overload.

Organisations dealing with air transport policies

or the design of new airspace and route structures

could use VEIRT in the development of any high-level

assessment to accompany new legislative measures.

Another potential application could be to integrate it

into the Agency’s operational systems in order to sup-

port decision-making through real-time assessments

of the environmental impact of envisaged air traffic

flow and capacity management measures.

2008 marked the launch of the ‘Environment in ATM’

classroom training course aimed at transferring knowl-

edge on how to mitigate the impact of aviation to air-

line, airport and ATM employees. The course was run

three times in the year and was attended by over 60

participants in total. It is complemented by an aware-

ness-raising ‘e-learning module’ which is available to

both industry stakeholders and the general public,

which was itself accessed by over 500 separate users

in 2008. A ‘suite’ of courses, covering other areas such

as CDA, CEM and environmental performance evalua-

tion, is now under development. As part of the Flight

Efficiency Plan, EUROCONTROL will provide fuel

management awareness training for ATM and airline

personnel, based on the initial work of the Agency’s

Central Flow Management Unit in this area.

Environment At the heart of everything we do


Conclusion

Aviation is vital to regional and national economies

and also provides many social and cultural benefits.

However, it is coming under increasing pressure

from communities living on the outskirts of airports,

concerned environmental watchdogs and numerous

pressure groups, who are demanding reductions in

noise impacts, improvements in local air quality and

limitations to the greenhouse gas emissions which are

contributing to global climate change.

EUROCONTROL recognises the need for action and,

along with its industry partners, has been at the fore-

front of this effort for several years. EUROCONTROL, its

partners and stakeholders consider the environment to

be at the heart of everything they do, and measures to

limit aviation’s impact are now widely incorporated into

airport operations and procedures, en-route flight pro-

files and ATM system capabilities and specifications.

54

Enhanced civil-military coordination is becoming an increasingly important strategic objective for European ATM.

In 2008, EUROCONTROL continued to work towards strong and sustainable civil/military cooperation and coordination across Europe.


Efficient cooperation between civil and military

organisations is a critical element in the improvement of

European ATM network performance. The involve-

ment of the military authorities from EUROCONTROL’s

Member States is therefore a vital success factor. Over

the decades, EUROCONTROL has developed unrivalled

competence in this area, built around the Civil-Military

Interface Standing Committee (CMIC) and the Military

ATM Board (MAB). These two groups are both sup-

ported by the political guidance of the Organisation’s

Provisional Council and Permanent Commission which

includes Defence Ministers.

In early 2008, the CMIC proposed that a State’s ability

to exercise its obligations under the Chicago Conven-

tion should be protected as far as they relate to national

sovereignty, security and defence. It therefore recom-

mended that all current civil/military working arrange-

ments should be used to ensure this. The suggestion

was subsequently endorsed by the MAB and noted by

the Provisional Council.

After consultation with the Military Harmonisation

Group (MILHAG) and the CMIC, the MAB endorsed the

“High-Level Military ATM Requirements” proposal. In

forwarding this document to the European Commis-

sion, the Director General stated that EUROCONTROL

believed that it would enhance the understanding of

military requirements in the ATM community at large.

Within the scope of the civil-military contribution to

SESAR, the MAB agreed at its 2nd meeting held in April

2008 that the military technical input would be coordi-

nated through EUROCONTROL and specifically the Di-

rectorate of Civil Military ATM Coordination (DCMAC).

MILHAG and the MAB have agreed to play a key role in

ensuring that military aviation requirements are prop-

erly addressed at both technical and strategic level.

During the year, both the CMIC and MAB were kept in-

formed of EUROCONTROL’s reorganisation plans, which

both organisations fully supported, noting that the en-

hancement of civil-military coordination was a corner-

stone of the changes. Also during 2008, CMIC recom-

mended that its Chairman propose the initiation of a

review of existing civil-military working arrangements

Civil-military ATM coordinationA partnership of equals

Civil-military organisational structureAt the highest institutional level, the Permanent Commis-sion, responsible for the Organisation’s general policy, is composed of the Ministers of Transport and the Ministers of National Defence. The EUROCONTROL Provisional Council, supervising the Agency’s work, is composed of representatives at the level of Directors General of Civil Aviation. States may ap-point several representatives in order to represent the interests of both civil aviation and national defence.

The Military ATM Board (MAB), composed of national heads of military air traffic management, ensures consistency of the EUROCONTROL work programme with military strategies and plans.

The Civil/Military Interface Standing Committee (CMIC) is an advisory body to the Provisional Council providing advice and guidance on those issues having an impact on military responsibilities. CMIC is composed of civil and military repre-sentatives at senior executive level from all the EUROCONTROL Member States.

The Military Harmonisation Group (MILHAG) was estab-lished by the CMIC in recognition of the need for a military-only forum to coordinate military positions on ATM/CNS issues.

Enhanced civil-military coordination is becoming an increasingly important strategic objective for European ATM.

In 2008, EUROCONTROL continued to work towards strong and sustainable civil/military cooperation and coordination across Europe.

56

in the early part of 2009. This suggestion was made to

EUROCONTROL’s Director General and the Chairman of

the Provisional Council Coordinating Committee (PCC).

Security through collaboration

In accordance with the joint NATO-EUROCONTROL ATM

Security Coordinating Group (NEASCOG), airspace secu-

rity means safeguarding airspace from unauthorised use,

intrusion, illegal activities or any other violation. Upon

request from the MILHAG and CMIC, an Airspace Security

Action Plan was developed by the NEASCOG with a high-

level contribution of DCMAC. The plan defines and pro-

poses a comprehensive set of best practices, guidelines

and procedures to enhance airspace security in Europe.

It will form the basis for future airspace security require-

ments to be implemented through an airspace security

system.

An Airspace Security Conference was held in December

in which general support was given to the Airspace Secu-

rity Action Plan and a panel of experts was established to

propose a roadmap for the implementation of the con-

ference’s conclusions. The majority of participants agreed

to participate in limited Security Incident Management

(SIM) trials, to be organised in 2009. Two tasks related to

‘Positive Identification of Flights’ and ‘Security Incident

Management (SIM)’ have been included in the EURO-

CONTROL offer to the SESAR Joint Undertaking.

ICAO also requested EUROCONTROL to provide inputs to

fill possible gaps in Annex 17 (Security) to the Chicago

Convention with regard to airspace security. DCMAC, in

coordination with the NEASCOG, has developed a docu-

ment (Aviation Security Components) in response to this

request.



Designing airspace for equal accessHarmonisation of OAT rules

In 2008, EUROCONTROL added to the development of

specifications for harmonised rules for Operational Air

Traffic under Instrument Flight Rule (OAT-IFR) inside

controlled ECAC airspace (EUROAT). These specifica-

tions are designed to provide a standardised regulatory

framework for OAT and facilitate its interface with Gen-

eral Air Traffic (GAT) across Europe. As part of this effort,

a Pan-European OAT Transit Service (OATTS) Workshop

was held in June 2008. The workshop concluded that

it should first clearly determine all relevant national

military requirements before going on to develop the

agreed military European-level solutions and then

undertake a fine-tuning process in 2009. The issue of

harmonised OAT-IFR flight plans and a common military

aeronautical information database was considered as

one of the major enablers of an OATTS. Therefore, stud-

ies were conducted in the second half of 2008, which

provided a clear view on the current situation in Europe

and highlighted options for future harmonisation.

During this process DCMAC carried out another exer-

cise to identify the minimum CNS (Communications,

Navigation and Surveillance) resources required to en-

able Pan-European OAT operations once the harmon-

ised European OAT Rules (EUROAT) and related service/

system supporting OAT transit flights are in place. As a

result, a guideline document, entitled ‘EUROCONTROL

Guidelines on Minimum CNS Infrastructure and

Avionics Equipage for the support of OAT Harmonisa-

tion’, was published in March 2008.

Not surprisingly, the requirements contained in the

guidelines seek a longer-term convergence with the

Civil-Military CNS/ATM Interoperability Roadmap and

SESAR technology assessment. In addition to the OAT

projects, the Agency also worked with its stakeholders

during the year to develop guidelines on the generic

military requirements that need to be considered when

establishing a Functional Airspace Block (FAB). These

guidelines were published in May 2008.

