Civil-Military ATM Performance Framework

EUROCONTROL Civil-Military ATM Performance Framework Civil-Military Interface Standing Committee 1 Bundesheer/Markus Zinner

CIVIL-MILITARY INTERFACE STANDING COMMITTEE Civil Military ATM Performance Framework Edition Number : 1.0 Edition Date : 15.01.2015 Status : Released Issue Intended for : General Public PRISMIL PROGRAMME

DOCUMENT CHARACTERISTICS TITLE Civil Military ATM Performance Framework Reference: Document Identifier Edition Number: 1.0 Abstract Edition Date: 15.01.2015 The Civil Military ATM Performance Framework was developed at the request of the Civil Military Interface Standing Committee (CMIC). It comprises guidance material supporting both civil and military stakeholders in maintaining a consistent approach when implementing a civil-military performance-based partnership in ATM, while safeguarding national security and national and international defence needs. The framework offers consistent performance monitoring at national and international level. It complements the SES performance scheme, offering more comprehensive performance monitoring and assessment methods in the field of civil-military cooperation. The civilmilitary performance framework is an evolving document. As the implementation of the civil-military performance-based partnership matures, it will be necessary to adjust and/or modify the scope and content of the framework. Keywords Performance framework Performance scheme Civil-military dimension Performance plan Key performance area Focus area Performance objective, Performance indicator Performance target Capacity Flexibility Cost-effectiveness Efficiency Mission effectiveness Special use airspace available requested allocated used released Contact Person(s) Tel Unit Goran REDZEPOCIC + 32 2 729 30 56 ATM/CMC STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via Working Draft General Public Intranet Draft EATMP Stakeholders Extranet Proposed Issue Restricted Audience Internet (www.eurocontrol.int) Released Issue Path: ELECTRONIC SOURCE Host System Software Size Microsoft Word 14.0 466 Kb Page ii Released issue Edition Number: 1.0

DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document. EDITION NUMBER EDITION DATE INFOCENTRE REFERENCE REASON FOR CHANGE PAGES AFFECTED Page iv Released issue Edition Number: 1.0

CONTENTS DOCUMENT CHARACTERISTICS... ii DOCUMENT APPROVAL... iii DOCUMENT CHANGE RECORD... iv EXECUTIVE SUMMARY... 1 1 INTRODUCTION... 3 1.1 Background... 3 1.2 Purpose... 5 1.3 Objectives... 6 1.4 Applicability... 7 1.5 Stakeholders... 7 1.6 Reference documents... 7 1.7 Acronyms... 8 1.8 Definitions... 9 2 RELATION WITH RELEVANT SES REGULATION... 15 2.1 FUA regulation... 15 2.1.1 Performance monitoring requirements...15 2.1.2 Complement to the FUA regulation...15 2.2 SES performance scheme... 15 2.2.1 Environment KPA...16 2.2.2 Civil-military dimension within the SES performance scheme...16 2.2.3 Complement to the performance scheme...17 3 METHODOLOGY USED... 17 3.1 Key Performance Area... 18 3.2 Performance objectives... 18 3.3 Performance indicators... 19 3.4 Performance targets... 19 4 KPA AND PERFORMANCE OBJECTIVES... 20 4.1 Capacity... 20 Edition Number: 1.0 Released issue Page v

4.2 Cost-effectiveness... 21 4.3 Efficiency... 21 4.3.1 Mission effectiveness...22 4.3.2 Airspace efficiency...22 4.4 Flexibility... 24 5 PERFORMANCE INDICATORS... 25 5.1 Capacity performance indicators... 26 5.2 Cost effectiveness performance indicators... 27 5.3 Efficiency performance indicators... 28 5.4 Flexibility performance indicators... 31 6 CONCLUSION... 33 Page vi Released issue Edition Number: 1.0

