Monitoring Report: AIRAC 1402 No 03/1203 06 February … · EG2401, EG2609, EG2611, EG2633, EG2634, EGEI1006, EG2105, EG2638 and EG2106 . Ukraine: - Implementation of PBN in Terminal

No 03/1203

Edition: AIRAC 1203

Monitoring Report: AIRAC 1402

06 February 2014 - 05 March 2014

EUROPEAN ORGANISATION FOR SAFETY OF AIR NAVIGATION

European Route Network Improvement Plan

(ERNIP) Implementation Monitoring

Monitoring Report: AIRAC 1402 06 February 2014 - 05 March 2014

NETWORK MANAGER DIRECTORATE

E U R O C O N T R O L

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European Route Network Improvement Plan (ERNIP) – I mplementation Monitoring Monitoring Report AIRAC 1402 (06 February 2014 - 05 March 2014)

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

1.1 SUMMARY........................................................................................................................ 3 1.2 EVOLUTIONS TOWARDS THE ACHIEVEMENT OF THE EUROPEAN TARGET............ 3 1.3 AIRSPACE DESIGN DEVELOPMENT AND IMPLEMENTATION MONITORING ............. 4 1.4 EXTERNAL DOCUMENT RELEASE................................................................................. 4

2. LIST OF PROPOSALS IMPLEMENTED AIRAC 1402 (06 FEBRUA RY 2014)................. 5 2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 06 FEBRUARY 2014 .............. 5

3. EVOLUTION OF PERFORMANCE INDICATORS................ ............................................ 6 3.1 AIRSPACE DESIGN INDICATOR EVOLUTION................................................................ 6 3.2 FLIGHT PLANNING INDICATOR EVOLUTION ................................................................ 6 3.3 ROUTE AVAILABILITY INDICATOR EVOLUTION............................................................ 6 3.4 FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE ................................................. 7

3.4.1 EVOLUTION OF RTE-DES AND RTE-FPL INDICATORS...........................................8 3.4.2 EVOLUTION OF RTE-RAD INDICATOR.....................................................................8 3.4.3 BENEFITS AND ASSESSMENT OF RTE-DES AND RTE-FPL EVOLUTIONS ...........8 3.4.4 BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS ................................. 11

3.5 AIRSPACE CHANGES EVOLUTION .............................................................................. 11 3.6 FREE ROUTE AIRSPACE EVOLUTION......................................................................... 12 3.7 ASM PERFORMANCE ASSESSMENT FOR 2013 ......................................................... 12

4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENCY I MPROVEMENTS13 4.1 FLIGHT EFFICIENCY EVOLUTION ASSESSMENT....................................................... 13 4.2 INCREASED CDR AVAILABILITY AND UTILISATION ASSESSMENT .......................... 14 4.3 TOTAL BENEFITS FOR FLIGHT EFFICIENCY IMPROVEMENTS................................. 15

ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 06 F EBRUARY 2014 .................. 16 ANNEX B: ACRONYMS AND TERMINOLOGY.................. ......................................................... 21


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1. INTRODUCTION

1.1 SUMMARY

This Report updates on the evolution of the environment indicators1 listed in the Network Manager Performance Plan and informs on the progress achieved to further improve airspace design and utilisation flight efficiency based on the improvement proposals implemented during the relevant AIRAC cycle.

This edition focuses on AIRAC 1402 (06 FEBRUARY 2014 – 05 MARCH 2014). The methodology used for assessing flight efficiency is included in WP9 of RNDSG/64. This document can be consulted on: https://extranet.eurocontrol.int/ftp/?t=4df773eea3ffaea31e3d1768150125b3

1.2 EVOLUTIONS TOWARDS THE ACHIEVEMENT OF THE EUROP EAN TARGET

The Performance Scheme for air navigation services and network functions includes an environment/ flight efficiency Key Performance area: Average horizontal en-route flight efficiency:

• the average horizontal en-route flight efficiency indicator is the difference between the length of the “en-route” part of the trajectory and the optimum trajectory which, in average, is the great circle.

