Report. Introduction. Plenary Session

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1 Report The 18 th edition of the Network Manager User Forum was held on the 28 th & 29 th January 2015 in EUROCONTROL Headquarters, Brussels. It was attended by 230+ external visitors, from all over Europe and beyond, representing all areas of ATM activities. This yearly event offers all ATM actors real opportunities to share operational issues with their peers, and elaborate together solutions to deliver improved performance for the network. This short report outlines the main outcomes of the discussions that took place during the event, and summarise the main conclusions and proposals made. Introduction The Forum was attended by 230+ external visitors (AO 30% - APT 7% - ANSP 30% - CFSP & industry 13%), both management and operational staff. The registration rate was so high that the registration process had to be closed 2 weeks in advance of the event and latest requests could not be accommodated. Some 70 EUROCONTROL experts were also present, involved in all discussions and available on the various stands where NM services and tools were displayed. A summary report of the main subjects discussed and main issues raised will be issued to all Forum participants and made available online, through the NM User Forum web pages. This is an advance communication for the attention of the NDOP members. A plenary session gathered all the participants in EUROPA meeting room during Day1. Plenary Session Frank Brenner Director General welcomed all the attendees. He set the wider context and challenges of the European ATM network. In his welcome address Joe Sultana Director Network Manager, reaffirmed that the Network Manager exists to serve the Network performance, help all actors to connect and find solutions, so that we can achieve the Network performance objectives all together. Three senior external speakers delivered keynote presentations on the theme Taking stock of 2014 and tackling the real issues collectively.

2 Jozsef Bakos HUNGAROCONTROL: ANSP The capacity challenge what can we learn from actual cases in 2014? Rory Sergison AER LINGUS: AO: Flight efficiency: addressing current limitations and taking more ownership? Mark Burgess HEATHROW Airports: Newcomers in the Network game Are we empowered? What are our expectations? We are grateful to our external speakers and we take this opportunity to warmly thank them. NM: What we expected and planned - What happened Did we deliver? The main messages from this debate were the following: The ANSP representative (HUNGAROCONTROL - Jozsef Bakos) addressed the impact of disruptions in 2014, major local variations in traffic, many successful ATM transitions with no negative effects Flexibility has been key in addressing the points above: Flexible manpower planning & utilization of ATCOs Flexible adjustment of sectors to the traffic demand and small increases in capacity where possible Also, the importance of improving the existing good cooperation with neighbouring centers and need to continue deployment of Free Route Airspace was stressed. The Airlines spokesperson (Aer Lingus - Rory Sergison) stressed: The constraining financial stringency and regulatory burden, staff reductions and essential system investments to maximise operational efficiency, that 2014 was affected by the impact of social unrest and some structural staff issues at ANSPs, disruptions and Weather. One important question posed was are the performance schemes fit for purpose- do they drive the correct behaviours? The Airport spokesperson (Heathrow Airport - Mark Burgess) emphasised the major impact airports can have on the network. Weather continues to be the main constraining factor on airport ATM performance and punctuality. However, good planning anticipation and collaborative working across the Network can do much to mitigate disruptions. Predictability and efficiency of the Network will be key to maximise airport capacity. The Network Manager described the outcome of 2014, confirming the observations of the external participants. NM described how it was addressing these issues and how, with full cooperation of network partners, real performance improvements (capacity, flight efficiency) had been and would continue to be made. An interesting presentation was made by Markus Fiekert, DFS on the challenges of Safety First: Getting prepared for a new environment and regulatory context. This presentation raised several issues regarding the appropriate level of safety regulation, consistency between regulations, the administrative burden on ANSPs, etc. Coordinated comments from bodies such as NM Safety Team (ANSP Safety Managers) and CANSO can provide a stronger, more compelling voice in debates on such issues Workshops and Briefing Session A series of 5 workshops and 5 briefings was held on Day 2, see the complete agenda of the NM User Forum 2015 in annex. The sessions were addressed by external and internal subject matter experts and many animated debates took place. We would like to warmly thank all these participants who actively contributed in and moderated these fruitful sessions.

