Monitoring Report: AIRAC May May No 03/1203. Edition: AIRAC 1203

Transcription

1 Monitoring Report: AIRAC 1405 No 03/ May May 2014 Edition: AIRAC 1203

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3 EUROPEAN ORGANISATION FOR SAFETY OF AIR NAVIGATION E U R O C O N T R O L European Route Network Improvement Plan (ERNIP) Implementation Monitoring Monitoring Report: AIRAC May May 2014 NETWORK MANAGER DIRECTORATE

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5 TABLE OF CONTENT TABLE OF CONTENT INTRODUCTION SUMMARY ACHIEVING THE EUROPEAN TARGET AIRSPACE DESIGN DEVELOPMENT AND IMPLEMENTATION MONITORING EXTERNAL DOCUMENT RELEASE LIST OF PROPOSALS IMPLEMENTED AIRAC 1405 () SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON EVOLUTION OF PERFORMANCE INDICATORS AIRSPACE DESIGN INDICATOR EVOLUTION FLIGHT PLANNING INDICATOR EVOLUTION ROUTE AVAILABILITY INDICATOR EVOLUTION FLIGHT EFFICIENCY EVOLUTION PER AIRAC CYCLE EVOLUTION OF RTE-DES AND RTE-FPL INDICATORS EVOLUTION OF RTE-RAD INDICATOR BENEFITS AND ASSESSMENT OF RTE-DES AND RTE-FPL EVOLUTIONS BENEFITS AND ASSESSMENT OF RTE-RAD EVOLUTIONS AIRSPACE CHANGES EVOLUTION FREE ROUTE AIRSPACE EVOLUTION ASM PERFORMANCE ASSESSMENT FOR NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENCY IMPROVEMENTS FLIGHT EFFICIENCY EVOLUTION ASSESSMENT INCREASED CDR AVAILABILITY AND UTILISATION ASSESSMENT TOTAL BENEFITS FOR FLIGHT EFFICIENCY IMPROVEMENTS ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED ANNEX B: ACRONYMS AND TERMINOLOGY

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7 1. INTRODUCTION 1.1 SUMMARY This Report provides an update on the evolution of the environment indicators 1 listed in the Network Manager Performance Plan and plots on the progress achieved in improving airspace design and utilisation flight efficiency, in line with the improvement proposals implemented in the relevant AIRAC cycle. This edition focuses on AIRAC 1405 ( 28 MAY 2014). The methodology used for assessing flight efficiency is described in WP9 of RNDSG/64. This document can be found at: ACHIEVING THE EUROPEAN 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 is, on average, the great circle distance. 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 : For the performance reference period starting on 1 st January 2012 and ending on 31 st December 2014, the European Union-wide and EUROCONTROL performance target is 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 Objectives: Develop and support the deployment of 500 airspace changes in Support the implementation of Free Route Airspace in 25 ACCs by Increase annually the number of CDRs by 5% annually (FUA). Increase annually the CDR1/2 availability and usage by an average of 5% annually (FUA). Reduce the route unavailability (in time and quantity) by 10% in 2013 and 2014 (FUA). Reduction of vertical flight inefficiency by 5% in Note: The FUA indicators (bullet 3-5) are reported on quarterly. Flight efficiency (bullet 6) is reported on only twice per yea. 1 FPL: Flight Plan data provided by NM systems; SAAM analysis carried out by NM. DES/RAD: Traffic demand provided by NM systems; airspace environment data, profile calculations and SAAM analysis provided by NM

8 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: the implementation of a coherent package of annual improvements and shorter routes; improving efficiency for the most penalised city pairs; the 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: as well as on the EUROCONTROL Network Operations Monitoring and Reporting website under European Route Network Improvement Plan - Monitoring Report: The full list of monitoring reports is available on the EUROCONTROL Media & Info Centre website: 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"):