• “en-route” is defined as the distance flown outside a circle of 40 NM around the airport. • the flights considered for the purpose of this indicator are:

o all commercial IFR flights within European airspace; o where a flight departs or arrives outside the European airspace, only that part inside the

European airspace is considered; o circular flights and flights with a great circle distance shorter than 80NM between

terminal areas are excluded. Environment target 2012 - 2014: For the performance reference period starting on 1st January 2012 and ending on 31st December 2014, the European Union-wide and EUROCONTROL performance target will be as follows: Reduction of 0,75 percentage points of the average horizontal en-route flight efficiency indicator in 2014 as compared to the situation in 2009. Objectives:

• Develop and support the deployment of 500 airspace changes in 2012 – 2014. • Support the implementation of Free Route Airspace in 25 ACCs by 2014. • Increase annually the number of CDRs by 5% (FUA). • Increase annually the CDR1/2 availability and usage by an average of 5% (FUA). • Reduce the route unavailability (in time and quantity) by 10% in 2013 and 2014 (FUA). • Reduction of vertical flight inefficiency by 5% in 2014.

Note: The FUA indicators (bullet 3-5) are reported quarterly. Flight efficiency (bullet 6) is reported only twice per yea.

1 FPL: Flight Plan data provided by NM systems; SAAM analysis performed by NM. DES/RAD: Traffic demand provided by NM systems; airspace environment data, profile calculations and SAAM analysis provided by NM.


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1.3 AIRSPACE DESIGN DEVELOPMENT AND IMPLEMENTATION MONITORING

The Network Manager coordinates the following activities to achieve the required improvement in flight efficiency: � Enhancing European en-route airspace design through annual improvements of European ATS

route network, high priority being given to: • Implementation of a coherent package of annual improvements and shorter routes; • Improving efficiency for the most penalised city pairs; • Implementation of additional Conditional Routes for main traffic flows; • Supporting initial implementation of free route airspace.

� Improving airspace utilisation and route network availability through: • Actively supporting and involving aircraft operators and the computer flight plan service

providers in flight plan quality improvements; • Gradually applying route availability restrictions only where and when required; • Improving the use and availability of civil/military airspace structures.

� Efficient Terminal Manoeuvring Area (TMA) design and utilisation through: • Implementing advanced navigation capabilities; • Implementing Continuous Descent Operations (CDO), improved arrival/departure routes,

optimised departure profiles, etc. � Improving awareness of performance.

1.4 EXTERNAL DOCUMENT RELEASE The latest AIRAC report is available on the EUROCONTROL Airspace design website under the sub section � ERNIP� ERNIP Implementation Monitoring � Latest monitoring report: http://www.eurocontrol.int/articles/airspace-design as well as on the EUROCONTROL Network Operations Monitoring and Reporting website under � European Route Network Improvement Plan - Monitoring Report: http://www.eurocontrol.int/articles/network-operations-monitoring-and-reporting The full list of monitoring reports is available on the EUROCONTROL Media & Info Centre website: http://www.eurocontrol.int/publications?title=&field_term_publication_type_tid=205&year[value][yea

r]=

A copy of the AIRAC Report of the European Route Network Improvement Plan is also available via the restricted EUROCONTROL OneSky Online websites for access by other interested members of the RNDSG, ASMSG and NETOPS (see ref sub-sections under main section "LIBRARY"): https://ost.eurocontrol.int/sites/NETOPS/SitePages/Home.aspx https://ost.eurocontrol.int/sites/RNDSG/SitePages/Home.aspx https://ost.eurocontrol.int/sites/ASM-SG/SitePages/Home.aspx


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2. LIST OF PROPOSALS IMPLEMENTED AIRAC 1402 (06 FEB RUARY 2014)

2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON 06 FEB RUARY 2014

During the AIRAC cycle 13 (eleven) airspace improvement packages co-ordinated at network level have been implemented. Beside of several ATS route network improvements the list below provides an overview of the major improvement measures implemented on 06 February 2014:

� France: - Several Night DCTs within Bordeaux ACC and Marseille ACC.

� UK:

- Revision of RAD restriction Appendix 3 – EG4048. - Revision of RAD restriction Appendix 3 – EG408. - Revision of RAD restriction EG2635. - Revision of RAD restrictions EG2313, EG2303, EG2512, EG2639, EG2306,

EG2401, EG2609, EG2611, EG2633, EG2634, EGEI1006, EG2105, EG2638 and EG2106.

� Ukraine:

- Implementation of PBN in Terminal Airspace .

A detailed list of all improvement measures implemented on 6 February 2014 is attached in Annex A. The list is an extract of the European Route Network Improvement Plan database accessible via: https://extranet.eurocontrol.int/http://prisme-web.hq.corp.eurocontrol.int/ernip_database/Index.action A description of the airspace changes and improvements together with an orientation map due for implementation on the relevant AIRAC cycle is provided in the RNDSG Airspace Improvements Synopsis (RAIS) via the restricted EUROCONTROL OneSky Online website for RNDSG.