SES implementation

The Agency also started the development of a EURO-

CONTROL Civil-Military SES Coordination Action Plan

to define a set of activities that will contribute to the

implementation of the Single European Sky. The action

plan is intended to be a part of the envisaged frame-

work agreement between the European Commission

and EUROCONTROL, which will facilitate SES implemen-

tation. CMIC accepted the proposed role of advisor for

the maintenance and implementation of the plan and

asked DCMAC to flesh out the plan further.

Supporting civil-military KPIs

Continued development of the Pan-European Reposi-

tory of Information Supporting Military Key Performance

Indicators (PRISMIL), which helps States carry out their

obligations stemming from the Single European Sky/

Flexible Use of Airspace Regulation, progressed well

throughout the year. On the EUROCONTROL side, the

data warehouse, data marts, the PRISMIL server and

portal have now been put in place. With regard to the

national side of the architecture, a PRISMIL Automated

In 2008, EUROCONTROL published guidelines on the generic military requirements that need to be considered when establishing an FAB.

58

Data Acquisition and Collection tool (PADAC) was developed

and installed at the Belgium military ATCC, now followed by

ongoing similar implementations in other Member States.

Furthermore, a PRISMIL tactical performance dashboard

has been developed to provide customised views on the

current status of the critical performance against required

performance target. Therefore, from a technical and techno-

logical perspective, PRISMIL has now matured enough to be

ready to begin functioning as envisaged. Additionally, the

PRISMIL team performed a feasibility study of civil-

military data correlation in support of the civil-military KPI

‘Civil Use of Released and Available Airspace’.

Improving airspace management coordination

In January 2008 a programme called LARA (Local and

Regional Airspace Management) was launched for the

development of a prototype for an enhanced civil-military

airspace coordination tool at national and sub-regional level

and was supported by the European Commission.

In line with the Single European Sky regulations and the fu-

ture implementation of the FABs, a harmonised and reliable

tool should be available to stakeholders by 2010. The first

implementation of the LARA prototype is planned in

Belgium (MUAC, Belgocontrol, and Belgian Air Force)

for September 2009, to be followed by the Netherlands

and UK. Other States such as Italy, Norway, France and

Bulgaria have shown a great interest in the project.

LARA is structured in three layers (airspace planning, air-

space status, and statistics). It aims to facilitate collaborative

decision-making process, to provide easy access to airspace

status information to all stakeholders and to enable ASM

performance improvement. It should also identify new areas

of enhancement and cooperation at local and sub-regional

levels and improve interoperability.

Contributing to SESAR

The SESAR ATM Master Plan, which was delivered in 2008,

paves the way for fruitful civil-military cooperation on re-

search activities. Thanks to a considerable effort from the

Member States and EUROCONTROL, the military is consid-

ered as an equal partner. The concept of the military mission

has been incorporated in the SESAR 4D Trajectory Concept,

together with cost-efficient proposals on the re-use of mili-

tary technologies and infrastructures.

A well-attended workshop on the civil-military dimension

in SESAR was organised in 2008. Over 130 participants

from a wide range of organisations, including procure-

ment agencies and the manufacturing industry, agreed

on the need to progress with the validation of the SESAR

Concept of Operations and supported a civil-military

architecture and standardisation roadmap.

Enhancing airport access

In 2008 the Agency launched the Civil Use of Military Aero-

dromes (CUMA) initiative whose aim is to support those

States willing to implement or further expand the mixed

civil-military use of military aerodromes as a possible so-

lution to the expected airport capacity shortage. As an

initial step, DCMAC conducted a fact-finding study, which

explored the existing legislation, regulation, procedures

and practices relevant to the CUMA concept throughout

selected ECAC States and the USA. This study was complet-

ed in August 2008 and paved the way for follow-up work

to be conducted by the CUMA Task Force, which started

its activities in September 2008 and intends to deliver the

EUROCONTROL CUMA guidelines in 2009. These guide-

lines will detail potential benefits, identify problem areas

and propose recommendations and best practices.

Integrating Unmanned Aerial Systems

Flights of military Unmanned Aerial Systems (UAS) outside

segregated airspace are inextricably linked with the overall

integration of UAS aircraft, and most of the Agency’s work

in this area during 2008 was therefore undertaken in sup-

port of this broader integration process. It included, for ex-

ample, the preparation of preliminary ICAO policy on UAS.



Moreover, two publications, ‘EUROCONTROL Specifications

for Military UAVs outside Segregated Airspace’, published

on 7 December 2007 and ‘UAS Market Outlook’, published

on 20 November 2008 achieved global circulation and are

providing an important basis for further integration activ-

ity. It is already apparent that much effort will be focused

on preparations for the future operation in Europe of Global

Hawk and Euro Hawk by NATO as well as the US and German

Air Forces.

Advancing civil-military ATM/CNS interoperability

In 2008 there was significant progress in the area of civil-

military ATM/CNS interoperability mainly through multiple

technical proposals that were successfully inserted into the

SESAR Master Plan and put forward during the preparatory

activities for the SESAR Development Phase.

These proposals will drive SESAR R&D efforts for the years

to come and will be essential to better define and vali-

date future compatibility between State aircraft/military

systems and SESAR concept and architecture. Civil-

military CNS interoperability aspects in SESAR cover the

support of military mission trajectories via the interac-

tion of military systems with SESAR network centric

infrastructure (SWIM), performance-based navigation and

ADS-B for State aircraft, civil-military data link interoper-

ability and the incorporation of military requirements into

future standardisation developments.

Extensive technical consultation with representatives from

the military procurement and defence industry communi-

ties as well as other stakeholders has been conducted at

the Civil-Military CNS Focus Group. Further research was un-

dertaken in two thematic stakeholder workshops focusing

on data-link interoperability and the military dimension in

SESAR.

Also in 2008, DCMAC commissioned and disseminated

the results of a number of pre-SESAR studies to better

support civil-military interoperability proposals. Such

studies focused on “Feasibility of Integration of Mili-

tary Ground and Aircraft Systems in SESAR and Feasi-

bility of Military NAV Systems Certification against Civil

Standards”.

In parallel, DCMAC continued in 2008 with the provision

of military CNS technical advice to EUROCONTROL’s

shorter-term activities and programmes such as 8.33

kHz, Link 2000+, CASCADE, Mode S, Spectrum, Future

COM, Navigation/GNSS, RVSM and Surveillance in order

to minimise the impact on State aircraft and better en-

able military operations. These activities included per-

manent coordination with other Agency units and as-

sociated working arrangements as well as contributions

like the yearly collection and consolidation of State

aircraft equipage plans, harmonisation of UHF for ATC

supporting non-8.33 State aircraft as well as relevant

inputs into SES interoperability mandates and Commu-

nity specifications.

Training together

Three civil-military ATM/CNS courses were conducted

in 2008 at the EUROCONTROL Institute in Luxemburg.

A total of 116 participants from civil and military stake-

holders from 23 States were introduced to all aspects of

civil-military ATM coordination in Europe.

In addition, experts from DCMAC delivered other courses

related to military-specialised topics at the Institute.

Conclusion

Throughout 2008, EUROCONTROL continued to play a

facilitating role in improving civil-military ATM coop-

eration and coordination across Europe. It provided

the framework within which planning, development

and implementation of specificaction could be taken

thanks to its long-standing links with Member States, air

navigation service providers, civil and military airspace

users as well as international and intergovernmental

organisations.

60

The SES puts forward a legislative approach to meet future safety, capacity and efficiency needs at a European rather than at a national level. The key objectives of the SES are to:

n restructure European airspace as a function of air traffic flows;n create additional capacity; and n increase the overall efficiency of

the European ATM system.


The Single European Sky: Europe’s future ATM vision

Foreword

In 1999, the European Commission launched the Single

European Sky (SES) initiative to reform the architecture

of European air traffic management (ATM). The SES puts

forward a legislative approach to meet future safety, ca-

pacity and efficiency needs at a European rather than at

a national level. The key objectives of the SES are to:

n restructure European airspace as a function of air

traffic flows;

n create additional capacity; and

n increase the overall efficiency of the European ATM

system.