9 2. LIST OF PROPOSALS IMPLEMENTED AIRAC 1405 () 2.1 SUMMARY OF MAJOR PROJECTS IMPLEMENTED ON During the AIRAC cycle 23 (twenty-three) airspace improvement packages co-ordinated at network level were implemented. Apart from several ATS route network improvements the list below provides an overview of the major improvement measures implemented on 01 May 2014: Germany: - New CDO approaches at Nuernberg/ EDDN, Braunschweig/ EDVE and Hamburg/ EDDH airports. France / Spain: - Revision of RAD restrictions LFLE1027, LF3059, LF2199 and LFLE1028 in the LUMAS/ DIBER area (LUMAS Phase 2a). Italy: - Italian Airspace re-organisation, Phase 2 (transfer Roma ACC sectors into Milano FIR to Milano ACC responsibility). Moldova: - Night Free Route Airspace within Moldova. Spain / Portugal: - Free Route Airspace in Madrid ACC Santiago (SAN) and Asturias (ASI) sectors (FRA SAI project) FL245 - FL460, Phase 2 (comprehensive H24 DCTs). Turkey: - Introduction of P-RNAV STARs for Trabzon (LTCG) airport. A detailed list of all improvement measures implemented on 1 May 2014 is attached in Annex A. The list is an extract of the European Route Network Improvement Plan database accessible via: 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 can be found here:

10 3. EVOLUTION OF PERFORMANCE INDICATORS 3.1 AIRSPACE DESIGN INDICATOR EVOLUTION The graph below shows the yearly evolution of airspace design flight efficiency (RTE-DES 2 ) over the period and its evolution until 28 May % RTE-DES 5% 4% 3,53%3,54%3,45% 3,22%3,04% 2,96% 2,80%2,66% 3% 2% 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-FPL 3 ) over the period and its evolution until 28 May % 5% RTE-FPL 4,91% 5,03% 4,90%4,91% 4,73% 4,64%4,57%4,52% 4% 3% 2% 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-RAD 4 ). The graph below shows the yearly evolution of the RTE-RAD indicator between January 2012 and 28 May % RTE-RAD 5% 4% 3,75% 3,65% 3,55% 3% 2% 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 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 open

11 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 and the evolution until 28 May Route Efficiency KPI per AIRAC cycle RTE-DES RTE-FPL 5,5% ,9 5,0% 0,8 Route Extension 4,5% 4,0% 3,5% 0,7 0,6 0,5 0,4 0,3 3,0% 0,2 0,1 2,5% AIRAC 0 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 28 May Route Efficiency KPI per AIRAC cycle 5,50% 5,00% Route Extension 4,50% 4,00% 3,50% RTE-DES RTE-RAD RTE-FPL 3,00% 2,50% AIRAC Figure 5 : Flight efficiency (DES, RAD, FPL) evolution per AIRAC cycle - 7 -