EXECUTIVE SUMMARY CMIC/44 agreed to the proposed approach of developing a civil-military performance framework, with a special focus on military mission effectiveness and civil use of released airspace (CURA) and to make use of lessons learnt from the current initiatives/programmes. In order to safeguard the visibility of civil-military and military performance requirements within the overall ATM performance-based approach in Europe, a civil-military performance framework (the framework) is required. The framework comprises guidance material supporting both civil and military stakeholders by maintaining a consistent approach when implementing a civil-military performance-based partnership in ATM, while safeguarding national security and national and international defence needs. The objective of the framework is to provide consistent, harmonized guidance material supporting implementation of a civil-military performance-based partnership within the context of ECAC. The framework is applicable to those entities and working arrangements whose aim is to build a civil-military performance-based partnership. The methodology described in ICAO Doc 9883 Manual on Global Performance of the Air Navigation System has been applied as the baseline reference method in drafting the civil-military performance framework. EUROCONTROL, with the contribution of stakeholders, has already developed and implemented a set of civil-military performance measurements. Also, supporting performance monitoring tools like Network Manager Interactive Reporting (NMIR) and the Pan-European Repository of Information Supporting Civil-Military Performance Monitoring (PRISMIL) are available for the monitoring of specific performance measurements. In addition to the SES performance scheme KPAs and performance indicators (PIs), the framework offers more PIs within existing KPAs, as well as additional KPAs. It complements the SES performance scheme, offering more comprehensive performance monitoring and assessment methods in the field of civil-military cooperation. Therefore, the performance monitoring across ASM processes is available within the geographical scope of FABs, the EU and ECAC. For the first edition of framework, the CMIC decided to use KPAs where proven PIs already existed: capacity, cost-effectiveness, efficiency and flexibility. Also, the framework offers combined use of civil and military performance measurements. Such an approach allows a balanced and consistent application of FUA performance monitoring at all levels of ASM. A set of generic, non-binding, civil-military performance objectives should support stakeholders in the definition of more concrete objectives and performance targets. The framework is an evolving document. As implementation of the civil-military performancebased partnership matures, it will be necessary to incrementally adjust and/or modify the framework scope and content. The CMIC is the owner of the document and the approving authority. Edition Number: 1.0 Released issue Page 1

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1 INTRODUCTION 1.1 Background In July 2000, the 8th Session of the EUROCONTROL PC, acting upon recommendations of the Performance Review Commission (PRC), requested the Director General (DG) to examine the implementation status of FUA in European States, and to put in place a programme to ensure best practice and to foster the integration of civil/military air traffic services, making real-time information readily available to civil and military authorities to enable them to maximise the use of airspace and existing capacity. To implement the PC s decision, a dedicated study was conducted by the PRU. The study recommendation which subsequently became the basis for Key Performance indicators (KPIs) was recommendation 9; Develop both national and international review processes to ensure the most effective use and evolution of the FUA concept. One of the aforementioned actions was to establish a common methodology to measure actual usage of airspace structures for military activities in view of assessing its impact on civil traffic and on military operations. EUROCONTROL devised a pilot project related to the recommendation. The participation of States was ensured through involvement of the CMIC, which provided the national expertise. The military authorities had also underlined the importance of measuring performance. A number of States - Germany, Hungary, Italy and the United Kingdom - volunteered to join the pilot project. The final report, entitled Feasibility Study for EUROCONTROL into the Use of Key Performance Indicators in a Military Context was published in February 2004. CMIC/20 requested the Agency to complete the work through an implementation study. A refined set of KPIs was agreed between the pilot nations, and also approved by the Military Team (MILT) in 2006. The KPIs were tested in a database with a manual KPI population, and a guidance handbook was produced. However, data used for KPI population is in many nations spread over different data systems, log books and locations. In the light of this, data collection and management requires significant efforts, especially at international level, To fulfil the PC recommendations and actions, and to take on board conclusions from the implementation study, a programme named PRISMIL was initiated to develop a civil-military performance monitoring system. The EUROCONTROL/DCMAC-drafted document Civil Military ATM Performance Framework was presented to MILHAG/19 and CMIC/28 at the beginning of 2008. Both the group and the committee strongly supported the principle that military KPA/KPIs must be aligned with civil KPA/KPIs without losing sight of military specificities. MiLHaG 22 supported further developments in the field of civil-military ATM performance. Edition Number: 1.0 Released issue Page 3

CMIC/34 asked EUROCONTROL to develop civil/military coordination KPIs in support of the SES Performance Framework and FAB developments CMIC/36 concluded as follows: Whilst respecting the EU s leading role with respect to the SES performance framework, the CMAC Division, in close coordination with the PRU, is to develop a civil military performance framework that should support FAB establishment. PC/39 noted the CMIC work programme 2013-2017, and agreed to the project of a civil-military performance-based partnership as one of the three priority work areas the Agency should further define. CMIC/43 supported the development of a civil-military ATM performance-based partnership in order to establish and promote a performance-driven culture among civil and military stakeholders and assess the performance of civil and military flexible use of airspace. CMIC/44 agreed to the proposed approach of developing a civil-military performance framework, with a special focus on military mission effectiveness and civil use of released airspace (CURA) and make use of lessons learnt from the current initiatives/programmes. In line with the Statement by the Member States on military issues related to the Single European Sky accompanying Regulation (EC) No 549/2004, civil-military cooperation and coordination should play a fundamental role in the implementation of the Single European Sky, in order to move towards an enhanced flexible use of airspace for the achievement of the Single European Sky performance objectives, having due regard to military mission effectiveness 1. FUA regulation 2 states that Member States must assess and review airspace procedures and performance of flexible use of airspace operations. In order to improve the performance of air navigation services and network functions in the Single European Sky, Regulation (EC) No 1070/2009 introduced a performance scheme for air navigation services and network functions. The Commission adapted implementing rule (IR) 691/2010 covering the first reference period (2013-2014). The second reference period (2015-2019) has been covered in Regulation 390/2013. Having due regard to military mission effectiveness, both IRs recognise the utmost importance of civil-military cooperation and coordination in order to achieve the performance objectives. Nevertheless, The performance scheme should be without prejudice to the provisions of Regulation (EC) No 549/2004 aiming at safeguarding essential security or defence policy interests 3. A Performance-based Approach (PBA) has therefore become mandatory for the EU Member States. 1 Recital (25), regulation (EC) No 1070/2009 2 Article 4, paragraph (m) and (n) of Regulation (EC) No 2150/2005 of 23 December 2005 3 Whereas: (17) of the Regulation 390/2013 Page 4 Released issue Edition Number: 1.0

