NETWORK OPERATIONS REPORT 2017 ANNEX II - ACC

Transcription

1 NETWORK OPERATIONS REPORT 217 ANNEX II - ACC

2 NETWORK OPERATIONS REPORT 217 ANNEX I: ACC ACC VIEW ON PERFORMANCE... 4 ACC CAPACITY EVOLUTION ALBANIA - TIRANA ACC ARMENIA - YEREVAN ACC AUSTRIA - vienna ACC AZERBAIJAN - BAKU ACC BELGIUM - BRUSSELS ACC BOSNIA & HERZEGOVINA - SARAJEVO ACC BULGARIA - SOFIA ACC CROATIA - ZAGREB ACC CYPRUS - NICOSIA ACC CZECH REPUBLIC - PRAGUE ACC DENMARK - COPENHAGEN ACC ESTONIA - TALLINN ACC EUROCONTROL - MAASTRICHT ACC FINLAND - TAMPERE ACC FRANCE - BORDEAUX ACC FRANCE - BREST ACC FRANCE - MARSEILLE ACC FRANCE - PARIS ACC FRANCE - REIMS ACC FYROM - SKOPJE ACC GEORGIA - TBILISI ACC GERMANY - BREMEN ACC GERMANY - KARLSRUHE ACC GERMANY - LANGEN ACC GERMANY - MUNICH ACC GREECE - ATHENS ACC GREECE - MAKEDONIA ACC HUNGARY - BUDAPEST ACC IRELAND - DUBLIN ACC IRELAND - SHANNON ACC ITALY - BRINDISI ACC ITALY - MILAN ACC ITALY - PADOVA ACC ITALY - ROME ACC...4 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

3 NETWORK OPERATIONS REPORT LATVIA - RIGA ACC LITHUANIA - VILNIUS ACC MALTA - MALTA ACC MOLDOVA - CHISINAU ACC THE NETHERLANDS - AMSTERDAM ACC NORWAY - BODO ACC NORWAY - OSLO ACC NORWAY - STAVANGER ACC POLAND - WARSAW ACC PORTUGAL - LISBON ACC ROMANIA - BUCHAREST ACC SERBIA & MONTENEGRO - BELGRADE ACC SLOVAK REPUBLIC - BRATISLAVA ACC SLOVENIA - LJUBLJANA ACC SPAIN - BARCELONA ACC SPAIN - CANARIAS ACC SPAIN - MADRID ACC SPAIN - PALMA ACC SPAIN - SEVILLA ACC SWEDEN - MALMO ACC SWEDEN - STOCKHOLM ACC SWITZERLAND - GENEVA ACC SWITZERLAND - ZURICH ACC TURKEY - ANKARA /ISTANBUL ACC UKRAINE - DNIPROPETROVSK ACC UKRAINE - KYIV ACC UKRAINE - L VIV ACC UKRAINE - ODESA ACC UNITED KINGDOM - LONDON ACC UNITED KINGDOM - LONDON TC UNITED KINGDOM - PRESTWICK ACC...72 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

4 NETWORK OPERATIONS REPORT 217 ACC VIEW ON PERFORMANCE ATC capacity and staffing issues in six ACCs (Marseille, Nicosia, Brest, Bordeaux, Karlsruhe and Maastricht) were the main cause of the en-route ATFM delays in the network (in addition to weather), particularly over the summer, and over the weekends. A detailed analysis (provided to NDOP 1 ) on the performance of these ACCs is described in the main document under Demand and Monitoring summer. The ACC s feedback as well as their own performance assessment is published in the next paragraphs. Marseille ACC view LFMM current roster has been built to offer the maximum number of sectors during the demand peak (9-13) in order to avoid reactionary delays. But the consequence is a lower number of sectors between 16 and 2. That roster came to its limit with the evolution of SW Axis, especially during week-end that concentrates the SW Axis traffic increase. That situation is worsen by the decrease number of ATCOs Marseille had also a non-expected traffic issue. As a matter of fact LFMM FMP regularly faced a non-expected demand in some layers due to FL adherence issue and a lack of traffic in some others. Combined with the staff issue after 16 Marseille, regulations created huge delays during summer 217. And to enter in more details, there are differences between east and west zone; A figure or graph of the whole ACC does not give a clear picture of the situation at Marseille since Marseille West and Marseille East are different qualification zones, as if 2 ACCs. For example, you could think of opening a sector to face a late afternoon peak, but the peak concerns east ACC and the available staff is in West ACC's rooster (this is a basic case). Rerouting via Marseille East has not been chosen by AOs. The increase of delays between 216 and 217 of Marseille East ACC is much higher than it could be regarding the increase of traffic. First of all, there are some levels of traffic which trigger an exponential delay. Moreover Marseille's regulations prevent its neighbour from some measures and offload their delays accounts. Only 23% of Marseille East's delays are due to nominal sectors. That means that combined sectors would have needed to be split in 77% of delays' occurrence to limit or cancel the regulations involved. So staff issue is responsible of 77% of Marseille s east delays. Nicosia ACC view Nicosia ACC has faced a very significant rise in traffic demand all through the year reaching up to a level of 12.5% and despite the difficult operational environment the ACC has provided with a 3% of capacity increase compared to 216. This increase was a result of several actions (included also in the Plan for 216) like the addition of 12 ATCOs on the roster (3 more than hat was agreed) and the opening of more sector hours. The statistics show a 62% increase in the opening hours of a 5th sector and a 32% increase in the opening hours of the 4th sector. The opening hours were supported by a staff performance scheme that was in place since mid-april 217 until the end of the year. Additionally sector opening flexibility was increase by 14%. An additional operational issue that worked against capacity performance for 217 was the great variability between predicted traffic and actual (tactical) traffic and the slot violations recorded out of neighbouring airports. It must be noted that due to the geographic proximity of neighbouring countries airports, most sectors provide a combination of enroute and terminal control where ATC complexity is significant. 217 was a very active year with regards to military activities within Nicosia FIR (mostly over high seas) registering 1786 of continuous activities, 1344 of which had an extremely high on 1 NDOP 18/19/ Item 6.2 Action Paper: Analysis of the Network Delay Causes 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

5 NETWORK OPERATIONS REPORT 217 capacity since they interfered directly with ATC provision (US Carrier operations in the Middle East excluding the operational missions out of LCRA). Karlsruhe Due to the unforeseen high increase of traffic in the years 216 and 217, partly above the STATFOR High Scenario, Karlsruhe UAC faced staffing constraints in all sector groups. Several mitigation measures were taken and communicated, e.g. changes of airspace structure and RAD measures. Moreover, a trial with NM was executed to optimise resources and delay. The maximum of overtime and extra shifts was assigned to the ATCOs, however at the end of summer the potential was exhausted. There was a close watch on the delay spread especially between weekdays and weekends. hot spot was detected. Instead, a delay simulation proved that the best feasible allocation of ATCOs, especially weekdays to weekends) was used. Brest Due to EEE implementation, the rates have increased. But the traffic increase requires more capacity and Brest still had a first rotation issue during the beginning of the summer. To tackle that special issue, a new roster has been implemented from September 217. As it was not in service during the heart of the summer, its effect is only partially visible on summer 217 figures. Brest also worked with all DSNA ACC in a summer plan to optimise capacity, and try and find capacity gap to use them. Its plan with RAD measures, scenarios and CAP and STAM measures was aiming at organising the traffic so as to use the available capacity in all layers and all sectors. With all those efforts Brest managed to decrease its + Staffing delays by 3% (during summer) with a traffic increase of 8 to 9% traffic increase. Bordeaux Bordeaux ACC has put in place new rostering beginning of summer to be able to cope with the important traffic increase. That evolution added to EEE implementation resulted in a 3% delay decrease. However it is still above planned NOP delays. One important reason for that situation is the interface issue with Barcelona ACC. The evolutions in Barcelona airspace resulted in such an ATC complexity in French ACC for the integration of Barcelona area departures, that the capacities of that area decreased a lot. Globally, one third of the total amount of delays is due to industrial actions which occur mainly on Tuesday (reason why the amount of delays is therefore dramatically higher on that day). Maastricht The above reflections (see main report) are true for MUAC airspace as a whole, but there are large differences between the sector groups. At sector group level, capacity and staffing delays are not evenly spread but show differences between the days in the overall picture however this combines to give the impression of an even spread. The overall lower sector count in the weekends is indeed for all three sector groups. However, for the DECO and Hannover sector groups this is because of the (significantly) lower demand in the weekends; for the Brussels sector group the demand in the weekend is close to the peak demand of the Fridays, but it is concentrated in the first half of the day (especially on Saturdays). Delay in this case is incurred because of capacity constraints (airspace saturation), not because of a lack of open sectors. In the Hannover sector group the highest staffing delay is on Sundays (w/ Mondays a close second place), but this is only a minor portion of the total delay in the weekends. For 217, the main special events for MUAC were the introduction of a third layer in the Brussels sector group and the operational introduction of a new Voice Communications System (all sector groups). MUAC s main issue is indeed airspace saturation in many of its sectors in combination with the very limited possibilities (both internal and external) to off-load traffic. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

6 ACC CAPACITY EVOLUTION NETWORK OPERATIONS REPORT 217 The following annex provides a detailed analysis of ATC capacity evolution in 217 for ACCs within the ECAC States for which data is available. The source of statistics is the NMOC unless otherwise indicated. The analysis covers: The chart and data table provide comprehensive information concerning the evolution of traffic and delay from 213 to 217 (where data is available). It includes the following values: Peak day traffic: the number of flight entries on the peak day of each year. Summer & ly : the daily average number of flight entries during the summer season (May to October inclusive) and over the whole year (January to December inclusive). Summer & ly En-route Delay: the average En-route delay per flight (for all reasons, including weather and special events e.g. industrial action), attributed to the ACC during the summer season (May to October inclusive) and over the whole year (January to December inclusive). 217 Realisation of Plan Evolution (217 v 216) o forecast: the traffic forecast for 217 compared to 216, as published in the European Network Operations Plan /21 o traffic: the percentage difference between the total traffic (number of flight entries) in 217 compared to 216, for the summer and the full year. En-route Delay (min per flight) o : the en-route minutes of delay per flight for all causes, for the summer and the full year. o value: the delay per flight to achieve the European delay target of.5 min/flight for the full year, as published in the European Network Operations Plan /21, for the summer and the full year. : Network Manager assessment of the capacity offered in 217 ACC Baseline 217 v 216): the capacity actually offered by the ACC during Summer 217, and the comparison with the 216 capacity baseline. Plan: the capacity planned in Summer 217 versus Summer 216, as published in the European Network Operations Plan /21. enhancement measures: reporting for each measure planned to be implemented before Summer 217 in the European Network Operations Plan /21. Summer 217 Performance Assessment: analysis of the observed performance versus peak traffic demand. Allocation of and reasons for En-route delay The table lists the reference locations causing most of the en-route delay in 217, the average daily minutes of en-route delay attributed to each reference location and the percentage of the total ACC en-route delay. The graph shows the average daily en-route delay, broken down into the 5 most significant reasons given for the delay in 217 compared to 216. te: The scale on all graphs varies from ACC to ACC - graphs should not be directly compared. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