12 The difference between the three indicators (DES, FPL, RAD) clearly indicate that additional efforts must be made to further improve the efficiency of airspace utilisation and to ensure that the indicator based on the latest filed flight plan/ FPL and the RAD indicator follow similar to the airspace design indicator/ DES EVOLUTION OF RTE-DES AND RTE-FPL INDICATORS The current data indicates that, the average yearly route extension due to airspace design was reduced between 2009 and 28 May 2014 by 0.79 percentage points (same as in AIRAC 1404). The evolution of the airspace design indicator is on the right path 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 has already been met, as this indicator reached now a value of 2.66%. The current data indicates that, the average yearly route extension based on the last filed flight plan was reduced between 2009 and 28 May 2014 by 0.38 percentage points (0.42 percentage points in AIRAC 1404). The 2014 Network Manager/ NM target (4.15%) for the RTE-FPL indicator has not yet been met, as this indicator reached only a value of 4.52%. The difference between the airspace design indicator and the last filed flight plan indicator was 1.45 percentage points in 2009 and was 1.86 percentage points in May 2014, displaying a slight increase compared with the previous AIRAC cycle (1.84 percentage points in AIRAC 1404). The current data indicates that the route extension due to airspace design remained at 2.67% in May 2014 (2.67% in April 2014). The current data show that the route extension based on the last filed flight plan went up from 4.56% in April 2014 to 4.58% in May EVOLUTION OF RTE-RAD INDICATOR As shown in Figure 3 above the impact of the RAD decreased by 0,20% percentage points end of May 2014 compared with More actions will be required to further diminish this impact still further and to ensure that the target set in the Network Manager Performance Plan is reached BENEFITS AND ASSESSMENT OF RTE-DES AND RTE-FPL EVOLUTIONS Thanks to the airspace enhancements implemented during AIRAC 1405 as well as the airspace design improvements put in place since AIRAC 1305 in connection with changing traffic patterns and structure, the potential savings offered during the AIRAC cycle 1405 amount to NMs flown less compared with the equivalent AIRAC cycle in This translates into tons of fuel, or tons of CO2, or Based on the last filed flight plan indicator and as a result of the series of events indicated below, the actual losses 5 calculated during the AIRAC cycle 1405 amount to NMs flown more compared to the equivalent AIRAC cycle in This translates into 199 tons of fuel, or 662 tons of CO2, or The losses recorded on the last filed flight plan data during AIRAC cycle 1405 compared to the equivalent AIRAC cycle in 2013 are a result of a combination of flight planning/ airline choices and regulations and/or scenarios applied due to capacity problems in the network as well as special events: Overall situation in Crimea and parts of Simferopol FIR that lead a significant number of flights to avoid this airspace moving to neighbouring countries (Bulgaria and Romania); Capacity and staffing issues in Nicosia ACC required regulations with impact on network efficiency; 5 Including the savings resulting from the Benefits for Flight Efficiency Improvements (see chapter 4)

13 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; Capacity and staffing shortage as well as special event (Paperless Strip System/ PSS Implementation) in Langen ACC required measures with impact on network efficiency; Capacity issues in Maastricht UAC required regulations with impact on network efficiency; French ATC industrial action affecting all five ACCs (Brest ACC, Marseille ACC, Paris ACC, Reims ACC and Bordeaux ACC) required regulations and tactical re-routings with impact on network efficiency. Maastricht UAC, Karlsruhe ACC, Madrid ACC, Barcelona ACC, London ACC and Geneva ACC applied protective measures linked to the French strike; Traffic increased by 1.9% in May 2014 compared to May AIRAC 1405 includes up to now the four busiest days of the year in which traffic has exceeded flights per day (Friday 16/05/2014 with 30450, Thursday 22/05/2014 with 30565, Friday 23/05/2014 with and Wednesday 28/05/2014 with flights per day). Traffic peaks were encountered as a result of this traffic increase that required regulations with impact on flight planning route extensions; Capacity issues due to traffic peaks in Reims ACC required regulations with impact on flight planning route extensions; Weather equipment system failure (data from German MET provider feeding wind data into radar used for conflict alert system in ATC.) in Karlsruhe ACC required measures with impact on flight planning route extensions; A significant number of weather regulations were applied affecting en-route sectors with impact on flight efficiency. The comparison between the potential (RTE-DES) and actual (RTE-FPL) savings/ losses related to the different parameters is depicted in the graphs below (see Figure 6 to Figure 9)

14 FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AIRAC CYCLE IN THE PREVIOUS YEAR (In Thousands of Nautical Miles) NM DES NM FPL 1000 NM/ NM DES NM FPL AIRAC CYCLE Figure 6 : Flight Efficiency savings in Thousands of Nautical Miles FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AIRAC CYCLE IN THE PREVIOUS YEAR (In Tons of Fuel) TONS FUEL DES TONS FUEL FPL TONS OF FUEL TONS FUEL DES TONS FUEL FPL AIRAC CYCLE Figure 7 : Flight Efficiency savings in Tons of Fuel