The latest situation of the European route network structure is available and updated at each AIRAC cycle through the publication of Regional Electronic Charts that could be found at the following link:: http://www.eurocontrol.int/articles/eurocontrol-regional-charts


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3. EVOLUTION OF PERFORMANCE INDICATORS

3.1 AIRSPACE DESIGN INDICATOR EVOLUTION

The graph below shows the yearly evolution of the airspace design flight efficiency (RTE-DES2) over the period 2007 - 2013 and the evolution until 05 March 2014.

RTE-DES

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

2%

3%

4%

5%

6%

2007 2008 2009 2010 2011 2012 2013 2014

Figure 1 : Airspace Design indicator evolution

3.2 FLIGHT PLANNING INDICATOR EVOLUTION

The graph below shows the yearly evolution of the last filed flight plan indicator (RTE-FPL3) over the period 2007 - 2013 and the evolution until 05 March 2014.

RTE-FPL

4,91%5,03%4,90%4,91%4,73%4,64%4,57%4,47%

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3%

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6%

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Figure 2 : Flight Planning indicator evolution

3.3 ROUTE AVAILABILITY INDICATOR EVOLUTION

The impact of the civil route restrictions included in the Route Availability Document (RAD) is measured through a specific RAD indicator (RTE-RAD4). The graph below shows the yearly evolution of the RTE-RAD indicator between January 2012 and 05 March 2014.

RTE-RAD

3,75% 3,65% 3,56%

2%

3%

4%

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6%

2012 2013 2014

Figure 3 : Route Availability indicator evolution

2 RTE-DES (Flight Extension due to Route Network Design) This KPI will be calculated by measuring the difference between the shortest route length (from TMA exit and entry points) and the great circle distance. For this KPI the RAD will not be taken into account and all the CDR routes will be considered as being open. 3 RTE-FPL (Flight Extension due to Route Network Utilisation – last filled FPL) This KPI will be calculated by measuring the difference between the route from the last filed flight plan for each flight (from TMA exit and entry points) and the great circle distance. 4 RTE-RAD: (Flight Extension due to Route Network Utilisation – RAD active) This KPI will be calculated by measuring the difference between the shortest plannable route length (from TMA exit and entry points) and the great circle distance. For this KPI the RAD will be taken into account and all the CDR routes will be considered as being open.


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3.4 FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE The graph below shows the evolution per AIRAC cycle of the two main flight efficiency indicators RTE-DES and RTE-FPL over the period 2010 - 2013 and the evolution until 05 March 2014.

Route Efficiency KPI per AIRAC cycle

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Figure 4 : Flight efficiency (DES, RAD) evolution per AIRAC cycle

The graph below shows the evolution per AIRAC cycle of the two main efficiency indicators RTE-DES and RTE-FPL in relation to the RTE-RAD indicator between January 2012 and 05 March 2014.

Route Efficiency KPI per AIRAC cycle

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Figure 5 : Flight efficiency (DES, RAD, FPL) evolution per AIRAC cycle

The difference between the three indicators (DES, F PL, RAD) clearly indicate that additional efforts must be made to further improve the efficie ncy of the airspace utilisation and to ensure that the indicator based on the latest filed flight plan/ FPL and the RAD indicator follow similar trends like the airspace design indi cator/ DES.


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3.4.1 EVOLUTION OF RTE-DES AND RTE-FPL INDICATORS

The current data indicates that, the average yearly route extension due to airspace design reduced between 2009 and 05 March 2014 by 0.79 percentage points (0.80 percentage points in AIRAC 1401). The evolution of the airspace design indicator is on the right trend and the contributions of the airspace design projects are key for improving flight efficiency. The 2014 Network Manager/ NM target (2.70%) for the RTE-DES indicator is alre ady met, as this indicator reaches now a value of 2.66% in February 2014.

The current data indicates that, the average yearly route extension based on the last filed flight plan reduced between 2009 and 05 March 2014 by 0.43 percentage points (0.42 percentage points in AIRAC 1401). The 2014 Network Manager/ NM target (4.15%) for the RTE-FPL indicator is not met, as this indicator reaches now a value of 4 .47% in February 2014.

