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extension
TMA
interface
5.3.5 Consequently, the aim is not the unachievable target of direct routing for all flights at any
time, but to achieve an acceptable balance between flight efficiency and capacity
requirements while respecting safety standards. These trade-offs are addressed in more
detail in the Economic Assessment in Chapter 9.
PRR 2009 Chapter 5: Operational En-route Performance
52
EUROPEAN HORIZONTAL FLIGHT EFFICIENCY TARGET
5.3.6 In May 2007, the Provisional Council of EUROCONTROL adopted the horizontal flight
efficiency target of a reduction of the average route extension per flight by two kilometres
per annum until 2010.
5.3.7 While the European flight efficiency target could not be achieved thus far, significant
focus has been put on initiatives to improve the European airspace design and network
management.
48.7 km 48.2 km 48.9 km 48.8 km
0
20
40
60
2005 2006 2007 2008 2009 2010 2011
route extension (km/flight)
Impact of CFMU
software change
Direct en-route
extension
TMA Interface
Agreed target
- 2 km per flight
(agreed target)
800
820
840
860
880
900
2005 2006 2007 2008 2009 2010 2011
km/flight
Great circle
distance
Source:
PRC Analysis/CFMU
49.5 km
Figure 64: Horizontal flight efficiency target
5.3.8 In 2009, route extension showed a slight increase
compared to 2008 which is predominantly the result
of a change in the algorithm used for the calculation
of the actual CFMU flight profile (A) as of May
2009. PRC analysis suggests that the algorithm
change resulted in an artificial increase of the actual
flight distance (A) by 1.9km per flight (see Figure
64) which masks improvements to the route network
in 2009. The analysis in this chapter has been
adjusted accordingly to enable time series analyses.
5.3.9 If this effect is taken into account, average en-route
extension was 47.6 km per flight in 2009 which is a
year on year improvement of 1.2 km.
CFMU flight profile:
The CFMU flight profile is based on
flight plan information which is updated
with surveillance data provided by the
ANSPs and position report data provided
by aircraft operators.
The CFMU only updates flight profiles if
the position received deviates
horizontally by more than 20 NM from
the current estimated trajectory.
Although the CFMU flight profile is not
the exact replication of the actual flown
profile, it is a close approximation and
work is carried out to further improve the
data and the algorithms used for the
calculation.
5.3.10 The improvement needs to be seen together with the further increase of the average great
circle distance operated in the European airspace, as shown in Figure 64. It means that the
proportion of medium/long haul flights operated by aircraft operators in Europe is
constantly increasing and the proportion of short-haul flights is decreasing.
5.3.11 While this is still far from the target, it is a substantial improvement representing a total
saving of approximately 36 000 t of fuel in 2009 which corresponds to 120 000 t of CO2.
PRR 2009 Chapter 5: Operational En-route Performance
53
These improvements are in line with the estimations made by EUROCONTROL on the
implementation of the European ATS Route Network Version 6.
5.3.12 With a view to the preparation of targets on flight efficiency within the SES performance
scheme the following lessons can be learned from past experience. As suggested in the
PRC Discussion paper on the implementation of the SES II Performance Scheme
[Ref.13], the indicator to be used for target setting should:
 be based on the most accurate data available to ensure a stable and continuous basis
for the analysis and to avoid performance changes related to data quality; and,
 consider changes in average flight length and therefore related route extension to
average flight distance.
EUROPEAN EN-ROUTE FLIGHT EFFICIENCY PERFORMANCE
5.3.13 In response to the high jet fuel price in 2008, IATA, EUROCONTROL and CANSO
jointly developed the Flight Efficiency Plan [Ref. 19] which aims at:
 enhancing European en-route airspace design
through annual improvements of European
ATS route network including the
implementation of additional CDRs for main
traffic flows, improvements for the most
penalising city pairs and the support of free
route initiatives;
 improving airspace utilisation and route
network availability including support to
aircraft operators, to improve flight plans and
　
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本文鏈接地址：Performance Review Report 2009(43)