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relate to the use of shared airspace above flight level 200 in 2009.
56%
63% 68%
15%
21% 21%
28%
3%
20%
0%
20%
40%
60%
80%
100%
Belgium
France
Germany
Released after start of
booked time
Released with less than 3
hours notice before start of
booking
Released with more than 3
hours notice before start of
booking
% of time used when
allocated
source : PRISMIL
89%
76%
84%
0%
20%
40%
60%
80%
100%
Belgium
France
Germany
Use of reserved SUA time vs.
release of reservation
Time spent in SUA vs.
Total mission time
Indicators on the use of shared airspace (2009)
(flight level 200 and above)
Figure 72: Performance indicators on access to shared airspace
18 Local And sub-Regional Airspace management support system.
19 Civil-Military ATM/ Air defence Coordination Tool.
20 The Pan-European Repository of Information Supporting Civil-Military Key Performance Indicators (PRISMIL).
programme was launched in June 2006 to develop and implement harmonised automated data collection in
support of civil- military KPIs
PRR 2009 Chapter 5: Operational En-route Performance
59
5.5.11 They indicate that:
 the effective use of the time allocated to the military was highest in Germany (68%),
followed by France (63%) and Belgium (56%);
 of the remaining time when airspace was booked but not used by the military, 20% of
the reserved time was released for civil use with at least 3 hours notice in Belgium,
followed by France (15%) and Germany (3%);
 the remaining time was released with less than 3 hours notice before the start of the
booked time;
 mission effectiveness was highest in Belgium in 2009. On average, 89% of the total
mission time was spent for training and 11% for the transit between the airspace and
the shared airspace, which is a high level of mission effectiveness.
5.5.12 Implementation of indicators by more States and sharing of best practice should be
further encouraged. Progress still needs to be made both in developing and offering routes
through shared airspace and ensuring that these routes are effectively used by civil users,
especially during weekends when military activity is minimal.
5.5.13 With a view to the start of the SES performance scheme in 2012, more work is required to
ensure that all parameters necessary for the evaluation of the effective use of shared
airspace are available.
5.6 Conclusions
5.6.1 Although ATFM en-route delay decreased from 1.9 to 1.2 minutes per flight in summer
2009, the en-route delay target of 1 minute per flight was not met in 2009,
notwithstanding the significant decline in traffic which reduced traffic levels far below
planned ANSP capacity in 2009.
5.6.2 For the full year, the percentage of flights delayed by more than 15 minutes due to enroute
ATFM restriction decreased from 4.0% in 2008 to 2.6% in 2009.
5.6.3 While most European ACCs provided sufficient capacity, overall en-route ATFM delay
did not decrease in line with traffic, which was due to only a limited number of ACCs.
The six most congested ACCs (out of 71) accounted for 50% of all en-route ATFM delay
in 2009.
5.6.4 En-route ATFM delays originated mainly from Warsaw ACC (10%), Madrid ACC (8%)
and the South-east axis stretching from Austria via Croatia, Greece and Cyprus (28%).
The German ACCs Rhein/Karlsruhe and Langen together accounted for some 18% of
total en-route delays in 2009.
5.6.5 Shortcomings in the planning and deployment of staff appear to be the main drivers of enroute
ATFM delays at the most congested ACCs. The planning and management of
capacity is the core responsibility of ANSPs. At present, there is limited information for
the review of capacity plans and their execution, e.g. staff availability.
5.6.6 The unprecedented drop in traffic helped to close existing capacity gaps. It is important to
continue to close existing capacity gaps, to match capacity plans with forecast demand
and to have some flexibility in accommodating unforeseen changes in traffic.
5.6.7 In view of the staffing issues and the high number of planned ATM system upgrades over
the next three years, an adequate and pro-active capacity planning at local and ATM
network level is essential to make sure that delay targets are met. The network
management function has an important role to play.
PRR 2009 Chapter 5: Operational En-route Performance
60
5.6.8 The SES II package, especially capacity target setting and the network management
　
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