1.2 Purpose In order to safeguard the visibility of civil-military and military performance requirements, within the overall ATM performance-based approach in Europe, a civilmilitary performance framework (the framework) is required. The framework comprises guidance material supporting both civil and military stakeholders in maintaining a consistent approach when implementing civil-military performance-based partnership in ATM while safeguarding national security and national and international defence needs. States and FABs needs as regards the performance assessment of civil-military cooperation are broader than those described in Regulation 390/2013. The framework contains civil-military performance monitoring requirements that are not covered by the SES performance scheme (the performance scheme) across the key performance areas (KPAs) where civil and military stakeholder interaction has been identified. Nevertheless, the performance scheme lends importance to military mission effectiveness but does not regulate how to monitor and assess it. Therefore, the framework needs to complement the performance scheme. The framework aims to provide a set of harmonized definitions and terminology describing the key elements of the civil-military performance-based partnership within the SES context. The definitions include KPAs, focus areas, generic performance objectives, and performance indicators, their aggregation hierarchies and classification schemes (taxonomy). By using the methodology and data requirements defined by the framework, the States are in a position to apply a consistent performance assessment of civil-military cooperation and coordination across national borders. The framework is an evolving document. As the implementation of the performance scheme matures, it will be necessary to adjust and/or modify the framework accordingly. The framework supports: - Horizontal integration of performance measurement - Horizontal alignment of performance measurement assures optimisation of the work flow across ASM processes. - Vertical integration of performance measurers - Vertical integration of performance measures improves operating performance by focusing all stakeholder efforts on strategic objectives. - Benchmarking Consistency in performance description facilitates benchmarking among stakeholders across national boundaries, providing a better understanding of attainable levels of performance through comparison. Edition Number: 1.0 Released issue Page 5

- Accountability Makes it possible to establish an accountability environment and individual accountability for performance, for both civil and military stakeholders, when a performance plan is adopted. - Transparency and trust Transparency is the key prerequisite for building trust among partners. It means the condition of complete openness in areas of common interest. Mutual trust and transparency among civil and military stakeholders is the key pre-condition for a partnership. Also it is the most important element for the establishment of an environment of accountability. - Balanced performance requirements: Civil and military stakeholders do not have the same business objectives. Consequently, their expectations from ATM are not necessarily identical. Sometimes performance requirements can be diametrically opposed. The aim of the framework is to put both civil and military stakeholder requirements within a performance-driven partnership where they interact. However, this does not mean putting commercial interest on a par with state security and defence needs. The states sovereign right to determine priorities regarding national security and defence needs within their national airspaces remains unchanged. Therefore collaborative decision-making (CDM) should be driven by commonly agreed performance objectives and priorities set up by the states. - Establishment of an integrated performance measurement system: The monitoring and assessment of national, FAB or EU-wide ATM performance is feasible through implementation of the integrated performance measurement system. The framework outlines, in a consistent and coherent way, the civil-military performance measuring requirements that could be monitored. 1.3 Objectives The overall objective of the framework is to provide consistent and harmonized guidance material supporting implementation of civil-military performance-based partnership within the context of ECAC. The framework document: - safeguards the visibility of civil-military and military ATM performance requirements; - provides a taxonomy for the classification of civil-military performance management requirements; - outlines the context and generic performance objectives for civil-military performance management in ATM systems; - defines civil-military performance indicators relevant for civil-military cooperation and coordination; - supports a definition of the civil-military dimension within the performance scheme; - provides a structured view of civil-military coordination and cooperation. Page 6 Released issue Edition Number: 1.0

