Presentation on theme: "Giovanni Lenti Head of Network Operations 30/01/2014"— Presentation transcript:
1Giovanni Lenti Head of Network Operations 30/01/2014 NM USER FORUM 2014Operations outlook and NM proposals for 2014Giovanni LentiHead of Network Operations30/01/2014
2Agenda NM Operations Center (NMOC) activities Network Manager’s contributions to ops performance2013 en-route targetAirport delaysReport on Mandatory Cherry Picking (MCP)Overview of 2013 events generating AFTM delaysLooking into 2014Addressing the issues in the ops relationshipNMOC reorganisationNMOC priorities & expectations for 2014
3Flight Planning activities NMOC ActivitiesFlight Planning activitiesIFPS (Integrated FPL System)65,000 FPL messages treated by IFPS every day (> 20 million/year).92% of FPL messages are correctly filed to IFPS by AOs3.7% are manually processed in IFPS (2,400/day)4.3% are rejected.6% of flights are generated from Repetitive FPL Data (RPL)More servicesRPLAMON (Arrival Monitoring, Vienna trial)Flight efficiency (Opportunity Tool)CSST (Callsign Similarity)SAFA (Black-list alerting)ACC3 (Cargo security alerting)
4Callsign Similarity Service 55 AOs signed up for the CSS Tool (CSST)21 AOs received training and are actively using CSST output in operations:Easyjet, Adria, Swiss, Ryanair, Air France, Germanwings, Meridiana,BA Cityflier, Finnair, Air Berlin, Flybe, Tarom, Transavia Holland, HOP,KLM, Aegean, SunExpress, Air Portugal, Flybe Finland, Iberia, Jet2 .More than 1000 similarities analysed and recordedCSST users have less risk of call sign confusion than non-users: 8% vs. 14%Role of CSST TeamPublication of ‘anti-similarity’ rules.Support to AO’s (Training/Familiarization).Gathering feedback/monitoring the results of the implementation.Do you want to join? Please contact:
5Flight Efficiency pilot project NMOC started to use the FE Opportunity tool in pilot mode in May 2013Total savings since May:248,530 nautical miles1,389 tons of fuel = 4,630 tons of CO21,157,645 EuroWith combined FE activity of IFPS1, IFPS2, RPL Teams and moreAO’s joining we expect a considerable increase in savings for 2014.Do you want to join? Please Contact:May 2013:IFPU1 startsSavings so far:215,017 miles1,188 tons fuel3,960 tons CO2990,080 EuroNov 2013:RPL startsSavings so far:33,513 miles201 tons fuel670 tons CO2167,565 EuroApril 2014:IFPU2will start FE
6Airspace Data Management activities (CACD/CADF) Creation/update of all static/dynamic data in CACD (Centralised Airspace & Capacity Database)in support of CADF (Centralised Airspace Data Function).Data are updated daily or at each AIRAC.Static/dynamic data in the system:21,945 Significant points8,455 Airspaces (FIR + Sectors+ Military)7,392 Aerodromes4,616 ATS Routes14,546 Terminal Procedures (SID, STAR…)Aircraft Types7,789 Traffic Volumes (with 8415 flows)27,215 Units (FPL and ETFMS messages distribution)19,200 Restrictions (RAD + EU/EURO+ FUA, PTR, FRA,…)Static data can only bechanged at AIRAC dateDynamic data: daily changes
7CACD/CADF activities 2013600 NOTAMs (average) were monitored daily and about 50 required an action in CACD.500 daily live updates (average)120 daily static updates (average)35 airspace pre-validations done in collaboration with ANSP/States on site (7 ongoing for 2014)Staff involved in several activities:AUP/UUP daily ‘business’Restrictions required for NM Operations: RAD, PTR’s, all kind of events (civil, military, …)Airspace Data alignment (Published data vs Operational used data)
8The NM (Flow management) contribution in 2013 In 2013, the Network had a total of 9,568,399 flights (minus 0.8% vs 2012 traffic) and 8,772,688 minutes of ATFM delay of which:Total 2013 Airport delay: 3,728,974 minutesTotal 2013 En-route delay: 5,043,714 minutesThe en-route target for 2013 was set at 0.60min/flight The recorded value is 0.53min/flight, so target was lowered.The NM committed to improve the overall en-route delay in 2013 by minus 10% In order to achieve such target, several sub-targets are defined in Network Manager Performance Plan (RRPs, weekend delays, number of regulations, flts delayed >30 mins etc).The NM achieved 13,7% savings – therefore contributing to achieve the network target - (without NM contribution, the en-route delay would have been 0.61min/flight).NMOC flow personnel performed 40,651 user manual actions (force/overriding slot, exclusions, rerouting proposals) saving 1,137,294 minutes of ATFM delay of which:NMOC reduction for airport delays: ,749 minutesNMOC reduction for en-route delays: 799,545 minutes