7 NETWORK OPERATIONS REPORT ALBANIA - TIRANA ACC 12 1 LAAAACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Tirana LAAA ACC Evolution (217 v 216) H: 4.5% Summer B: 3.4% L: 1.% -6% The average en-route delay per flight remained at zero minutes per flight in Summer 217. Plan +5% Achieved Comments Free Route As of AIRAC of May night FRALB ATS route network improvements Reduction of longitudinal separation Stripless system As of 1st of June 217 Maximum configuration: 3/4 ENR + 1 APP sectors 3 ENR + 1 APP Summer 217 performance assessment +4.2%..9 The ACC capacity baseline was estimated at 65, the same level as last year. During the measured period, the average peak 1 hour demand was 54 and the average peak 3 hour demand was 47. ACC Baseline 217 v 216) +3.1% (%) February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

8 En-route delay (minutes per flight) NETWORK OPERATIONS REPORT ARMENIA - YEREVAN ACC UDDDACC - and en-route ATFM delays Summer ly Summer en-route delay (all causes)..... ly en-route delay (all causes) Data Source: STATFOR 217 Realisation of Plan Yerevan UDDD ACC Evolution (217 v 216) En-route Delay (min. per flight) ACC Reference ACC Baseline 217 v 216) H: 9.5% Summer B: 7.7% L: 6.% +36% +39.3% %..1 4 (%) The average en-route delay per flight remained at zero in Summer 217. Plan: Sufficient to meet demand Achieved Comments Night FRA Summer 217 performance assessment FL285-FL66; 2:-2: UTC. Effective date The ACC capacity baseline was estimated at 4. During the measured period, the average peak 1 hour demand was 16 and the average peak 3 hour demand was 11. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

9 3. AUSTRIA - VIENNA ACC NETWORK OPERATIONS REPORT LOVVACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Vienna LOVV ACC The average en-route delay per flight increased from.12 to.48 minutes per flight in Summer % of the delays were due to Weather, 16% due to ATC capacity and 13% due to staffing. Plan +3% Achieved Comments Stepwise increase of FAB CE wide cross border FRA applications SECSI Planned February 218 ASM t applicable Improved ATFCM techniques, including STAM Enhanced sectorisation according to the FAB CE Airspace Plan Stepped improved sectorisation according to on-going projects Improved operational procedures including FMP/AMC Recruitment to maintain staff level Evolution (217 v 216) H: 4.5% Summer B: 3.4% L: 1.% +12% Additional sectors as required, depending on traffic demand levels Recruitment conducted to increase staff levels to increase capacity to meet forecast demand Maximum configuration: 14 sectors 12 sectors were open, 14 not necessary Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS at 196. During the measured period, the average peak 1 hour demand was 193 and the average peak 3 hour demand was %.29.2 ACC Baseline 217 v 216) +1.2% (+1%) 217 LOVVE % 217 LOVVS % 217 LOVVB % 217 LOVVW % 217 LOVVN % 217 LOVVW % Vienna ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

10 IFR flights (Daily Averag)e NETWORK OPERATIONS REPORT AZERBAIJAN - BAKU ACC UBBAACC - and en-route ATFM delays Summer ly Summer en-route delay (all causes)..... ly en-route delay (all causes) Data Source: STATFOR 217 Realisation of Plan Baku UBBA ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 3.6% Summer B: 2.5% L: 1.% significant +4.6% % (%) The average en-route delay per flight remained at zero in Summer 217. Plan: Sufficient to meet demand Achieved Comments ATS route network optimisation - an on-going process in co-operation with neighboring States Maximum configuration: 5 + 3APP Summer 217 performance assessment The ACC capacity baseline was estimated at 65. During the measured period, the average peak 1 hour demand was 33 and the average peak 3 hour demand was 24. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

11 NETWORK OPERATIONS REPORT BELGIUM - BRUSSELS ACC 25 2 EBBUACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Brussels EBBU ACC The average en-route delay per flight decreased from.71 minutes per flight in Summer 216 to.26 minutes per flight in % of the delays were due to Weather, 3% due to ATC staffing, 27% due to ATC capacity and 4% due to equipment. Plan +6% Achieved Comments Enhanced Civ/Mil ASM procedures Improved use of the route network as a result of FUA enhancement Enhancement of ATFCM procedures, including STAM ATFCM 2. Project (enhanced Pre-Tact) Segregation of EBCI and EBBR flows Postponed to end of 218 Recruitment of new ATCOs to maintain level of staffing Requalification of operational experts New rostering tool Dynamic roster Evolution (217 v 216) H: 4.3% Summer B: 2.9% L: 1.7% significant Reassessment of sector capacities following CAPAN Partially Partially Ongoing Maximum configuration: 6 sectors 6 sectors opened Summer 217 performance assessment +6.4%.15.6 ACC Baseline 217 v 216) +5.9% (+13%) The ACC capacity baseline was estimated to be at 133 in summer 217. During the measured period, the average peak 1 hour demand was 129 and the average peak 3 hour demand was EBBUEEC % 217 EBBUNWC % 217 EBBUWSC % 217 EBBUESC 2 8.% 217 EBBUHLC % 217 EBBUWLS 3 1.2% Brussels ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

12 NETWORK OPERATIONS REPORT BOSNIA & HERZEGOVINA - SARAJEVO ACC 25 LQSBACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)... ly enroute delay (all causes) Realisation of Plan Sarajevo LQSB CTA Evolution (217 v 216) ACC Baseline 217 v 216) H: 4.7% Summer B: 2.9% L:.9% significant +13.6% % (+8%) The average en-route delay per remained at zero minutes per flight in Summer 217. Planned capacity increase: sufficient capacity Achieved Comments Further cross-border FRA evolutions SEAFRA (H24 FRA Zagreb and Beograd ACC above FL 325) Enhanced ATFM techniques, including STAM Jahorina Radar upgrade, DPS/TDS and SIM upgrade Measures applied when needed in tactical phase. New VCS procurement and implementation Postponed to 218/19. Maximum configuration: 2 sectors Summer 217 performance assessment The capacity baseline was estimated with ACCESS at 27. During the measured period, the average peak 1 hour demand was 18 and the average peak 3 hour demand was 15. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

13 NETWORK OPERATIONS REPORT BULGARIA - SOFIA ACC 35 3 LBSRACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Sofia LBSR ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 4.5% Summer B: 3.6% L: 2.1% -5% +3.3% % (+2%) The en-route delay decreased from.1 minutes per flight in Summer 216 to zero minutes per flight during the same period in 217. Planned capacity increase: +4% Achieved Comments Stepped implementation of full FRA Gradual implementation of AFUA functionalities SEEN FRA implemented in March 217. Seasonal FRA implementation in Sofia FIR initially planned for 7th of Dec 217, but postponed by 2 AIRACs due NM request RNAV procedures with vertical guidance at Bulgarian airports LBGO achieved. LBPD in progress. Improved ATFCM, including use of occupancy counts and STAM Operational decision making is based on Occupancies only. Implementation of Complexity Tool Project on track. Final implementation in 219. ATS route network development new developments needed. Focus is on FRA. Airspace changes at the interface with Turkey resulting from the implementation of the Istanbul new airport and of the second runway at Sabiha Gökçen airport. New Istanbul airport postponed. Cross sector training Continuous. Additional ATCOs Modernisation of En-route Radar Fully achieved. WAM in west part of FIR Project on track Gradual increase of maximum sector configurations available up to 18 sectors Maximum configuration: 18 sectors Summer 217 performance assessment 9 sectors were sufficient. 18 sectors were available, but can be sustained for a short period only during critical events. The ACC capacity baseline was measured with ACCESS and was assessed to be at 189. During the period June/July, the average peak 1 hour demand was 167 flights and the average peak 3 hour demand was 151 flights. However, the actual maximum values remain outside the studied period and are 28 for the peak 1 hour and 18 for the peak 3 hour. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

14 8. CROATIA - ZAGREB ACC NETWORK OPERATIONS REPORT LDZOACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Zagreb LDZO ACC The average en-route delay per flight increased from.7 minutes per flight in Summer 216 to.19 minutes per flight in Summer % of the delays were for the reason weather, 36% for ATC and 12% for ATC Staffing. plan: +3% Achieved Comments Further cross-border FRA evolutions SEAFRA H24 Implemented AMC rational use of ASM CDM MIL-CCL (LARA Implementation) Integration of TMAs in the network through the implementation of the FABCE concept of seamless operations for the TMAs within Zagreb FIR Enhanced ATFM techniques (STAM Phase I) Implemented at FAB CE level Enhanced sectorisation according to the FAB CE Airspace Plan Further optimisation of ATS route network Long Range DCTs (LRD) CROSS BORDER evolution Included as part of cross-border FRA Datalink operations CPDLC Extra OLDI MSG REV with all adjacent units Optimization of manpower planning Additional ATCOs as required (~6 per year) Frequency Coupling Full dynamic DFL management Improved sector opening times Evolution (217 v 216) H: 3.2% Summer B: 1.9% L: -.2% significant Maximum configuration: 11 sectors 11 sectors were opened Summer 217 performance assessment Implemented with all neighbouring ANSPs except Belgrade and Sarajevo ACCs The capacity baseline was measured using ACCESS at 155. During the measured period, the average peak 1 hour demand was 146, and the average peak 3 hour demand was 136. Zagreb ACC showed a 7% capacity increase during summer 217 compared to the planned 3% average per year (based on local capacity plans ). 217 LDZON % 217 LDZOULW % 217 LDZOHW 19 1.% 217 LDZOULA % 217 LDZOUW % 217 LDZOHA 9 4.8% % Zagreb ACC en-route delays in 217 ACC Baseline 217 v 216) +9.% (+7%) February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