The difference between the airspace design indicator and the last filed flight plan indicator was 1.45 percentage points in 2009 and is 1.81 percentage points in March 2014, recording a decrease compared to the previous AIRAC cycle (1.84 percentage points in February 2014).

The current data indicates that the route extension due to airspace design slightly increased from 2.66 percentage points in February 2014 to 2.67 percentage points in March 2014. The current data show that, the route extension based on the last filed flight plan went down from 4.49 percentage points in February 2014 to 4.45 percentage points in March 2014.

3.4.2 EVOLUTION OF RTE-RAD INDICATOR

As shown in Figure 3 above the impact of the RAD decreased by 0,09 percentage points in March 2014 compared to 2012. More actions will be required to further diminish this impact and to ensure that the target set in the Network Manager Performance Plan is reached.

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

Due to the airspace enhancements implemented during AIRAC 1402 as well as the airspace design improvements put in place since AIRAC 1302 in connection with changing traffic patterns and structure, the potential savings offered during the AIRAC cycle 1402 amount to 314 000 NMs flown less compared to the equivalent AIRAC cycle in 2013. This translates into 1 880 tons of fuel, or 6 270 tons of CO2, or 1 568 000 Euros.

Based on the last filed flight plan indicator and as a result of the series of events indicated below, the actual gains5 calculated during the AIRAC cycle 1402 amount to 161 000 NMs flown less compared to the equivalent AIRAC cycle in 2013. This translates into 963 tons of fuel, or 3210 tons of CO2, or 803 000 Euros.

No losses were recorded on the last filed flight plan data during AIRAC cycle 1402 compared to the equivalent AIRAC cycle in 2013, however, the actual savings recorded represent only 50% of the potential savings offered . This is a result of a combination of flight planning/ airline choices and special events or capacity problems in the network. The latter was mainly caused by regulations and/or scenarios applied due to:

• staffing issues in Nicosia ACC 6 and capacity reductions still applied due to the TOPSKY system in Cyprus implemented in September 2013 (capacity reduction were announced for the stabilization period 16th September 2013 - 31st October 2013 for all Nicosia ACC sectors by 15% to 20%), resulting in regulations and tactical re-routings with impact on network efficiency;

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

5 Including the savings resulting from the Benefits for Flight Efficiency Improvements (see chapter 4). 6 Following communication with Nicosia it has been confirmed that the TOPSKY implementation has now been completed.

Consequently the OI has been withdrawn and the use of Special Event as a regulation reason should discontinue.


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• a combination of ATC capacity regulations and staff shortages in Maastricht UAC , Karlsruhe UAC and Langen ACC as well as restrictions due to a re-sectorisation in Maastricht UAC and Langen ACC might have an impact on flight planning route extensions.

The new COOPANS system in Zagreb has been implemented without any major capacity or flight efficiency impact.

The comparison between the potential (RTE-DES) and actual (RTE-FPL) savings/ losses related to the different parameters is visualised in the graphs below (see Figure 6 to Figure 9).

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

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NM DES 205 28 200 -2 184 288 297 385 418 456 427 406 328 314

NM FPL -19 -206 -140 -416 -823 -19 -205 -176 -79 216 18 -28 35 161

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Figure 6 : Flight Efficiency savings in Thousands of Nautical Miles

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

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TONS FUEL DES 1233 169 1201 -12 1102 1729 1779 2310 2505 2734 2562 2433 1971 1882

TONS FUEL FPL -114 -1237 -841 -2497 -4940 -112 -1231 -1056 -476 1295 106 -168 213 963

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Figure 7 : Flight Efficiency savings in Tons of Fuel


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

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TONS CO2 FPL -378,9 -4122 -2804 -8324 -16465 -371,9 -4104 -3520 -1585 4315,8 354,92 -559,4 709,28 3210,4

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Figure 8 : Flight Efficiency savings in CO2

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

(In Thousands of EURO)

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EURO DES 1027 141 1001 -10 918 1441 1483 1925 2088 2279 2135 2028 1642 1568

EURO FPL -95 -1031 -701 -2081 -4116 -93 -1026 -880 -396 1079 89 -140 177 803

1302 1303 1304 1305 1306 1307 1308 1309 1310 1311 1312 1313 1401 1402

Figure 9 : Flight Efficiency savings in Thousands of EURO

Note: For additional information on ATFM delay that could impact on network efficiency check out the DNM Monthly Network Operations Reports, accessible via: http://www.eurocontrol.int/publications?title=&field_term_publication_type_tid=207&year[value][year]=.