9En-route target 0.60 – lowered to 0.53 Reasons for the decrease: playbook procedures/constant monitoring of staffing & capacity delays, the NMOC actions, ANSP/OPL/NOS special events planning/mitigation, ANSP capacity plans, Airspace Users.Most of weeks the en-route delay was lower than the weekly delay guideline (purple dotted line in graph), but still experienced a few noticeable spikes in performance.Thanks to everyone who helped contribute towards the lowest en-route delay result on record! With some initiatives (e.g. weather playbook) planned this year, there is no reason why we shouldn’t be able to achieve or be lower than 2014 en-route target (0.50min/flight).ETF StrikeTS & CBEGTT phone systemFrench StrikeLOWW transition to COOPANSTOPSKY & Pegasus Transition
10The NMOC contribution - Airports The NM committed to save 5% of the overall delay for arrivals at 7 main airports: EGLL, LSZH, LEPA, EDDL, LFPG, EDDF, LTBA.The overall NMOC delay saving for airports was 337,749 mins.The table below shows the percentage of reduction (all delay reasons) at:
112013: weekly Airport arrival delay/flight The graph below was run as an ‘exercise’: we established a fictitious target forairport delays (0.46min/flight) for 2013 and we monitored it all year.The value achieved is 0.43min/flight.The target set for 2014 is 0.40min/flight.
12First Rotation ATFCM restrictions (regulations) Flights with an EOBT between UTC (the ‘first rotation’) are subject to 49% of the overall airport ATFM arrival delays.The NM target is to reduce first rotation delays by – 5%1 minute of ATFM delay during the first rotation generates 4 minutes of reactionary delay (average 2013)In 2013: 44% of delays for passengers were attributed to reactionary delays.Reactionary delays impact future EOBTIn 2013, the average departure delay per flight All Causes was 9,3 minutes (down from 9,5 minutes per flight in 2012).This is based on airline data supplied by airlines to CODA.In 2013 reactionary delays accounted for 44% of departure delay minutes All Causes (down from 45% in 2012) withATFCM delays generating 12% of delays (compared to 13% in 2012).These reactionary delays are not only affecting passengers (or airlines) but also have an impact on NM operationsOn average 1 minute of ATFM delay during the First Rotation caused 4 minutes of reactionary delays in 2013.During the First Rotation 35% of European flights depart, generating 49% of daily ATFM Arrival Restrictions.What is NM doing to reduce reactionary delays and how is NM providing assistance to its stakeholders (airlines, airports, slot coordinators)?NM has an objective to reduce First Rotation Restrictions by 5% year on year. These early morning restrictions have a bigger impact on reactionary delays due to the multiplier effect. The difference between the IOBT (flight plan) and the STD (airline scheduled departure time or the airport departure slot) rapidly increases between utc under influence of the build-up of reactionary delays. Reactionary delays stabilise between 0900utc and 1500utc to increase again towards the end of the operational day. Speaker: Yves De Wandeler1212
13Better punctuality => Better predictability => Less re-work Airport ATFM arrival regulations: 49% of delay is generated during first rotation ( UTC).High proportion of reactionary delays: 44% of delays all causes.Reactionary delays impact the airport/sectors loads (shift of the EOBT causes non realistic demand), re-work for dispatchers and ATFM delays.Focus on first rotation ATFM restrictions to reduce reactionary delays (multiplier effect).The CODA scheduling indicator will help AO’s - e.g. BTO (Block Time Overshoot = EET+ taxi in/out = the percentage of flights with an actual blocktime which exceeds the scheduled blocktime).BTO > 40% => reactionary delaysBTO < 20% => early arrivals may trigger airport arrival restrictionsBTO in 2013 was 28%We can ‘force’ shifting using standard ATFM regulations or MCP* (mandatory cherry picking regulations). MCP could take into account airline scheduling info to reduce impact and limit delay propagation through the Network.* MCP: ATFM regulation assigning a slot only to a few flights, all the others are excluded (no slot).More information? Come and see the CODA stand or mail to:Speaker: Yves De Wandeler13