The Commission is working closely with EUROCONTROL

to achieve these objectives. Owing to its technical

expertise, EUROCONTROL contributes to both the regu-

latory and technological dimension of the SES initiative

by contributing to, amongst others, the overall imple-

mentation, standardisation and regulatory roadmaps.

The areas of cooperation address also the development

of relevant Implementing Rules (IRs) and specifications

as well as assistance to individual or group of States and

relevant regional ATM developments. EUROCONTROL

also provides of course a key contribution to the SESAR

Programme.

The process for establishing SES rules

After consultation with stakeholders, the Commission

issues a mandate which describes in detail the work and

deliverables to be produced by EUROCONTROL. EURO-

CONTROL then develops the relevant IRs and Community

specifications using a formal regulatory process through-

out which stakeholders’ inputs are taken into account. The

final result of the mandate work is a report including a

draft IR or specification. Subsequently, the European Com-

mission submits them to the Single Sky Committee. Once

the Single Sky Committee gives its favourable opinion, the

texts are formally adopted by the Commission and pub-

lished in the Official Journal of the European Union.

A close working relationship

Since the inception of the SES, EUROCONTROL has

developed a number of IRs and technical specifications in

close cooperation, consultation and interaction with the

services of the Commission.

Over the years we have built up an excellent working

relationship with each other. We do hope that we can

continue to work together in the same spirit of coopera-

tion towards the implementation of more ambitious goals,

namely the establishment of a performance framework for

the provision of air traffic services. Implementation of the

ATM Master Plan shall also represent an important area of

cooperation at least for the next 10 years.

Luc Tytgat

Head of the Single Sky and

Modernisation of Air Traffic Control Unit,

European Commission

62


IMPLEMENTING THE SINGLE EUROPEAN SKYIn 2008, a considerable amount of progress was achieved

in relation to the SES mandates.

The Aeronautical Data and Information Quality draft

Implementing Rule (ADQ IR) was reviewed by the Single

Sky Committee working session and its technical con-

tent was well received. However, adoption of the ADQ

rule was temporarily delayed due to the need to resolve

a more global issue concerning State obligations under

the ICAO Convention. That said, the draft final report on

the mandate for the development of a draft IR for Sur-

veillance Performance and Interoperability (SPI IR) was

successfully delivered to the European Commission.

Furthermore, the Single Sky Committee expressed a fa-

vourable opinion on the Mode S Interrogator Code Allo-

cation draft IR (MSI IR), and its publication is anticipated

to take place in 2009. The draft IR for Interoperability on

Data Link Services (DLS IR) was published by the Europe-

an Commission. In parallel, a EUROCONTROL specifica-

tion was developed on DLS, based on the LINK baseline.

Furthermore, Interoperability Community specifications

were developed for ADEXP (ATS Data Exchange Presen-

tation), FMTP (Flight Message Transfer Protocol), IFPS

(Initial Flight Plan Processing System) and OLDI (On-Line

Data Interchange). The development of a Community

specification on AMHS (ATS Message Handling System)

is still ongoing.

Standardisation and coordination activitiesThe main development within the standardisation field

was the start of the activities for the development of a

‘Standardisation Roadmap’ in support of the preparation

of the SESAR work programme. A possible maintenance

process for this standardisation roadmap was developed

and submitted for informal consultation.

With a view to proposing harmonised approaches for

the implementation of conformity assessment processes

within the SES framework, the Conformity Assessment

Task Force (CATF), comprising some 30 representatives

from NSAs, ANSPs, the European Commission, EASA, in-

dustry and EUROCONTROL, launched in 2008 a survey of

its members to determine the exact scope and contents

of further guidance material which is being developed

on the conformity assessment of the constituents and

systems of the European ATM network.

Extensive coordination and cooperation activities took

place in conjunction with other regulatory bodies

throughout the year. This work covered close coordina-

The main development within the standardisation field was the start of the activities for the development of a ‘Standardisation Roadmap’ in support of the preparation of the SESAR work programme.


tion with the European Commission through participa-

tion in various consultative bodies, such as the Single

Sky Committee (SSC), the Industry Consultation Body

(ICB) and the ICB’s Interoperability Sub-Group. Several

analysis documents on the need for future regulation

and standardisation material were prepared for dis-

cussion at the ICB’s Interoperability Sub-Group and for

onward revision by the ICB.

Continuous coordination also took place with other

regulatory organisations, including the standardisa-

tion bodies from EASA, EUROCAE, ICAO, RTCA and the

European standardisation organisations CEN, CENELEC

and ETSI. With the active support of EASA and the EC, a

study was undertaken to investigate possible improve-

ments to the coexistence of EASA and SES regulatory

frameworks. Cooperation with the US Federal Aviation

Administration (FAA) took place so that a coherent

regulatory environment for future ADS-B regulations

within Europe and the United States could be pre-

pared.

Implementation of harmonisation across EuropeThe Agency is focusing its efforts to facilitate imple-

mentation action across Europe through the European

Single Sky Implementation (ESSIP) and Local Single

Sky Implementation (LSSIP) mechanisms. Implementa-

tion support is provided to stakeholders to meet their

LSSIP objectives in accordance with the agreed EURO-

CONTROL Implementation Support Policy and realised

via the ASSIST (Assistance for the Single European Sky

Implementation to Stakeholders), EIS (EUROCONTROL

Implementation Support) and EMF (Excellence Man-

agement Function) activities. Overall, the number of

implementation support agreements between Mem-

ber States and EUROCONTROL increased by 13% in

2008 compared to 2007.

During the year, a thorough and comprehensive con-

sultation with stakeholders concluded that the imple-

mentation of a performance-based approach would

be delivered via the ESSIP mechanism – mirrored at

national level by the LSSIP tool – thus playing a large

part in assisting individual ECAC States in their efforts

to meet their objectives and national performance tar-

gets. This renewed process satisfies in particular the

need to:

n link the European implementation plan with the ATM

Master Plan and to decide which elements are ma-

ture for actual implementation by stakeholders;

n better integrate all aspects of European planning,

monitoring and reporting in one single process

that addresses both the timely implementation

of the ATM Master Plan and the application of SES

legislation;

n clarify commitment procedures for all stakeholders

involved in order to ensure effective implementation

of the first SESAR Implementation Package (IP/1);

n promote links between European implementation

decisions and stakeholders’ business plans;

n close the loop between implementation reporting

and implementation planning by building lessons

learnt and agreeing with stakeholders on corrective

actions where relevant;

n develop the adequate interface with the Master Plan-

ning process, including the maintenance of the ATM

Master Plan.

ESSIP – European Single Sky Implementation

The ESSIP deliverables produced in 2008 introduced

significant adaptations compared to previous years. For

the first time ever, the European implementation plan

for the 2009-2013 period introduced SES-legislation-

related objectives, while the implementation progress

report for 2007 proposed some remedial actions to

address most penalising implementation delays.

The Agency is facilitatingimplementation action across Europe through the European Single Sky Implementation (ESSIP) and Local Single Sky Implemen-tation (LSSIP) mechanisms.

64

LSSIP – Local Single Sky Implementation

2008 was also a very productive year in this regard, with

LSSIP activities producing 42 documents for the 2009-

2013 planning period for the entire ECAC region. The

Agency also introduced web-based tools to facilitate

the document development and maintenance process.

Towards the end of the year, EUROCONTROL collabo-

rated with the EC on a workshop to help stream-

line LSSIP reports with SES requirements, and for the

first time ever, SES and FUA (Flexible Airspace Use)

Annual Reports were established through the LSSIP

mechanism.

EIS – EUROCONTROL Implementation Support

EIS activities focused on supporting service providers in

implementing their LSSIP objectives over a number of

diverse areas, including support to airspace restructur-

ing, buildings, operational issues, safety management

systems and systems implementation. In particular,

EUROCONTROL lent assistance to a number of ser-

vice providers (e.g. Bosnia and Herzegovina, Bulgaria,

Cyprus, Ireland, Malta, Portugal, Slovak Republic, etc.)

for a variety of infrastructure and system projects as well

as assessments, feasibility studies and trials.