15 FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AIRAC CYCLE IN THE PREVIOUS YEAR (In CO2) TONS CO2 DES TONS CO2 FPL TONS OF CO TONS CO2 DES -39, , , ,2 9114,8 8539,7 8110,2 6569,4 6271, TONS CO2 FPL -8324, , ,4 4315,8 354,92-559,4 709, , ,2 AIRAC CYCLE Figure 8 : Flight Efficiency savings in CO2 FLIGHT EFFICIENCY SAVINGS COMPARED TO EQUIVALENT AIRAC CYCLE IN THE PREVIOUS YEAR (In Thousands of EURO) EURO DES EURO FPL EURO/ EURO DES EURO FPL AIRAC CYCLE Figure 9 : Flight Efficiency savings in Thousands of EURO Note: For additional information on ATFM delay that could impact on network efficiency consult the DNM Monthly Network Operations Reports, accessible via:

16 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 follows trends similar to the airspace design indicator/ DES as well as to ensure 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 is to implement 500 airspace improvement packages over this period. From January 2012 until 1 May 2014, 561 (five hundred and sixty one) airspace improvement packages coordinated at network level have been implemented. For the reference period the implementation of a total of 726 (seven hundred and twenty six) airspace packages are currently planned. The 2014 Network Manager/ NM target has already been met with reaching a number of 561 airspace packages implemented. 2012/ 2014 Target Packages Figure 10 : Airspace Improvement Packages Implementation

17 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 1 May 2014 Free Route Airspace has been partially and/or fully implemented in the following ACCs: Aix ACC, Beograd ACC, Brest ACC, Brindisi ACC, Bordeaux ACC, Bucuresti ACC, Chisinau ACC, Karlsruhe UAC, Kobenhavn ACC, Lisboa ACC, Ljubljana ACC, Maastricht UAC, Madrid ACC (SAN and ASI sectors), Malmo ACC, Marseille ACC, Milano ACC, Padova 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). The 2014 Network Manager/ NM target has already been met with reaching a number of 28 ACC. Figure 11 : Free Route Airspace Implementation

18 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 1407 to provide the performance (behaviour of the aircraft operators and the efficiency of the ANSPs managing the airspace) in the first and second quarter (Q1/ Q2) of 2014 (AIRAC 1401 AIRAC 1406)

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20 4. NETWORK MANAGER CONTRIBUTION TO FLIGHT EFFICIENCY 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 corrected manually and where possible, improvement proposals made for shorter route options. Since AIRAC 1312 the valid flight plans have been 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 all flights. Re-routing propositions are offered to the airline operators by telephone or AFTN/SITA message after the flight plan was filed. Figure 12 below illustrates the difference between the potential savings identified during the full AIRAC 1405 (amounting to a total of NM) being offered to the airspace users through the Flight Efficiency Initiative, compared to a total amount of NM effectively saved through the accepted proposals (improvement of CDR availability and its utilisation not included). Only 18% of the re-route proposals were accepted by the operators compared with the potential improvement proposals offered directly by the NMOC. Flight Efficiency Distance gains proposed V.S Distance gains realised Distance (NM) week 19 week 20 week 21 week 22 Distance proposed Distance realised Figure 12 : AIRAC overview distance proposed versus distance realised The flight plan originators acceptance rate of the re-routing propositions is increasing in absolute value as more airline operators become aware of the process and identify the potential of the tool. 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 18% in AIRAC 1405 (19% in AIRAC 1404, 25.5% in AIRAC 1403, 27% in AIRAC1402, 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)

