Commission Implementing Regulation (EU) 2019/317Show full title

SECTION 1 KPIs for Union-wide target setting and indicators for monitoring at Union level

1. SAFETY

1.1. Key performance indicators

The minimum level of the effectiveness of safety management to be achieved by air navigation service providers certified to provide air traffic services. This KPI measures the level of implementation of the following safety management objectives:

(a)

safety policy and objectives;

(b)

safety risk management;

(c)

safety assurance;

(d)

safety promotion;

(e)

safety culture.

1.2. Indicators for monitoring

(a)

The rate of runway incursions at Union level with a safety impact calculated in accordance with point 1.2(a) of Section 2;

(b)

The rate of separation minima infringements at Union level with a safety impact calculated in accordance with point 1.2(b) of Section 2.

2. ENVIRONMENT

2.1. Key performance indicators

This KPI measures the average horizontal en route flight efficiency of the actual trajectory, calculated as follows:

(a)

the indicator is the comparison between the length of the en route part of the actual trajectory derived from surveillance data and the achieved distance, summed over IFR flights within or traversing the airspace as defined in Article 1, hereinafter referred to as ‘European airspace’;

(b)

‘en route part’ refers to the distance flown outside a circle of 40 NM around the airports;

(c)

where a flight departs from or arrives at an airport outside the European airspace, the entry or exit points of the European airspace are used for the calculation of this indicator as the origin or destination respectively, rather than the departure or destination airport;

(d)

where a flight departs from and arrives at an airport inside the European airspace and crosses a non-European airspace, only the part inside the European airspace is used for the calculation of this indicator;

(e)

‘achieved distance’ is a function of the position of the entry and exit points of the flight into and out of each portion of airspace for all parts of the trajectory. Achieved distance represents the contribution that those points make to the great circle distance between origin and destination of the flight;

(f)

the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation.

2.2. Indicators for monitoring

(a)

The average horizontal en route flight efficiency of the last filed flight plan trajectory, calculated as follows:

(i)

the difference between the length of the en route part of the last filed flight plan trajectory and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the European airspace;

(ii)

‘en route part’ refers to the distance flown outside a circle of 40 NM around the airports;

(iii)

where a flight departs from or arrives at an airport outside the European airspace, the entry or exit points of the European airspace are used for the calculation of this indicator as the origin or destination respectively, rather than the departure or destination airport;

(iv)

where a flight departs from and arrives at an airport inside the European airspace and crosses a non-European airspace, only the part inside the European airspace is used for the calculation of this indicator.

(v)

the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation.

(b)

The average horizontal en route flight efficiency of the shortest constrained trajectory, calculated as follows:

(i)

the indicator is the difference between the length of the en route part of the shortest constrained route available for flight planning,as calculated by the path finding algorithms and flight plan validation systems of the Network Manager, measured between the exit and entry points of two terminal manoeuvring areas, and the corresponding portion of the great circle distance summed over all IFR flights within or traversing the European airspace;

(ii)

this indicator considers the airspace restrictions on days with and without military activities published in the Route Availability Document issued by the Network Manager and the actual status of conditional routes at the time of the last filed flight plan;

(iii)

‘en route part’ refers to the part outside a circle of 40 NM around the airports;

(iv)

where a flight departs from or arrives at an airport outside the European airspace, the entry or exit points of the European airspace are used for the calculation of this indicator as the origin or destination respectively, rather than the departure or destination airport;

(v)

where a flight departs from and arrives at an airport inside the European airspace and crosses a non-European airspace, only the part inside the European airspace is used for the calculation of this indicator;

(vi)

the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation.

(c)

The effective use of reserved or segregated airspace calculated as the ratio of the initial requested allocated time for reservation or segregation from general air traffic, and the final allocated time used for the activity requiring such segregation or reservation. The indicator is calculated for all airspace allocations notified to the Network Manager.

(d)

The rate of planning via available airspace structures, including reserved or segregated airspace and conditional routes, for general air traffic calculated as the ratio of aircraft filing flight plans via such airspace structures and the number of aircraft that could have planned through those airspace structures.

