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and burning the minimum amount of fuel
became paramount. The parameters
which influenced the fuel flight plan were
updated every week and pilots were
given strict instructions to stick to the
optimised fuel flight plan. When asked
“What is the priority: capacity or flight efficiency?”
the answer was “survival”. Flight
efficiency became the concern of airline
CEOs and their associations. A global
Flight Efficiency Plan was launched.
EUROCONTROL worked with IATA and
CANSO to develop the Flight Efficiency
Plan for the European region.
This Plan has tipped the balance from
awareness and acknowledgement of
the problem to a concrete resolve to
do something about it and has resulted
in substantive changes to operational
procedures at air navigation service
provider and Agency level. Other articles
in this edition of Skyway provide practical
examples.
However, implementation of any change
on any of the capacity, flight efficiency
and mission mitigation measures will
not be any easier in the coming months.
Although the price of fuel is way below
the highs of summer 2008, the general
economic crisis has moved the damage
from high fuel cost to lower revenue
income. Falls in service providers’ revenues
due to declining traffic are starting
to extend some of the deployment
phases of a number of projects.
For aircraft operators the overriding objective
will remain – operating costs need to
be as low as possible for the foreseeable
future. Environmental societal priorities
are here to stay and may even become
stronger. The low price of fuel reduces
the financial incentives and cost element
driver to address fuel. The phenomenon
of aircraft operators choosing long routes
with more emissions in order to avoid
the more expensive overflying charges
is clear to see. CO2 trading will reverse
this as it will have a significant impact on
airline operations in the very near future.
The dilemma of the complex triangle will
not go away whatever the economic situation.
However, the fuel crisis has been
a catalyst for lasting change – increasing
ATM’s contribution to the industry’s financial
and environmental sustainability,
without impacting safety, will be on the
agenda of ATM developments in the
short term and SESAR.
The way forward
There is a way forward – a dynamic ATM
system for Europe which can deliver a
balanced performance improvement in
capacity, flight efficiency and emissions
according to the network, functional
airspace blocks (FABs) and local performance
targets derived from the Single
European Sky.
In more practical terms, we will require:
n Dynamic airspace structures and
ATFCM2 processes which can be
adapted to favour any of the three
drivers in turn.
n Clear political network-wide performance
targets.
n Locally agreed performance priorities.
n A robust CDM process which defines
the operational priorities for each
day or parts thereof for different ATM
service providers in the European
airspace network.
n Processes to change airspace organisation
and ATM procedures from one
operational scenario to another in a
safe and orderly manner.
n Performance monitoring and reporting
mechanisms.
It will remain difficult to meet any one
of the performance objectives without
impacting the other two but there will
be no alternative. It is a closed triangle,
and will not be split open any time soon.
The need to balance the performance
triangle will stay with us for the foreseeable
future. European ATM has taken up
the challenge. n
civil air navigation services organisation
EUROCONTROL worked with
IATA and CANSO to develop
the Flight Efficiency Plan for
the European region.
2- Air Traffic
Flow and
Capacity
Management
Skyway 51 - Spring 2009 7
Focus
Xavier Fron, Head of the Performance Review Unit, presents the
performance of air traffic management in Europe and sheds light
on the prospects for the future.
Air traffic management
performance in Europe
A performance-oriented
approach
A performance-oriented approach in air
traffic management, focusing on outcomes
rather than means, was an important part
of the ECAC Institutional Strategy adopted
by Transport Ministers in 1997.
Such a performance-oriented approach
is now firmly embedded in ICAO
policies, and has been reinforced
　
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本文鏈接地址：Skyway Magazine Spring 2009(4)