1.4 Applicability The framework is applicable, as guidance material, to those entities of the ECAC states seeking to build a civil-military performance-based partnership. The document also assists the state authority (CAA, NSA, MAA) and FAB working arrangements which are responsible for the preparation and drawing-up of the civil-military dimension within the performance plan. 1.5 Stakeholders The CMIC is the owner of the document and the approving authority. A stakeholder is any civil or military entity, group or ATM community member who is affected by, or involved in, ATM performance management at national, FAB and pan- European level such as: - Civil and military regulatory authorities - National supervisory authorities - Civil and military ANSPs - Civil and military airspace users 1.6 Reference documents - ICAO Doc 9883 Manual on Global Performance of the Air Navigation Service - ICAO Circ 330; AN/189 Civil/Military Cooperation in Air Traffic Management - REGULATION (EC) No 549/2004 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 10 March 2004 laying down the framework for the creation of the single European sky amended by REGULATION (EC) No 1070/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 21 October 2009 - COMMISSION IMPLEMENTING REGULATION (EU) No 390/2013 of 3 May 2013 laying down a performance scheme for air navigation services and network functions; - EUROCONTROL Military Key Performance Indicators Handbook, Edition number 1.0; Edition date 9 February 2009 Edition Number: 1.0 Released issue Page 7

1.7 Acronyms AMC ANSP ASM ATC ATFM ATM ATS AUP CAA CAP CBA CDR CEF EATMN EFF FA FIR FUA GAT HLAPB ICAO IFR KPA KPI LLFA Airspace management cell Aeronautical Service Provider Airspace management Air traffic control Air traffic flow management Air traffic management (ATS + ASM + ATFM) Air traffic services Airspace Use Plan Civil aviation authority Capacity KPA Cross-border area Conditional route Cost effectiveness KPA European air traffic management network Efficiency KPA Focus Area Flight Information Region Flexible use of airspace General air traffic High level airspace policy body International Civil Aviation Organization Instrument flight rules Key Performance Area Key performance indicator Lower Level Focus Area Page 8 Released issue Edition Number: 1.0

MAA Military aviation authority MiLHaG Military Harmonisation Group NMIR NSA OAT PI Network Manager Interactive Reporting tool National supervisory authority Operational air traffic Performance Indicators PRISMIL Pan-European of Information Supporting Civil-Military Performance Monitoring RPAS SES SUA TRA TSA UUP Remotely Piloted Aircraft Systems Single European Sky Special use airspace Temporary Reserved Airspace Temporary segregated area Updated Airspace Use Plan 1.8 Definitions Term Air traffic flow management Airspace management Airspace management cell Airspace reservation Explanation A function established with the objective of contributing to the safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilised to the maximum extent possible, and that the traffic volume is compatible with the capacities declared by the appropriate air traffic service providers. A planning function with the primary objective of maximising the utilisation of available airspace by dynamic time-sharing and, at times, the segregation of airspace among various categories of airspace users on the basis of short-term needs. A cell responsible for the day-to-day management of the airspace under the responsibility of one or more Member States. A defined volume of airspace temporarily reserved for exclusive or specific use by categories of users. Edition Number: 1.0 Released issue Page 9

Term Airspace restriction Airspace structure At short notice AUP allocated SUA Available SUA Baseline performance Business intelligence Cancelled mission Civil-military coordination Explanation A defined volume of airspace within which, variously, activities dangerous to the flight of aircraft may be conducted at specified times (a danger area ); or such airspace situated above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions (a restricted area ); or airspace situated above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited (a prohibited area ). A specific volume of airspace designed to ensure the safe and optimal operation of aircraft. Only a short time before something happens. There is no commonly agreed value for short notice regarding airspace reservation/restriction. It should be defined at state s level. An airspace restriction/reservation promulgated by the AUP. The AMC promulgates the AUP the day before operation at 1500 UTC, in general after negotiations between the civil and military parties regarding the civil traffic load and the status of the conditional routes. It could be promulgated at national and international level. An SUA which has been available for GAT planning and consequently for use, without any reservation/restriction, since the time of AUP promulgation until the end of the validity period of the related AUP. It refers to the SUA available during the validity period of the related AUP. The term refers to performance, as described by a collection of defined indicators, in a given set of years. This performance may be the planned baseline performance (incorporating planned improvements), the measured baseline performance (based on historical data) or a projected baseline performance. The set of techniques and tools for the transformation of raw data into meaningful and useful information for business analysis purposes. Where a mission is no longer undertaken. A mission can be cancelled before or after the allocated start time. The coordination between the civil and military parties authorised to make decisions and agree a course of action. Page 10 Released issue Edition Number: 1.0