15 9. CYPRUS - NICOSIA ACC NETWORK OPERATIONS REPORT LCCCACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Nicosia LCCC ACC Evolution (217 v 216) H: 1.3% Summer B: 7.8% L: 5.7% significant The average en-route delay per flight increased from.72 minutes per flight in Summer 216 to 1.46 minutes per flight in Summer % of the delays were due ATC capacity, 46% due to ATC Staffing 7% due to airspace management and 1% due to ATC Routeing. Plan +5 % Achieved Comments FRA New batch in Spring 217 Establishment of DCT routes with LGGG Expansion to 24 hrs of a number of DCTs New Cyprus TMA implementation Plans to be re-considered Improved ATFCM, including STAM Continuous improvement of ATS route network Redesign of lower airspace Postponed to additional ATCOs 12 additional ATCOs available in 217 Implementation of staff performance scheme More flexibility in sector configuration openings Improve Civil-Military cooperation in the South-East part of the FIR More opening hours with 4 and 5 sector configurations; better adaptation to traffic demand of the opening schemes envisaged for the next period Revision of sector capacities Partially Higher monitoring and maximum rates consistently applied Transition to the new ACC Implementations pending final decision by local authorities Maximum configuration: 5 sectors 5 sectors opened Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 61, 3% higher than in 216. During the measured period, the average peak 1 hour demand was 68 and the average peak 3 hour demand was % ACC Baseline 217 v 216) +11.5% (+3%) 217 LCCCES % 217 LCCCS % 217 LCCCS % 217 LCCCS % 217 LCCCW % 217 LCCCS12W % Nicosia ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

16 NETWORK OPERATIONS REPORT CZECH REPUBLIC - PRAGUE ACC 3 25 LKAAACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Prague LKAA ACC The average en-route delay per flight increase from.1 minutes per flight in Summer 216 to.7 minutes per flight in the Summer % of the delays were due to Weather, 29% were for the reason ATC and 8% due to ATC Staffing. Plan: % Achieved Comments Additional FRA DCTs Improved coordination with military Improved flow and capacity management techniques, including STAM Improved ATS route network Implementation in v. 217 Enhanced sectorisation according to the FABCE Airspace Plan Implementation in v. 217 at the interface with Austria CPDLC Optimised opening schemes Datalink Evolution (217 v 216) H: 5.6% Summer B: 4.1% L: 2.3% -18% Adaptation of sector opening times depending on available staff Monitoring of traffic evolution and evaluation of possible scenarios Maximum configuration: 9/1 sectors 1 sectors were opened Summer 217 performance assessment +2.%.5.9 The ACC capacity baseline was measured with ACCESS and was assessed to be at 187. The peak 1 hour demand was 18 flights and the peak 3 hour demand was 169 flights. ACC Baseline 217 v 216) +1.5% (+3%) 217 LKAAL % 217 LKAANSHT % 217 LKAANSM % 217 LKAAWHT 1 9.7% 217 LKAANSL 9 8.9% 217 LKAAWM 3 2.8% Prague ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

17 NETWORK OPERATIONS REPORT DENMARK - COPENHAGEN ACC 25 EKDKACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Copenhagen EKDK ACC Evolution (217 v 216) En-route Delay (min. per flight) ACC Baseline 217 v 216) H: 3.5% Summer B: 2.6% L: 1.5% significant +1.7% % (%) The average en-route delay per flight remained at zero minutes per flight in Summer 217. Plan +2 % Achieved Comments Possible alignment with FRA within NEFAB Optimizing the use of FRA when military areas are active LPV (Localiser Performance with Vertical guidance) Procedures at EKCH New arrival concept for EKCH including PBN procedures, Extended AMAN, TBS (Time Based Separation) Improved ATFCM, working with occupancy counts Continuous improvements on the ATS route network and FRA sectorisation Maintain appropriate level of staffing to open up to 8 sectors Minor updates of COOPANS Sector configurations adapted to traffic demand Ongoing expected 218 Ongoing final target 223 Maximum configuration: 4/5 (E) + 3 (W) 3 (E) + 2 (W) were sufficient Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS at 127, same as in 216. During the measured period, the average peak 1 hour demand was 119 and the average peak 3 hour demand was 11. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

18 NETWORK OPERATIONS REPORT ESTONIA - TALLINN ACC 8 7 EETTACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Tallinn EETT ACC The average en-route delay per flight remained at.4 minutes per flight in Summer % of the delays were for the reason ATC capacity, 8% due to Weather and 4% due to Equipment. Plan: Sufficient capacity to meet demand Achieved Comments Cross-border sectorisation Estonia, Finland, Latvia (NEFAB) SYSCO OLDI with Latvia, Sweden Additional staff and controller rating Adaptation of sector opening times Evolution (217 v 216) H: 5.7% Summer B: 4.9% L: 2.5% significant Maximum configuration: 2 (+1 FEEDER) 2 sectors opened Summer 217 performance assessment +7.7%.2.3 ACC Baseline 217 v 216) +1.1% (+2%) However, Tallinn ATCC &ATM System is functionally available to use SYSCO OLDI with Latvia and Sweden. The capacity baseline was estimated to be 67. During the measured period, the average peak 1 hour demand was 62 and the average peak 3 hour demand was EETTEST % 217 EETTWES 3 2.% 217 EETTALL 1 4.2% 217 EETTFEEDER 2.1% Tallinn ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

19 NETWORK OPERATIONS REPORT EUROCONTROL - MAASTRICHT ACC 7 6 EDYYUAC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Maastricht EDYY UAC The average en-route delay per flight increased from.86 minutes per flight in Summer 216 to 1.4 minutes per flight in % of the delays were for the reason ATC, 36% for Weather, 11% for Special event (NVCS and Brussels 3rd layer implementation), and 5% for ATC Staffing. Plan +3% Achieved Comments FRAM2 Step 1: FRA during night To be implemented 7 December 217 Initial FUA Implementation above FL365 MUAC ready, waiting for neighbouring authorities agreement Improved ATFCM including STAM ATC2ATM Program Brussels UIR 3rd Layer On-going FABEC ATFCM/ASM Step 2 : CDM procedures Operational benefits not demonstrated Advanced tactical ATFCM measures Cross training of ATCOs ifmp (integrated Flow Management Position) N-VCS RDFS Evolution (217 v 216) H: 5.1% Summer B: 4.2% L: 2.8% significant Stepped implementation of XMAN (possible negative on capacity) Maximum configuration: BRU 7, DECO 6, HANN 8 BRU: 7 / DECO: 5 / HANN: 8 Summer 217 performance assessment The capacity baseline was measured with ACCESS/Reverse CASA at 33. During the same period, the peak 3 hour demand was 342 and the peak 1 hour was % ACC Baseline 217 v 216) +4.1% (+2%) 217 EDYYBOLN % 217 EDYYD5WL % 217 EDYYB3EH % 217 EDYYD5WH % 217 EDYYHMNS % 217 EDYYSOLX % Maastricht UAC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

20 NETWORK OPERATIONS REPORT FINLAND - TAMPERE ACC 7 EFINCTA - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Tampere EFIN CTA Evolution (217 v 216) ACC Baseline 217 v 216) H: 4.3% Summer B: 3.4% L: 2.2% significant +7.6% % (%) The average en-route delay per remained at zero minutes per flight in Summer 217. Plan: Sufficient capacity to meet demand Achieved Comments NEFRA (EN to join) Maintain number of controllers Partial move of ACC functions to new ACC at EFHK (5 ATCOs) Maximum configuration: 5/6 sectors 4 sectors were sufficient Summer 217 performance assessment The capacity baseline was estimated at the same level as last year. During the measured period, the average peak 1 hour demand was 44 and the average peak 3 hour demand was 36. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

21 NETWORK OPERATIONS REPORT FRANCE - BORDEAUX ACC 4 35 LFBBALL - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Bordeaux LFBB ACC The average en-route delay per flight decreased from.79 minutes per flight in Summer 216 to.63 minutes per flight during the same period in % of the delays were due to ATC, 21% due to Industrial action,17% due to Weather, 9% due to Other, 3% due to Equipment, 2% due to Special Events, 2% due to ATC Staffing, 1% due to Airspace Management and 1% due to ATC Routeing Plan: +14 % Achieved Comments FRA Step 2: H24 DCTs with military activity Improved Airspace Management / FUA FUA TSA 1 New TSA 6 (more dynamic ASM) Improved ATFCM Procedures and STAM CDM processes and procedures MAC (Collaborative ATFCM Measures) New TSA 6 Partially Some DCTs implemented, a new stepped FRA implementation plan is developed SWFAB/FABEC Barcelona interface GIROM-OKABI New interface to be reviewed capacity decrease in LFBB 5th layer in R&L sectors Postponed to 1st March 218 Flexible rostering ERATO (stripless, MTCD) Partially Enhanced Mode S Postponed to Spring 218 Re-evaluation of sector capacities Evolution (217 v 216) H: 6.1% Summer B: 4.3% L: 3.% significant Maximum configuration: 21 UCESO 2 sectors opened Summer 217 performance assessment The ACC capacity baseline was assessed with ACCESS/Reverse CASA to be at 27. During the measured period, the average peak 1 hour demand was 217 and the average peak 3 hour demand was % ACC Baseline 217 v 216) +5.5% (+3%) 217 LFBBNH % 217 LFBBUS % 217 LFBBPT % 217 LFBBUS % 217 LFBBT % 217 LFBBZX % 1 5 Bordeaux ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

22 16. FRANCE - BREST ACC NETWORK OPERATIONS REPORT LFRRACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Brest LFRR ACC The average en-route delay decreased from 1.6 minutes per flight in Summer 216 to 1.5 minutes per flight over the Summer period in % of the delays were due to the reason ATC, 14% due to Industrial Actions, 7% due to ATC Staffing, 5% due to Weather, 1% due to Equipment, 1% due to ATC Routeing, 1% due to Airspace Management, 1% due Special Events and 1% due to Other. Plan : +13% Achieved Comments Improved airspace management / FUA New TSA 6 (more dynamic ASM) Improvement of ATFCM procedures and STAM CDM processes and procedures MAC (Collaborative ATFCM Measures) Reorganisation of airspace below FL145 Postponed to Autumn 218 New TSA Flexible rostering Enhanced Mode S Postponed to Spring 218 Re-evaluation of sector capacities Evolution (217 v 216) H: 6.6% Summer B: 5.2% L: 3.8% +4% Maximum configuration: 18 UCESO 19 sectors were opened Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 224, 1% higher than in 216. During the measured period, the average peak 1 hour demand was 247 and the average peak 3 hour demand was LFRRMZSI % 217 LFRRQXSI % 217 LFRRG % 217 LFRRMZU % 217 LFRRVKWS % 217 LFRRNU % %.88.1 Brest ACC en-route delays in 217 ACC Baseline 217 v 216) +7.6% (+1%) February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