14Report on Mandatory Cherry Picking (MCP) Trial 2013: 30 MCP replaced 30 standard regulations in EDYY, LFEEWhat if 30 standard regulations???- 2,126 flights subject to CTOT- Overall delay estimated 6,128’(see note1)With 30 MCP:- 130 flights received CTOT(see note 2)- overall delay 1,462’- delay saving 4,666’Note 1: Amount of delay based on standard application of regulation at declared capacity valuesNote 2: The 130 flights with CTOT were operated by 49 different Aircraft OperatorsNext stepsEPWW joined the trial on 16th JanTrial to continue until 31st March 2014Subject to the necessary approval, MCP will become a permanent procedure for EDYY, LFEE and EPWW.
15Overview of few events generating ATFM delays ETS strike in June, EPWW Pegasus21 transition, LCCC TOPSKY, EGTT phone failure in Dec + overview LPPC and EDGG.Such events are ‘part of the game’Main concern of ANSP’s is to minimize problems for Airspace UsersThere is absolutely…….NO BLAME TO ANYONE !As ‘The Network Manager’ we have to be transparent and equitable in reporting, so we need to analyse the events in order to learn lessons towards future improvements.
16ETF strike June 2013 - Overview ATC personnel in France joined the ETF (European Transport Workers Federation) strike from 11th June 04:00 UTC until 13th June 04:00 UTC.More than 33,000 flights were subject to AFTM measures in 48 hrs.French ATFM regulations generated 552,759’ (88% of the total strike delay) in 48hrs.All ACCs surrounding French airspace were impacted by the re-routed traffic ATFM measures applied due to extra traffic caused 73,076’ (12% of all strike delay).Total strike ATFM delay: 625,572’ (added ’ to 2013 en-route target).+/- 750,000 additional nautical miles flown by flights avoiding French airspace.Additional fuel burned in two days: 5,225 tons = 16,512 CO2 tons.5,500 FPL’s cancelled.
17ETF strike June 2013 – the reroutings 11th June 829 flights found mainly avoiding French airspace.enter your presentation title17
18ETF strike June 2013 - The NM actions Excellent coordination/cooperation with DSNA before and during the strikeFrench ATFM regulations duration tailored at D-1 to strike participation forecast, in order to avoid excessive French airspace avoidance by over-flights.North Atlantic tracks adapted to avoid excessive load into Brest airspace.Agreement with Algeria/Tunisia to accept traffic with no clearance to avoid LFMM ACC delays.Max sector configuration asked to neighbouring ACC’s to minimize delays for rerouted flights.Network coordination to suspend military activities constraining capacity.Restrictions (iso zero-rate regulations) applied by NMOC CACD for some French airports.Continuous monitoring of Oceanic ‘Tango’ routes availability (balancing the slots for first rotation South-bound vs. North-bound flows) to reduce average delay.NMOC flow managers assisted AO’s via manual exclusion/forcing/overriding slots: 462 manual interventions in two days saved 27,289’ of delay.124 manual RRP (rerouting proposals) sent by AOLO (84 accepted – 11,377’ of delay saved)NMOC FP personnel/AOLO assisted AU’s for FPL validation and rerouting suggestions.Frequent updated information to ANSP’s and AUs via NOP portal and AIM’s.enter your presentation title1818
19ETF strike June 2013 - traffic & delay evolution from 1600 UTC on 10th until 2359 UTC 11th June Brown line: delay evolution Blue line: delayed traffic evolution
20ETF strike June 2013 – Savings The potential amount of ATFM delay for 11th + 12th June 2013 was more than 1,500,000 minutes.The actual ATFM delay recorded was 625,572 minutes.The considerable reduction was due to:Improved sector configurations by DSNAMore than 1,600 flights avoided areas regulated due to strikeThe overall actions of the Network ManagerIt is not possible so far to quantify the attribution of delay saving to any of the items above.The Network Manager can only claim delays for which we have a ‘certified’ evidence (38,666 minutes - Flow managers’ manual interventions and accepted rerouting proposals)