Term Civil-military performance-based partnership Civil-military performance framework Conditional route Cross-border operations Cross-border area Danger area Data Flexible use of airspace H-hour Explanation Relationship between civil and military ATM stakeholders characterised by mutual cooperation and responsibility, for the achievement of agreed performance objectives through the application of performance-based management. Set of definitions and terminology describing the building blocks used by the stakeholders to collaborate on performance management activities relevant to civil-military cooperation. ATS route only available for use and flight planning under specified conditions. Conditional routes may have more than one category: category 1 conditional route (CDR1), category 2 conditional route (CDR2), and category 3 conditional route (CDR3). Cross-border/FIR boundary operations (CBO) encompass activities conducted by one or more States within an area established across international boundaries or entirely within the airspace under the jurisdiction of a single State. An airspace restriction or reservation established over international boundaries for specific operational requirements. This may take the form of a temporary segregated area or temporary reserved area. An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. Qualitative, quantitative and other relevant information relating to air navigation performance collected and systematically processed by, or on behalf of, the Commission for the purpose of implementing the performance scheme. An airspace management concept applied in the European Civil Aviation Conference area on the basis of the airspace management handbook for the application of the concept of the flexible use of airspace issued by EUROCONTROL. The time at which an SUA is activated. Edition Number: 1.0 Released issue Page 11

Term Key performance area Key performance indicators Mission Optimum airspace dimensions Performance Performance assessment Performance indicators Performance management Performance monitoring Explanation Key performance areas are a way of categorising performance subjects related to high-level ambitions and expectations. ICAO has defined 11 KPAs: safety, security, environmental sustainability, cost-effectiveness, capacity, efficiency, flexibility, predictability, access and equity, participation and interoperability 4. The performance indicators used for the purpose of performance target-setting. One or more aircraft orders to accomplish one particular task, performing a mission as (an) individual flight(s) and/or formation(s). The length, breadth and height which would provide the most effective training area for a mission/training event type. ATM performance is a measure of how well the ATM system satisfies the ATM community s expectations. In each of the KPAs, performance is measured at the level of individual performance objectives using performance indicators. The assessment of past, current and/or planned performance. The process of assessing past and current performance is called performance review. Planned performance is assessed during the research and development phases of the life cycle, using validation techniques. Current/past performance, expected future performance and actual progress in achieving performance objectives is quantitatively expressed by means of indicators. Within the SES, the term means the indicators used for the purpose of performance monitoring, benchmarking and reviewing. The process of defining performance objectives, performance indicators and performance targets. In addition it includes performance monitoring, and the identification of performance gaps. The continuous process of collecting and analysing data in order to measure the actual outcome of a system versus the relevant (key) performance targets and performance plans using the (key) performance indicators. 4 In order to provide consistency with ICAO and taxonomy, a military mission effectiveness (MME) has been incorporated within the Efficiency KPA as the mission effectiveness focus area Page 12 Released issue Edition Number: 1.0

Term Performance objective Performance review Performance target Performance-based approach Procedures Prohibited area Reference period Released SUA Explanation Within KPAs or focus areas, the potential intention to establish performance management is activated by defining one or more performance objectives. Generic objectives specifically focus on what has to be achieved, but do not make statements about when, where, by whom or how much. Instantiated objectives add the when, where, by whom and how much to the generic objectives. The assessment of past and current performance, using measured data obtained via performance monitoring. Performance targets are the values set for performance indicators, which need to be matched or exceeded if a performance objective is to be deemed fully achieved. A single performance objective can have one or more performance targets. A decision-making method based on three principles: a strong focus on desired/required results, informed decision-making driven by those desired/required results, and reliance on facts and data for decision-making. As used in the context of the interoperability Regulation, this term means a standard method for either the technical or the operational use of systems, in the context of agreed and validated concepts of operation requiring uniform implementation throughout the EATMN. An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited. The period of validity and application of the Union-wide performance targets and performance plans, as set out in Article 11(3)(d) of Regulation (EC) No 549/2004. An SUA allocated by the AUP or other means and released back, entirely or partially, for GAT use before the allocated endtime. (An SUA allocated for military activity which is released for use by GAT.) Requested SUA Restricted area An initial request for airspace restriction or reservation. Airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions. Edition Number: 1.0 Released issue Page 13

