Description Of The Potential Performance Indicators .
Description of the potential performance indicatorspresented in the GANP 2016Note: these indicators, definitions and descriptions are used by different States and organizations thatalready have published performance information. They are provided for information and might differfrom indicators and definitions contained in existing ICAO documentation.Table 1 below provides an overview of each indicator. A description in greater level of details can befound in the following pages.Table 1 Potential key performance indicators (KPIs) definitionFlight phase oreventOff-blocks(OUT)NameDefinitionKPI01Departure punctualityTaxi-outKPI02Taxi-out additional timeTake-off (OFF)KPI03ATFM slot adherenceEn-routeKPI04Filed flight plan en-routeextensionKPI05Actual en-route extensionKPI06En-route airspace capacityKPI07En-route ATFM delayKPI08Additional time in terminalairspacePercentage of flights departing from the gate on-time(compared to schedule) [avg. per traffic flow, per airport orper cluster of airports]Actual taxi-out time compared to an unimpeded taxi-out time[avg. per airport or per cluster of airports]Percentage of flights taking off within their assigned ATFMslot (Calculated Take-Off Time Compliance) [avg. per airportor per cluster of airports]Flight planned en-route distance compared to a referenceideal trajectory distance [avg. per traffic flow or airspacevolume]Actual en-route distance flown compared to a reference idealdistance [avg. per traffic flow or airspace volume]The maximum number of movements an airspace volume willaccept under normal conditions in a given time period (alsocalled declared capacity) [per airspace volume]ATFM delay attributed to flow restrictions in a given en-routeairspace volume [avg. per airspace volume]Actual terminal airspace transit time compared to anunimpeded time [avg. per airport or per cluster of airports]KPI09Airport peak arrivalcapacityKPI10Airport peak arrivalthroughputKPI11Airport arrival capacityutilizationKPI12Airport/Terminal ATFMdelayTaxi-inKPI13Taxi-in additional timeIn-blocks (IN)KPI14Arrival punctualityDescent &terminal areaarrivalLanding (ON)IDThe highest number of landings an airport can accept in aone-hour time frame (also called declared arrival capacity, orairport acceptance rate) [per airport]thThe 95 percentile of the hourly number of landings recordedat an airport, in the “rolling” hours sorted from the least busyto the busiest hour [per airport]Airport arrival throughput (accommodated demand)compared to arrival capacity or demand, whichever is lower[per airport]ATFM delay attributed to arrival flow restrictions at a givenairport and/or associated terminal airspace volume [avg. perairport or per cluster of airports]Actual taxi-in time compared to unimpeded taxi-in time [avg.per airport or per cluster of airports]Percentage of flights arriving at the gate on-time (comparedto schedule) [avg. per traffic flow, per airport or per cluster ofairports]1
Per flightphase or gateto-gateKPI15Flight time variabilityKPI16Additional fuel burnDistribution of the flight (phase) duration around the averagevalue [avg. per airport or per traffic flow]Additional flight time/distance converted to estimatedadditional fuel burn attributable to ATM [avg. per flight,airport or per airspace volume]2
Detailed descriptions of potential key performance indicatorsKPI IDKPI NameDefinitionMeasurement UnitsVariantsOperations measuredObject(s) characterizedUtility of the KPIParametersData requirementData feed providersFormula / algorithmReferences & examplesof useKPI01Departure punctualityPercentage of flights departing from the gate on-time (compared to schedule)% of scheduled flightsVariant 1 – departure punctuality within 5 minutes of scheduled departure timeVariant 2 – departure punctuality within 15 minutes of scheduled departure timeDepartures of scheduled flightsThe KPI is typically computed for individual airports, or clusters of airports(selection/grouping based on size and/or geography)This is an airspace user and passenger focused KPI: departure punctuality gives anoverall indication of the service quality experienced by passengers, and the ability ofthe airlines to execute their schedule at a given departure location.On-time threshold (maximum positive or negative deviation from scheduled departuretime) which defines whether a flight is counted as on-time or not.Recommended values: 5 minutes and 15 minutes.For each departing scheduled flight:Scheduled departure time (STD)Actual off-block time (AOBT)Schedule database(s), airports, airlines and/or ANSPsAt the level of individual flights:1. Exclude non-scheduled departures2. Categorize each scheduled departure as on-time or notAt aggregated level:3. Compute the KPI: number of on-time departures divided by total number ofscheduled departuresComparison of ATM-Related Operational Performance: U.S./Europe (June 2014)3
