Flight Efficiency now:
Establishing Common Objectives
Ton VAN DER VELDT
IATA Assistant Director, Safety & Flight Operations - Europe
28/01/2015
Flight Efficiency now:
Establishing Common Objectives
 Introduction
 by Ton Van Der Veldt (IATA) / Nick Rhodes (AOLC / ELFAA)
 Current Situation and the need for efficiency
 AO Perspective
 by Rory Sergison (Aer Lingus)
 NM Perspective
 by Philippe Lenne (Network Manager, Eurocontrol)
 update on the NM Flight Efficiency Initiative, inc. Group Re-Routing Tool (GRRT)
 PRU Perspective
 by Kevin Grant & Guglielmo Guastalla (Performance Review Unit, Eurocontrol)
 Current KPIs
 Summary of first meeting with AOs
 The way forward
 ALL (Moderated by Ton Van Der Veldt / Nick Rhodes)
Flight Efficiency now: Establishing Common Objectives
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Flight Efficiency now:
Establishing Common Objectives
Rory SERGISON
Aer Lingus Air Traffic Services Manager
28/012015
Flight efficiency: Should be Cost Efficiency???
Flight efficiency: addressing current limitations... and taking more
ownership?
4
Flight efficiency = Cost Efficiency for AO's
Metrics for RP2
 Capacity- reduction in delay mins what is not being measured?
Scenarios/ Mandatory delay to smooth the delay profile no cost
included
 Average delay in the summer was 24-26mins why measure Enroute
delay as .5?
 Environment- route efficiency per AIRAC cycle, last filed flight plan
gap should close in relation to the great circle, we don't necessarily
want this. This represents horizontal efficiency not vertical
 Route efficiency is probably a better description as our main profile
and requirement is cost efficiency
Flight efficiency: addressing current limitations... and taking more ownership?
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Flight efficiency: What are the current
limitations?
Flights are monitored in CHMI /NOP portal for any predicted slot delays and Flight
suspensions and if required will be re routed to avoid
Issues
 With any changes to the AUUP it is difficult to identify airspace that becomes
available.
 Scenarios / Cherry picking is a manual process
 Staffing issues
 Airport issues
 Incorrect Notams /Canx of Notams
 Rwy in use / Point merge
• Predictability of filed route and level
• MDI
• Scenarios
• Slots
• Holding
• Cherry Picking
• Level capping
Flight efficiency: addressing current limitations... and taking more ownership?
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Flight efficiency: the biggest challenges going
forward



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Increase in mandatory scenarios- AO`s prefer flexibility
Social unrest / strikes- high costs for fuel and enroute charges
Continuing Structural staffing issues in some ACCs
Political crises resulting in dramatic changes in traffic patterns (War in
Palestine, Ukrainian crisis/downing of MH17…)
 ATS System failures
 Natural hazards / weather events including floods, volcanoes and a
large increase in Thunderstorm activity
 New ATS systems and procedures including Point Merge, increase
costs and reduce predictability
Flight efficiency: addressing current limitations... and taking more ownership?
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Flight Efficiency now:
NM Perspective
Philippe Lenne
NM Operations Planning – Airspace Design
28/01/2015
Flight efficiency initiatives: 2014 results…
Main Flight Efficiency Initiatives




Network Impact Assessment
which proposes RRPs using
CDR2 opportunities
Treatment of complete valid FPL
database, with integration of wind,
ATFCM situation and airspace
users “cost constraint”
All initiatives showed a cumulated
benefit of around 207.000 NM
less flight planned in 2014.
1,3 million NM have been
proposed for improvement.
In NM19,0 release , we will start sending
RRP to FPL originators, adding a specific
comment for Flight Efficiency.
Objective is to enhance the information
flow on opportunity availaibility using
current processes and tools.
Flight Efficiency now: NM Perspective
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ENVIRONMENT
• NM KPIs
ENV
KPI
KEP
KPI
KEA
The average horizontal en route
flight efficiency of the last filed flight
plan trajectory
The average horizontal en route
flight efficiency of the actual
trajectory
Achieve 4.1% for SES area and 3.82% for
NM area for KEP indicator by 2019
Achieve 2.6% value for KEA indicator by
2019 for the SES and NM areas
• FE Initiative will address actions to achieve these indicators:
• improve the route network and airspace structure
• improved airspace utilisation by better flight planning, improving the availability
and the use of CDRs, reduce the unnecessary route restrictions, address the
most penalising city pairs
• optimise flights by implementing cross-border free route
• NM contribution to FE savings on KEP - Deliver 10% (2015-2016) and
5% (2017-2019) of the savings required to achieve the annual 0.17 pp
reduction
• Other performance indicators
• DES - route extension due to airspace design - to capture the performance of the
ERND Function
• CDR availability and usage, as per ASM Handbook (NM objective will be
defined)
Flight Efficiency now: NM Perspective
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Flight Efficiency now:
Performance Review Unit Perspective
Current indicators
Flight Efficiency now: Performance Review Unit Perspective
What is ideal performance?
Objective of Aircraft Operators is to fly schedule in cost effective manner
Objective of ANSPs should be to allow the Aircraft Operators the freedom
to meet their objective.
Freedom = absence of constraints
• Should performance monitoring be focussed on the quantity and quality of
ANSP constraints on AO operations?
Flight Efficiency now: Performance Review Unit Perspective
Potential indicators under development
Reference:
• Comparison with optimum trajectory?
Horizontal
• Time based, not distance based
• Best route offered, not best route filed/flown
• Free route airspace…what next?
Vertical
• Level capping scenarios, capacity at a price?
• Early descent, who benefits?
• CCO / CDO, paper benefit or real benefit?
Does inefficient planning provide real efficiency gains?
Flight Efficiency now: Performance Review Unit Perspective
AOG/PRU brainstorming session 15th January 2015
Areas for consideration
•
ATM Delay
•
User preferences and flexibility
•
Cost interdependencies (Unit rate, EU261)
•
STAM (MDI/ADIs). Transparency as ATM derived delay
•
Airspace Capacity
•
Declared capacity vs. Sector degradation
•
Optimum FPL vs. Filed FPL vs. Flown FPL (post ops fuel analysis?)
•
3/4D airspace design inefficiencies
•
Seasonal / time banded weighting
•
Airport Capacity
•
Slot over selling
•
Link to en route service delivery
•
Block / Flight time
•
Schedule Planning robustness (80/20, 70/30 etc?)
•
Terminal and TMA (in)efficiency
•
Holding
•
A-CDM (TSAT)
•
CDO / CCO
•
SID/STAR design (Point Merge etc)
Flight Efficiency now: Performance Review Unit Perspective
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