Term Route network Sector Special use airspace (SUA) SUA Capacity Supporting metric System Temporary reserved area (TRA) Temporary segregated area (TSA) Training event Users UUP allocated Explanation A network of specified routes for channelling the flow of general air traffic as necessary for the provision of ATC services. Part of a control area and/or flight information region/upper region. An airspace of defined dimensions for the exclusive use of specific users published in the national Aeronautical Information Publication. This is a general term which encompasses all types of airspace in which activities must be confined because of their nature. It includes all types of airspace restrictions and reservations such as D, R, TSA, TRA, military training areas, military operational areas, etc. The ability of an ATM system to accommodate specific training events requiring airspace reservation and/or restriction during a specific period of time, taking into account the duration of the training events, ATM inefficiency, planning inefficiency and weather impact on training and operations. Supporting metrics determine which data need to be collected to calculate values for the performance indicators. The aggregation of airborne and ground-based constituents, as well as space-based equipment, providing support for air navigation services for all phases of flight. A defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for specific use by another aviation authority and through which other traffic may be allowed to transit, under ATC clearance. A defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily segregated, by common agreement, for exclusive use by another aviation authority and through which other traffic will not be allowed to transit. A military activity taking place within an SUA which requires airspace reservation or segregation from general air traffic. A mission may include one or more training events. Civil or military aircraft operating in the air as well as any other parties requiring airspace. An airspace restriction or reservation allocated by the UUP. Page 14 Released issue Edition Number: 1.0

2 RELATION WITH RELEVANT SES REGULATION 2.1 FUA regulation 5 2.1.1 Performance monitoring requirements In accordance with the FUA regulation, Member States must monitor the performance of FUA at the strategic level of airspace management. Pursuant to Article 4(1)(m) and (n) of the regulation, Member States must: - assess and review airspace procedures and performance of flexible use of airspace operations; - establish mechanisms to archive data on the requests, allocation and actual use of airspace structures for further analysis and planning activities. 2.1.2 Complement to the FUA regulation While the FUA regulation requires a performance assessment at national level, the framework offers a set of consistent performance indicators allowing performance monitoring within a wider geographical scope across national boundaries. Therefore the framework makes possible an assessment and review of the performance of FUA operations within FAB, EU or ECAC environment in a consistent way. FUA is the ASM concept which includes civil and military stakeholders at three, but interdependent, ASM levels. The framework provides consistency of the generic performance objectives and measurements at all levels of ASM. Also, the framework offers the combined use of civil and military performance measurements, addressing the performance monitoring needs of both stakeholders in a balanced and transparent way. Such an approach allows the consistent application of FUA performance management at all levels of ASM, striking a balance between civil and military stakeholders. Finally, the framework makes available a relevant list of data definitions, enabling the establishment of a mechanism for data collection and integration at international level. 2.2 SES performance scheme The performance scheme recognizes the importance of civil military cooperation and coordination. Civil-military cooperation and coordination are of the utmost importance 5 The Regulation (EC) No 2150/2005 Edition Number: 1.0 Released issue Page 15

in achieving the objectives of the performance scheme, having due regard to military mission effectiveness. 6 Also, national security and defence interest must be protected. The performance scheme should be without prejudice to the provisions of the Regulation (EC) No 549/2004 aiming at safeguarding essential security or defence policy interests. 7 2.2.1 Environment KPA An environmental KPA defines three performance indicators with regard to civil military cooperation. Those indicators are: a) The effectiveness of booking procedures for flexible use of airspace (FUA), defined as follows: i. the indicator is the ratio of time that the airspace was allocated for reservation or segregation from general air traffic, and the time that the airspace was used for the activity requiring such segregation or reservation; ii. the indicator is calculated separately for airspace allocations on a pretactical and tactical basis and including all allocations notified to the Network Manager. b) The rate of planning of conditional routes (CDRs) defined as the ratio of aircraft filing flight plans via CDRs and the number of aircraft that could have planned them. (c) The effective use of CDRs defined as the ratio of aircraft using CDRs and the number of aircraft that could have planned them 8. 2.2.2 Civil-military dimension within the SES performance scheme The SES performance scheme recognized the civil-military dimension as one of the elements of the performance plan. The performance plan must contain a description of the civil-military dimension of the plan describing the performance of flexible use of airspace (FUA) application in order to increase capacity with due regard to military mission effectiveness, and, if deemed appropriate, relevant performance indicators and targets in consistency with other indicators and targets of the performance plan 9. While a description of the performance of the FUA application is mandatory, addressing ATM system effects on military mission effectiveness is an optional feature. This allows the Member States to address their national military requirements in order to safeguard essential security or defence policy interest. 6 Whereas (16) of the Regulations (EC) 390/2013 7 Whereas (17) of the Regulations (EC) 390/2013 8 ANNEX I; SECTION 1(2.2) of the Regulations No 390/2013 9 Article 11 (3f) of the Regulations No 390/2013 Page 16 Released issue Edition Number: 1.0