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3.4.4 BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS

The constant but slight decrease of the RAD indicator is mainly due to improvements in airspace design and to a lesser degree due to the removal of RAD restrictions. More actions will be required to ensure that the KPI based on the RAD indicator follow similar trends like the airspace design indicator/ DES and to guarantee that the target set in the Network Manager Performance Plan is reached.

3.5 AIRSPACE CHANGES EVOLUTION

The NM Performance Plan target for the period 2012-2014 is to implement 500 airspace improvement packages over this period. Since January 2012 until 6 February 2014, 498 (four hundred and ninety eight) airspace improvement packages coordinated at network level have been implemented. For the reference period 2012 - 2014 in total 728 (seven hundred and twenty eight) airspace packages are currently planned to be implemented.

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Figure 10 : Airspace Improvement Packages Implementation


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3.6 FREE ROUTE AIRSPACE EVOLUTION

The NM Performance Plan target for 2014 is to fully or partially implement Free Route Airspace within 25 ACCs within the ECAC area. Until 6 February 2014 Free Route Airspace has been partially and/or fully implemented in the following 23 ACCs: Aix ACC, Beograd ACC, Brest ACC, Brindisi ACC, Bordeaux ACC, Bucuresti ACC, Karlsruhe UAC, Kobenhavn ACC, Lisboa ACC, Maastricht UAC, Malmo ACC, Milano ACC, Praha ACC, Reims ACC, Roma ACC, Shannon ACC, Skopje ACC, Sofia ACC, Stockholm ACC, Tampere ACC, Warsaw ACC, Wien ACC and Zagreb ACC (see Figure 11 below).

Figure 11 : Free Route Airspace Implementation

3.7 ASM PERFORMANCE ASSESSMENT FOR 2013

Not reported for this AIRAC cycle (reporting interval 4 times per year). It will be available for AIRAC 1404 to provide the performance (behaviour of the aircraft operators and the efficiency of the ANSPs managing the airspace) for the first quarter in 2014.


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4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENC Y IMPROVEMENTS

4.1 FLIGHT EFFICIENCY EVOLUTION ASSESSMENT

The NM flight efficiency (FE) initiative focuses on the improvement of flight planning quality. From AIRAC 1305 to AIRAC 1311 it involved only the invalid flight plans affecting 5% of the total traffic in Europe. Those flights were manually corrected and where possible, improvement proposals are made for shorter route options. Since AIRAC 1312 the valid flight plans are included as well, re-processed using the Group Re-routing Tool at regular intervals during the day in order to detect and suggest better route opportunities for the remaining 95% of the flights. Re-routing propositions are offered to the airline operators by phone or AFTN/SITA message after the flight plan was filed.

Figure 12 below illustrates the difference between the potential savings identified during AIRAC 1402 of 51 231 NM in total being offered to the airspace users on the day of operations versus the total amount of 13 883 NM effectively saved through the accepted proposals (improvement of CDR availability and its utilisation not included). Only 27% of the re-route proposals are taken by the operators compared to the potential improvement proposals offered on the day of operation.

Flight Efficiency Distance gains proposed V.S Distance gains realised

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Figure 12 : AIRAC overview distance proposed versus distance realised

The acceptance rate by the flight plan originator to the re-routing propositions is increasing in absolute value with more airline operators being aware of the process. However, the ratio between the amount of re-route proposals sent versus the amount of re-route proposals accepted seems to decrease due to the significant increase of re-route proposals sent since AIRAC 1312 (including the valid flight plan data) but recording the same or slightly higher level of acceptance with an average level of 27% for AIRAC cycle 1402 (25.5% in AIRAC 1401, 35% in AIRAC 1313, 33% in AIRAC 1312, 61% in AIRAC 1311, 77% in AIRAC 1310 and 81% in AIRAC 1309).

The effort to improve the quality of flight plannin g has to be much stronger in order to result in net savings. Therefore the Network Manage r started progressively to treat the valid flight plan database as well to identify further potential improvements in flig ht planning on the remaining 95% of the traffic for various flows and city pairs, taking into account the latest network situation.


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4.2 INCREASED CDR AVAILABILITY AND UTILISATION ASSE SSMENT

Since the start of the flight efficiency initiative in May 2013 the NM network impact assessment additionally works on the improvement of CDR availability and its utilisation. On D-1 the military liaison officer/ MILO looks to the Airspace Use Plan/ AUP in order to identify potential traffic/demand that could benefit from a CDR opening. The traffic identified is validated with the Aircraft Operator Liaison Officer/ AOLO who initiates a co-ordination with the flight plan originator. A re-route proposal is generated after a second x-check on the day itself/D-day.