23 NETWORK OPERATIONS REPORT FRANCE - MARSEILLE ACC 45 4 LFMMACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Marseille LFMM ACC The average en-route delay increased from.46 minutes per flight in Summer 216 to 1.61 minutes per flight in Summer % of the delays were due to the reason ATC, 19% due to Weather, 14% due to Industrial Actions, 4% due to Staffing 1% due to Airspace Management and 1% due to Equipment. Plan: +12% Achieved Comments Improved airspace management / FUA Airspace management procedures for D54 during Summer season Improvement of ATFCM procedures and STAM CDM Processes and procedures Evolution (217 v 216) H: 5.% Summer B: 3.5% L: 2.% significant MAC (Collaborative ATFCM Measures) Flexible rostering Planned before Summer 218 Enhanced Mode S Postponed to Spring 218 Maximum configuration: 28 UCESO 28 sectors open Summer 217 performance assessment +5.2% The ACC capacity baseline was assessed with REVERSE CASA to be at 239, 4% lower compared to Summer 216. During the measured period, the average peak 1 hour demand was 263 and the average peak 3 hour demand was 252. ACC Baseline 217 v 216) +4.7% (-4%) 217 LFMMAB % 217 LFMMGY % 217 LFMMSBAM % 217 LFMMFDZ % 217 LFMMWM % 217 LFMMGY % Marseille ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

24 NETWORK OPERATIONS REPORT FRANCE - PARIS ACC 45 4 LFFFALL - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Paris LFFF ACC The average en-route delay decreased from.4 minutes per flight in Summer 216 to.17 minutes per flight over the same period in % of the delays were due to the reason Weather, 15% due to ATC, 14% due to Industrial Action, 3% due to Equipment and 1% to Special Events. Plan : +12% Achieved Comments Improved airspace management / FUA Improved ATFCM procedures and STAM / GF project GF project is part of istream CDM Processes and procedures MAC (Collaborative ATFCM Measures) Flexible rostering Evolution (217 v 216) H: 3.6% Summer B: 2.1% L: 1.% significant Partially Enhanced Mode S Postponed to Spring 218 Maximum configuration: 21 UCESO 2 sectors were sufficient Summer 217 performance assessment +1.4% ACC Baseline 217 v 216) +.6% (+1%) The ACC capacity baseline was assessed with ACCESS to be at 283, 1% higher than in Summer 216. During the measured period, the average peak 1 hour demand was 272 and the average peak 3 hour demand was LFFFLMH % 217 LFFFTE % 217 LFFFUJ % 217 LFFFTNTB % 217 LFFFDOGS % 217 LFFFAPTE % Paris ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

25 NETWORK OPERATIONS REPORT FRANCE - REIMS ACC 4 35 LFEEACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Reims LFEE ACC The average en-route delay slightly decreased from.4 minutes per flight in Summer 216 to.38 minutes per flight in Summer % of the delays were due to ATC, 2% due to Weather, 1% due to Industrial Action, 3% due to Staffing, 2% due to Airspace management, and 1% due to Special Event. Plan : +12% Achieved Comments Additional DCTs Partially Work in progress Improved airspace management / FUA FABEC XMAN Improved ATFCM procedures and STAM CDM Processes and procedures MAC (Collaborative ATFCM Measures) Flexible rostering Evolution (217 v 216) H: 4.2% Summer B: 2.8% L: 1.4% +3% Enhanced Mode S Postponed to Spring 218 Maximum configuration: 19 UCESO 18 sectors Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 215. During the measured period, the average peak 1 hour demand was 224 and the average peak 3 hour demand was LFEEHYR % 217 LFEE4N % 217 LFEE4E % 217 LFEEKHN 5 7.% 217 LFEE2F % 217 LFEE4H % % Reims ACC en-route delays in 217 ACC Baseline 217 v 216) +2.5% (+8%) February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

26 NETWORK OPERATIONS REPORT FYROM - SKOPJE ACC LWSSACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Skopje LWSS ACC The delays increased from.1 minutes per flight in during Summer 216 to.4 minutes per flight during Summer % of the delays were due to the reason ATC and 31% were due to ATC Staffing. Plan: +5% Achieved Comments Maximum configuration: 3 sectors Evolution (217 v 216) H: 3.4% Summer B: 1.6% L: -.5% +38% Summer 217 performance assessment +18.2%.3.2 The ACC capacity baseline was estimated to be at 61. During the measured period the average peak 1 hour was 52 and the average peak 3 hour was 45. ACC Baseline 217 v 216) +16.9% (+3%) 217 LWSSLOW % 217 LWSSALL % 1 5 Skopje ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

27 21. GEORGIA - TBILISI ACC NETWORK OPERATIONS REPORT UGGGACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)... ly enroute delay (all causes) Realisation of Plan Tbilisi UGGG ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 3.5% Summer B: 2.6% L: 1.7% significant +13.5% %..1 5 (%) The average en-route delay per flight remained at zero during Summer 217. Plan : Sufficient capacity to meet demand Achieved Comments FRAG implementation of the Step One Has been implemented from FL255 and above Implement ATFCM measures and improve FMP issues Monitor of demand and capacity is in progress by Tbilisi FMP and in case of imbalance appropriate actions are taken Improved ATFCM ATFM is continuously improving in close cooperation with NM Enhanced ATFM techniques through cooperative traffic management Further optimisation and implementation of ATS route network Enhancement of current of sectorisation Enhanced ATFM techniques are under consideration. The implementation is premature for the current operational environment. Optimization of ATS route is continuous process In cooperation with Eurocontrol, the sectorisation is currently being evaluated to be enhanced Implementation of RNAV1 (GNSS) for SID/STAR s Implementation of RNAV1 is planned by mid of 219 Optimization of manpower planning Activity completed Technical implementation of new ATM system New ATM system is operating in shadow mode Transfer to new ATM system The project is ongoing management improvements Monitoring of demand and capacity balance on pre-tactical and tactical phases Maximum configuration: 2 sectors Planned to be changed by 219 Summer 217 performance assessment The ACC capacity baseline was estimated to be 5. During the measured period, the average peak 1 hour demand was 37 and the average peak 3 hour demand was 24. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

28 NETWORK OPERATIONS REPORT GERMANY - BREMEN ACC 25 2 EDWWACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Bremen EDWW ACC Evolution (217 v 216) H: 4.7% Summer B: 3.7% L: 2.7% significant Plan: -1% Achieved Comments New communication system (BRISE) Successfully completed on 6/12/217 Maximum configuration (Ops Config): 11 ENR + 6 APP 17 sectors were opened Summer 217 performance assessment.%.12.7 ACC Baseline 217 v 216) +2.4% (%) The summer traffic increased by 2.4%; the Average ATFM Delay En-route per Movement increased to.2 min/flight in Summer 217. The delays were mainly due to Weather (66.2%), ATC (24.5%) and ATC Staffing (7.3%). The maximum opened configuration consisted of 11 en-route sectors, 3 en-route/app- sectors (Hamburg, Hannover and Bremen) and 3 APP/TMA- sectors (Berlin). The en-route sectors Eider East and Eider West were always combined except in case of military exercises. The approach sectors Berlin Departure rth and South were always combined. 217 EDWWFLG % 217 EDWWDBANS % 217 EDWWDBAS % 217 EDWWHAMC 17 8.% 217 EDWWSOUTH % 217 EDWWHEI 6 2.7% Bremen ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

29 NETWORK OPERATIONS REPORT GERMANY - KARLSRUHE ACC 7 6 EDUUUAC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Karlsruhe EDUU ACC Plan : +2% Achieved Comments FABEC XMAN: AMAN Frankfurt UAC Karlsruhe Successfully completed on 2/2/217 Staff shortages in the SF South Network Delay Optimisation Trial Training and transition icas New ATM system icas KAR Replacement VAFORIT by icas Evolution (217 v 216) H: 4.7% Summer B: 3.7% L: 2.% Scenarios were applied from 23/5/217 until 23/9/217 Training, 3 Night Live Operations and 5 Weekend Live Operations from 2/217 until 11/217 Successfully completed on 11/11/217 Sectors planned (Ops Config): 36 ENR 36 sectors were opened Summer 217 performance assessment +3% The summer traffic growth reaches 3.6%; the Average ATFM Delay en-route per Movement strongly increased to 1.48 min/flight compared to the previous summer period (.58 min/flight). The delays were mainly due to ATC Staffing (38.4%), Weather (3.2%) and ATC (24.3%). A particularly strong traffic increase in the Central and Western sector families (annual growths of 7.5% and 7.3%, respectively) along with lack of staff and difficult weather conditions in the summer influenced the capacity situation. A maximum opened configuration of 36 en-route sectors was available; these were distributed among the sector families as follows: 1 in Central SF, 9 in Eastern SF, 9 in Western SF and 8 in Southern SF (3 in South-rth and 5 in South-South). +3.9% ACC Baseline 217 v 216) +3.6% (-2%) 217 EDUUFUL1U % 217 EDUUSLN % 217 EDUUDON1D % 217 EDUUWUR3C % 217 EDUUWUR % 217 EDUUERL % Karlsruhe UAC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

30 NETWORK OPERATIONS REPORT GERMANY - LANGEN ACC 45 4 EDGGALL - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Langen EDGG ACC Plan : +2% Achieved Comments FABEC XMAN: Evolution (217 v 216) H: 2.7% Summer B: 1.2% L: -.2% significant AMAN Frankfurt UAC Karlsruhe AMAN Frankfurt ACC Munich AMAN Frankfurt ACC Bremen AMAN Munich ACC Langen (1 NM) AMAN Zurich ACC Langen Successfully completed on: New SF concept NRW1d New DLDS Successfully completed on Upgrade of P2/ATCAS system (PSS) SF1 Successfully completed on Sectors planned (Ops Config): 21 ENR + 11 APP 32 sectors were opened Summer 217 performance assessment The summer traffic increased in 217 compared to 216 by 3.6%. The Average ATFM Delay en-route per Movement significantly decreased to.33 min/flight in summer 217 compared to the last year (.46 min/flight), but it was still above the reference value (.3 min/flight). The delays in the summer period were mainly due to ATC (36.8%), Weather (34.2%) and ATC Staffing (24.4%). The maximum opened configuration consisted of 21 en-route sectors (including 3 sectors with predominantly military traffic), 2 en-route/approach sectors (Stuttgart) and 9 APP/TMA- sectors (Düsseldorf, Frankfurt and Cologne/Bonn). The en-route sectors Neckar High + Neckar Low and Hamm Low + Hamm Medium were always combined. 217 EDGG % 217 EDGGKNG % 217 EDGG % 217 EDGGDLSN % 217 EDGGDLDN % 217 EDGGDLA % % Langen ACC en-route delays in 217 ACC Baseline 217 v 216) +3.6% (+5%) February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