ASSIST – Assistance for Single European Sky

Implementation to Stakeholders

Activities performed by ASSIST during 2008 were all tied

to the Provisional Council’s and more specific LSSIP ob-

jectives related to CAAs. ASSIST provided assistance to a

number of CAAs (e.g. Albania, Cyprus, FYROM, Greece,

Luxembourg, Romania, Slovakia, etc.). The support

covered numerous themes and expertise – from

the proper organisations of civil aviation bodies like

National Supervisory Authorities (NSAs) to the develop-

ment of guidance material and documented process-

es for regulators, including the handling of air traffic

services electronics personnel (ATSEPs).

Moreover, it covered the development of specific action

plans for improvements which were complemented by

more comprehensive five-year strategic business plans.

ASSIST initiated the Eastern and Central European Re-

gional NSAs Forum in close cooperation with the EC,



and also held two related workshops in 2008. Finally,

the first of the new breed of so-called transversal proj-

ects – the Quattro-Sec Project – was launched in 2008.

It involves ATM security in Albania, Cyprus, Hungary and

Malta.

EMF – Excellence Management Function

The primary objective of the Excellence Management

Function (EMF) is to facilitate the development, evolu-

tion and implementation of a formalised and proac-

tive approach to quality management and continuous

improvement in accordance with PC objectives, ICAO

requirements and the SES Common Requirements for a

quality management system.

EMF activity during 2008 ranged from a quality/excel-

lence workshop on current best practice for NSAs and

regulators to engagement with the Military Harmonisa-

tion Group (MILHAG) members to identify quality man-

agement system maturity levels and common issues.

The Agency also arranged its fifth workshop on imple-

menting the ATM Common Assessment Framework

(ACAF) for air navigation service providers and coor-

dinated the eighth Excellence Policy Group Meeting

(XPG), which features representatives from 16 ANSPs.

The Agency also facilitated and supported the evolu-

tion of the XPG to the Quality Management Working

Group (QMWG) under the CANSO umbrella.

Civil and military cooperation

In April 2008, the EUROCONTROL Directorate of

Civil-Military ATM Coordination (DCMAC) finalised a

report on a fact-finding study regarding the imple-

mentation of the SES EC Regulation on Flexible Use

of Airspace (FUA) (EC Regulation No 2150/2005) in

Bulgaria at the State’s request. The study focused on

the national legal and regulatory framework, the

application of FUA and airspace design. Additional

areas covered the military ATM organisation, safety

management, the training and licensing of military

ATC personnel, as well as Aeronautical Information

Services (AIS), technical support and national and

regional initiatives. The study report provides both

findings and their associated sets of conclusions,

recommendations and possible actions for the Bul-

garian civil and military authorities.

Moreover, DCMAC supported EUROCONTROL’s

work related to the SES interoperability mandates

by providing contributions that led to the develop-

ment of regulatory provisions applicable to State

aircraft. Articles on State aircraft were included in

the Data Link Services Implementing Rule and more

recently in the draft IR on Surveillance Performance

and Interoperability Requirements, which is still un-

der consultation.

In 2008, DCMAC also launched a project known

as SESIM to identify opportunities, options and

best practices for the Single European Sky imple-

mentation by the military. The aim is to produce

a EUROCONTROL guideline document which will

identify potential benefits and offer specific guid-

ance on implementation together with an estimate

of the effort required. As part of the SESIM project,

DCMAC initially provided a study report to national

military authorities, regarding their implementation

of SES regulations, which highlighted the various

opportunities, challenges and risks involved. This

report has been exceedingly influential in assisting

national authorities in preparing their decisions

and the regulatory and technical work performed

at European level.

EUROCONTROL provided a study report to national military authorities, regarding their implementation of SES regulations, which highlighted the various opportunities, challenges and risks involved.

66

SESAR: THE SINGLE EUROPEAN SKY ATM RESEARCH PROGRAMMEHaving accepted the SESAR ATM Target Concept in Sep-

tember 2007, EUROCONTROL was pleased to accept the

ATM Deployment Sequence from the SESAR Consor-

tium in February 2008. This document, known as Deliv-

erable 4 (D4), lays out the deployment sequence for the

ATM Target Concept and demonstrates the feasibility

of meeting the performance goals. It also reflects the

commitment of a significant cross-section of European

ATM stakeholders, working with the SESAR Consortium,

to the implementation steps proposed for the shorter

term as well as the recommendation for launching the

development and validation activities according to the

proposed transition sequence.

The document proposes three successive implementa-

tion packages covering the period from 2008 to 2020

and beyond. The first Implementation Package started

in 2008 and will end in 2012. It lays the foundations for

the ATM Target Concept, while the second package,

which runs from 2013 to 2020, will deliver the 2020

ATM Target Concept and result in a more efficient ATM

network across Europe. The third package, which goes

beyond 2020, aims to ensure that SESAR’s long-term

goals will be met. Its main characteristics will be the

introduction of the most advanced features of the

SESAR Concept of Operations, such as the full applica-

tion of Airborne Separation Assistance System (ASAS),

self-separation and the 4D trajectory contract.

Some two months after accepting the ATM Deployment

Sequence from the SESAR Consortium, EUROCONTROL

subsequently accepted the ‘SESAR Master Plan’ (D5) as

well as the associated ‘Work Programme for 2008-2013’

(D6). D5, the ‘SESAR Master Plan’, explains how the ATM

Target Concept, defined in previous SESAR deliverables,

can be put in place. As such, it sets out a phased imple-

mentation, which addresses the lifecycle from feasibil-

ity and R&D through to final deployment. It establishes

the roadmaps for the evolution of operations, for en-

abler development and deployment and for support-

ing changes, including safety and environment. D5 also

addresses the associated benefits provided by the ATM

Target Concept, funding and financing aspects as well

as risks. An official reference source for the data, under-

lying the ATM Master Plan, was created and can be ac-

cessed using the following link www.atmmasterplan.eu.

This comprehensive portal allows stakeholders to view

and download all relevant documents as well as place

update requests on-line.

D6, the ‘Work Programme for 2008-2013’, identifies all

the projects in that timeframe which are necessary to

support the implementation of the ATM Target Con-

cept. This includes the deployment of existing systems,

the development of systems which are almost mature,

applied research to refine the concept and develop

technical solutions and longer-term research. It also

makes recommendations regarding the methods and

management processes for supporting the Develop-

ment Phase.

With the availability of these three final deliverables, the

Definition Phase of SESAR was successfully completed,

both enabling the full establishment of the SESAR Joint

Undertaking, which officially launched its work pro-

gramme on 8 December 2008, and allowing progress

to be made with the endorsement by the EU Transport

Council of the European ATM Master Plan, the substance

of which is the D5 content.

In September 2008, three months before that momen-

tous occasion, EUROCONTROL attended an ICAO forum

in Montreal, where the attendees agreed to start a pro-

cess for sharing developments in Europe’s SESAR and

America’s NextGen systems. By identifying both com-

monalities and differences between the two concepts

and highlighting how the harmonisation and interoper-

ability efforts should proceed, this process will benefit

the entire global community.



Military collaboration in SESAR

To ensure the appropriate military involvement in the

SESAR programme, the Military ATM Board (MAB) has

endorsed the use of EUROCONTROL’s working arrange-

ments and will support the Agency by seconding na-

tional experts to the DCMAC. The Description of Work

for the SESAR Development Phase includes a number

of civil-military activities for which EUROCONTROL has

offered a substantial contribution alongside the provi-

sion of the organisational framework for such military

participation. The most strategic activities upon which

military activity has been, and will be, focused cover a

spectrum of expertise and themes, ranging from the

validation of civil-military operational requirements

to the development of technical solutions in support

of civil-military interoperability requirements. These

interoperability requirements will enable trajectory-

based operations and military system interaction with

SWIM (System-Wide Information Management). Addi-

tional efforts associated with the military contribution

include Master Plan maintenance and a cost-benefit

analysis.