21 The effort to improve the quality of flight planning has to be enhanced in order to result in net savings. Therefore the Network Manager made a conscious effort to treat the valid flight plan database as well so as to identify further potential improvements in flight planning for the remaining 95% of the traffic for various flows and city pairs, taking the latest network situation into account. 4.2 INCREASED CDR AVAILABILITY AND UTILISATION ASSESSMENT Since the beginning of the flight efficiency initiative in May 2013 the NM network impact assessment also looks at improving CDR availability and its utilisation. On D-1 the military liaison officer/ MILO looks at 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 co-ordination with the flight plan originator. A re-route proposal is generated after a second x-check on the day itself/ D-day. FE CDR weekly savings Distance (NM) Week Week Week Week Distance Potential Distance Realized Figure 13 : CDR utilisation savings The NM initiatives to improve the utilisation of CDR routes during AIRAC cycle 1405 identified a potential saving of 10,032 NM less to be flown (9,584 NM in AIRAC 1403, 8200 NM in AIRAC 1402, 6815 NM in AIRAC1401, 3801 NM in AIRAC 1313, 4361 NM in AIRAC 1312, NM in AIRAC 1311, NM in AIRAC 1310 and NM in AIRAC 1309). The network impact assessment reports showed more or less the same amount of flights that could benefit from additional CDR availability. However, due to a low acceptance rate of the reroute proposals by the airline operators/ AOs the average actual uptake during AIRAC 1405 is only 12.5% (15% in AIRAC 1403, 11% in AIRAC 1402, 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 1528 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 significantly improving the quality of flight planning significantly. Another reason could be the deployment of several Free Route Airspace improvement measures (H24, Night Free Route plus H24 Week-end, Night Free Route, DCTs) since AIRAC 1310 in September 2013) that led to a change in the airline operator s behaviour

22 AIRAC 1405 shows an increase in number of flights that could benefit from potential opportunities resulting from additional CDR availability compared to the previous AIRAC cycle. The response from operators to re-route proposals continues to stay low. If the airline operators would be ready and prepared to flight plan on conditional routes/ CDRs the unused potential of shorter route options available through CDRs could contribute further to improving flight efficiency. 4.3 TOTAL BENEFITS FOR FLIGHT EFFICIENCY IMPROVEMENTS Due to the flight efficiency initiative the savings achieved 6 through re-filing of shorter route options during AIRAC 1405 amount to a total of 21,831 NM flown less (19,568 NM in AIRAC 1404, 23,741 NM in AIRAC 1403, 14,830 NM in AIRAC 1402), including the Flight Efficiency initiative of NMOC on the improvement of CDR availability and its utilisation (20.303NM NM). The graph below shows the evolution of the flight efficiency improvements since the initiative started in AIRAC 1305 until 28 May The effective savings since the beginning of the flight efficiency initiative in May 2013 have resulted in a total gain of 310,829 NM flown less than flight planned. This translates into 1,865 tons of fuel, 6,217 tons of CO2 and 1, Flight Efficiency Initiatives total gains Distance Flying Time Figure 14 : Flight efficiency improvements evolution The significant drop of savings between AIRAC 1307 and AIRAC 1308 is mainly linked to the composition of summer traffic, this increased slightly once again during AIRAC The variations in savings depend as well on the number of flight plans manually treated in the IFPS units (IFPU 1/ Brussels and IFPU 2/ Bretigny) as well as staff resources to be dedicated to the flight efficiency task. As of AIRAC 1403 IFPU 2 has fully joined the process, explaining the increase in mileage being proposed (58% more compared to AIRAC1402). Staff working on the Group Re-routing Tool is doubled, ensuring that at least one IFPS unit is daily dedicating working force to the flight efficiency project. 6 Included in the Benefits and Assessment of the RTE FPL Evolutions (see chapter 3.4.2)

23 ANNEX A: DETAILED LIST OF PROJECTS IMPLEMENTED 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. A detailed description of the planned improvement proposal. A brief description of the purpose of the enhancement measure. Implementation Status: The implementation status defined as Proposed, Planned, Confirmed or. 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. 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. 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