21London ACC phone failure – December 2013 In the night btw Dec 6th/7th a technical problem of voice comms/phone panel (following an upgrade of the system) prevented radar sector splitting. This event limited the EGTT ops-room to the night time sector configuration of 5 sectors (that continued to be kept for part of the day).ATFM regulations applied resulting in a peak of 195,000 minutes delay.Several delay mitigation measures applied by EGTT FMP (Minimum Departure Intervals, level cap destination EHAM/EBBR, local level capping measures, rerouteing suggestions - not all of them followed by AO’s, likely due to increased workload for dispatchers).NATS held 4 teleconferences.NMOC provided full/constant support (Tact dedicated position) to NATS with rerouting guidance, Network coordination and use of NOP headline news and AIM to disseminate all available info.EGTT were able to split gradually the sectors. At 1830utc system was stable and all ATFM regulations were cancelled by 1959utc. Final delay recorded: 129,482 minutes.The event was handled very well by NATS with great support by NMOC
22EPWW (Warsaw) Pegasus21 (new ATC system) EPWW had a traffic increase in 2013: +1.03% (+2.31 in summer)Overall delay for EPWW in 2012: 352,182 minutesOverall delay for EPWW in 2013: 344,909 minutes ( -2.07% vs 2012)118,589 minutes due to Pegasus21 so far.The transition to Pegasus21 started on 26th Nov 2013 with a sector capacity reduction of -25%.Several rerouting scenarios and restrictions (agreed with neighbours and Airspace Users) were applied daily from 26th Nov until 15th Jan, forcing flights to route out of Polish airspace in order to mitigate the expected ATFM heavy delays.Capacity was and will be progressively increased (through the 3 main phases of the transition) to 100% until 15th May 2014, expected date of transition end.We expect further and considerable improvement for 2014.
23LCCC (Cyprus) TOPSKY (new ATC system) LCCC had a traffic increase in 2013: +2.91% (+3.19% in summer).Overall delay for LCCC in 2012: 428,366 minutes.Overall delay for LCCC in 2013: 599,225 minutes (+39,89% vs 2012).185,534 minutes due to TOPSKYStaffing/social issues/TOPSKY generated high delays since March 2013.Transition to TOPSKY started on Sept Capacity reduction: -30 %.Technical problems prevented return to 100% en-route sectors capacity. Transition ended on 21st Jan, capacities increased – but not at 100% yet.The geo-political situation in the area is a further serious constraining factor.NM put a great effort to mitigate the delays together with the ANSPNew airspace structure since June, missions of FM staff to Nicosia, review of procedures, scenarios, NMOC exploring daily solutions for delay saving at D-1/tactically, daily close contact with FMP).
24LCCC – Plans for 2014 and beyond NM’s support to the ANSP and Airspace Users will not diminish.We expect an improvement in overall delay for 2014, although it is difficult to make a reliable forecast at this stage.EUROCONTROL NM is supporting the Cypriot Government to establish a new State owned company to deliver Air Navigation Services according to the performance requirements of the region Target date for implementation: January 2015.In parallel efforts are ongoing to address the current shortcomings - aggravated by the economic crisis and related EU bail-out conditions.
25LPPC (Lisbon ACC) overview LPPC had a traffic increase in 2013: +2.30% (+3.02 in summer)Overall delay for LPPC in 2012: 281,190 minutes.Overall delay for LPPC in 2013: 121,000 minutes (-57% vs 2012).NB: Increased average delays in Nov. & Dec were due to the non availability of ATCO’s overtimes.2014: We expect considerable improvements due to a new sector configuration and new division flight levels in the West area (depending anyway on staff availability). Noticeable improvement due to a better sector configuration planning, CDM with FMP.
