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Table Of Contents

EXECUTIVE SUMMARY
1. INTRODUCTION
2. APPROACH
3. THE PROPOSED PERFORMANCE MEASUREMENT STRUCTURE
4. KEY PERFORMANCE AREAS
4.1.1 Safety framework
Figure 1: Safety iceberg
4.1.2 PRC Safety Indicators
Figure 2: Delay KPA Attributes
4.2.1 Departure Delay
4.2.2 Flight Delay
4.2.3 TMA Delay
4.2.4 Arrival Delay
4.2.5 Causes of Delay
4.2.6 Relationship between Delay, Traffic Volume and Capacity
Figure 3: Weekly Minutes of ATFM Delay by Volume of Traffic
Weekly minutes of ATFM delay by volume of traffic
4.2.7 Capacity Management
4.3 Cost Effectiveness
Figure 4: Cost effectiveness KPA Structure
4.3.1 Cost of ATM Services
4.3.2 Productivity
4.3.3 Cost transparency
4.3.4 Investment Plans
4.4 Predictability
4.4.1 Anticipated Delay
4.4.2 Variability in arrival delay
4.4.3 Taxi Time Variability
Figure 5: Access KPA Structure
4.5.1 Availability of Airspace
4.5.2 Causes of Preferred Routes being Unavailable
4.5.3 Availability of Airport Capacity
4.5.4 Availability of airspace for military purposes
FLEXIBILITY
Figure 6: Flexibility KPA Structure
4.6.1 Freedom to Change Departure Time or Planned Route at Short Notice
4.6.2 Freedom to Exchange Slots
4.6.3 Freedom to Identify Re-routes
4.6.4 Freedom to Alter Route or Speed during Flight
4.7 Flight Efficiency
FLIGHT EFFICIENCY
Figure 7: Flight Efficiency KPA Structure
4.7.1 Efficiency of the Route Structure
4.7.2 Efficiency of the Actual Route Flown
Figure 8: Availability KPA Structure
4.8.2 The Disruption Caused by Unavailability
5. OVERVIEW
5.1 ATM 2000+ objectives
Figure 9: Capacity and Delay Costs
5.2 KPA breakdown
5.3 Top Ten ATM issues
6. OTHER CONSIDERATIONS
6.1 “Outcome” oriented approach
6.2 Access to data and production of indicators
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kpa

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Published by Darko Golubovic

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Published by: Darko Golubovic on Sep 13, 2010
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01/21/2014

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