24 Proposal ID : a Impl. Status: State(s) & Org. Comments: 1. To insert new crossing point LEYLA between existing ATS routes N161 and N644. To further improve the ATS route network in Baku FIR. Project Group: SG BLACK ATS Routes AZE EUROCONTROL Proposal ID : a / DU0069 Impl. Status: State(s) & Org. Comments: 2. To implement bidirectional ATS route T516 AMTOV - PDV for ARR/DEP LBWN via PDV from/to EVIVI/NIKTI. To further improve ATS route network within Sofia FIR. Project Group: FAB DANUBE RFG SE ATS Routes BGR EUROCONTROL Expected to be CDR. Could also be used for DEP/ARR LBPD including adaptation of SIDs/STARs. Related proposals: b c d Proposal ID : b / DU0070 Impl. Status: State(s) & Org. Comments: 3. To implement bidirectional ATS route T517 IXUKO - PDV for ARR/DEP LBBG via PDV from/to EVIVI/NIKTI. To further improve ATS route network within Sofia FIR. Project Group: FAB DANUBE RFG SE ATS Routes BGR EUROCONTROL Expected to be CDR. Could also be used for DEP/ARR LBPD including adaptation of SIDs/STARs. Related proposals: a c d Proposal ID : c / DU0071 Impl. Status: State(s) & Org. Comments: 4. To implement eastbound ATS route T516 EVIVI - PDV for ARR LBBG/LBWN via PDV. To further improve ATS route network within Sofia FIR. Project Group: RFG SE FAB DANUBE ATS Routes BGR EUROCONTROL Expected to be CDR. Could also be used for ARR LBPD including adaptation of SIDs/STARs. Related proposals: a b d Proposal ID : d / DU0072 Impl. Status: State(s) & Org. Comments: 5. To implement westbound ATS route T517 PDV - NIKTI for DEP LBBG/LBWN via PDV. Project Group: RFG SE BGR EUROCONTROL Expected to be CDR. Could also be used for DEP LBPD including adaptation of SIDs/STARs. Related proposals:

25 6. 7. To further improve ATS route network within Sofia FIR. FAB DANUBE ATS Routes a b c Proposal ID : Impl. Status: State(s) & Org. Comments: To implement ATS route UZ346 BEPAS - BODAL, CDR1 H24. To further improve the ATS route network at the interface Munich FIR and Praha FIR while providing a shorter route option for flights BEPAS via SOPAV ATS Routes DCTs DEU CZE DEU Proposal ID : Impl. Status: State(s) & Org. Comments: To implement new CDO approaches (STARs) at Nuernberg/ EDDN airport. To further improve the ATS route network within Munich FIR Vertical FE ATS Routes DEU DEU Alternate route: UN871 LETNA UL894, FL245-FL660, unidirectional eastbound. EDDM departures with destination Minsk and further to the Far East have to file via LETNA, which is a detour through Czech Republic. Connected to T-routes T940 - T949. Starting at (depending on RWY in use): o BISBU o ERL o SUBAG o NEPEG Proposal ID : Impl. Status: State(s) & Org. Comments: To implement new CDO approaches (STARs) at Braunschweig/ EDVE airport. To further improve the ATS route network within Hannover FIR ATS Routes Vertical FE DEU DEU Proposal ID : Impl. Status: State(s) & Org. Comments: To implement new CDO approaches (STARs) at Hamburg/ EDDH airport. To further improve the ATS route network within Hannover FIR ATS Routes Vertical FE DEU DEU Proposal ID : Impl. Status: State(s) & Org. Comments: Project Name: Free Route Airspace SAN & ASI sectors/frasai, Phase 2 1. To implement comprehensive H24 DCTs as part of Free Route Project Group: FAB SW ESP PRT ESP FRA SAI will be based on: o ENTRY/ EXIT points (Overflights). o ENTRY point STAR (Arrivals). o SID EXIT point (Departures)