26EDGG (Langen ACC) overview 2013 EDGG had a traffic decrease in 2013: -1.99% ( in summer)Overall delay for EDGG in 2012: 787,844 minutesOverall delay for EDGG in 2013: 287,941 minutes (-64% vs 2012)3,496 minutes due transition to PSS (Paperless Strip System).The considerable 2013 delay reduction due to the combined efforts and long standing collaboration between DFS and the NMreview of airspaces, sector configurations, traffic volumes, agreed exclusions, improved pre-tactical planning.The PSS transition started last November with a capacity decrease of % (increased to -10% in December).The PSS transition did not represent an issue so far thanks to the well done preparation of the event.We expect a rather stable situation for 2014
27Improve NMOC/ANSPs/AOs Ops relationship (1) Looking into 2014Improve NMOC/ANSPs/AOs Ops relationship (1)Disagreements/arguments with FMPs on ATFM measures applicationReasons: timing, window width, bunching at the end of regulations, ‘other’ misunderstandingsLimited to a few episodes in 2013 (7 complaints received)Target = ZERO issue for 2014 (favorable trend)Disagreements on ATFM regulation reasonsA delay Task Force submitted a proposal to ODSG to be discussed on 11th/12th February 2014.
28Improve NMOC/ANSPs/AOs Ops relationship (2) Looking into 2014Improve NMOC/ANSPs/AOs Ops relationship (2)Airspace Users do not like mandatory re-routing/level-capping scenarios or EU restrictions:The Network Manager needs to balance the needs of ANSPs and AUs.A complete freedom for AOs would cause higher/unbalanced delays and more regulations (obstacle to manual/automatic slot improvements).If scenarios are ‘banned’: it could trigger a reaction from ANSP changing most used scenarios into RAD measures to avoid ATFM regulations.Mandatory scenarios or EU restrictions are applied in case of:Transition (to new systems) plansAxis (South West, South East, North East and Ski)Regulations with high delaysSpecial eventsMilitary activities
29NMOC reorganisation (please don’t shoot the piano player :-) Looking into 2014NMOC reorganisation (please don’t shoot the piano player :-)WHERE WE ARENegotiation with Unions completed.Reorganisation document will be sent to ECTL Members for endorsement.New job descriptions for all NMOC profiles ready to open internal competitions.As soon as (and if) endorsed, the transition process will start, lasting two yearsConstantly increasing workload for NMOC personnel.WHAT DO WE WANT TO ACHIEVE?Adapt NMOC structure to Network requirements.Synergy among NMOC domains (e.g.: group of 25 Network Managers ensuring continuity from pre-tactical to the day of operations).Free resources to intensify Flight Efficiency activity, to increase Network Ops support to SESAR projects, ANSP’s system transitions, Axis, airspace pre-validations, NM system releases, Airport CDM, internal ECTL projects etc.
30Priorities for 2014 Looking into 2014 WE WILL Strongly commit to achieve all performance targets Challenge: en-route target will be 0.5min/flight yearly until 2019.Focus on flight efficiency and delays – the right balance.Focus on slot/delayed flights lists – Manual interventions to improve slots when ETFMS reaches limits, e.g. for flights subject to >3 ATFM regulations)Improve delays due to Weather New risk assessment tool in ops, weather playbook.Continue support and advice to ANSP’s for pre-validations, delay hotspots.Improve relationship with FMPs and AO’s: not only familiarization visits but focus on specific problems – you’re all always more than welcome in NMOC… personal contacts = better results.Finalize a common ATFCM manual (FMP’s + NM).
31Expectations for 2014 Looking into 2014 WE HOPE (And we will) cooperate for a better CDM with FMPs for weather forecast and better use of ATFM measures.That Airspace Users adhere more and more to FPL’s Better traffic predictions by NM and FMP’s DEFINITELY help improve delays e.g.: Most regulations applied by LFEE are caused by poor adherence to RFL or by ‘yo-yo flights’. .And wish not to experience any crisis!!!Many thanks for your attention!