3 The highlights of the practical discussions that took place during the 5 workshops are summarised hereafter. 1. Flight Efficiency now: establishing common objectives 1.1 General The overriding need for a single unit rate for user charges across Europe would avoid circumnavigating high cost areas and consequently unnecessary fuel burn/co2 emissions FE objective intended to reflect fuel burn (environment) not distance, AU want lowest cost not shortest route. Evaluate ANSP performance on ANSP actions not AU reactions, Horizontal and vertical FE must be measured together. Incentives to ANSPs that contribute to performance? 1.2 New CDM PIs/CDM partnership Develop more adequate PIs together. AUs need a commonly agreed and measureable definition (AOG role?). Such PIs could be tested during RP2 so that an agreed set of indicators could be accepted by all in advance of RP3. Good PIs must cover both lateral and vertical dimensions, but should also take into account user charges, en-route time and Weather. A potential contradictory point was that KPIs must follow the KISS principle (Keep It Short and Simple), e.g. count the number of level flights and for how long aircraft fly level during leaving TOD to the runway 1.3 ANSP Issues Several airspace users feel that complex TMA environments impose significant flight efficiency costs (e.g. Point Merge) Light CDO CCO procedures should be implemented at medium airports Why are airspaces reserved when there is a DCT given on the day? CDR routes should be open by default and closed on MIL request. Today it is generally the contrary. The FUA impact on FE is not visible 1.4 NM Processes & tools Issue rerouting proposals immediately at filing time, There are still some IFPS profile calculation issues and a mismatch between IFPS and AU profile ATFM scenarios impact FE. This needs better quantification CFSPs need to be involved in the scenario development process so that they can be integrated and available to the AU. NM system changes in this area need to be clearly and comprehensively communicated well in advance. 1.5 Post ops There is a lot of statistical data (historical data) that should be analysed to learn on where systematically filed route is different from flown route. Post OPS work at AUs on opportunities given and incorporation in AUs navigation system could increase the potential for opportunities taken.

4 1.6 Airspace Users cost driven / need for choice Airspace User Limitations: Uptake of opportunities limited by AU resources and other priorities. The current route opportunities intake is very much a manual process. However AUs cannot avoid investment in more dynamic flight planning systems. Most airlines are driven to operate their flights at the lowest cost and not necessarily the shortest route. Airlines want to have a full scale / wide variety of route possibilities that are timely made available in order to select the most favourable route. Some worry that the ANSP`s will have difficulty to accommodate the future flight plan, FF-ICE etc., in their systems and that the cost burden will fall on the operators for little real gain. Work also needs to run concurrently on what skills will be required in an OCC to manage the new network systems File it - Fly it vs Fly it - File it ANSPs wish to see that the airlines fly what is flight planned (file it, fly it) AOs wish to file what they fly (fly it, be able to file it!) 2. Finding the right balance between flexibility and predictability with CTM: There seems to be a broadening general acceptance of the requirement for adherence, although increased awareness on the issues is still required While agreeing the need to improve predictability, also the need and possibilities for a level of flexibility is recognised by all,, e.g. where it does not cause network issues The issues need to be addressed in three areas o o o Improved flight planning Reduce tactical deviations by ATCO and pilot Better manage the flexibility required for unplannable situations Flight plan is the reference, but AU, ANSP and NM interpretation must be identical All LOAs and ATC local procedures must be fully shared with AU Local or single flight performance considerations (AU or ANSP) still often overrule network performance requirements, e.g. by not considering downstream impact of flight plan deviations 3. Recurrent Capacity Flaws: a question of fate? Enforcing compliance between FPL and airport slots would bring network benefits. Improve airport slot regulation. - Regulators are ready for evidence of mismatch between FPL and airport slots. Need for a more CDM approach to airport slot management to eradicate root cause of issues. ACCs are preparing (pre-axis meeting) together. NM encourages these meetings. There was a desire to move to a more ops pre-planning, 10 day rolling plan with the right system support. This would include CDM with AOs and CDM with NM for network impact. Strong need for FMPs to deliver capacity plans D-1 on time (1300). Late plans can impact planning in the network. FMPs aim for a good capacity plan D but reality on the day can destroy the plan.