The preparation of the SESAR Development Phase

with respect to civil-military interoperability

required a significant contribution from DCMAC

during the development of SESAR Description of

Work (DOW) documents. At the same time, some

supplementary studies have been finalised on

the capability gaps between military systems and

SESAR, and on the certification of military naviga-

tion systems. In 2008, significant progress was made

on the harmonisation of Operational Air Traffic (OAT)

rules, developing airspace planning tools (LARA) and

performance monitoring tools (PRISMIL). A fuller

account of the OAT rules and PRISMIL activities are

given in the ‘Civil-military ATM coordination’ chapter.

Conclusion

Excellent progress continues to be made towards the

realisation of the vision for the future ATM system,

and EUROCONTROL is proud of the significant role

it is playing in the flagship European programmes,

SES and SESAR.

The achievements delivered in 2008 will help to en-

sure that European aviation continues to meet its

milestones, objectives and targets in the future.

68

The ability to attract, retain and develop a highly quali-

fied, flexible workforce drawn from the Organisation’s

38 Member States is of paramount importance to the

Agency. The Agency’s human resources (HR) services

endeavour to ensure that staff members can adapt to

the rapidly changing demands of the aviation industry

and the Organisation, especially at a time of pending

organisational change and potential redeployment of re-

sources. The Agency’s HR strategy accordingly continues

to be closely aligned with the Agency’s business goals,

with the aim of responding to emerging needs.

Staffing situation

As at 31.12.08, the Agency headcount stood at 2,220

posts, up from the end of 2007 (2,164 posts). In terms of

turnover, 107 new servants/officials joined the Agency in

2008, while 51 staff members left over the same period.

In parallel, the Agency continued to recruit more contract

staff on the basis of fixed-term renewable contracts. 66

contract staff members were recruited in 2008, bringing

the total number of contract staff in their posts up to 85

across the Agency as at 31.12.08. The scheme gives the

Agency greater flexibility in manpower planning, deliver-

ing cost savings over the medium term and cutting back

on the number of long-term contractors.

Key developments

Successfully implementing the

Administrative Reform

The Administrative Reform, the culmination of many

years of work across the Agency, entered into force on

1 July 2008. The Reform offers a comprehensive revi-

sion of the regulatory framework, bringing more flex-

ible working contracts via the introduction of contract

staff, supporting the development of a performance-

based culture, and modernising the career structure.

It also greatly enhances social policies, offering an im-

proved work-life balance, extending social rights, and

defining a more equitable system of allowances. In the

six months leading up to 1 July, HR services worked

extensively to ensure that the Reform would be imple-

mented on time. A comprehensive communication

campaign was launched to explain fully the main fea-

tures of the Reform; in parallel, work continued on the

processes of updating and rewriting various parts of

the regulatory framework (the Staff Regulations and

General Conditions of Employment), and of drawing

up detailed implementing provisions and Rules of Ap-

plication, involving extensive discussions with the so-

cial partners within the framework of the consultation

procedure.

Human resources

CFMU

CMAC

CND

CRCO

DF

DG

DHA

MUAC

5

2

21

3

3

2

2

69

0 20 40 60 80 100

MUAC (669)

EEC (249)

DHA (178)

DF (76)

CRCO (107)

CFMU (451)

DG (75)

CPD (26)

DAS (114)

DAP (176)

IANS (75)

CMAC (24)

Staff by directorate as at 31.12.2008

Total (2 220)


2008 also saw considerable work on the operational

side in terms of translating the new provisions into

forms and procedures, and ensuring that the IT

tools were ready to support the new structures. The

Agency also put in place an Administrative Reform

Monitoring Committee, a body which is tasked with

regularly monitoring the smooth implementation

of the Reform in terms of its operational impact,

and which delivered its first progress report in late

2008.

Strengthening support to the Organisation,

the Agency and its people

HR services continued to concentrate on delivering

high-quality support to the Agency and its people,

particularly with regard to explaining the impact

of the Reform. Agency staff members were able

to consult the DHA Info Centre and the HR Intra-

net pages, which over the course of the year were

completely revised to ensure maximum clarity and

transparency for users.

Keeping stakeholder needs for greater efficiency

firmly in mind, HR services also further strength-

ened their performance measurement culture with

the definition of more robust key performance indi-

cators for HR processes and projects.

Supporting personal development, strengthening

performance and building leadership skills

The importance of supporting personal develop-

ment was the key theme in 2008 in the training and

development domain. The Staff Development Centre

(SDC) was launched in the first quarter. Its innovative

approach supports Agency people in planning their

personal development, and looks at ways of improv-

ing their performance within an overall framework for

talent and people management. This new tailor-made

service has proven popular with staff and business

areas alike, and is a powerful tool for improving per-

formance: by the end of the year, 70 members of staff

had consulted one of the SDC team to explore their

personal development needs. The specialised advice

provided by the SDC was augmented by the standard

range of in-house training opportunities designed to

support learning and development, picking up in par-

ticular on development needs identified during the

performance appraisal process.

In parallel, the Agency continued over the year to fo-

cus on strengthening leadership skills and building

managerial competencies via the established Corpo-

rate Management Training Programme (CMTP), with 60

middle and senior managers from around the Agency

attending modules totalling 920 training days.

CFMU

CMAC

CND

CRCO

DF

DG

DHA

MUAC

5

2

21

3

3

2

2

69

0 20 40 60 80 100

Staff recruited in 2008 and in their posts

as at 31.12.07, by Directorate

KEY

FAC

TS A

ND

FIG

URE

S 2,220 staff in place (headcount) as at 31.12.08 for

the entire Agency (up from 2,164 on 31.12.07)

107 officials/servants recruited and in their

posts as at 31.12.08

66 contract staff recruited and in their posts as

at 31.12.08

29 trainees (stagiaires) welcomed as part of the

Agency’s Vocational Training Programme

71 temping assignments of less than one year

offered to fill temporary staffing needs (e.g.

replacing staff on maternity leave or sick leave)

70

EUROCONTROL bases its decision-making and moni-

toring on the principles of good corporate governance.

Transparency is of prime importance, and is recognised

in the EUROCONTROL Mission Statement, Contract Regu-

lations, Financial Regulations, and in its financial report-

ing to Member States, stakeholders and the Audit Board.

Internal control

Executive responsibility for internal control is vested in

the Director General. The system exists to ensure that

Agency objectives are achieved efficiently and economi-

cally, and in compliance with EUROCONTROL’s regula-

tions. It is designed to manage rather than eliminate the

risk of failure to achieve business objectives.

Corporate risk management

EUROCONTROL has designed risk management systems

to identify, assess and where necessary take action to

counteract or mitigate any risks associated with its activi-

ties. Corporate-wide guidance on risk management has

been developed. Risk management is an integral part of

management activity, and is integrated into the business

planning process.

Internal Audit

EUROCONTROL’s Internal Audit Unit oversees an effective

system of internal controls designed to help the Agency

meet its objectives. Its scope includes:

n ensuring the reliability and integrity of financial trans-

action and related information;

n ensuring the effectiveness and efficiency of opera-

tions;

n safeguarding assets;

n compliance with laws, regulations and contracts;

n assessment of risk management processes.

The Head of Internal Audit, whose appointment by the

Director General is approved by the Provisional Council

and the enlarged Committee for Route Charges, reports

directly to the Director General. He may bring matters

which in his view are significant to the attention of the

Audit Board, the Provisional Council and the Enlarged

Committee.

External Audit

The Audit Board examines and reports annually on the

Agency and the route charges system accounts and

reports to the Permanent Commission, via the Provi-

sional Council. With regard to the financial manage-

ment of the route charges system, it reports via the

Enlarged Committee. The Audit Board also reviews the

level of transparency of the Agency’s procedures and

decisions.

The Board is independent of the Agency and has finan-

cial resources specifically dedicated to its work, provid-

ed through the Agency Budget, approved by the Com-

mission. It is composed of six members designated by

six Contracting States, on a rotating basis, for a period

of four years. The Rules of Procedure of the Audit Board

stipulate that its members shall be professional audi-

tors. Board members are not paid by the Agency, but

are refunded in full for their travel expenses.