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Figure 13 : CDR utilisation savings

The NM initiatives to improve the utilization of CDR routes during AIRAC cycle 1401 identified a potential saving of 8 200 NM less to be flown (6815 NM in AIRAC1401, 3801 NM in AIRAC 1313, 4361 NM in AIRAC 1312, 4 923 NM in AIRAC 1311, 5 200 NM in AIRAC 1310 and 12 051 NM in AIRAC 1309).

Due to a low acceptance by the airline operators of the re-route proposals and the fact that the network assessment reports show an increase in terms of number of flights that could benefit from additional CDR availability the average actual uptake by the airline operators is around 11% (10% in AIRAC 1401, 18% in AIRAC 1313 and 1312, 10% in AIRAC 1311, 26% in AIRAC 1310, 20,6% in AIRAC 1309 and 33% in AIARC 1308), representing 947 NM effective gain (See Figure 13 above).

One reason for the low rate of potential flights that could benefit from additional CDR opportunities might be the change from repetitive flight planning/ RPL to automatic flight planning systems, calculating the best route available while taking into account all flight-relevant information and thus improving the quality of flight planning significantly. Another reason could be the deployment of several major airspace improvement measures since AIRAC 1310 in September 2013, like Night Free Route within Bucuresti FIR, Night Free Route within Sofia FIR, Night Free Route plus H24 Week-end within Milano UIR, Roma UIR and Brindisi UIR, additional cross-border DCTs within Karlsruhe UAC and Maastricht UAC (FRAMaK) as well as additional Night DCTs within Brest ACC, Bordeaux ACC, Aix ACC and Reims ACC) that led to a change in the airline operator’s behaviour. AIRAC 1402 shows more or less the same amount of flights that could benefit from potential opportunities resulting of additional CDR availability. The response from operators to re-route proposals remains very low. If the airline operators would be ready and prepared to flight plan on


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conditional routes/ CDRs the unused potential of shorter route options available through CDRs could contribute to further improve flight efficiency.

4.3 TOTAL BENEFITS FOR FLIGHT EFFICIENCY IMPROVEMEN TS

Due to the flight efficiency initiative the savings achieved7 through re-filing of shorter route options during AIRAC 1402 amount to a total of 14 830 NM flown less (16 669 NM in AIRAC 1401), including the Flight Efficiency initiative of NMOC on the improvement of CDR availability and its utilisation.

The graph below shows the evolution of the flight efficiency improvements since the initiative started in AIRAC 1305 until 5 March 2014. The effective savings since the beginning of the flight efficiency initiative in May 2013 have resulted in a total gain of 245 659 NM flown less than flight planned. This translates into 1 474 tons of fuel, 4 913 tons of CO2 and 1 228 295 Euro.

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Figure 14 : Flight efficiency improvements evolution

The variations in savings are actually depending on the amount of flight plans manually treated in the IFPS units as well as staff resources to be dedicated to the flight efficiency task.

The significant drop of savings between AIRAC 1307 and AIRAC 1308 is mainly linked to the composition of summer traffic, slightly increasing again during AIRAC 1310.

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


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ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 06 F EBRUARY 2014 The following table presents detailed information about each of the improvement proposals developed within the RNDSG and implemented during the relevant AIRAC cycle. The description of the proposals is based on the information available from different sources (e.g. AOs, ANSPs and EUROCONTROL). The table includes:

� Proposal ID number: A reference number to identify each proposal allowing to trace at which RNDSG it was initiated.

� Project Name: Dedicated Name and Phase/ Step of the improvement project.

� Description: A detailed description of the planned improvement proposal.

� Objective: A brief description of the purpose of the enhancement measure.

� Implementation Status: The implementation status defined as Proposed, Planned, Confirmed or Implemented.

� Project Group: The Functional Airspace Block Group (FAB), Regional Focus Group (RFG), Sub-Group (SG) or any other Project Group(s) involved directly or indirectly by the proposed enhancement measure.

� Project Category: The nature of the proposed enhancement measure defined through Project Categories (e.g Airspace Structure, ATC Sectors, ATS Routes, Free Route Airspace, TMA etc.).

� States and Organisations: The States and/or Organisations involved directly or indirectly by the proposed enhancement measure.

