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the improvement in 2009 is certainly the result of the reduction in traffic levels due to the
economic crisis.
4.6.7 Depending on the type of operation at airports (hub & spoke versus point to point), local
performance can have an impact on the entire network but also on the airport’s own
operation. Flights frequently returning to their hub airport return a certain percentage of
primary delay originally experienced at the hub.
4.6.8 The analysis in Figure 49 illustrates how airports are affected by their own operations.
The analysis was carried out for a limited number of large airports with various levels of
hub-and-spoke operations [Ref. 17]. Only flights between the analysed airport and
another airport (i.e. every second leg is by definition the analysed airport) were included.
4.6.9 The impact of airport operations on its own performance varies notably by airport. For
example, for every minute of primary delay generated at London Gatwick airport, more
than half a minute is returned on subsequent flights returning to London Gatwick.
0
0.1
0.2
0.3
0.4
0.5
0.6
London
(LGW)
Madrid
(MAD)
Barcelona
(BCN)
London
(LHR)
Copenhagen
(CPH)
Frankfurt
(FRA)
Munich
(MUC)
Amsterdam
(AMS)
Rome (FCO)
Zurich (ZRH)
minutes
Primary delay returned to origin airport (Summer 08)
Figure 49: Impact of airport operations on its own performance
4.7 Network management (ATFM)
4.7.1 This section evaluates the performance of the ATFM function12. ATFM measures are put
in place to protect en-route sectors or airports from receiving more traffic than the air
traffic controllers can safely handle (declared ATC capacity).
4.7.2 The ATFM function and the performance assessment thereof will be addressed in the
Commission Regulation (EU) laying down common rules on air traffic flow management.
The Regulation lays down the requirements for ATFM in order to optimise the available
capacity of the European air traffic management network and enhance ATFM processes.
It requires, inter alia, the central unit for ATFM to produce annual reports indicating the
quality of the ATFM in the airspace of the Regulation (see also §4.7.8).
4.7.3 Until more detailed information becomes available from the aforementioned EU
Regulation, the following three performance indicators are used to monitor overall ATFM
performance levels:
 ATFM over-deliveries;
12 Local ATFM units and the central unit for ATFM (i.e. CFMU).
PRR 2009 Chapter 4: Air Transport Network Performance
40
 ATFM slot adherence and;
 Inappropriate ATFM regulations.
4.7.4 Accurate flight plan information and flight plan adherence are essential for the
functioning of the air transport network. Changes which are not communicated properly
result in inaccurate traffic projections en-route and for the destination airport which in
turn may lead to an underutilisation of capacity or excessive workload for controllers, and
a safety issue.
4.7.5 Figure 50 shows the share of ATFM over-deliveries between 2003 and 2009. Overdeliveries
varied between 9 and 11% between 2003 and 2007 but showed a slight increase
in 2008 and 2009.
5%
6%
7%
8%
9%
10%
11%
12%
13%
14%
15%
2003
2004
2005
2006
2007
2008
2009
% regulated hours with actual demand/
capacity >110% (excess demand)
source: EUROCONTROL/ CFMU
Figure 50: ATFM over-deliveries
Over-deliveries
Over-deliveries occur when more aircraft than
planned enter a protected sector exceeding the
regulated capacity by more than 10%. Ideally
the share of regulated hours with overdeliveries
should be reduced as much as
possible to improve confidence in the system
(some ATS providers reserve up to 10% to
account for possible over-deliveries) and to
protect controllers from excessive workload.
Over-deliveries can have various reasons
including:
 deviation from the flight level initially
requested in the flight plan;
 deviation from the route initially requested
in the flight plan;
 departing at times different from flight plan
or the allocated ATFM slot; and,
 deviation from the ground speed initially
planned.
4.7.6 Figure 51 shows the European ATFM slot adherence between 2003 and 2009. While a
continuous improvement is notable, there is scope for further improvement considering
the fact that that almost every fifth ATFM regulated flight departs outside its allocated
　
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