Annual accounts

EUROCONTROL produces budgetary accounts present-

ing the execution of the budget and financial accounts

showing the financial position and the financial per-

formance of the Agency. The budgetary and financial

accounts are produced in accordance with the principle

of true and fair reporting.

The accounts of the Agency and of the route charges

system are audited by the Audit Board, assisted by an

auditing company, selected through an open call for

tenders procedure. The annual accounts, including the

audit opinion, are submitted to the Permanent Com-

mission via the Provisional Council. The Commission

gives a final ruling on the accounts and decides on the

discharge to be given to the Director General in respect

of his financial and accounting management.

Corporate governance


Appointment of staff and remunerationEUROCONTROL staff are appointed by the Director Gen-

eral following a rigorous recruitment and selection pro-

cedure involving selection boards, which are made up

of management and staff representatives.

In accordance with the EUROCONTROL Staff Regula-

tions, any staff member wishing to perform any profes-

sional external activity must gain the prior approval of

the Director General, and further measures are in place

to manage potential conflicts of interests of Agency

staff.

The system of staff remuneration, including that of the

Director General and the Directors, is approved by the

Permanent Commission and is linked to the method

used by the European Commission. In line with the pub-

lic-sector nature of the Agency there are no bonuses or

discretionary payments to staff.

72

Foreword

In the increasingly complex and challenging environ-

ment in which EUROCONTROL operates, costeffective

methods and practices are vital to the smooth opera-

tion of the Agency and the efficient conduct of EURO-

CONTROL’s international affairs.

Annual accounts

In accordance with its Financial Regulations, the Agency

published its 2008 Annual Accounts by 30 June 2009.

These accounts include the opinion of its external audi-

tors, the EUROCONTROL Audit Board.

The financial information that follows is a summary of

the data included in the Annual Accounts.

Financing mechanism

The annual budget of the Agency is established on the

basis of the cash flows needed to support planned ex-

penditure. It is subdivided into Parts, which each have

their own financing mechanisms.

Chart 1 shows the financing mechanism of Parts I & IX,

II, III and VI of the budget.

n Parts I and IX include the European Air Traffic

Management Programme (EATM), the Central Flow

Management Unit (CFMU), the Experimental Centre

(EEC), the Training Institute (IANS), the Institution-

al Bodies (i.e. the External Audit, the Performance

Review System, the Safety Regulation System and

the Regulatory System), the EAD Services, the Safety

Regulatory Oversight Unit, the Military Unit, togeth-

er with all the logistic services. It is mainly financed

by contributions from the 38 Member States (oper-

ational expenditure) and bank loans (capital expen-

diture) with some minor receipts for special services

provided on request.

n Part II includes the Central Route Charges Office

(CRCO), which is financed from a handling charge on

the route charges collected via the system.

n Part III includes Maastricht UAC, which is owned and

operated by EUROCONTROL on behalf of Belgium,

Germany, Luxembourg and the Netherlands. It is

financed by contributions from these four States and,

for a part of the capital expenditure, pre-financed by

Part I.

n Part VI includes the Central European Air Traffic

Services (CEATS) Project, which is financed by Austria,

Bosnia and Herzegovina, Croatia, the Czech Republic,

Hungary, Italy, Slovakia and Slovenia.

Financial information


Chart 1: Statement of sources and application of funds in 2008 (€ ‘000)

n Operating expenditure financed by contributions

from 38 Member States

n Capital expenditure financed by bank loans

Opening balance (01.01.08)

In favour of EUROCONTROL - 1 710


Loans still to be drawn down against - 39 813 previous years expenditure

Closing balance (31.12.08) =

Balance in favour of EUROCONTROL - 7 212


Loans still to be drawn down - 44 662 against previous year’s expenditure

Expenditure financed by contributions

Expenditure financed by bank loans

Sources of funds +

Contributions received

Sources of funds +

Application of funds - Application of funds -

Parts I and IX: EATM, CFMU, EEC, IANS, PRU, SRU, RU and logistical services

FranceGermanyUnited KingdomSpain ItalyTurkeyNetherlandsBelgiumPortugalSwedenAustriaSwitzerlandRomaniaPolandUkraineRemaining States

Loans

Staff expenditure PensionsOperating costsRepayment of loansInterest paid on loans

Buildings, installations & equipment

SESAR

76 02270 69160 08852 90746 45513 46613 00112 16311 03610 89010 522

9 4539 2047 7887 326

60 345

162 049105 641140 042

58 76010 367

17 410

10 000

16.1%15.0%12.7%11.2%

9.9%2.9%2.8%2.6%2.3%2.3%2.2%2.0%2.0%1.7%1.6%

12.8%

34.0%22.2%29.4%12.3%

2.1%

63.5%

36.5%

471 357 22 561

476 859 27 410

Actual

476 859

27 410

Budget

486 218

28 462

%

98.0%

96.3%

Budget performance (in €‘000)

The closing balance in favour of EUROCONTROL as at 31.12.08 will be added to the contributionsto be paid by the States in 2009.

The amount of loans still to be drawn down againstprevious year’s capital expenditure will be drawn down during 2009.

74


n Operating and capital expenditure financed by handling

charges levied on route charges


Balance owed by CRCO - 1 186


Balance owed by CRCO - 607

Sources of funds +

Transfer to Part I from handling charges on route charges

Application of funds -

Part II: CRCO

Staff expenditure (net)Operating expenditure (net)Capital expenditure

14 2483 234

639

78.6%17.8%

3.6%

18 700

18 121


n Operational expenditure financed by

contributions from the 4 Member States

n Capital expenditure financed by contributions


In favour of the 4 States 2 078

In favour of German OAT 556

Balance in favour of States 2 634


In favour of the 4 States 0

In favour of German OAT 1 014

Balance in favour of German OAT 1 014


In favour of the 4 States 5 913


Balance in favour of States 6 106


In favour of the 4 States 0


Balance in favour of German OAT 91

Sources of funds +


Sources of funds +


Application of funds - Application of funds -

Part III: Maastricht UAC

German GATBelgiumNetherlandsGerman OAT Luxembourg

German GATBelgiumNetherlandsGerman OATLuxembourg

Staff expenditure (net)Operating expenditure (net)

BuildingsInstallationsEquipmentPrefinancing

40 72226 84022 482

2 720830

7 7595 1184 286

699159

77 59712 525

1 1031 731

13 5612 549

43.5%28.7%24.0%

2.9%0.9%

43.1%28.4%23.8%

3.9%0.8%

86.1%13.9%

5.8%9.1%

71.6%13.5%

93 594 18 021

90 122 18 944

The closing balance in favour of the States as at 31.12.08will be deducted from contributions to be paid by the4 States and by German OAT during 2009.

76

n Expenditure for the CEATS Project financed by Austria,

Bosnia and Herzegovina, Croatia, the Czech Republic,

Hungary, Italy, Slovakia and Slovenia


In favour of the States - 1 007


Balance in favour of EUROCONTROL - 914

Sources of funds +


Application of funds -

Part VI: CEATS

HungaryAustriaSloveniaCzech Rep.ItalySlovakiaCroatiaBosnia & Herzegovina

Staff expenditure (net)Operating expenditure (net)Investment

Amount €‘0001 0571 620

226933919391633415

3 9262 158

17

%

17.1%26.2%

3.6%15.1%14.8%

6.3%10.2%

6.7%

64.4%35.4%

0.2%

6 194

6 101



Commitment to long-termfinancial equilibrium

EUROCONTROL has in place a policy for its long-term

financial equilibrium by which it pursues alignment

between its liabilities with banks and its total fixed assets.

The respective amounts, at the close of 2008, were as fol-

lows:

n Liabilities with banks, including both current liabilities

(€236.0 million) and future liabilities relating to as-

sets acquired before 31.12.08 to be financed by loans,

amount to a total of €280.7 million (Parts I, III and IX).

n Fixed assets (€282.8 million) which will be recovered

in subsequent years through the EUROCONTROL cost-

base mechanism.

The Agency has kept its commitment with its Member

States to close the gap between assets and liabilities

by the end of 2008. This alignment ensures that the

depreciation of the assets, through the Route Charges

System, will provide the financial resources to repay the

loan with the banks.

