Sharing Experience on Flight Efficiency Network Manager User Forum 2014

1. Sharing Experience on Flight EfficiencyNetwork Manager User Forum 2014 Mark Deacon Monarch Airlines Flight Operations Technical & Chairman, IACA Committee on ATM & Flight Operations

2. Flight Efficiency • Airspace is the key to our operations – It is our Operating Environment. • A large part of our costs will depend on how efficient the airspace is • 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. • Airspace takes time to be developed. By the time new airspace has been implemented our requirements may have changed. • With ATM delay low our current priority is Flight Efficiency.

3. ChangingPriorities • 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.

4. 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.

5. 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

6. 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 cost-efficient 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 pan-European unit rate with ATM costed in terms of airspace complexity.

7. 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.

8. ‘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.

9. Route Extension Filed versus Actual

10. 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

11. 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