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function, is expected to improve the capacity planning process at local and network
levels.
5.6.9 Even though the European horizontal en-route flight efficiency target could not be met in
2009, improvements are notable. Total savings in European airspace due to improved enroute
design and flight planning amounted to approximately 36 000 t of fuel in 2009
which corresponds to 120 000 t of CO2.
5.6.10 En-route airspace design is by far the most important driver of en-route extension. The
improvement of flight efficiency is a pan-European issue which requires the development
and the implementation of a Pan-European network improvement plan in cooperation
with States and ANSPs.
5.6.11 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.
5.6.12 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.
Chapter 6: ANS Performance at main Airports
PRR 2009 Chapter 6: ANS performance at main airports
61
6 ANS performance at main airports
KEY MESSAGES OF THIS CHAPTER
 There have been some improvements in ANS performance at airports in 2009.
 The gathering of different data sets (airlines, CFMU, airport operators) and their continuous validation
are necessary conditions for enhancing the accuracy of ANS performance review at airports. The PRC
is developing these data through the ATMAP process.
 Air Navigation Services can adequately sustain the declared airport capacity in daily operations during
favourable conditions. ANS performance at airports is more affected by weather conditions than traffic
changes. Current work should continue to assess weather conditions and its impact on airport
performance.
 Wind is above all the most impacting weather phenomena on airport operations. ATFM delays due to
wind represent the vast majority of ATFM weather delays in Istanbul and Heathrow.
 Regulatory authorities, ANSPs and ATM R&D should deliver on-time operational concepts, systems
and procedures to improve ANS performance during unfavourable wind conditions.
 The progress in the implementation of airport CDM is not fast enough and should be strongly
encouraged.
6.1 Introduction
6.1.1 This chapter reviews the ANS-related
performance at the top 20 European airports in
terms of IFR aircraft movements in 2009. These
airports are coordinated or facilitated in
accordance with the European Council Regulation
95/1993 [Ref. 21] including subsequent
modifications and the IATA Scheduling Manual
[Ref. 22].
6.1.2 The review is based on the first version of the
performance measurement framework published
in the report “ATMAP performance framework”
[Ref. 23]. This was developed in consultation with
some of the main ANS providers, airlines and
airport operators in Europe.
6.1.3 The analysis presented in this chapter is based on
information currently available within
EUROCONTROL. When flight data from airport
operators could be used, the accuracy of the
analysis could be enhanced. Work is ongoing
within the ATMAP project to improve the quality
and the completeness of the information collected
and to further validate and refine the performance
indicators. A more refined version of the ATMAP
performance framework will be published in
Spring 2011.
6.1.4 ANS-related performance at airports is the result
of complex activities conducted by numerous
actors (Airport operator, Slot coordinator, local
ATC provider, CFMU, Airlines, Ground handlers,
and other service providers located at the airport).
ANS-related performance is therefore only
Airport Declared capacity
It is the number of aircraft movements
per unit of time (usually one hour) that
an airport could accept. The airport
declared capacity is the output of the
capacity declaration which is a process
conducted in accordance with IATA
scheduling manual and EC Regulation
95/93 and used to set a limit on the
number of movements per hour or
fraction thereof. The airport declared
capacity could be quite complex and
may contain various rolling parameters
to control the concentration of demand.
Peak Service Rate
The “operational capacity” is set
according to the specific situation of the
　
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