31 NETWORK OPERATIONS REPORT GERMANY - MUNICH ACC 4 35 EDMMACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Munich EDMM ACC Plan: +1% Achieved Comments Integration SF rth + SF South to SF West (Insel) Partially Ongoing FABEC XMAN: Evolution (217 v 216) H: 3.9% Summer B: 2.8% L: 1.1% -5% ACC Munich AMAN Frankfurt AMAN Munich ACC Zurich (1 NM) AMAN Munich ACC Langen (1 NM) ACC Munich AMAN Zurich Successfully completed on: AirMagic Successfully completed on Sectors planned (Ops Config): 14 ENR + 4 APP 18 sectors were opened Summer 217 performance assessment +3.5%.4.2 ACC Baseline 217 v 216) +4.% (+2%) The Average ATFM Delay En-route per Movement amounted in summer 217 to.8 min/flight, as in the previous summer period. The delays were mainly due to Weather (94.5%); ATC accounted for 1.9%. ADM in summer 217 was below the reference value. The maximum opened configuration consisted of 14 en-route sectors, 3 en-route /APP- sectors (Nuremberg, Dresden and Leipzig) and 4 APP/TMA- sectors (Munich). The sectors Sachsen Low + Sachsen High were always combined; the sector Lech (SF Approach) mainly operates military traffic. 217 EDMMCN % 217 EDMMTRGH % 217 EDMMALB % 217 EDMMTEG % 217 EDMMFRKHU 8 6.1% 217 EDMMFUE 8 6.% Munich ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

32 26. GREECE - ATHENS ACC NETWORK OPERATIONS REPORT LGGGACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Athens LGGG ACC The average en-route delay per flight slightly increased from.24 minutes per flight in Summer 216 to.26 minutes per flight in Summer % of delays were due to the reason of ATC capacity, 38% due to ATC Staffing and 4% due to Industrial Action. Plan +1% Achieved Comments Stepped implementation of FRA Additional DCTs implemented Improved civil/military coordination Stepped Implementation of LARA PBN procedures (Heraklion, Santorini, Mikonos) Improved ATFCM, including STAM Improved ATS route network and airspace management Airspace reorganisation/resectorisation project New Back-up System Evolution (217 v 216) H: 3.9% Summer B: 2.6% L: 1.2% significant Partially 7 additional OLDI messages for silent radar transfers Maximum configuration: 6/7 sectors 8 sectors open Summer 217 performance assessment Santorini and Mikonos design finalised and implementation foreseen in Spring 218 Expected implementation depending on the new system; design finalised The ACC capacity baseline was measured with ACCESS/Reverse CASA at 134, 8% higher than 216. During the measured period, the average peak 1 hour demand was 133 and the average peak 3 hour demand was % ACC Baseline 217 v 216) +9.% (+8%) 217 LGGGRDSL % 217 LGGGRDS % 217 LGGGMILL % 217 LGGGMIL % 217 LGGGAL % 217 LGGGKFPL 5 1.9% Athens ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

33 NETWORK OPERATIONS REPORT GREECE - MAKEDONIA ACC 25 2 LGMDACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Makedonia LGMD ACC The average en-route delay increased from.6 minutes per flight in Summer 216 to.21 minutes per flight in Summer % of delays were due to the reason of ATC staffing, 19% due ATC capacity, 3% due to Weather and 1% due to Equipment. Plan : +3% Achieved Comments Stepped implementation of FRA Additional DCTs implemented Improved civil/military coordination Stepped Implementation of LARA PBN procedures (Heraklion, Santorini, Mikonos) Improved ATFCM, including STAM Improved ATS route network and airspace management Airspace reorganisation/resectorisation project New Back-up System Evolution (217 v 216) H: 3.% Summer B: 2.% L:.3% significant Partially 7 additional OLDI messages for silent radar transfers Maximum configuration: 3/4 sectors 5 sectors opened Summer 217 performance assessment Santorini and Mikonos design finalised and implementation foreseen in Spring 218 Expected implementation depending on the new system; design finalised The ACC capacity baseline was measured with ACCESS/Reverse CASA at 19, 5% higher than in 216. During the measured period, the average peak 1 hour demand was 19 and the average peak 3 hour demand was % ACC Baseline 217 v 216) +7.3% (+5%) 217 LGMDW % 217 LGMDEL % 217 LGMDLMOL 4 2.3% 217 LGMDEU 1.6% 217 LGMDWU 1.5% 217 LGMDALL.1% Makedonia ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

34 NETWORK OPERATIONS REPORT HUNGARY - BUDAPEST ACC 35 3 LHCCACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Budapest LHCC ACC The average en-route delay per flight decreased from.13 minutes per flight in Summer 216 to.2 minutes per flight during the same period in 217. Plan +2.5% Achieved Comments Optimization of airspace structure Ongoing 3 geographical ACC sectors Achieved Recruitment and training of controllers and possible extra work Sector optimization tool FMP/Supervisor Maximum configuration: 1 sectors Evolution (217 v 216) H: 4.5% Summer B: 3.4% L: 1.4% -14% Summer 217 performance assessment +5.9%.1.5 Ongoing ACC Baseline 217 v 216) +6.5% (+8%) The new licenced controllers barely replace the retired ones. The number of ACC controllers allows maximum 8 sector configuration from the potential 1. The ACC capacity baseline was measured with ACCESS at 211, 8% higher than in 216. During the measured period, the average peak 1 hour demand was 191 and the average peak 3 hour demand was LHCCENU % 217 LHCCENH % 217 LHCCWESTH 1 4.7% 217 LHCCWLM 1 2.9% 217 LHCCENLM 1 2.7% 217 LHCCWESTU 1 2.2% 1 5 Budapest ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

35 29. IRELAND - DUBLIN ACC NETWORK OPERATIONS REPORT EIDWACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Dublin EIDW ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 3.6% Summer B: 2.7% L: 1.2% significant +4.6% % (%) Average En-route delay per flight remained at zero minutes per flight in Summer 217 as in 216. Plan: +3% Achieved Comments Improved ATFCM, including STAM UK / Ireland FAB initiatives On-going recruitment to maintain staff levels Cross rating training Maximum configuration: 4 sectors 4 sectors were opened Summer 217 performance assessment The ACCESS measured baseline of 64 indicates the capacity available during the measured period. The peak 1 hour demand was 6 and the peak 3 hour demand was 49. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

36 NETWORK OPERATIONS REPORT IRELAND - SHANNON ACC 18 EISNACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Evolution (217 v 216) Shannon EISN ACC ACC Baseline 217 v 216) H: 4.4% Summer B: 3.5% L: 2.6% significant +1.8% % (%) Average En-route delay per flight remained at zero minutes per flight in Summer 217 as in 216. Plan: +2% Achieved Comments LARA Implementation Postponed to 218 Improved ATFCM, including STAM UK / Ireland FAB initiatives R-LAT Phase 2 CPDLC (FANS and ATN) Developing Queue Management programme (London Heathrow XMAN) On-going recruitment to maintain staff levels Ongoing Terrestrial ADS-B Under evaluation Extra sectors as required Dynamic sectorisation available Maximum configuration: 12 sectors Summer 217 performance assessment The ACCESS measured baseline of 128 indicates the capacity available during the measured period. The peak 1 hour demand was 115 and the peak 3 hour demand was 11. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

37 NETWORK OPERATIONS REPORT ITALY - BRINDISI ACC 16 LIBBACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Brindisi LIBB ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 2.8% Summer B: 1.7% L:.4% +17% +9.5% % (+1%) Average en-route delay per flight remained at zero, the same as during Summer 216. Plan: +8% Achieved Comments Free-route implementation program Improved airspace management PBN Program Improved ATFCM, including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and BLUEMED FAB implementation TMA reorganisation & CTA implementation Recruitment of ATCOs if necessary t applicable ADSB Planned 219 LINK IT MTCD Planned 218 Flexible opening scheme according to traffic demand and system enablers implementation Maximum configuration: 6 sectors 5 sectors were sufficient Summer 217 performance assessment The ACC capacity baseline was measured at 96. During the measured period (June and July), the average peak 1 hour demand was 77 and the average peak 3 hour demand was 71. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

38 NETWORK OPERATIONS REPORT ITALY - MILAN ACC 35 3 LIMMACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Milan LIMM ACC Evolution (217 v 216) En-route Delay (min. per flight) ACC Baseline 217 v 216) H: 4.3% Summer B: 2.7% L:.9% significant +2.2% % (%) Average en-route delay per flight remained at zero, the same as during Summer 216. Plan: +3% Achieved Comments Free-route implementation program Improved airspace management PBN Program Trombone LIMC/LIML/LIME Planned end 218 Evaluation and implementation of AMAN//Extended AMAN Planned 219 Improved ATFCM, including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users, ENAV s Flight Efficiency Plan and/or BLUEMED FAB implementation TMA reorganisation & CTA implementation Recruitment of ATCOs if necessary Planned 218 ADSB Planned 219 MTCD Planned 218 LINK IT (Data Link implementation) Planned 218 Flexible opening scheme according to traffic demand and system enablers implementation Maximum configuration: 21 sectors 19 sectors were sufficient Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS at 197. During the measured period (June and July), the average peak 1 hour demand was 193 and the average peak 3 hour demand was 183. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

39 33. ITALY - PADOVA ACC NETWORK OPERATIONS REPORT LIPPACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Padova LIPP ACC Average en-route delay per flight decreased to zero minutes per flight during summer 217. Plan: +2% Achieved Comments Free-route implementation program Improved airspace management PBN Program Improved ATFCM including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and/or BLUEMED FAB implementation TMA reorganisation & CTA implementation Recruitment of ATCOs if necessary Evolution (217 v 216) H: 4.3% Summer B: 3.% L: 1.3% significant ADSB Planned 219 MTCD Planned 218 LINK IT (Data Link implementation) Planned 218 Flexible opening scheme according to traffic demand and system enablers implementation Maximum configuration: 14 sectors 13 sectors were sufficient Summer 217 performance assessment The ACC capacity baseline was measured at 199. During the measured period (June and July) the average peak 1 hour demand was 174 and the average peak 3 hour demand was %.1.9 ACC Baseline 217 v 216) +2.1% (+3%) 217 LIPPALL % 217 LIPPN % 217 LIPPN % 217 LIPPNCS % 217 LIPPCSE % 217 LIPPSWD % 1 5 Padova ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

