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(-1.9% instead of +5.3%). Nevertheless,
the target was based on the 1997
situation and the figures show that the
2002 average delay was 25.1% lower,
with traffic 14.8% higher than 5 years ago.
ATFM operational developments
At the twelfth meeting of the European Air
Traffic Management Group (EAG/12), the
CFMU reported on the effectiveness of the
Pre-Tactical Plan and the involvement of
all the key players in its production. This
process has continued and the CFMU is
currently applying 50% fewer restrictions
under this Plan than those applied a year
ago. There are still some areas where
improvements can be made and
enhanced "post day of operations" analysis
will enable the CFMU to identify these.
Teleconferences are still a significant part
of the Flow Management Division's
approach to collaborative decision-making.
There is now a daily teleconference at
16.00 CET, dealing with the North Atlantic
interface with Europe. This was initiated in
response to requests from North Atlantic
carriers. The southwest axis weekly
teleconference is held at 11.00 CET each
Wednesday and this is supplemented by
a Friday morning conference where the
final plans for the weekend can be
assessed. These conferences are now
utilising internet technology so that
graphical displays can be used to
enhance the information being discussed.
The use of scenarios that include flightlevel
capping, alternative routeing or
re-routeing has been implemented to
improve the management of traffic flows.
Many of these are advisory, i.e. not compulsory,
thus leaving the final decision to
the airline operators.
1997
Average ATFM delay per flight (minutes)
1998 1999 2000 2001 2002
6
5
4
3
2
1
0
2.9
2.2
0.8
3.6
2.9
0.8
5.4
4.5
0.9
3.8
2.9
0.9
3.3
2.5
0.8
2.2
1.5
0.7
Average delay per flight
Average en-route delay per flight
Average airport delay per flight
There are, however, some indications that
when aircraft operators face problems,
then "abuse" of the ATFM system is still
considered to be an option. At one fully
coordinated European airport, the published
schedule is considerably higher
than the capacity declared to CFMU. The
result is high levels of delay for inbound
traffic and under such circumstances
some aircraft operators adjust their
Estimated Off-Block Times (EOBTs). Such
action results in an effective "no delay"
departure, although delay is posted to the
system. It is still not clear whether such
behaviour disadvantages subsequent
departures or if it merely shifts the
demand curve and further investigation is
required of the CFMU. However, such
behaviour is causing distrust among aircraft
operators and between aircraft operators
and the CFMU; and of course it distorts
any delay statistics used to assess
the effectiveness of ATFM.
Another recent observation is a reluctance
by ANSPs to accept scenarios that route
traffic, and hence revenue, away from
their areas. Such an approach questions
the whole concept of the network effect
and capacity optimisation.
Initial Integrated Flight Plan
Processing System (IFPS)
operations
The flight plan data activities of the CFMU
comprise three operational services. IFPS
operations are conducted at the IFPU1
Haren, Belgium and at IFPU2 Bretignysur-
Orge, France. Repetitive flight plan
(RPL) and Route Catalogue (RCAT) services
are conducted at IFPU1, Haren.
Overall there was a steady increase in
the productivity of the services (quantity
of flight plan data handled), maintenance
of all quality control indicators (responsiveness)
etc., and competent handling
of additional flight plan checking
mechanisms.
The introduction of RVSM on 24 January
2002 necessitated a number of additional
checks on flight plan data (RVSM
approval, entry/exit point and flight level
specifications). The transition to RVSM
was handled very smoothly from a flight
planning perspective. There was a
decrease in the automatic acceptance
rate of flight plans. However, this was handled
without any negative impact on IFPS
responsiveness, 96% of all messages are
fully processed and delivered to the ATFM
system within 20 minutes of receipt (see
first graph on the opposite page). The
automatic acceptance rate had fully
recovered to just in excess of 80% by the
　
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本文鏈接地址：EUROCONTROL Annual Report 2002(22)