2.2.3 Complement to the performance scheme The scheme does not define performance objectives or set performance related to civilmilitary cooperation and coordination. However, for their own performance monitoring and/or as part of the performance plan, Member States may decide to establish performance indicators and associated targets in addition to the key performance areas and key performance indicators These additional indicators and targets shall support the achievement of the Union-wide targets and the resulting targets at local level. They may for example integrate and describe the civil-military or meteorological dimension of the performance plan, and may be accompanied by appropriate incentive schemes. 10. Also, Without prejudice to the template set out in Annex II, the performance plan may include different sections relating to the local level, namely functional airspace block, national, charging zone and airport 11 In addition to the SES performance scheme PIs relevant to civil-military cooperation, the framework offers more PIs within existing, as well as additional, KPAs where civil and military stakeholders interact. It complements the performance scheme, offering more comprehensive performance monitoring and assessment methods for civilmilitary cooperation that could be used at local level. Since military operations and training do not fall within the sphere of competence of the Community, PIs relevant to military mission effectiveness fall outside the scope of the performance scheme. Those PIs were developed and adopted in close cooperation with military stakeholders 12. They could be used at national or FAB level, as appropriate. 3 METHODOLOGY USED The methodology described in ICAO Doc 9883 Manual on Global Performance of the Air Navigation has been applied as a baseline reference method in drafting civil-military performance framework. EUROCONTROL, with a contribution from stakeholders, has already developed and implemented a set of performance measurements. Also, supporting tools like NMIR and PRISMIL are available to monitor specific performance measurements. Therefore, the first edition of the framework addresses the already tried and tested achievements in the domain of civil-military performance monitoring. The civil-military performance framework is an evolving document. As the implementation of the civil-military performance-based partnership matures, it will be necessary to incrementally adjust and/or modify the framework s scope and content. 10 Article 9 (6) of the Regulations No 390/2013 11 Article 11 (6) of the Regulations No 390/2013 12 EUROCONTROL Military Key Performance Indicators Handbook, Edition number 1.0; Edition date 9 February 2009 Edition Number: 1.0 Released issue Page 17

3.1 Key Performance Area KPA provides categorized and performance-related high-level expectations and ambitions where the civil and military ATM communities cooperate or where the military identifies specific performance requirements of the ATM system in order to carry out its tasks. The KPA will be identified from existing ICAO and SESAR relevant documents. Within each KPA, a number of more specific areas, so-called Focus Areas (FA), in which there is potentially an intention to establish performance management, are identified. The categorisation of military-related high-level expectations and ambitions is not limited to KPAs described within the current framework edition. Military performance requirements should be represented across all KPAs where civil and military stakeholders interact. For the first edition of the framework, the CMIC decided to use KPAs where proven performance indicators have already existed. However, it does not preclude further development. A following edition of the framework should address additional KPAs, such as: Assess and Equity, Interoperability, and Security. 3.2 Performance objectives The performance scheme does not define performance objectives related to civilmilitary cooperation and coordination. Therefore, in order to safeguard national defence and security interests as well as facilitate civil-military contributions to the performance scheme, civil-military generic performance objectives have to be identified. They represent a desired trend with respect to current performance, focusing on what should be achieved, but do not make statements about the when, where, who and how much. An agreement on performance objectives is a crucial precondition for the establishment of a productive partnership between civil and military stakeholders. Nevertheless, these generic performance objectives should support the achievement of EU-wide targets as well as national/fab expectations. More specific definition of instantiated performance objectives, specifying the when, where, who and how much should be achieved remains a national responsibility. The instantiated performance objectives should be: - Specific The performance objective must be expressed in terms of the objects and events that represent air traffic and its operational environment. - Measurable The objective must be associated with one or more clearly defined performance indicators, and it must be possible and affordable to establish the required data collection processes and to resolve information disclosure issues. - Achievable Performance objectives can be challenging, but must take realistic account of the public environment, timing and available resources. Page 18 Released issue Edition Number: 1.0

- Relevant Performance objectives should only be defined where there are anticipated performance problems and opportunities related to ATM community expectations. - Timely The performance objective must be achievable in a timely fashion so as to contribute to the ATM community expectations. 3.3 Performance indicators Performance indicators (PI) are defined in order to quantify the degree to which performance objectives are being met. When describing PIs, the framework defines the metrics and establishes how they will be obtained and combined to produce PIs. PIs should be quantitative where possible and robust, conveying meaningful information for a given performance objective. They should be suitable for a performance target, setting a proper course of action towards agreed objectives. PIs intended for use at international level should be standardised so as to facilitate consistency of data collection. Since a performance objective gives an indication of which part of the ATM system and what performance should be monitored, an agreement on the performance objective should precede PI definition. The framework document avoids overwhelming the ATM community with numerous PIs. It should focus on what is important and what is critical for civil-military cooperation. A small number of focused PIs are much better than numerous performance indicators without relevance to the key processes. All PIs should be measurable. That means that relevant performance data should be available, enabling implementation of an efficient performance monitoring system. The framework contains already tested and validated PIs. When developing a new PI, a maturity process should verify that the indicator provides a meaningful measure. Subsequently, the new PI could be incorporated within the framework. And finally, the framework identifies which PIs are applicable at national or FAB level and which are suitable for performance monitoring at EU level. Ultimately, the State is responsible for application of relevant PIs in accordance with its policy. 3.4 Performance targets The full potential of the performance-based approach can be achieved only if PIs are used in conjunction with performance targets. However, neither the performance scheme nor the European Air Traffic Management Master Plan of the Single European Sky ATM Research (SESAR) envisages civil-military performance targets. It is not the purpose of the framework to set up civil-military or military performance targets. The performance target setting process remains a State responsibility that could be exercised at national or FAB level. Nevertheless, if States intend to set up Edition Number: 1.0 Released issue Page 19