� Originator(s): The States and/or Organisations who have originated the proposal.

� Comments: The conditions and/or pre-requisites which have to be met in order to implement the proposal or any other relevant comment(s).

Note: The list of implemented changes for this AIRAC cycle does not claim to be complete. For the correctness and verification of the relevant aeronautical information consult official State AIP publications. The data from this document should not be used for operational purposes.


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Proposal ID : 79.075 Impl. Status: State(s) & Org. Comments:

1.

Description: 1. To implement the following ATS route segments: a) T860 IBESA - ERUKI (new waypoint on intersection T856/Q760); b) T861 DENOV - ERUKI; c) T862 KENUM - DEPOK.

Objective: To further improve the ATS route network within Langen FIR while deconflicting traffic flows and increase capacity for arrivals and departures EB**, ELLX, EDDL, EDDK and EDGS.

Implemented 06 FEB 2014

Project Category: ATS Routes

DEU

Originator(s): DEU

Preparation of re-design for the NOR sector in Langen ACC.


2.

Description: To allow the use of the following Night DCTs 21.00 - 05.30 (21.00 - 04.30): a) CAN - MAKOX ; b) MAKOX - XUPAL ; c) BEBIX - UXANA ; d) UXANA - RETNO ; e) XUPAL - MTL ; f) DOLIS - INKIR ; g) INKIR - NOSTA ; h) MTL - RETNO.

Objective: To further improve flight planning options within/between Bordeaux ACC and Marseille ACC.


Project Category: DCTs RAD

FRA

Originator(s): FRA


3.

Description: To amend RAD restriction Appendix 3 - EG4048 by changing of FL cap at from FL195 to FL235 in order to further improve the vertical flight efficiency for flights from London Group, EGTC to Brussels Group .

Objective: To further improve the vertical flight efficiency within UK.


Project Category: Vertical FE RAD

GBR

Originator(s): GBR


4.

Description: To close the RAD ‘loophole’, seen via incorrect FPL or RAD not allowing correct FPLs by revising RAD restrictions EG2313, EG2303, EG2512, EG2639, EG2306, EG2401, EG2609, EG2611, EG2633, EG2634, EGEI1006, EG2105, EG2638 and EG2106.

Objective: To further improve RAD / Airspace Efficiency within UK.


Project Category: RAD

GBR

Originator(s): GBR


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5.

Description: To amend RAD restriction Appendix 3 - EG408 1 by changing of FL cap at from FL285 to FL345 in order to further improve the vertical flight efficiency for flights from Brize Group, Farnborough Group, London Group, EGHH/HI to EGNT/NV .

Objective: To further improve the vertical flight efficiency within UK.


Project Category: RAD Vertical FE

GBR

Originator(s): GBR


6.

Description: To introduce relevant RAD restriction EG2635 on point ADNID and allow DCT options from ADNID to BENBO / DRAKE / HARDY as part of the EGKK ADNID RNAV 1 SID trial.

Objective: To enable connectivity from ADNID SID to airway structure.


Project Category: RAD

GBR

Originator(s): GBR

Proposal ID : 52.040a / 01.002a Impl. Status: State(s) & Org. Comments:

7.

Description: To implement bidirectional ATS route N77 OGEVI - TETRO - IBERI.

Objective: To further improve the ATS route network within Tbilisi FIR.


Project Group: SG BLACK


GEO ARM

Originator(s): IATA EUROCONTROL

• IATA confirmed necessity of the direct route segment.

• Under study by Georgia. • Turkey - more coordination between States

is required. • Deleted at RDGE/10 with no further

developments by Georgia and restored at RDGE/14.

• In case of implementation and if required existing RNAV segment N77 BARUS - OGEVI could be designated as T918.

Proposal ID : 52.042a / 01.011a Impl. Status: State(s) & Org. Comments:

8.

Description: To implement bidirectional ATS route segment P567 BARUS - BANUT.





GEO

Originator(s): IATA EUROCONTROL

IATA confirmed necessity of the direct route segment.


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Proposal ID : 79.015 / 18.006 Impl. Status: State(s) & Org. Comments:

9.

Description: To change from westbound to bi-directional existing ATS route L850 BANUT - ADEKI.





GEO

Originator(s): EUROCONTROL

• Following an introduction of RVSM and removal of transition task inside Baku FIR point ADEKI and all ATS routes were changed to bi-directional as from 20 SEP 2012.