KPI IDKPI NameDefinitionMeasurement UnitsVariantsOperations measuredObject(s) characterizedUtility of the KPIParametersData requirementData feed providersFormula / algorithmReferences & examplesof useKPI02Taxi-out additional timeActual taxi-out time compared to an unimpeded/reference taxi-out timeMinutes/flightVariant 1 – basic (computed without departure gate and runway data)Variant 2 – advanced (computed with departure gate and runway data)The duration of the taxi-out phase of departing flightsThe KPI is typically computed for individual airports, or clusters of airports(selection/grouping based on size and/or geography)This KPI is intended to give an indication of the efficiency of the departure phaseoperations on the surface of an aerodrome. This may include the average queuing thatis taking place in front of the departure runways, non-optimal taxi routing andintermediate aircraft stops during taxi-out. The KPI is also typically used to estimateexcess taxi-out fuel consumption and associated emissions (for the Environment KPA).The KPI is designed to filter out the effect of physical airport layout while focusing onthe responsibility of ATM to optimize the outbound traffic flow from gate to take-off.Unimpeded/reference taxi-out time:Recommended approach for the basic variant of the KPI: a single value atairport level, e.g. the 20th percentile of actual taxi times recorded at anairport, sorted from the shortest to the longestRecommended approach for the advanced variant of the KPI: a separate valuefor each gate/runway combination, e.g. the average actual taxi-out timerecorded during periods of non-congestion (needs to be periodicallyreassessed)For each departing flight:Actual off-block time (AOBT)Actual take-off time (ATOT)In addition for the advanced KPI variant:Departure gate IDTake-off runway IDAirports (airport operations, A-CDM), airlines (OOOI data), ADS-B data providers and/orANSPsAt the level of individual flights:1. Select departing flights, exclude helicopters2. Compute actual taxi-out duration: ATOT minus AOBT3. Compute additional taxi-out time: actual taxi-out duration minus unimpeded taxi-outtimeAt aggregated level:4. Compute the KPI: sum of additional taxi-out times divided by number of IFRdeparturesComparison of ATM-Related Operational Performance: U.S./Europe (June 2014)PRC Performance Review Report (EUROCONTROL 2015)Single European Sky Performance SchemeCANSO Recommended KPIs for Measuring ANSP Operational Performance (2015)4
KPI IDKPI NameDefinitionMeasurement UnitsVariantsOperations measuredObject(s) characterizedUtility of the KPIParametersData requirementData feed providersFormula / algorithmReferences & examplesof useKPI03ATFM slot adherencePercentage of flights taking off within their assigned ATFM slot (Calculated Take-Off TimeCompliance)% of flights subject to flow restrictionsNoneThe take-off of IFR flights subject to flow restrictionsThe KPI is typically computed for individual airports, or clusters of airports(selection/grouping based on size and/or geography)This KPI gives an indication of the capability of an airport to contribute to ATFMeffectiveness by delivering outbound traffic in a predictable manner to the departurerunway, in compliance with assigned ATFM slots.Size of the ATFM slot: the period between 5 minutes before and 10 minutes after the CTOT.For each departing IFR flight subject to an ATFM regulation:Calculated Take-Off Time (CTOT)Actual take-off time (ATOT)Airports, ATFM serviceAt the level of individual flights:1. Exclude flights not subject to an ATFM regulation2. Categorize each departing flight as compliant with its ATFM slot or notAt aggregated level:3. Compute the KPI: number of compliant departures divided by total number ofdeparting flights subject to an ATFM regulationSingle European Sky Performance SchemeCANSO Recommended KPIs for Measuring ANSP Operational Performance (2015)5
KPI IDKPI NameDefinitionMeasurement UnitsVariantsOperations measuredObject(s) characterizedUtility of the KPIParametersData requirementData feed providersFormula / algorithmKPI04Filed flight plan en-route extensionFlight planned en-route distance compared to a reference ideal distance% excess distanceVariant 1, using a 40 NM cylinder around the departure and destination airport as thestart/end of en-route airspaceVariant 2, using a 40 NM cylinder around the departure airport and a 100 NM cylinderaround the destination airport as the start/end of en-route airspaceThe planned en-route distance, as selected during the preparation of flight plansThe KPI can be computed for any volume of en-route airspace; this implies that it canbe computed at State level (covering the FIRs of a State)This KPI measures the en-route horizontal flight (in)efficiency contained in a set of filedflight plans crossing an airspace volume. Its value is influenced by route networkdesign, route & airspace availability, airspace user choice (e.g. to ensure safety, tominimize cost and to take into account wind and weather) and airspace userconstraints (e.g. overflight permits, aircraft limitations). A significant gap between thisKPI and the Actual en-Route Extension KPI indicates that many flights are not flown alongthe