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sectors which can be merged into larger
(collapsed) sectors. Subject to workload
and staff availability, the sector
configurations are adjusted to traffic
demand.
En-route capacity shortfalls may result
from structural limitations (i.e. inability
to further split sectors to accommodate
the demand) or staffing limitations (i.e.
inability deploy maximum configurations
due to staff availability).
5.2.35 Whereas the information on ANSPs capacity planning shared at European level enables to
monitor a number of technical and operational details (software upgrades, route changes,
etc.), information on staffing is limited. However, staff availability, flexible deployment
of staff and flexible sector opening schemes are key to efficiently meeting future capacity
requirements.
5.2.36 Additionally to the day-to-day management, the training of staff in preparation of a
system upgrade may result in a temporary staff shortage and delays in the actual
implementation phase. Part of the delay at Rhein/ Karlsruhe is for example due to staff
training in preparation of the implementation of the VAFORIT system planned for 2010.
5.2.37 Figure 63 shows where major ATM system upgrades are planned between 2010 and 2013
(see also Figure 133: on page 117). Those ATM system upgrades pose a considerable
challenge as they are likely to result in a temporary reduction of capacity.
Figure 63: ACC plans to implement new ATM systems (2010-13)
PRR 2009 Chapter 5: Operational En-route Performance
51
5.2.38 Notwithstanding the unprecedented drop in traffic and the resulting need to contain cost,
adequate and pro-active capacity planning at local and ATM network level is essential to
be able to cope with future traffic demand while managing all the planned ATM system
upgrades without excessive en-route ATFM delays.
5.2.39 In this context, the setting of binding capacity performance targets as part of the SES
performance scheme will need to be supported by locally drawn up performance plans
and a reinforced network management function to be established within the Single
European Sky initiative.
5.3 En-route Flight Efficiency
5.3.1 Deviations from the optimum trajectory generate additional flight time, fuel burn and
costs to airspace users. This section reviews en-route flight efficiency. Flight efficiency in
terminal control areas (TMA) and at main airports is addressed in Chapter 6.
5.3.2 En-route flight efficiency has a horizontal (distance) and a vertical (altitude) component.
The focus of this section is on horizontal en-route flight efficiency, which is in general of
higher economic and environmental importance than the vertical component across
Europe as a whole. The additional fuel burn due to en-route flight inefficiencies
(horizontal and vertical) has an environmental impact, which is addressed in more detail
in the environmental assessment in Chapter 7 of this report.
5.3.3 The horizontal en-route flight
efficiency indicator takes a single
flight perspective. It relates
observed performance to the great
circle distance, which is an ideal
(and unachievable) situation where
each aircraft would be alone in the
system and not be subject to any
constraints. In high density areas,
flow-separation is essential for
safety and capacity reasons with a
consequent impact on flight
efficiency.
5.3.4 It should be noted that there might
be a difference between the great
circle distance used for the
calculation of the horizontal flight
efficiency and the economic
preferences of airspace users which
may be influenced by factors such
as wind, route charges, and
congested airspace (see also
Chapter 7).
Horizontal flight efficiency:
The KPI for horizontal en-route flight efficiency is En-route
extension. En-route extension is defined as the difference
between the length of the actual trajectory (A) and the Great
Circle Distance (G) between the departure and arrival terminal
areas (radius of 30 NM around airports). Where a flight
departs or arrives outside Europe, only that part inside
European airspace is considered. En-route extension can be
further broken down into:
 direct route extension which is the difference between the
actual flown route (A) and the direct course (D); and,
 the TMA interface which is the difference between the
direct course (D) and the great circle distance (G).
30 NM
Airport A
Airport B
G
D
A En-route
extension
Actual
route
(A)
Great
Circle
(G)
Direct
Course
(D)
Direct route
　
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