• Current option for eastbound over flights 6NM longer via BANUT - IBERI - BARUS - LAGAS - ADEKI and 11.2NM longer via BANUT - IBERI - BARAD - LUSAL - RODAR. It is also longer for ARR UBBB via STAR SAGIL between 4NM to 10NM.

• This option might be beneficial for more than 5 daily flights.

Proposal ID : 79.016 / 18.007 Impl. Status: State(s) & Org. Comments:

10.

Description: 1. To implement new eastbound ATS route N319 IDLER - KTS - TBS. 2. To re-designate existing ATS route N319 IBERI - KTS - BT - DF -

TBS as M737.




Project Category: Route Redesignation ATS Routes

GEO

Originator(s): GEO EUROCONTROL

• Following an introduction of RVSM and removal of transition task inside Baku FIR point ADEKI and all ATS routes were changed to bi-directional as from 20 SEP 2012.

• Current option for eastbound over flights is slightly longer via LAGAS.

• This option might be beneficial for more than 7 daily flights.


11.

Project Name: ECAC States AIP en-route publication issues

Description: 1. To revise ENR 3.3 template column naming in accordance with

ICAO requirements. 2. To delete CDR 1/2/3 categorization and introduce

sytematically CDR 1 (when TSA/TRA activity very rarely) or CDR 2 (when activation more frequent).

3. To adapt the CDRs based on ERNIP publication requirement to cover the whole period of availability and/or vertical dimension.

Objective: To further improve CDR categorization within Warszawa FIR.


Project Category: AIP CDRs

POL

Originator(s): POL


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Proposal ID : 74.079e Impl. Status: State(s) & Org. Comments:

12.

Project Name: PBN in Terminal Airspace

Description: To implement RNAV 1 (P-RNAV) procedures for terminal operations at Simferopol’ airport.

Objective: To introduce Performance-based Navigation (PBN) in Terminal Airspace of Ukraine.


Project Group: RFG SE

Project Category: TMA PBN Airspace Structure

UKR

Originator(s): UKR

Related proposals: • 74.079a • 74.079b

Proposal ID : 74.079b Impl. Status: State(s) & Org. Comments:

13.

Project Name: PBN in Terminal Airspace

Description: To implement RNAV 1 (P-RNAV) procedures for terminal operations at Odesa airport.

Objective: To introduce Performance-based Navigation (PBN) in Terminal Airspace of Ukraine.


Project Group: RFG SE

Project Category: Airspace Structure PBN TMA

UKR

Originator(s): UKR

Related proposals: • 74.079a • 74.079e


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ANNEX B: ACRONYMS AND TERMINOLOGY

1. The following ISO-3 coding of States is used in the column States and Organisation: ALB Albania IRQ Iraq ARM Armenia ITA Italy AUT Austria LBY Libyan Arab Jamahiriya AZE Azerbaijan LTU Lithuania BEL Belgium LUX Luxembourg BGR Bulgaria LVA Latvia BIH Bosnia and Herzegovina MAR Morocco BLR Belarus MDA Moldova, Republic of CHE Switzerland MKD The former Yugoslav Republic of Macedonia CYP Cyprus MLT Malta CZE Czech Republic MNE Montenegro DEU Germany NLD Netherlands DNK Denmark NOR Norway DZA Algeria POL Poland EGY Egypt PRT Portugal ESP Spain ROU Romania EST Estonia RUS Russian Federation FIN Finland SRB Serbia FRA France SVK Slovakia GBR United Kingdom SVN Slovenia GEO Georgia SWE Sweden GRC Greece SYR Syrian Arab Republic HRV Croatia TUN Tunisia HUN Hungary TUR Turkey IRL Ireland UKR Ukraine IRN Iran, Islamic Republic of

MUAC Maastricht UAC


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2. BLUMED FAB, DANUBE FAB and FAB CE proposals referenced in proposal number box are coded with a unique identification number abbreviated as BM or DN or CE, respectively, following by four digits (XXXX) (example BM0001 or DN0001 or CE0001).

3. The content of each proposal is an indication of State’s intention to implement the relevant airspace improvement but don't represent a copy of any official publication. For the correctness and verification of the relevant aeronautical information consult official State AIP publication. The data from this document should not be used for operational purposes.


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Documents

Monitoring Report: AIRAC 1402 No 03/1203 06 February … · EG2401, EG2609, EG2611, EG2633, EG2634, EGEI1006, EG2105, EG2638 and EG2106 . Ukraine: - Implementation of PBN in Terminal