40 34. ITALY - ROME ACC NETWORK OPERATIONS REPORT LIRRACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Rome LIRR ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 2.6% Summer B: 1.% L: -.3% significant +4.3% % (%) Average en-route delay per flight remained at zero minutes per flight in Summer 217. Plan: +2% Achieved Comments Free-route implementation program Improved airspace management PBN Program Trombone for LIRF Evaluation and implementation of AMAN/Extended AMAN Planned 219 Improved ATFCM including STAM Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV s Flight Efficiency Plan and/or BLUEMED FAB implementation TMA reorganisation & CTA Implementation ADSB Planned 219 MTCD Planned 218 LINK IT (Data Link implementation) Planned 218 Flexible opening scheme according to traffic demand and system enablers implementation Maximum configuration: 21 sectors 21 sectors were opened Summer 217 performance assessment The ACC capacity baseline was assessed measured at 214. During the measured period (June and July), the average peak 1 hour demand was 22 and the average peak 3 hour demand was 189. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

41 35. LATVIA - RIGA ACC NETWORK OPERATIONS REPORT EVRRACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Evolution (217 v 216) Riga EVRR ACC ACC Baseline 217 v 216) H: 6.2% Summer B: 4.5% L: 2.6% significant +9.1% %..5 9 (%) The average en-route delay per flight remained at zero minutes per flight in Summer 217. Plan Sufficient capacity to meet demand Achieved Comments Various ATM system improvements 1- OLDI with Tallinn ATCC including FRA aspects in ADEXP format 2- OLDI with Malmo ATCC including FRA aspects in ADEXP format 3- OLDI with Stockholm ATCC in ADEXP format Maximum configuration: APP Summer 217 performance assessment The capacity baseline was estimated with ACCESS to be 9. The average peak 1 hour demand was 69 and the peak 3 hour demand was 63 flights during the measured period, indicating that the ACC offered sufficient capacity to meet the demand. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

42 NETWORK OPERATIONS REPORT LITHUANIA - VILNIUS ACC 9 EYVCACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Vilnius EYVC ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 6.% Summer B: 4.6% L: 2.2% significant +5.6% % (%) The average en-route delay per flight remained at zero minutes per flight in Summer 217. Plan Sufficient capacity to meet demand Achieved Comments Gradual Full Implementation of FRA within Baltic FAB Maximum configuration: 3 sectors 3 sectors were opened Summer 217 performance assessment The ACC capacity baseline was assessed to be at the same level as in Summer 216. The peak 1 hour demand was 62 and the peak 3 hour demand was 53 during the measured period. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

43 NETWORK OPERATIONS REPORT MALTA - MALTA ACC 5 LMMMACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Malta LMMM ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 3.7% Summer B: 1.% L: 1.6% significant +5.2% % (%) The average en-route delay per flight remained at zero minutes per flight in Summer 217. Plan Sufficient capacity to meet demand Achieved Comments Free route airspace Phase II This will be achieved in May 218 New ATM system Completed in June 217 Maximum configuration: 2 sectors 2 sectors Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS. During June and July, the average peak 1 hour demand was 28 flights and the peak 3 hour demand was 24 flights per hour. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

44 NETWORK OPERATIONS REPORT MOLDOVA - CHISINAU ACC 35 LUUUACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Evolution (217 v 216) Chisinau LUUU ACC ACC Baseline 217 v 216) H: 1.3% Summer B: 7.9% L: 6.4% +4% +2.3% %..2 4 (%) Average En-route delay per flight remained at zero, as in Summer 216. Plan: Sufficient capacity to meet demand Achieved Comments Maximum configuration: 3 sectors 2 sectors were sufficient Summer 217 performance assessment The ACC capacity baseline was estimated at 4. The peak 1 hour demand was 14 flights and the peak 3 hour demand was 12. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

45 NETWORK OPERATIONS REPORT THE NETHERLANDS - AMSTERDAM ACC 25 2 EHAAACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Amsterdam EHAA ACC The average en-route delay per flight slightly increased from.14 minutes per flight during Summer 216 to.17 minutes per flight in Summer % of the delays were for the reason ATC, and 22% for the reason Weather. Plan +.5% Achieved Comments Improved FUA for TMA-C through CivMil co-location Too early to see benefits from co-location. Improved insight in departures EHAM due to A-CDM Maximum configuration: 5 sectors Evolution (217 v 216) H: 3.5% Summer B: 3.4% L: 2.9% sig. Summer 217 performance assessment +3.1% ACC Baseline 217 v 216) +2.3% (+1%) Together with an updated workload assessment this has resulted in an increased capacity of sector 3 during outbound peak modes. The ACC capacity baseline was measured with ACCESS at 148, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 14 during the measured period and an average peak 3 hour of EHAACBAS % 217 EHAASECT % 217 EHAASECT % Amsterdam ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

46 NETWORK OPERATIONS REPORT NORWAY - BODO ACC 9 8 ENBDACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Bodo ENBD ACC Average enroute delay per flight slightly increased from zero min/flight in Summer 216 to.1 minutes per flight in Summer % of the delays were due to the reason Equipment and 5% were due to ATC. Plan: Sufficient capacity to meet expected demand Achieved Comments Flexible rostering of ATC staff Evolution (217 v 216) H: -.7% Summer B: -2.% L: -2.9% sig. Recruitment and training to maintain number of air traffic controllers Maximum configuration: oceanic 4 sectors were sufficient Summer 217 performance assessment +.3%.1.1 The ACC capacity baseline was assessed to be at the same level as in Summer 216. During the measured period, the average peak hour demand was 51 and the average peak 3 hour demand was 46. ACC Baseline 217 v 216) +.2% (%) 217 ENBD % 217 ENBD % 217 ENBDNLE % 217 ENBDALL 5.8% 217 ENBDCHETA 5.% 217 ENOBOA8 3.% Bodo ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

47 NETWORK OPERATIONS REPORT NORWAY - OSLO ACC ENOSACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Oslo ENOS ACC Average enroute delay per flight decreased from.2 minutes per flight in Summer 216 to.3 minutes per flight in Summer % of the delays were for reason ATC Staffing and 26% for ATC capacity. Planned Increase: sufficient to meet demand Achieved Comments Recruitment and training of air traffic controllers Flexible rostering of ATC staff Evolution (217 v 216) H:.7% Summer B: -.2% L: -1.3% significant Maximum configuration: 6 sectors 6 sectors were opened Summer 217 performance assessment +.9%.3.14 The capacity baseline of 88 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 8 (peak 1 hour) and 76 (peak 3 hour). ACC Baseline 217 v 216) +1.4% (%) 217 ENOSE % 217 ENOSE % 217 ENOS % 217 ENOSE % 217 ENOSE % 217 ENOSW912.9% Oslo ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

48 NETWORK OPERATIONS REPORT NORWAY - STAVANGER ACC 1 ENSVACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Stavanger ENSV ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 1.2% Summer B:.5% L: -.1% significant -2.3% % (%) Average enroute delay per flight decreased from.9 minutes per flight in Summer 216 to zero minutes per flight in Summer 217. Plan: sufficient capacity to meet demand Achieved Comments Recruitment and training to maintain number of air traffic controllers Flexible rostering of ATC staff Maximum configuration: helicopter 5 sectors were opened Summer 217 performance assessment The capacity baseline of 64 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 56 (peak 1 hour) and 5 (peak 3 hour). February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

49 NETWORK OPERATIONS REPORT POLAND - WARSAW ACC 3 25 EPWWACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Warsaw EPWW ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 6.5% Summer B: 4.7% L: 2.4% -11% +5.% % (+17%) The average en-route delay per flight decreased from.66 minutes per flight in Summer 216 to.13 minutes per flight in Summer % of delays were for the reason ATC, 23% for ATC Staffing, and 21% for the reason Weather. Plan +7% Achieved Comments Stepped implementation of FRA Advanced ATFCM techniques, including STAM Polish 21+ airspace project Stepped implementation of vertical sectorisation Introduction of WEST-EAST concept of operations matched with traffic distribution Increased number of sectors in peak hours (maximum 11 sectors) Additional controllers Development and implementation initiated with full H24 implementation expected in additional ATCOs compared to new controllers + 3 extra by December 217 Continuous and extensive OJT training for new licenses 16 new students doing OJT Roster plan extended by additional ATCOs from June to avoid unexpected situations 3 senior controllers & Manager daily back-up for unexpected lack of staff Optimized summer ATCOs availability summer 216 lessons learned Re-evaluation of sector capacities in new vertical split airspace; CAPAN study completed in March with proved potential for the new capacities, New sectorization and reliable ATM system allowed then to consider changes, Recalculation of all sector capacities is ongoing and will be incorporated soon Improved flexibility in vertical sectorisation, new configurations responding to flow demand, new sector borders resulting in less workload, new elementary sectors added Optimized staff, 4 more controllers daily February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

50 NETWORK OPERATIONS REPORT 217 Less complexity of reconfigured sectors, better hotspot allocation, more reliable traffic prediction, efficient traffic handover between sectors, more balanced throughput and lower sector s saturation Continuous development of sector configurations and management Adapted and flexible sector opening schemes, Simulated (NEST) configurations and opening schemes tested for efficiency, 18+ efficient configurations to build tactically optimal opening schemes, Two month operational period allowed to prepare open list of various opening schemes, ATC weekdays and weekend days ATC dynamic roster adjustment, Pretactical opening schemes are prepared by FMP in D-1, Opening schemes are modified when necessary for tactical usage, Post operation analysis of opening schemes growth daily monitoring, Long and short peaks prediction and identification; FMP Staff enlargement and training; FMP Staff provides pretactical analysis; Operational awareness on daily basis in FMP Manager cooperation; FMP daily reports improved for further analysis; Evaluation of FMP tools additional CHMI working position; Post Operations analysis NEST team Maximum configuration: 1/11 sectors 11 sectors opened Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 168, 17% higher than in 216. During the measured period, the average peak 1 hour demand was 167 and the average peak 3 hour demand was EPWWBD % 217 EPWWTC % 217 EPWWTCL % 217 EPWWJL % 217 EPWWRL % 217 EPWWBDL % Warsaw ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