performance targets, e.g. within a FAB, the application of identical baseline performance definition and target-setting methodologies are recommended. 4 KPA AND PERFORMANCE OBJECTIVES Within each KPA one or more Focus Areas are identified in which there is an interest and/or potential to establish performance management. Focus Areas are cascaded down into Lower Level Focus Areas as appropriate. They are the result of high-level analysis indicating areas where the requirement as regards performance should be addressed in any given KPA. Within each KPA, the CMIC-agreed generic performance objectives specify the ATM community ambitions and expectations of civil-military cooperation in a more focused way. They point out a general direction in which civil-military cooperation and coordination should aim within PBA. 4.1 Capacity The Capacity KPA addresses the ability of the ATM system to deal with air traffic demand (in number and distribution through time and space). 13 However, due to the different nature of the various military operations, the ATM system should cope with specific military demands. Within the local airspace capacity focus area, it is useful to establish performance management with regard to SUA Capacity as civil-military Focus Area (FA), covering military training and operational needs whose nature requires airspace reservation or restriction. Design SUA Capacity Lower Level Focus Area (LLFA) covers a segment of airspace structure designed to accommodate specific training or operational events. A significant number of European States have planned to introduce into their inventories the fifth generation of fighter aircraft. Also, Remotely Piloted Aircraft System (RPAS) operations have increased in number and mission diversity. The new generation of flying platforms needs a different, often larger, airspace volume for training and operation than is currently the case. Therefore new requirements for airspace reservation and restriction could become one of the critical performance needs in coming years, and not just for the military. SUA Capacity addresses the ability of an ATM system to accommodate specific training events requiring airspace reservation and/or restriction during a specific period of time. Besides the duration of the training event, designed SUA Capacity has to take into account ATM inefficiency, planning inefficiency and weather impact on training and operations. The designed SUA Capacity is assessed for a reference airbase. The primary military expectation is a sufficient SUA Capacity allowing uninterrupted planning and conducting of training and operations. Since the training programme is mostly approved on a yearly basis, the SUA Capacity should be defined annually, 13 ICAO Doc 9883 Manual on Global Performance of the Air Navigation Service Page 20 Released issue Edition Number: 1.0

based on the actual training programme for a specific type of training event. A demand for SUA Capacity should not exceed the designed SUA Capacity. Table 1. Capacity KPA with associated generic performance objective KPA ICAO Focus Area Civil-mil FA Lower-level FA Objective CAP Local Airspace Capacity SUA Capacity Designed SUA capacity To optimise SUA capacity in accordance with actual user s needs 4.2 Cost-effectiveness Since military aircraft are mostly outside the charging scheme and Member States may exempt flights performed by the military from en-route charges, the cost- effectiveness of the ATM system with regard to military operation should be addressed in an appropriate way. This Mission cost-effectiveness focus area addresses the cost of military training attributable to the ATM system. Transit Cost LLFA covers the portion of the fight time spent in transit between an airbase and the training area. It addresses the cost of transit as the shortest distance and optimum flight profile from the airbase to the training areas and back. Flying time between SUAs is not considered as transit time. The cost-effectiveness aspect addresses the actual cost in comparison with the optimum cost. The difference between actual and optimum cost constitutes the non-training-related cost. Because of the substantial contribution of fuel to the operational cost, civil users focus more on fuel consumption. However, due to significant differences between the civil and military in the contribution of fuel to the overall operational cost between civil and military, the focus of the military should be on the transit flight time. The calculation should therefore be based on the cost per flying hour. However, the methodology for calculating the cost per flying hour differs from State to State. Cost benchmarking between States is therefore impracticable. For that reason, it is recommended that the transit cost should be measured at national level. Table 2. Cost-effectiveness KPA with associated generic performance objective KPA Civil-mil FA Lowerlevel FA Objective CEF Mission cost effectiveness Transit cost No additional transit cost incurred by ATM 4.3 Efficiency Pursuant to the ICAO Doc, the efficiency KPA addresses the operational and economic cost-effectiveness of gate-to-gate flight operations from a single-flight perspective. Edition Number: 1.0 Released issue Page 21