26 operations in Madrid ACC Santiago (SAN) and Asturias (ASI) sectors (FRA SAI project) FL245 - FL To withdraw the ATS route newtwork above FL245 and release the following route designators: M421, M422, M430, M440, M450, N872, P47, P48, P74, P175, P176, P177, P179, P180, P600, Q28, Q34, Q62, Q66, Q71, Q75, Q84, Q500, Q600. To further improve the ATS route network between Lisboa FIR and Madrid FIR. 50 MPCPEs Free Route Airspace Related proposals: Proposal ID : Impl. Status: State(s) & Org. Comments: To implement the following southbound ATS routes: a. T326 INSID - ASPOR; b. T328 ELTEP - ASPOR. 2. To realign existing ATS route A33 as STG - ELTEP - FORNO - FINAM - INSID - BARKO - ZMR (new waypoints). To further improve ATS route network within Madrid FIR as part of SW FAB developments. Project Group: FAB SW ATS Routes ESP ESP Lower ATS routes limit: FL145 - FL245. ELTEP 4237N 00747W and INSID 4217N 00706W will be new waypoints. Proposal ID : b Impl. Status: State(s) & Org. Comments: 12. Project Name: LUMAS, Phase 2a 1. To revise RAD restrictions LFLE1027, LF3059, LF2199 and LFLE1028 in the LUMAS/ DIBER area (see comments). 2. To implement present route network with an extended period of time for the availability of the CDRs above FL285 through D54 (H24 from 15th June till 15th September 2014). To further improve the use of the ATS route network and airspace structure at the interface between Marseille ACC and Barcelona ACC, in order to enhance safety and sector capacity. Project Group: RFG SW ATS Routes Airspace Structure RAD ESP FRA FRA Traffic departing LEGE to be forced via DIBER ( to be transferred at FL 280 max ); Traffic departing LEVC LEMG proceeding via BCN-IRMAR to be allowed via BCN- DIBER; Traffic departing LEBL, LERS, LEMH via LUMAS to be transferred at FL 320 max; Traffic destination Nice Group via DIBER at FL 340 max (instead of FL300: to off load XAL sector). Further improvements of the transfer conditions/ RAD restrictions for traffic via LUMAS and DIBER under study. Related proposals: d a d

27 Proposal ID : Impl. Status: State(s) & Org. Comments: 13. Project Name: ECAC States AIP en-route publication issues To publish in ENR 3.1 and ENR 3.2 (where appropriate) CDRs based on ERNIP publication requirement to cover the whole period of availability - CDR 1 replaced by CDR1 H24. AIP FRA EUROCONTROL To resolve airspace data publication inconsistencies in State AIP. Proposal ID : b Impl. Status: State(s) & Org. Comments: 14. Project Name: Italian Airspace reorganisation, Phase 2 To transfer Roma ACC sectors into Milano FIR to Milano ACC responsibility (no change of current LoR). To further improve the airspace structure within Italy while a) enhancing flight efficiency, b) reducing airspace complexity, c) simplifying inter-sector coordination and d) increasing ACC capacity. ATC Sectors Airspace Structure ITA ITA Changes: Milano ACC - Top of AoR changes from FL315 to UNL. Parts of Roma airspace transferred to Milano ACC (MI upper sectors). New DFL for Milano sectors (195, 285, 305, 335, 365). 44 elementary sectors, maximum configuration 18/21 sectors. Implementation Phases: Training September April Transition Phase 1 May - 10 May 2014 Sector capacities reduced by max. 10%. Normal operations 11 May Related proposals: c a a c Proposal ID : Impl. Status: State(s) & Org. Comments: 15. To re-designate the following existing ATS routes: 1. Z/UZ710 DEGAD - BASGO - AKASU as Z/UZ424; 2. Z/UZ713 FER - ABN as Z/UZ388. To rationalise the non-regional ATS route designators. Route Redesignation ITA CHE EUROCONTROL Proposal ID : / Impl. Status: State(s) & Org. Comments: 16. Project Name: Free Route Airspace Moldova MDA Night period ( )