planned route, which should trigger an analysis of why this is happening.A ‘Measured area’ is defined for which the KPI is computed. For example a State.A ‘Reference area’ is defined as a (sub)regional boundary considered, containing all‘Measured areas’, for example States within the same ICAO Region.Departure terminal area proxy: a cylinder with 40 NM radius around the departure airport.Destination terminal area proxy: a cylinder with 40 NM radius around the destination airport(variant 1). For variant 2 the radius is 100 NM.For each flight plan:Departure airport (Point A)Destination airport (Point B)Entry point in the ‘Reference area’ (Point O)Exit point from the ‘Reference area’ (Point D)Entry points in the ‘Measured areas’ (Points N)Exit points from the ‘Measured areas’ (Points X)Planned distance for each NX portion of the flightANSPsFor the horizontal trajectory of each flight, different parts (trajectory portions) areconsidered (see Figure 1 for the example of a flight departing outside the ‘ReferenceArea’ and overflying a measured State; Figure 2 for the example of a domestic flightwithin a measured State):1)The part of the flight which is within the reference area (segment OD). Ifairports A and/or B are located within the reference area, the points Oand/or D are placed on the airport reference point (ARP).2)The part of the flight for which the State level indicator is computed(between points N and X). If points A and/or B (the airports) are locatedwithin the measured State, the points N and/or X are placed on the40 NM circle (variant 1) around the airport reference point as shown inFigure 2, to exclude terminal route efficiency from the indicator.6
Figure 1 - Significant points andtrajectory segments (example 1)Figure 2 - Significant points andtrajectory segments (example 2)Between points N and X, three quantities can be computed: the planned distance(length of flight plan trajectory), the local direct distance (great circle distance betweenN and X, not required for this indicator), and the contribution of the trajectory betweenN and X to the completion of the great circle distance between O and D. Thiscontribution is called the “achieved distance”. The formula for computing this is basedon four great circle distances interconnecting the points O, N, X and D: achieveddistance [(OX-ON) (DN-DX)]/2.When a given flight traverses multiple States, the sum of the planned distance in eachState equals the total planned distance from O to D. Likewise the sum of all achieveddistances equals the direct distance from O to D.The extra distance for a portion NX of a given flight is the difference between theactual/flight planned distance and the achieved distance. The total extra distanceobserved within a measured area (e.g. a State) over a given time period is the sum ofthe planned distances across all traversing flights, minus the sum of the achieveddistances across all traversing flights.References & examplesof useThe KPI is computed as the total extra distance divided by total achieved distance,expressed as a percentage.ICAO EUR Doc 030 EUR Region Performance Framework Document (July 2013)Comparison of ATM-Related Operational Performance: U.S./Europe (June 2014)PRC Performance Review Report (EUROCONTROL 2015)Single European Sky Performance SchemeCANSO Recommended KPIs for Measuring ANSP Operational Performance (2015)7
KPI IDKPI NameDefinitionMeasurement UnitsVariantsOperations measuredObject(s) characterizedUtility of the KPIParametersData requirementData feed providersFormula / algorithmReferences & examplesof useKPI05Actual en-route extensionActual en-route distance flown compared to a reference ideal distance% excess distanceVariant 1, using a 40 NM cylinder around the departure and destination airport as thestart/end of en-route airspaceVariant 2, using a 40 NM cylinder around the departure airport and a 100 NM cylinderaround the destination airport as the start/end of en-route airspaceThe actual distance flown by flights in en-route airspaceThe KPI can be computed for a traffic flow or a volume of en-route airspace; thisimplies that it can be computed at State level (covering the FIRs of a State)This KPI measures the en-route horizontal flight (in)efficiency as actually flown, of a setof IFR flights crossing an airspace volume. Its value is influenced by route networkdesign, route & airspace availability, airspace user choice (e.g. to ensure safety, tominimize cost and to take into account wind and weather) and airspace userconstraints (e.g. overflight permits, aircraft limitations), and tactical ATC interventionsmodifying the trajectory (e.g. reroutings and ‘direct to’ clearances).The KPI is also typically used to estimate the excess fuel consumption and associatedemissions (for the Environment KPA) attributed to horizontal flight inefficiency.Identical to the parameters of the ‘Filed Flight Plan en-Route Extension’ KPI.For each actual flight trajectory:Departure airport (Point A)Destination airport (Point B)Entry point in the ‘Reference Area’ (Point O)Exit point from the ‘Reference Area’ (Point D)Entry points in the ‘Measured Areas’ (Points N)Exit points from the ‘Measured Areas’ (Point X)Distance flown for each NX portion of the actual flight trajectory, derived fromsurveillance data (radar, ADS-B ).ANSPs, ADS-B data providersIdentical to the formula/algorithm of the ‘Filed Flight Plan en-Route Extension’ KPI.ICAO EUR Doc 030 EUR Region Performance Framework Document (July 2013)Comparison of ATM-Related Operational Performance: U.S./Europe (June 2014)PRC Performance Review Report (EUROCONTROL 2015)Single European Sky Performance SchemeCANSO Recommended KPIs for Measuring ANSP Operational Performance (2015)8