5 Local units at ATCO/SUP level need to improve understanding of scenarios and the reasons behind and the origin of ATFM measures. FMPs need NMOC support early morning to revise the day s strategy. Local units and NM need to be ready for prompt reaction on ATFM situation changes. NMOC reorganisation is expected to have resources for prompt reaction and support to changing ATFM situation. Weather phenomena needs to be tackled as even non-significant weather (e.g. winds) are increasingly having an impact on traffic patterns and flows. One outstanding issue was the difference of opinion on who should take the final decision in the CDM process (NM v ANSP). Flexible manpower planning & utilization, flexible sectorisation (capacity & configuration), good cooperation with neighbours can all contribute to narrowing the capacity gap. 4. Are we ready when disruptions arise? Fine-tuning our roles Trust the prognosis forecasts are more often right than wrong Take early local decisions on demand reduction based on fair collaboration Share local decisions and information with the Network Manager who can then play his role and disseminate to all partners. To have the best possible accurate information is fundamental to ensure all actors readiness for a given issue resolution. Today, not all airports have in place processes to assess impact and share it at network level. Improve information sharing on diversion capabilities - In the event of APT disruption, it is important to know the situation on surrounding airports both for AUs and APTs themselves. The APT needs better information sharing on diversions, with clear identification of affected flights (callsigns, company commercial codes, IATA, etc.) Keep historic records to prove and ensure equity. Some indicators of could be developed. The D-1 process allows everybody to know what may happen and to limit intervention on the day. The weather prognosis quality maybe an issue locally and/or for certain weather phenomena and effects. It is important to bring the human experience into the picture. Not all issues can be coded and automated. EC regulation 261 can have a severe impact on AUs and strongly affects when and how decisions are taken for operations CNL. Collaborative early disruption management (demand reduction) could help to mitigate these effects. 5. Airports: towards real A-CDM and actual contribution to Network performance 5.1 The concept, need for stability & harmonisation, possible expansion The A-CDM concept & its benefits are recognised but airlines need stability and harmonisation in A-CDM implementation. The 2 main priorities should be now a. continue to deploy (50 airports would be a good target - subject to understanding and addressing issues as well as to stability)

6 5.2 APOC b. to improve the standardisation of the procedures/interfaces with airlines (long standing requirement from airlines) before evolving the A-CDM concept - starting with a good cooperation between Europe and the FAA. (NM has already initiated this activity at ICAO level and with FAA). The concept works well but involvement of AU must improve. ATC and Met office need to be fully involved, and an appropriate role for ground handlers needs to be defined. Setting up A-CDM and APOCs is a difficult task, primarily due to cultural issues. Don t start if there is no commitment from the partners to share info for the benefit of the PAX experience. But it is worth: in most congested APTs it would be chaos today if A-CDM would not have been implemented. The first benefit of APOC is better management of crises. It is more efficient if all airport stakeholders are in the loop. The priority here is to define practically how to collect the info from the partners and how to send it to NM. Building on A-CDM, APOC/NMOC integration will be challenging but will bring additional benefits. What about an Airport position in NMOC? Learn from the experience of the pioneers (A-CDM and APOC), best practice/guidance on APOC deployment will be needed 5.3 Weather Weather is a major issue to be constantly addressed. MET, ground handlers and regulators need to engage (particularly as we move towards APOC/NMOC integration). 5.4 System issues Some outstanding issues still to be solved as a priority (ATFM vs A-CDM) e.g. c. cases of conflicting instructions between ATFM regulations and A-CDM information which blocked A/C on the ground; d. when a flight is re-activated and the new CTOT is after the TTOT, the flight goes at the end of the queue; e. cases reported of coordination problems when de-icing 5.5 Connect! Need for partnership Airports need to talk with a consistent voice i.e. a. Common & agreed requirements for better input towards/consideration by the ANSPs, b. The most advanced APT in A-CDM should help create best practices for the benefit of all APT. c. Similarly, Airlines should agree on a common input, which would push airports to adopt common standards To be addressed through NM, ACI, IATA, IACA? ACI may play a role to support APTs in A-CDM implementation in future. ACI is asked to consider it. The impact/benefit of A-CDM to ACCs should not be overlooked, they should be engaged too. We need to ensure awareness of the availability of A-CDM-related data to e.g. airlines

7 There is fundamental work on-going to identify/implement the process and techniques required for data exchange. The APT process does and needs to do risk assessment on capacity reduction circumstances together with all partners. There are good tools available to do DCB at airport level (e.g. at London Heathrow). The regulator has to be involved in the A-CDM process but not necessarily in daily APOC operations. 5.6 Next rendezvous NM will organise a full day A-CDM Forum in June to discuss how to progress A-CDM with all parties concerned. It will be run regularly to ensure learning and experience sharing. The subject of APOC to be fully considered at this forum and through the AOT. A-CDM works based on trust and collaboration rather than infringement processes for non-compliant users.

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