51 NETWORK OPERATIONS REPORT PORTUGAL - LISBON ACC 25 2 LPPCACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Lisbon LPPC ACC The average en-route delay per flight decreased from.23 minutes per flight in Summer 216 to.7 minutes per flight in Summer % of the delays were for the reason Equipment, 27% for ATC, 13% for the reason Weather, 1% for Special Events, 3% for Other, and 1% for ATC Routeing. Plan +2% Achieved Comments Enhanced ASM/AFUA System Support Enhanced ATFCM procedures, including STAM Training and full implementation of STAM Reconfiguration of rth and Central upper into Middle and Top sectors Resectorisation actions including vertical split of South sector Flexible rostering Partially Availability of ATCOs to open up to 9-11 ENR sectors Up to 12 sectors (9 ENR + 3 TMA) were opened Increase capacity in MAD sector Flexible sector opening schemes Evolution (217 v 216) H: 9.1% Summer B: 7.5% L: 6.2% sig. Maximum configuration: 11 (8 ENR+3 TMA) Up to 12 sectors (9 ENR + 3 TMA) were opened Summer 217 performance assessment The ACC capacity baseline was measured with ACCESS at 119. During the measured period (June and July AIRAC cycles), the average peak 1 hour demand was 118 and the average peak 3 hour demand was 18. demand was in line with the High traffic forecast of +9.1% (EUROCONTROL Seven forecast, February 217), and higher than the EUROCONTROL Seven forecast, September 216 High forecast (+5.7%). +9.6%.2.11 ACC Baseline 217 v 216) +8.9% (+13%) 217 LPPCWEST % 217 LPPCSOUTH % 217 LPPCCEU % 217 LPPCNXUPP % 217 LPPCNOU % 217 LPPCNOL % Lisbon ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

52 NETWORK OPERATIONS REPORT ROMANIA - BUCHAREST ACC 3 LRBBACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Bucharest LRBB ACC Evolution (217 v 216) ACC Baseline 217 v 216) H: 7.5% Summer B: 6.4% L: 4.8% +4% +8.8% % (%) Average enroute ATFM delay per flight increased from zero minutes per flight in Summer 216 to.2 minutes per flight in Summer % of the delays were due to the reason Industrial action (ATC). Plan : % Achieved Comments Stepped Implementation of FRA in accordance with Danube FAB plans Full Implementation of LARA A process of planning and allocation is in place. PBN Procedures implementation at Romanian airports Planned Improved ATFCM, including use of occupancy counts Preliminary assessments ongoing, including participation to CPSG trial for capacity base definition using occupancy counts ATS route network and sectorisation improvements LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis Staff increased in line with capacity requirements New sectorisation planned following the new ATM System implementation Automated Support for Load (Density) Management (FCM6) Preliminary assessments ongoing Automated Support for Complexity Assessment (FCM6) Preliminary assessments ongoing Improved sectors configurations DINAR (LRBBDNR) collapsed sector implemented Sectors configurations codification improved New sector configurations implemented Maximum configuration: 14 sectors 14 sectors were opened Summer 217 performance assessment The ACC capacity baseline was assessed to be at 183 the same level as in Summer 216. During the measured period, the peak 1 hour demand was 144 flights and the peak 3 hour demand was 134. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

53 NETWORK OPERATIONS REPORT SERBIA & MONTENEGRO - BELGRADE ACC 35 3 LYBAACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Belgrade LYBA ACC Evolution (217 v 216) H: 3.3% Summer B: 2.3% L:.3% -3% En-route delay increased from.1 minutes per flight in Summer 216 to.6 minutes per flight in Summer % of the delays were for Weather, 16% for Other, 12% for Airspace management, and 9% for Equipment (ATC). Plan +1% Achieved Comments Improved VHF/UHF Completion envisaged for 225 Improved OLDI Controller support tools Implementation postponed for 218 Improved MTCD Implementation cancelled New Radar Station Implementation postponed for 22 Maximum configuration: 14 sectors 1 sectors were sufficient Summer 217 performance assessment +5.4%.4.1 ACC Baseline 217 v 216) +4.3% (%) The ACC capacity baseline was measured with ACCESS at 181. The peak 1 hour demand was 157 and the peak 3 hour demand was 146 during the measurement period. 217 LYBAUWS % 217 LYBAUN % 217 LYBATWES % 217 LYBATWS 5 8.1% 217 LYBATN 5 7.8% 217 LYBAMIL % Belgrade ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

54 NETWORK OPERATIONS REPORT SLOVAK REPUBLIC - BRATISLAVA ACC 25 2 LZBBACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Bratislava LZBB ACC The average en-route delay per flight remained at.5 minutes per flight in Summer % of the delays were for the reason ATC, and 42% for weather. Plan +2% Achieved Comments Free Route Concept gradual implementation for FAB CE Rolling ASM/ATFCM process Evolution (217 v 216) H: 4.6% Summer B: 3.6% L: 1.8% -29% Improved ATFCM techniques, including STAM Continuous improvements of the route network and sectorisation Enhanced sectorisation according to FABCE airspace plan Continuous recruitment to increase staff level Optimisation of sector opening times Maximum configuration: 5 sectors 5 sectors opened Summer 217 performance assessment +3.6%.3.1 The ACC capacity baseline was measured with ACCESS at 136, 2% higher than in 216. During the measured period, the average peak 1 hour demand was 128 and the average peak 3 hour demand was 118. ACC Baseline 217 v 216) +3.9% (+2%) 217 LZBBU % 217 LZBBU % 217 LZBBU % 217 LZBBL % 217 LZBBU % 217 LZBBL % Bratislava ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

55 NETWORK OPERATIONS REPORT SLOVENIA - LJUBLJANA ACC LJLAACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Ljubljana LJLA ACC Evolution (217 v 216) H: 4.4% Summer B: 2.6% L: -.2% significant The average en-route delay per flight decreased from.2 minutes per flight in Summer 216 to.1 minutes per flight during Summer 217. Plan +3% Achieved Comments Stepped implementation of FRA according to the FAB CE Airspace Plan, SAXFRA project and new FRA related initiatives, if any, will be reflected in FAB CE Airspace Plan Implementation of SECSI FRA planned for February 218. Enhanced ATFCM techniques, including STAM STAM 1 implemented ATS route network deleted with SAXFRA, traffic organisation changes will depend on the changes in flows resulting from FRA projects in the region (FRAIT, SEAFRA ) Enhanced sectorization according to the FAB CE Airspace Plan Additional ATCOs will be recruited as necessary 6 new ATCOs in 218 Minor system upgrades as necessary Continued process Flexible sector configurations Dynamic vertical sectorization in place Maximum configuration: 4 sectors 4 sectors Summer 217 performance assessment +12.9%..22 The capacity baseline was estimated at the same level as last year. The peak 1 hour demand was 15 and the peak 3 hour demand was 91 during the Summer 217. ACC Baseline 217 v 216) +12.6% (%) 217 LJLAONE 3 1.% 6 4 Ljubljana ACC en-route delays in February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

56 NETWORK OPERATIONS REPORT SPAIN - BARCELONA ACC 4 35 LECBACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Barcelona LECB ACC Average en-route delay per flight slightly decreased from.69 minutes per flight in Summer 216 to.66 minutes per flight in Summer % of the delays were for the reason ATC, 29% for Weather and 1% for Special Events. Plan: +1% Achieved Comments Revision of Airspace structures Improved ATFCM, including STAM SWFAB/FABEC Bordeaux interface GIROM-OKABI (Partial implementation) SOPS for ENR Coordination Postponed to Summer 218 Staff increase Optimised sector configurations & sector capacities Splitting of LECBP1U Evolution (217 v 216) H: 7.% Summer B: 5.4% L: 3.6% significant Partially Maximum configuration: 13 sectors 13 sectors were opened Summer 217 performance assessment +5.8% The ACC capacity baseline was measured with ACCESS/Reverse CASA at 164. During the measured period, the peak 1 hour demand was 166 and the peak 3 hour demand was 156. ACC Baseline 217 v 216) +5.1% (+5%) 217 LECBBAS % 217 LEBLDDI % 217 LEBLT1E % 217 LECBP1U 7 7.3% 217 LECBLVU % 217 LECBLVL 57 6.% 1 5 Barcelona ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

57 NETWORK OPERATIONS REPORT SPAIN - CANARIAS ACC GCCCACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Canarias GCCC ACC Average en-route delay per flight decreased from.22 minutes per flight in Summer 216 to.5 minutes per flight in Summer % of the delays were for the reason ATC, 18% for Weather and 2% for the reason ATC Routeing. Plan: +1% Achieved Comments Revision of Airspace Structures Pending design of interface with Morocco Advanced TWR in GCTS Improved ATFCM, including STAM Evolution (217 v 216) H: 6.6% Summer B: 5.2% L: 4.3% significant Improve capacity in GCLP. Redesign of MAP Postponed to April 218 Improve arrivals/departures in GCFV & GCRR (south config) Impact of airlines GNSS operational approval SACTA version 3.Z5.6. AGDL FANS Optimised sector configurations & sector capacities Partially Maximum configuration: 1 (5 APP/4+1ENR) 9 sectors (5 APP + 4 ENR) were sufficient Summer 217 performance assessment +7.4% ACC Baseline 217 v 216) +6.1% (+4%) The ACC capacity baseline was measured with ACCESS at 78. During the measured period, the peak 1 hour demand was 65 and the peak 3 hour demand was GCCCRNE % 217 GCCCINB % 217 GCCCIGC 1 4.5% 217 GCCCRC % 217 GCCCAAC 7 3.% 217 GCCCNWW 4 1.8% Stockholm ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

58 51. SPAIN - MADRID ACC NETWORK OPERATIONS REPORT LECMALL - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Madrid LECM ACC Average en-route delay per flight slightly increased from.14 minutes per flight in Summer 216 to.18 minutes per flight in Summer % of the delays were for the reason ATC, 16% for the reason Other, 7% for Weather, 3% for ATC Routeing and 1% for ATC Staffing. Plan: +1% Achieved Comments Revision of Airspace Structures Improved ATFCM including STAM Evolution (217 v 216) H: 6.8% Summer B: 5.4% L: 4.% significant Optimised sector configurations & sector capacities Maximum configuration: 17 sectors 17 sectors were opened Summer 217 performance assessment +7.7% The ACC capacity baseline was measured with ACCESS at 228. During the measured period, the peak 1 hour demand was 222 and the peak 3 hour demand was 25. ACC Baseline 217 v 216) +7.7% (+7%) 217 LECMSAN % 217 LECMZGZ % 217 LEMDALL % 217 LECMDGU % 217 LECMPAU % 217 LECMTLU % Madrid ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