As shown in the graph below, the total amount of the

Agency’s debt has been considerably reduced from

€438.1 million in 2003 to €280.7 million in 2008,

significantly improving as a result the Agency’s financial

position. The total debt of the Agency will be reduced in

future years, as can be seen in the years 2008-2013.

The debt in 2013 (€154.4 million) will mark a reduction

of 65% as compared to the debt level of 2003

(€438.1 million).

150 000

200 000

250 000

300 000

350 000

400 000

450 000 438 129 430 448

383 070

345 797

314 613

280 688

244 754

216 832

194 241

170 392

154 405

100 0002003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Trend in the total Agency debt (2003-2007 actual & 2008-2013 forecast)

78

EUROCONTROL costs

Under ICAO rules, each Member State includes its own share of

EUROCONTROL’s costs in its individual cost-base, which is then

funded by airspace users through the route charges system.

1. From budgetary contributions to EUROCONTROL costs

As shown in Chart 1 (page 73), contributions are established

on the basis of cash flows, while costs exclude some transac-

tions such as repayment of loans and include other transac-

tions, not involving a direct cash operation, such as the inter-

nal tax and the amortisation of assets.

The following table reconciles these two dimensions for

Parts I and IX:

Use of contributions 476,859

Internal tax 59,820

Other adjustments

(mainly related to asset depreciation) -5,126

Cost-base 531,553

Further details of this reconciliation are included in para-

graph 4.1 of the Agency 2008 Annual Accounts.

2. EUROCONTROL cost by strategic activity

Traditionally, the EUROCONTROL cost has been determined

by reference to the source of financing:

n Cost of Parts I and IX, which is included in the individual

cost-base of the 38 Member States, amounting to

€531,553,000 in 2008.

n Cost of Part II (CRCO), financed from a handling charge on

the route charges collected via the system, amounting to

€18,085,000 in 2008.

n Cost of Part III (Maastricht UAC), included in the costs of the

4 Member States, amounting to €128,434,000 in 2008.

n Cost of Part VI (CEATS), amounting to 6,101,000 in 2008.

The total EUROCONTROL cost amounts to €684,173,000.


3. Costs of Parts I and IX

Trend in nominal terms of total costs (Parts I and IX) in ‘000

Staff costsPension costsOperating costsDepreciationInterest

Total EUROCONTROL costs% i/i-1

Total en-route costs%i/i-1

EUROCONTROL (Parts I and IX) portion

2004

188 06420 67289 24493 025

9 749

400 7544%

5 536 6405%

7.2%

2005

192 86383 95399 488

107 7778 620

492 70123%

5 762 4044%

8.6%

2006

209 049100 535141 081

59 3926 753

516 8105%

5 995 9284%

8.6%

2007

219 558104 977143 792

45 7367 173

521 2361%

6 344 0986%

8.2%

2008

221 869105 641140 016

56 5207 507

531 5532%

6 694 0486%

7.9%

2008/07

1%1%

-3%24%

5%

2%

6%

2008/2004

18%411%

57%-39%-23%

33%

21%

Trend in real terms of cost per km (Parts I and IX)

* Estimated

EUROCONTROL costs (Part I and IX) accounted in 2007 for 8% of the total en-route costs.

The increase from 2007 to 2008 (2%) is much lower than the estimated increase of the total en-route costs (6%).

*

In real terms, EUROCONTROL costs (Part I and IX) decreased by 1% between 2007 and 2008. In addition, as the total number of kilometres flown increased much more than EUROCONTROL costs over the same period, the real EUROCONTROL cost per kilometre decreased by 6%.

400 000

450 000

500 000

550 000

600 000

0.50

0.55

0.60

0.65

Total real costs

Real unit cost

0.70(€2008) (€2008/km)

2007 2008200620052004

80

4. Costs of Part III

Trend in nominal terms of total costs (Part III) in €’000

Trend in real terms of total cost (Part III)

Staff costsOperating costsDepreciationInterest

Total EUROCONTROL (PART III) costs% i/i-1

Total en-route costs% i/i-1

EUROCONTROL (PART III) portion

Total nominal EUROCONTROL costs (€’000)

Price index

Total real EUROCONTROL costs (€2008)

2003

128 434

1.0778

128 434

2004

86 36811 36812 367

1 938

112 0412%

5 536 6405%

2.0%

2004

112 041

0.9786

123 399

2005

86 77310 07313 491

1 804

112 1410%

5 762 4044%

1.9%

2005

112 141

1.0000

120 866

2006

89 64610 04414 967

1 804

116 4614%

5 995 9284%

1.9%

2006

116 461

1.0218

122 844

2007

98 14611 07911 959

2 227

123 4116%

6 344 0986%

1.9%

2007

123 411

1.0436

127 455

2008/07

2%16%

9%16%

4%

6%

2008/07

4%

3%

1%

2008/04

16%13%

5%33%

15%

21%

2008/04

15%

10%

4%

EUROCONTROL costs (Part III) accounted in 2008 for 1.9% of the total en-route costs. In nominal terms, the increase from 2007 to 2008 (4%), which was mainly due to increased operating costs and depreciation, is in line with the estimated increase of the total en-route costs (6%). Over the period 2004-2008, the increase has been limited to 15%, while total en-route costs increased by 21%.

In real terms, the increase from 2007 to 2008 is 1% and 4% over the period 2004-2008.

2008

100,00812,84113,008

2,577

128 4344%

6 694 0486%

1.9%


5. Summary of EUROCONTROL costs in €’000

Part I& IXPart III

Subtotal

Part IIPart VI

Total nominal costs

Price index

Total real costs

2008

531 553128 434

659 987

18 0856 101

684 173

1.0778

662 463

2004

400 754112 041

512 795

18 6019 714

541 110

0.9786

577 051

2005

492 701112 141

604 842

17 94814 088

636 878

1.0000

664 646

2006

516 810116 461

633 271

18 4469 899

661 616

1.0218

675 732

2007

521 235123 411

644 646

18 5326 927

670 105

1.0436

670 105

2008/07

2%4%

2%

-2%

-12%

2%

3%

-1%

2008/07

33%15%

29%

-3%

-37%

26%

10%

15%

After a few years of significant increase which were mainly due to the Pension Reform and the introduction of IAS 38, EUROCONTROL’s total costs decreased, in real terms, by 1% from 2006 to 2007 and from 2007 to 2008.

By resolving these two long-standing issues, EUROCONTROL is now able to show a nominal cost increase lower than inflation in 2007 and 2008, which means negative trends, in real terms (-1%).

While costs of Part I, III and IX are included in the individual cost-bases of the Member States, the costs of Part II are recovered through a handling charge levied on every bill recovered through the CRCO system.

For Part VI, CEATS Member States include in their own cost-base the contributions that they pay to EUROCONTROL (i.e. K€ 6,101 in 2008).

82


Glossary

AAAIB Aviation Accident Investigation BoardAB Audit BoardACAF ATM Common Assessment FrameworkACAS Airborne Collision Avoidance SystemACC Area Control CentreA-CDM Airport Collaborative Decision MakingACE Airside Capacity EnhancementACE ATM Cost-EffectivenessACI Airports Council International ADEXP ATS Data Exchange PresentationADQ IR Aeronautical Data Quality and Information Implementing RuleADR Altitude Deviation Report ADS-B Automatic Dependent Surveillance- BroadcastADS-B-NRA Automatic Dependent Surveillance- Broadcast for non-radar areasAENA Aeropuertos Españoles y Navegación Aérea (Spanish Airport and Air Navigation Administration)AIS Aeronautical Information ServicesAIXM Aeronautical Information Exchange ModelAMHS ATS Message Handling SystemAMON Airport MonitoringANSB Air Navigation Services BoardANSP Air Navigation Service ProviderAPM Approach Path MonitorAPW Area Proximity WarningARN V6 ATS Route Network - Version 6ASAS Airborne Separation Assistance SystemASM Airspace ManagementASSIST Assistance for Single European Sky Implementation to StakeholdersAST Annual Summary TemplateATFCM Air Traffic Flow and Capacity ManagementATFM Air Traffic Flow ManagementATM Air Traffic ManagementATM/CNS Air Traffic Management / Communications, Navigation and SurveillanceATS Air Traffic ServicesATSEP Air Traffic Safety Electronics PersonnelAVAL ACAS on VLJs and LJs – Assessment of Safety Level

