Transcript USER FORUM 2014

Sharing Experience on Flight Efficiency
Network Manager User Forum 2014
Mark Deacon
Monarch Airlines Flight Operations Technical &
Chairman, IACA Committee on ATM & Flight
Operations
Flight Efficiency
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Airspace is the key to our operations – It is our Operating
Environment.
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A large part of our costs will depend on how efficient the airspace is
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IACA has lobbied for route and airspace enhancements over many
years through participation at RNDSG and other Eurocontrol
meetings. Airspace can be designed for Minimum Delay or Maximum
Efficiency. Over the years this balance has changed with fuel price
fluctuations and reaction to ATM delay.
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Airspace takes time to be developed. By the time new airspace has
been implemented our requirements may have changed.
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With ATM delay low our current priority is Flight Efficiency.
Changing Priorities
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The majority of IACA member airlines flights operate between
Northern Europe and touristic airports in the Mediterranean
Basin/Canaries.
In the past, with a rigid and inflexible airspace structure and the
imposition of Traffic Orientation Schemes, we sought Route
Options.
Today, with an increasingly dynamic operating environment, we
recognise the need for full operational flexibility which is achieved
through optimised flight planning.
Flight Efficiency is a partnership between the Airlines, ANSP’s and
the Network Manager.
Changing Priorities
To embrace Flight Efficiency we want fully optimised flights based
on Minimum Time, Minimum Cost or other criteria to ensure our
revenues are maximised and our costs are minimised.
In an ideal world we would prefer to file and fly Best Wind Routes –
which are not necessarily the Great Circle (Minimum Ground
Distance) Routes.
EC Targets seek to reduce what is termed ‘Route Extension’ –
which, whilst laudable, is not the same.
In busy, congested European Airspace we accept there has to be
some compromise.
The Flight Efficiency Plan
Enhancing European En-route Airspace Design
Improving airspace utilisation and route network availability
Efficient TMA Design and utilisation
Optimising airport Operations
Improving awareness of performance
The FEP put focus and high priority on improved flight efficiency
and reduced environmental impact
We now have Route Options, Dynamic Airspace, FUA, Airport
Integration and other opportunities to make best use of advances in
navigation capabilities
Route Charges
On the day of operation, the balance of most favourable wind and user
charge allows our Flight Planning Systems to select the most costefficient route.
The downside is that European airspace remains unequal with
differences in unit rates creating congestion and unbalancing traffic
flows.
True Flight Efficiency can only be achieved with a single panEuropean unit rate with ATM costed in terms of airspace complexity.
Enhanced Airspace
The implementation of Weekend routes, Night Time FSR’s, Night
Directs and Free Route Airspace has been a key enabler of Flight
Efficiency over recent years.
FRAS makes use of the airborne equipage that our aircraft have
carried for many years.
To increase efficiency further we need to operate Free Flight routes
(rather than Direct Routes) within FRAS. This will make best use of
optimum wind.
We need an increase in FRAS developments and availability.
‘Military’ versus ‘Civil’ Airspace
Defence budgets are being cut across Europe but airspace required
by the military stays the same or is increased.
We must ensure that enhanced civil/military co-ordination is in
place.
The use of new airspace management tools such as LARA are to be
welcomed.
Airspace should not be regarded as ‘civil’ or ‘military’ but shared.
If ‘military’ airspace is handed over for civil use it is incumbent on
civil traffic to make full use of it.
Route Extension
Filed versus Actual
Air Traffic Management
Re-Routing: Reduces delay and improves ANSP performance whilst
AO’s are impacted in terms of cost, fuel, CO2….
Mandatory Scenarios: Whilst this is a valid ATM tool airlines should
retain the choice between re-routing or accepting delay.
Route Availability Document (RAD): This needs to be overhauled to
ensure we do not miss out on any improved Flight planning
opportunities.
Flight Plan Adherence: We need to comply.
Complexity: As airlines we understand that the best way to achieve
anything is to reduce complexity
Next Steps
It is OUR Network
It is OUR Operating Environment
It is down to us to highlight Flight Inefficiencies
We need to be engaged and be involved