59 52. SPAIN - PALMA ACC NETWORK OPERATIONS REPORT LECPACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Palma LECP ACC Average enroute delay per flight slightly decreased from.32 minutes in Summer 216 to.31 minutes per flight in Summer % of the delays were for the reason ATC, 1% for Weather and 4% for Special Events. Plan: +3% Achieved Comments A-CDM at LEPA (v 16) Improved ATFCM, including STAM RNAV1 SID/STAR LEIB NEW LEPA SIDs Changes in arr/dep LEIB procs Optimised sector configurations Evolution (217 v 216) H: 4.9% Summer B: 3.2% L: 1.4% significant Partially Maximum configuration: 8 (4 APP + 4 ENR) 8 sectors were opened Summer 217 performance assessment +5.6% ACC Baseline 217 v 216) +4.5% (+3%) The ACC capacity baseline was measured with ACCESS at 14. During the measured period, the peak 1 hour demand was 13, the peak 3 hour demand was LECPMXX % 217 LECPALL 18 8.% 217 LECPIRX 1 4.4% 217 LECPGMX 3 1.3% 217 LECPGXX 1.7% 217 LECPGOX 1.5% Palma ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

60 NETWORK OPERATIONS REPORT SPAIN - SEVILLA ACC LECSACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Sevilla LECS ACC Summer Average enroute delay slightly decreased from.13 min/flight in Summer 216 to.1 min/flight in Summer % of the delays were for the reason ATC, 8% for Weather, 4% for equipment, 1% for ATC Routeing, and 1% for Other. Plan: +3% Achieved Comments Revision of Airspace Structures Evolution (217 v 216) H:6.5% B: 5.1% L: 3.9% sig. Improved ATFCM, including STAM Postponed to 218 Optimised sector configurations & sector capacities Maximum configuration: 8 (6 ACC+2 APP) 8 sectors were opened Summer 217 performance assessment +8.8%.7.12 The ACC capacity baseline was measured with ACCESS at 96. During the measured period, the peak 1 hour demand was 86 and the peak 3 hour demand was 78. ACC Baseline 217 v 216) +8.3% (+5%) 217 LECSMA % 217 LECSCEN % 217 LECSSEV 7 9.6% 217 LECSCES 5 6.% 217 LECSNO1 3 4.% 217 LECSSUR 2 2.1% 1 5 Seville ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

61 54. SWEDEN - MALMO ACC NETWORK OPERATIONS REPORT ESMMACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Malmo ESMM ACC The average en-route delay per flight decreased from.7 minutes per flight in Summer 216 to zero in Summer 217. Plan +1 % Achieved Comments Possible alignment with FRA within NEFAB Optimizing the use of FRA when military areas are active Improved ATFCM, working with occupancy counts Continuous improvements on the ATS route network and FRA sectorisation Maintain appropriate level of staffing to open up to 12 sectors Sector configurations adapted to traffic demand Minor updates of COOPANS Evolution (217 v 216) H: 3.5% Summer B: 2.5% L: 1.6% sig. Maximum configuration: 12 (2 sector groups) 7 (Y) + 4 (R) sufficient to meet traffic demand. Summer 217 performance assessment The ACC capacity baseline was estimated with ACCESS to be at 13, 5% higher than in Summer 216. During the measured period, the average peak 1 hour demand was 126 and the average peak 3 hour demand was %.1.7 ACC Baseline 217 v 216) +6.4% (5%) 217 ESMML % 217 ESMMK 3 2.2% 217 ESMMW % 217 ESMM % 217 ESMMY 1 7.5% 217 ESMM % Malmo ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

62 NETWORK OPERATIONS REPORT SWEDEN - STOCKHOLM ACC ESOSACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Stockholm ESOS ACC The average en-route delay per flight decreased from.12 minutes per flight in Summer 216 to.5 minutes per flight in Summer % of the delays were for the reason Weather, and 19% for the reason Airspace Management. Plan +1 % Achieved Comments Possible alignment with FRA within NEFAB Optimizing the use of FRA when military areas are active Improved ATFCM, working with occupancy counts Continuous improvements on the ATS route network and FRA sectorisation Maintain appropriate level of staffing to open up to 11 sectors Sector configurations adapted to traffic demand Minor updates of COOPANS Maximum configuration: 6 (N) + 5 (S) Evolution (217 v 216) H: 2.5% Summer B: 1.4% L:.5% significant Summer 217 performance assessment +6.5%.3.7 ACC Baseline 217 v 216) +7.5% (%) 8 sectors (4(N) + 4 (S), sufficient to meet traffic demand The ACC capacity baseline was estimated to be at the same level as in Summer 216. During the measured period, the average peak 1 hour demand was 92 and the average peak 3 hour demand was ESSATMA % 217 NILUG 6 16.% 217 ESOS % 217 ESOS % 217 ESOS % 217 ESSAEWS.2% Stockholm ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

63 NETWORK OPERATIONS REPORT SWITZERLAND - GENEVA ACC 25 2 LSAGACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Geneva LSAG ACC The average en-route delay per flight increased from.12 minutes per flight in summer 216 to.31 minutes per flight in summer % of delays were for the reason Weather, 26% for ATC, 24% for the reason ATC Staffing and 6% for Equipment. Plan +1% Achieved Comments FABEC FRA Step 2 : H24 DCTs with military activity FABEC ATFCM/ASM Step 2 : CDM procedures Improved ATFCM Procedures and STAM Crystal and complexity prediction tool Implemented at Airspace Request Level 1 Cross qualification of ATCOs (Upper/Lower) 14 in 218, 4 in 219 Recruitment as necessary to maintain the required staffing levels New class of trainees started in 217 Harmonisation Release Virtual centre Evolution (217 v 216) H: 4.7% Summer B: 3.4% L: 1.5% +5% Reassessment of sector capacities following CAPAN study - CRYSTAL tested in production on our Service Oriented Infrastructure (SOI) and Architecture (SOA) - NetBASE, improvement of the network between Dübendorf and Geneva - Cross-site multicast of radar data CAPAN study delivered, capacity increases planned in March 218 Maximum configuration: 8/9 sectors (5/6 + 2/3) 9 (6 upper sectors + 3 lower sectors) Summer 217 performance assessment The capacity baseline was measured using ACCESS/Reverse CASA at 157, which represents the capacity delivered during the Summer season in the ACC. During the measured period, the peak 1 hour demand was 155, and the peak 3 hour demand was LSAGL % 217 LSAGL % 217 LSAGL % 217 LSAGL % 217 LSAGSE 4 9.8% 217 LSAGN % % Geveva ACC en-route delays in 217 ACC Baseline 217 v 216) +6.4% (+2%) February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

64 NETWORK OPERATIONS REPORT SWITZERLAND - ZURICH ACC 3 25 LSAZACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Zurich LSAZ ACC The average en-route delay per flight slightly increased from.1 minutes per flight in Summer 216 to.15 minutes per flight in Summer % of delays were for the reason ATC, 19% for Weather, 14% for ATC Staffing, and 13% for Equipment. Plan : +1% Achieved Comments FABEC FRA Step 2 : Additional DCTs with military activity FABEC ATFCM/ASM Step 2 : CDM procedures Implemented at Airspace Request Level 1 Improved ATFCM Procedures and STAM Crystal and complexity prediction tool Harmonisation Release / Upper Airspace Harmonisation and Optimisation (UHO) Recruitment as necessary to maintain the staffing levels Virtual centre Maximum configuration: 1 sectors Evolution (217 v 216) H: 4.2% Summer B: 2.9% L:1.4% +12% Summer 217 performance assessment New class of trainees started in CRYSTAL tested in production on our Service Oriented Infrastructure (SOI) and Architecture (SOA) - NetBASE, improvement of the network between Dübendorf and Geneva - Cross-site multicast of radar data 1 sectors opened (4 lower + 6 upper) The capacity baseline was measured using ACCESS at 185. During the period June/July, the peak 1 hour demand was 18, and the peak 3 hour demand was % ACC Baseline 217 v 216) +5.% (+4%) 217 LSAZM % 217 LSZHTMA % 217 LSZBTA % 217 LSAZM % 217 LSAZM % 217 LSAZM % Zurich ACC en-route delays in 217 February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

65 NETWORK OPERATIONS REPORT TURKEY - ANKARA /ISTANBUL ACC 5 LTAAACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes) ly enroute delay (all causes) Realisation of Plan Ankara LTAA ACC Evolution (217 v 216) ACC Reference ACC Baseline 217 v 216) H: 4.2% Summer B: 2.8% L: 1.4% sig. +5.5% % (+6%) The enroute delay per flight in Ankara ACC remained at zero minutes per flight as in Summer 216. Plan: +1% Achieved Comments Improved civil/military coordination DMAN at LTBA Airport CDM at LTBA Improved ATFCM, including STAM ATS route structure development Gradual upper airspace re-sectorisation (2 to 25 sectors + FL235) Additional controllers (45 per year for en-route) Technical problems solved. Tests ongoing. Planned implementation 218. Technical problems solved. Tests ongoing. Planned implementation 218. MINI project for interface within Turkey additional CWPs Ongoing Assessment through a CAPAN study Maximum configuration: 17 sectors 15 sectors were sufficient Summer 217 performance assessment The capacity baseline of 221 was calculated with ACCESS for the new area of responsibility of Ankara ACC. During the same period, the average peak 1 hour demand was 225 and the peak 3 hour demand was 211. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)

66 NETWORK OPERATIONS REPORT UKRAINE - DNIPROPETROVSK ACC 7 UKDVACC - and en-route ATFM delays Peak Day Summer ly Summer enroute delay (all causes)..... ly enroute delay (all causes) Realisation of Plan Evolution (217 v 216) Dnipropetrovsk UKDV ACC ACC Baseline 217 v 216) H: 14.7% Summer B: 12.5% L: 11.1% +17% +8.2% % (%) Average En-route ATFM delay remained at zero, as in Summer 216. Planned Increase: sufficient to meet demand Achieved Comments Free Route Airspace development Following a FRA Ukraine project (FRAU) Sector configurations management, ATFCM measures development Maximum configuration: 6 sectors 4 sectors were sufficient Summer 217 performance assessment The ACC capacity baseline was estimated at 54, the same level as last year. During the measured period, the average peak 1 hour demand was 6 and the average peak 3 hour demand was 5. February NOR ANNEX European Organisation for the Safety of Air Navigation (EUROCONTROL)