28 To implement Night Free Route Airspace within Moldova. To implement FRA Concept and further improve flight efficiency within Chisinau FIR. Project Group: RFG SE SG BLACK Free Route Airspace MDA Proposal ID : / Impl. Status: State(s) & Org. Comments: To implement the following ATS routes: a. N/UN978 TOMET - NUNTA - MANRO - BAREN - GODOD eastbound; b. P90 UDSIG bi-directional - NUNTA northbound - ATREK; c. N145 LAVDA - VILIS - ABTER (intersection of UP159 and UZ924) southbound. 2. To re-designate existing ATS route N978 GODOD - BOGMA - SUVUR - BUSES as Z924 and change from bidirectional to westbound. 3. To change from bidirectional to westbound existing ATS route Z/UZ924 BUSES - BCU. 4. To re-arrange ARR/DEP LUKK and properly adapt SIDs and STARs. To further improve the ATS route network at the interface between Romania, Ukraine and Republic of Moldova. Project Group: RFG SE SG BLACK Route Redesignation ATS Routes MDA ROU UKR NUNTA and VILIS - new FIR boundary point MDA/ROU. MANRO - new FIR boundary point MDA/UKR. Proposal ID : Impl. Status: State(s) & Org. Comments: 18. Project Name: ECAC States AIP en-route publication issues To withdraw in ENR 3.3 Column Minimum flight altitude as not being part of RNAV routes definition. To resolve airspace data publication inconsistencies in State AIP. AIP MDA EUROCONTROL Proposal ID : / Impl. Status: State(s) & Org. Comments: To implement the following ATS routes: a. N/UN181 LAVDA - NUNTA - URELA - FLR westbound; b. N/UN180 SORDU - DENAK - POGAV - ATREK eastbound; c. P/UP740 BOGMA westbound - RETRO westbound - KODRU bi-directional - DENAK. 2. To re-align existing ATS route T500 LAVDA - SORET as LAVDA - Project Group: RFG SE SG BLACK MDA ROU UKR MDA ROU Proper continuation south of FLR/DENAK within the airspace of ROU/BGR is expected

29 BOTNA. 3. To re-designate existing ATS route T/UT900 SORDU - FLR as P/UP To re-designate existing ATS route N180 KODRU - LIPTA - LUSAV - VOLVO - ATREK as T To delete the following existing ATS routes: a. UN180 VEVIN - KODRU; b. UN181 LAVDA - POGAV - DENAK - FLR; c. P/UP740 DENAK - GLT - SORET - LIPTA - KIV - SUVUR; d. T34 SUVUR - POGAV; e. UT900 FLR - URELA (release of T900). To further improve ATS route network between Bucuresti FIR, Chisinau FIR, Odesa FIR and Kyiv FIR. ATS Routes Proposal ID : / Impl. Status: State(s) & Org. Comments: To implement bidirectional ATS route M/UM987 VEVIN - BEPES - IBSAR. 2. To delete the following existing ATS routes: a. M/UM987 VEVIN - GLT - BEPES - IBSAR; b. P/UP740 DENAK - GLT (- SORET). To further improve tats route network between Bucuresti FIR and Odesa FIR. Project Group: RFG SE SG BLACK ATS Routes ROU UKR ROU BEPES N E new boundary point ROU/UKR. Related proposals: Proposal ID : Impl. Status: State(s) & Org. Comments: 21. Project Name: ECAC States AIP en-route publication issues To resolve the spotted AIP en-route publication issues - Publication within brackets of FIR BDRY for all boundary name-code designators. To resolve airspace data publication inconsistencies in State AIP. Project Group: RFG SE AIP ROU EUROCONTROL Further discussed at RNDSG SEE Regional meeting in December AIS Office prepares the relevant updates in accordance with ECAC States AIP en-route publication issues document. Proposal ID : Impl. Status: State(s) & Org. Comments: 22. Project Name: ECAC States AIP en-route publication issues To publish in ENR 3.3 all name-code designators when point is FIR BDRY outside of brackets and insertion there the term FIR BDRY. AIP ROU EUROCONTROL To resolve airspace data publication inconsistencies in State AIP

30 Proposal ID : b Impl. Status: State(s) & Org. Comments: 23. To introduce P-RNAV STARs for Trabzon (LTCG) airport. To further improve the airspace organisation within Istanbul FIR and Ankara FIR. PBN TMA TUR TUR Related proposals: a c

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

32 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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