(e)

The rate of using available airspace structures, including reserved or segregated airspace, conditional routes, by general air traffic calculated as the ratio of aircraft flying via such airspace structures and the number of aircraft that could have planned through these airspace structures.

3. CAPACITY

3.1. Key performance indicator

The average minutes of en route ATFM delay per flight attributable to air navigation services, calculated as follows:

(a)

the en route ATFM delay is the delay calculated by the Network Manager, expressed as the difference between the estimated take-off time and the calculated take-off time allocated by the Network Manager;

(b)

for the purposes of this indicator:

• ‘estimated take-off time’ means the forecast of time when the aircraft will become airborne calculated by the Network Manager and based on the last estimated off-block time, or target off-block time for those airports covered by airport collaborative decision-making procedures, plus the estimated taxi-out time calculated by the Network Manager;

• ‘calculated take-off time’ means the time allocated by the Network Manager on the day of operation, as a result of tactical slot allocation, at which a flight is expected to become airborne;

• ‘estimated taxi-out time’ means the estimated time between off-block and take off. This estimate includes any delay buffer time at the holding point or remote de-icing prior to take off;

(c)

this indicator covers all IFR flights and all ATFM delay causes, excluding exceptional events;

(d)

this indicator is calculated for the whole calendar year and for each year of the reference period.

3.2. Indicators for monitoring

(a)

The average time, expressed in minutes, of arrival ATFM delay per flight attributable to terminal and airport air navigation services and caused by landing restrictions at the destination airport, calculated as follows:

(i)

this indicator is the average generated arrival ATFM delay per inbound IFR flight;

(ii)

this indicator includes all IFR flights landing at the destination airport and covers all ATFM delay causes, excluding exceptional events;

(iii)

this indicator is calculated for the whole calendar year and for each year of the reference period.

(b)

The percentage of flights with en route ATFM delay greater than 15 minutes, calculated as below:

(i)

en route ATFM delay calculated in accordance with point 3.1(a);

(ii)

this indicator covers all IFR flights and all ATFM delay causes, excluding exceptional events;

(iii)

this indicator is calculated for the whole calendar year and for each year of the reference period.

(c)

The average time, expressed in minutes, of all cause-departure delay per flight, calculated as follows:

(i)

this indicator is the average delay attributable to:

• delays due to airline operations;

• en route ATFM delay reported by airspace users;

• reactionary (knock-on) delay;

• airport operations delay, including ATFM airport delay reported by airspace users caused by regulation based on traffic volume which has a reference location classified as Aerodrome Zone or Aerodrome;

(ii)

this indicator covers all IFR flights and is calculated for the whole calendar year and for each year of the reference period.

4. COST-EFFICIENCY

4.1. Key performance indicators

The year-on-year change of the average Union-wide ‘determined unit cost’ (DUC) for en route air navigation services, calculated as follows:

(a)

this indicator is expressed as a percentage, reflecting the year-on-year variation of the average Union-wide DUC for en route air navigation services, starting from the baseline value referred to in point (a) of Article 9(4);

(b)

this indicator is calculated for the whole calendar year and for each year of the reference period;

(c)

the average Union-wide DUC for en route air navigation services is the ratio between the en route determined costs and the en route forecast traffic, expressed in en-route service units, expected during each year of the reference period at Union level, as contained in the Commission's assumptions for establishing the Union-wide performance targets in accordance with Article 9(3);

(d)

the average Union-wide DUC for en route air navigation services is calculated in euro and in real terms.

4.2. Indicators for monitoring

The actual unit cost incurred by users separately for en route and terminal air navigation services at Union level, calculated as follows:

(a)

this indicator is calculated for the whole calendar year and for each year of the reference period as the weighted average of the sum of the DUC for each Member State for air navigation services and of the adjustments in accordance with Article 25(2) stemming from that year;

(b)

this indicator is expressed in euro and in nominal terms.