CCANSO Civil Air Navigation Services OrganisationCARA Controller Action Reliability AssessmentCASCADE Cooperative ATS through Surveillance and Communication Applications deployed in ECACCASSIS CTA ATM System Integration StudiesCATF Conformity Assessment Task ForceCCG CEATS Coordination GroupCDA Continuous Descent ApproachCDR Conditional RoutesCE Committee of ManagementCEATS Central European Air Traffic ServicesCEM Collaborative Environmental ManagementCEN Comité européen de normalisationCENELEC Comité européen de normalisation électrotechniqueCE-R Enlarged Committee for Route ChargesCFMU Central Flow Management UnitCFMU-SB Central Flow Management Unit Supervisory BoardCMAC Civil/Military ATM CoordinationCMIC Civil/Military Interface Standing CommitteeCMTP Corporate Management Training ProgrammeCN (Permanent) CommissionCND Corporate Network DesignCND-SB Corporate Network Design Supervisory BoardCNS Communication, Navigation & SurveillanceCODA Central Office for Delay AnalysisCPD CEATS Programme DirectorateCPDLC Controller-Pilot Data Link CommunicationCRCO Central Route Charges OfficeCRCO-SB Central Route Charges Office Supervisory BoardCRISTAL Cooperative Validation of Surveillance Techniques and Applications (of ADS-B)CTA Controlled Time of ArrivalCUMA Civil Use of Military Aerodromes

DDAP Directorate ATM ProgrammesDAS Directorate ATM StrategiesDCMAC Directorate for Civil-Military ATM CoordinationDF Directorate FinanceDG Director GeneralDG TREN Directorate-General for Energy and TransportDHA Directorate of Human Resources and Administration

84

DLS Data Link Service(s)DLS IR Implementing Rule for Interoperability on Data Link ServicesDMEAN Dynamic Management of the European Airspace NetworkDOW Description of Work (SESAR)DR Directorate of ResourcesDRAHG Double Regulation Ad-hoc GroupDR-SB Directorate of Resources Supervisory Board

EEAD European AIS DatabaseEASA European Aviation Safety AgencyEASC European ATM Staff Representatives ConferenceEATM European Air Traffic Management ProgrammeECAC European Civil Aviation ConferenceECIP European Convergence and Implementation PlanEEC EUROCONTROL Experimental CentreEIA Environmental Impact AssessmentEIS EUROCONTROL Implementation SupportELPAC English Language Proficiency for Aeronautical CommunicationsEMF Excellence Management FunctionENAV Ente nazionale di assistenza al voloESARR EUROCONTROL Safety Regulatory RequirementESIMS ESARR Implementation Monitoring and Support ProgrammeESP European Safety Programme (for ATM)ESSIP European Single Sky Implementation mechanismETS Emissions Trading SchemeETSI European Telecommunications Standards InstituteEUROAT EUROCONTROL harmonised Rules for Operational Air Traffic under Instrument Flight Rules (IFR) inside controlled Airspace in the ECAC AreaEUROCAE European Organisation for Civil Aviation EquipmentEVAIR EUROCONTROL Voluntary ATM Incident Reporting system

Glossary

FFAA Federal Aviation AdministrationFAB Functional Airspace BlockFAB-EC FAB Europe Central; Functional Airspace Block for Central EuropeFASTI First ATC Support Tools Implementation ProgrammeFDPS Flight Data Processing SystemFEP Flight Efficiency PlanFPL Filed Flight PlanFMTP Flight Message Transfer ProtocolFSF Flight Safety FoundationFUA Flexible Use of Airspace

GGAT General Air TrafficGNSS Global Navigation Satellite System

HHACO Hannover and Deco sectorsHRA Human Reliability Analysis

IIAA Irish Aviation AuthorityIANS Institute of Air Navigation ServicesIATA International Air Transport AssociationICAO International Civil Aviation OrganizationICB Industry Consultation BodyIFPS Integrated Initial Flight Plan Processing SystemIFR Instrument Flight RulesIR Implementing RuleIS Information System

KKPI Key Performance Indicator

LLARA Local and Regional Airspace ManagementLCIP Local Convergence and Implementation PlanLFV Luftfartsverket (Swedish Civil Aviation Administration)LSSIP Local Single Sky Implementation mechanism


MMAB Military ATM BoardMILHAG Military Harmonisation GroupMILO Military Liaison OfficerMOPS Minimum Operational Performance StandardsMSAW Minimum Safe Altitude WarningMSI IR Implementing Rule on Mode S Interrogator Code AllocationMTCD Medium-Term Conflict DetectionMUAC Maastricht Upper Area Control Centre

NNAA National Aviation AuthorityNEASCOG NATO/EUROCONTROL Air Traffic Management (ATM) Security Coordinating GroupNextGen Next-Generation Air Transportation SystemNM nautical milesNOP Network Operations PlanNOPAL Network Operations Plan Access LayerNSA National Supervisory AuthorityNTI NSA Training Initiative

OOAT Operational Air TrafficOAT-IFR Operational Air Traffic under Instrument Flight RulesOATTS OAT-IFR transit systemOCG Operations Coordination GroupOLDI On-Line Data Interchange

PPADAC PRISMIL Automated Data Acquisition and Collection toolPAGODA Profile Alignment Group for ODA (Open Document Architecture)PASS Performance and Safety Aspects of STCAPC Provisional CouncilPCC Provisional Council Coordinating CommitteePFSB Pension Fund Supervisory BoardPRC Performance Review CommissionPRISME Pan-European Repository of Information Supporting the Management of EATMPRISMIL Pan-European Repository of Information Supporting Military Key Performance IndicatorsPRU Performance Review Unit

QQMWG Quality Management Working Group

RRA Resolution AdvisoryRMA Regional Monitoring AgencyRNDSG Route Network Development Sub-GroupRTCA Radio Technical Commission for AeronauticsRU Regulatory UnitRVSM Reduced Vertical Separation Minimum

SSAFREP Safety Data Reporting & Data FlowSAFREP TF Safety Reporting and Data Flow Task ForceSAM Safety Assessment MethodologySAME Safety Assessment Made EasierSCF Standing Committee on FinanceSCG Stakeholder Consultation GroupSDC Staff Development CentreSENSE Human Factors ProgrammeSES Single European SkySESAR Single European Sky ATM ResearchSESIM SES Implementation by the MilitarySI Surveillance IdentifierSIM Security Incident ManagementSIMEX Simulation and ExperimentS-JU SESAR Joint UndertakingSMP SESAR Safety Management PlanSOA Service-Oriented ArchitectureSOOD Safety Oversight Overview DocumentSPI IR Surveillance Performance and Interoperability Implementing RuleSPIN Safety Nets Performance Improvement NetworkSPT Separation Performance ToolSRC Safety Regulation CommissionSRU Safety Regulation UnitSSC Single Sky CommitteeSSR Secondary Surveillance RadarSSR-CF SESAR Safety Regulation Coordination FunctionSTCA Short Term Conflict AlertSWIM System-Wide Information Management

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TTCAS Traffic Alert and Collision Avoidance SystemTCT Tactical Controller ToolTMA Terminal Manoeuvring Area

UUAC Upper Area Control CentreUAS Unmanned Aerial System / Unmanned Aircraft SystemUAS SG Unmanned Aircraft System Study GroupUAV Unmanned Aerial VehicleUKFSC United Kingdom Flight Safety CommitteeUSOAP Universal Safety Oversight Audit Programme

VVEIRT Versatile Environmental Impact Reporting ToolVLJ Very Light JetVIP VLJ Integration Platform

XXPG Excellence Policy Group (of ANSP Managers)

Glossary

©Photo courtesy of:

Véronique Paul/Graphix images

Stefan Meyer

EUROCONTROL

© July 2009 – European Organisation for the Safety of Air Navigation (EUROCONTROL)

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Documents

EUROCONTROL Annual Report 2008