KPI IDKPI NameDefinitionMeasurement UnitsVariantsOperations measuredObject(s) characterizedUtility of the KPIParametersData requirementData feed providersFormula / algorithmReferences & examplesof useKPI06En-route airspace capacityThe maximum number of movements an airspace volume will accept under normalconditions in a given time period (also called declared capacity)Movements/hrNoneThe nominal capability of an ANSP to deliver ATM services to IFR traffic in a givenvolume of en-route airspace.The KPI is typically used at the level of individual sectors (sector capacity) or en-routefacilities (ACC capacity)The KPI measures an upper bound on the allowable throughput of an en-route facilityor sector.Declared capacities are used in real time traffic flow management as well as formeasuring and monitoring service delivery and efficiency. Some ANSPs may prefer notto declare capacities, and only have these capacities declared daily based onknown/current operational factors. Declaring capacities provides an importantreference for understanding the total system performance under normal operatingconditions and provides a basis to work from when determining the impact ofoperational factors limiting capacity.NoneDeclared capacities are determined by the ANSP, and are dependent on traffic patternand sector configuration. Some ANSPs determine the capacity at facility level using asimulation tool: a given traffic pattern is iteratively grown, until the annual ATFM delayper flight reaches a predetermined maximum acceptable value. The throughput atwhich this occurs is the airspace capacity.ANSPsAt the level of an individual en-route facility:1. Select highest value from the set of declared capacities (the maximum configurationcapacity)2. Compute the KPI: convert the value to an hourly movement rate, if the declaration isat smaller time intervalsCANSO Recommended KPIs for Measuring ANSP Operational Performance (2015)9
KPI IDKPI NameDefinitionMeasurement UnitsVariantsOperations measuredObject(s) characterizedUtility of the KPIParametersData requirementData feed providersFormula / algorithmReferences & examplesof useKPI07En-route ATFM delayATFM delay attributed to flow restrictions in a given en-route airspace volumeMinutes/flightNoneThe management of (temporary) capacity shortfalls in en-route airspace due to highdemand and/or capacity reductions for a variety of reasons, resulting in the allocationof ATFM delayThe KPI can be computed for any volume of en-route airspace which participates in theATFM processThis KPI is a time aggregation of the ATFM delay generated by flow restrictions whichare established to protect a given volume of en-route airspace againstdemand/capacity imbalances. These flow restrictions (also called ATFM regulations)normally have a delay cause associated with them. This allows the KPI to bedisaggregated by cause, which allows better diagnosis of the reasons fordemand/capacity imbalances. Typically, the KPI is used to check whether ANSPsprovide the capacity needed to cope with demand.NoneFor each IFR flight:Estimated Take-off Time (ETOT) computed from the last filed flight planCalculated Take-off Time (CTOT)ID of the flow restriction generating the ATFM delayAirspace volume associated with the flow restrictionDelay code associated with the flow restrictionATFMAt the level of individual flights:1. Select the flights crossing the volume of en-route airspace2. Select the subset of flights which are affected by the flow restrictions in this airspace3. Compute ATFM delay: CTOT minus ETOTAt aggregated level:4. Compute the KPI: sum of ATFM delays divided by number of IFR flights crossing theairspaceICAO EUR Doc 030 EUR Region Performance Framework Document (July 2013)Comparison of ATM-Related Operational Performance: U.S./Europe (June 2014)PRC Performance Review Report (EUROCONTROL 2015)Single European Sky Performance SchemeCANSO Recommended KPIs for Measuring ANSP Operational Performance (2015)10
KPI IDKPI NameDefinitionKPI08Additional time in terminal airspaceActual terminal airspace transit time compared to an unimpeded time.Actual trajectories are generally long
Comparison of ATM -Related Operational Performance: U.S./Europe (June 2014) PRC Performance Review Report (EUROCONTROL 2015) Single European Sky Performance Scheme CANSO Recommended KPIs for Measuring ANSP Operational Performance (2015)
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